Improvements in High Speed Motive Power Engines and in Auxiliary Connections for the same.
Year: 1899

page_text: ' Date of Application, 12th Apr., 1899
Complete Specification Left, 12th Jan., 1900-Accepted, 24th Feb.,
1900
PROVISIONAL SPECIFICATION.
Improvements in High Speed Motive Power Engines and in
Auxiliary Connections for the same.
We, HENRY BURNETT WATSON, JOHN STANLEY WATSON, and TORBEN CHRISTIAN
BILLETOP, all of High Bridge Works, Newcastle-on-Tyne, Engineers, do hereby
declare the nature of this invention to be as follows:-
This invention relates to improvements in connection with the construction and
arrangement of high speed motive power engines, and in the auxiliary mechanism,
valves and connections used with the same for driving shafts, steam vessels, torpedoes,
vehicles, fans, pumps, dynamos, air compressors, and for like purposes.
The object of our invention being to provide a compact arrangement of motor.
cylinders with their connections arranged in such manner as to admit of simple and
efficient balancing of the various stresses and loads induced during the working of the
engine, and to provide an efficient and simple method of controlling and reversing the
motions of the engine.
We also are enabled to increase the efficiency of the motors by the system of
expansive working which we introduce, allowing one cylinder to act as the valve for
the other. We ventilate the casing of the engine and keep the oil cool which is to
be used in connection with the lubrication of the various parts of the engine.
In carrying our invention into effect when constructing an engine of a compound
balanced type, we arrange the cylinders in two pairs, diagonally about the driving
shaft upon which the cranks or eccentrics are connected, mounting such cylinders
upon a frame or within a casing or chamber, so that they may be conveniently
enclosed with the other machinery used in connection with such engine forming one
compact motive power and machinery chamber.
We introduce in connection with our cylinders which are radially disposed about
the crank shaft a reversing valve through which the steam first passes before entering
each cylinder of the engine, the valve being so constructed and provided with ports
in the form of a piston and cylinder type of distributing chamber through which the
steam after passing from the stop valve can be directed to one or other of the passages
or outlet flanges by the movement of the spindle which causes the piston or pistons
to cover or uncover the connections leading to the various cylinders allowing the steam
to act to drive the engines ahead or astern by the simple manipulation of the hand-
wheel or lever in connection with the reversing valve.
We employ in one manner two high pressure and two low pressure cylinders in the
same group, causing the low pressure piston to act as a valve for the high pressure
cylinder, and the high pressure piston acting as the valve for the low pressure cylinder,
the two high pressure pistons balancing each other while the two low pressure pistons
also balance each other.
We employ triple expansion engines on the same principle having one high
pressure cylinder, one intermediate pressure cylinder, and two low pressure cylinders
all in the same cycle, the intermediate pressure and low pressure cylinders we make
of the same size, and the weight of the various high pressure parts is made such as to
balance with those of the opposite cylinder.

page_text: We vary the arrrangement of the cylinders to suit the conditions of service, for
which the engine is required.
We provide also an engine with six cylinders, having one high pressure, two
intermediate, and three low pressure cylinders, all cylinders being of the same size,
and placed in the same plane practically, radially about the shaft. By using every
second cylinder which is placed 120 degrees in advance as the valve for itself we
obtain an efficient system of cut-off, such as cannot be obtained with cylinders placed
at right angles to each other.
We also provide engines of the compound or triple expansion type with four or six
cylinders so arranged as to considerably reduce or practically dispense with the
connections forming the port passages, and thus reduce the clearance spaces, and
further increase the efficiency.
This we obtain by placing each 'H.P. and L.P. pair alongside each other with the
other H.P. and L.P. exactly opposite the shaft in a similar position. Thus the
cylinders are so arranged that a plane laid through their axis falls through and along
the centre line of the shaft, but where the cylinders are placed radially round the
shaft a plane laid through the cylinder axis falls across the centre line, of the
shaft.
We ventilate the casing of the engine by means of an ejector in which the exhaust
steam from the low pressure is employed to draw the air out from such casing the
heated air being replenished by fresh air admitted through ventilating openings
formed in suitable parts of the casing.
We sometimes employ ventilating pipes for carrying off the hot air which pipes we
lead to the funnel or fan which may be placed on the shaft or driven from the same
for drawing or discharging the air.
We increase the efficiency of the lubrication by keeping the oil cool, passing the
oil pipes through the condenser circulating water or through special coolers or
condensers arranged for the purpose.
We modify the combination and arrangement of our cylinders together with the
ventilating, lubricating and controlling mechanism for the same to suit the type of
motor which is to be constructed and the purpose for which it is required.
MARKS & CLERK,
18, Southampton Buildings, London, W.C.,
13, Temple Street, Birmingham, and 25, Cross Street, Manchester.
Improvements in High Speed Motive Power Engines and in
Auxiliary Connections for the same,
We, HENRY BURNETT WATSON, JOHN STANLEY WATSON, and TORBEN CHRISTIAN
BILLETOP, all of High Bridge Works, Newcastle-on-Tyne, Engineers, do hereby
declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:
This invention relates to improvements in connection with the construction
and arrangement of high speed motive power engines, and in the auxiliary
mechanism, valves and connections used with the same for driving shafts, steam
vessels, torpedoes, vehicles, fans, pumps, dynamos, air compressors, and for like
purposes.
The object of our invention is to provide a compact arrangement of motor cylinders
with their connections arranged in such manner as to admit of simple and

page_text: efficient balancing of the various stresses and loads induced during the working of
the engine, and to provide an efficient and simple method of controlling and
reversing the motions of the engine. We also are enabled to increase the efficiency
of the motors by the system of expansive working which we introduce, allowing one
cylinder to act as the valve for the other. We ventilate the casing of the engine
and keep the oil cool which is to be used in connection with the lubrication of the
various parts of the engine.
In carrying our invention into effect when constructing an engine of a compound
balanced type, we arrange the cylinders in two pairs, diagonally about the driving
shaft upon which the cranks or eccentrics are connected, mounting such cylinders
upon a frame or within a casing or chamber, so that they may be conveniently
enclosed with the other machinery used in connection with such engine forming
one compact motive power and machinery chamber.
We introduce in connection with our cylinders which are radially disposed about
the crank shaft a reversing valve through which the steam first passes before entering
each cylinder of the engine, the valve being so constructed and provided with ports
in the form of a piston and cylinder type of distributing chamber through which the
steam after passing from the stop valve can be directed to one or other of the passages
or outlet flanges by the movement of the spindle which causes the piston or pistons
to cover or uncover the connections leading to the various cylinders allowing the
steam to act to drive the engines ahead or astern by the simple manipulation of
the hand-wheel or lever in connection with the reversing valve.
We employ in one manner two high pressure and two low pressure cylinders in the
same group, causing the low pressure piston to act as a valve for the high pressure
cylinder, and the high pressure piston acting as the valve for the low pressure
cylinder, the two high pressure pistons balancing each other while the two low
pressure pistons also balance each other.
We employ triple expansion engines on the same principle having one high
pressure cylinder, one intermediate pressure cylinder, and two low pressure cylinders
all in the same cycle, the intermediate pressure and low pressure cylinders we make
of the same size, and the weight of the various high pressure parts is made such as to
balance with those of the opposite cylinder.
We vary the arrangement of the cylinders to suit the conditions of service for
which the engine is required.
We provide also an engine with six cylinders, having one high pressure, two
intermediate, and three low pressure cylinders, all cylinders being of the same size,
and placed in the same plane practically, radially about the shaft. By using every
second or alternate cylinder which is placed 120 degrees in advance as the valve for
another we obtain an efficient system of cut-off, such as cannot be obtained with
cylinders placed at right angles to each other.
We also provide engines of the compound or triple expansion type with four or six
cylinders so arranged as to considerably reduce or practically dispense with the con-
nections forming the port passages, and thus reduce the clearance spaces, and further
increase the efficiency.
This we obtain by placing each H.P. and L.P. pair alongside each other with the
other H.P. and L.P. exactly opposite the shaft in a similar position. Thus the
cylinders are so arranged that a plane laid through their axis falls through and along
the centre line of the shaft, but where the cylinders are placed radially round the
shaft a plane laid through the cylinder axis falls across the centre line, of the
shaft.
We ventilate the casing of the engine by means of an ejector in which the exhaust
steam from the low pressure cylinders is employed to draw the air out from such
casing the heated air being replenished by fresh air admitted through ventilating
openings formed in suitable parts of the casing.
We sometimes employ ventilating pipes for carrying off the hot air which pipes we
lead to the funnel or a fan which may be placed on the shaft or driven from the same
for drawing off or discharging the air.

page_text: In order that our invention may be more readily understood we have appended
drawings illustrative of the more convenient methods of construction, in which
Figure 1 is an elevation, partly in section and with part of the cover plate removed,
of one form of our engine having cylinders arranged radially about the crank shaft
and proportioned for compound working.
Figure 2 is a side elevation of Figure 1 showing the positions of the cylinders.
Figures 3 and 4 are sections through the high and low pressure cylinders respec-
tively showing the steam ports and pipe connections.
Figures 5, 6 and 7, are sections and plan of our improved controlling valve.
Figure 8 is an elevation of a four cylinder engine arranged for triple expansive
working.
Figure 9 is an elevation of a six cylinder engine arranged for triple expansive work-
ing with steam cut off before the end of the piston stroke.
Figure 10
invention.
a plan of an engine constructed according to another part of our
Figures 11, 12, 13 are diagramatic views of the cylinders, pistons and valves,
and are typical of the action of all the modifications of our invention to be
described.
We will first describe the action of our controlling valve illustrated by
Figures 5, 6, 7. The valve consists of a main casting b bored through and arranged
to receive a piston rod c carrying a series of pistons 40, 41, 42, 43 arranged to fit the
bore of the valve casting and cover suitably disposed ports, d, e, f, g, h, i, k, I leading
to the cylinders of the engine. A steam port u is provided which supplies the high
pressure steam and an exhaust port w serves to convey the steam to atmosphere or
to a condenser as desired. A side passage or port v permits communication between
the ports d, e, and h, i, or the ports f, g and k, at such times as required, such
communication being controlled by the movement of the piston rod c. The end of
the piston rod c is screwed and passes through the female threaded boss of the hand
wheel 44 which revolves freely in the bush 45 formed upon the end of the valve
body. By revolving the hand wheel 44 the piston rod c is reciprocated thus causing
the pistons 40, 41, 42, 43 to uncover the ports d, e, f, g, h, i, k, l, and allow steam to
pass through the engine cylinders in a manner to be described. When the hand
wheel is revolved to move the piston rod c in the direction of the arrow (Figure 5)
the ports d, e are opened to the steam entering at the port u and act as steam inlet
ports to the pistons of the low pressure cylinders m, n (Figure 1) which act as valves
to the high pressure cylinders o, p respectively, in a manner to be described. After
operating upon the high pressure pistons of the cylinders o, p the steam is returned
through the pistons of the low pressure cylinders m, n respectively to the ports f, g.
From the ports f, g the steam passes through the side passage or port v to the
ports, which communicate with the pistons of the high pressure cylinders o, p
respectively, such pistons acting as valves to the low pressure cylinders m, n
respectively in a manner to be described. After operating the low pressure pistons of
the cylinders m, n the steam is returned by way of the high pressure pistons o, p
respectively to the ports h, i which are in communication with the exhaust port w.
If the hand wheel 44 be now revolved in a direction to reciprocate the piston rod c
in a reverse direction to the arrow (Figure 5) the piston 41 will uncover the
ports f, g to the steam supply entering at u and cause the engine to revolve in an
opposite direction owing to the construction of the valves formed in the pistons m, n
and acting as valves for the cylinders o, p respectively. The ports d, e in this case
are open to the side passage vand communicate with the ports h, i supplying steam
to operate the low pressure cylinders m, n. The steam returned from the low
pressure cylinders is exhausted by the ports k, which communicate with the
exhaust port w.
When arranging our controlling valve for use with a triple expansion engine in
which the piston of one cylinder acts as valve for another cylinder, such for instance
as the engines illustrated in Figures 8, 9, the piston rod c has six pistons formed
hereon and arranged to cover ports arranged in three series in place of the two

page_text: series 40, 41 and 42, 43 shown in Figure 5 and the exhaust port w, Figure 5 is
arranged to act as side passage or port leading to the third series and an additional
port is provided on the third series to act as permanent exhaust. By continuing the
series of pistons a valve may be constructed to control cylinders working with any
number of expansions. The arrangement of the cylinders, pistons, ports and valves
by which one cylinder and its piston are caused to control the steam supply to an
adjacent cylinder will be best understood by a description of the diagramatic views
Figures (11, 12, 13).
Figure 11 is a diagramatic view of the cylinders m, o in Figure 1, and the con-
trolling valve Figure 5 with the piston rod c reciprocated in the direction of the
arrow (Figure 5) so as to cause the engine (Figure 1) to revolve in the direction of
the arrow (Figure 1). The steam enters the valve b through the port u and then
passes by the port d to the cylinder m. The port d has two openings in cylinder m
having communication at proper times with the ports 46, 47 formed within the
piston 48 within the cylinder m. In the same way the port f leading from the
valve b has communication at proper times with the two ports 49, 50 formed within
the piston 48. Two ports q, are formed within the body of the cylinder m and
communicate with the two ends of the cylinder o as shown. These ports f, d, q, r,
46, 47, 49, 50 serve to control the steam supply to the high pressure cylinder o, and
according to the position of the piston rod c to admit steam entering atdorf respectively,
causing the engine to run in a forward or backward direction. If the steam enters
through the port d as shown the exhaust takes place through the port f and vice
versa. The exhaust from the high pressure cylinder o passing by way of the
port for dis discharged into the side passage v to enter the port kor / according to
the position of the piston rod c. In the diagram (Figure 11) the steam is exhausted
through and enters the port which has communication at proper times with
the ports 51, 52 formed in the piston 53 in the cylinder o. Similarly the port h
leading from the valve b has communication at proper times with the two
ports 54, 55 formed within the piston 53. Ports s, t formed within the body of the
cylinder o communicate with the two ends of the cylinder m. These ports h, k, s, t,
51, 52, 54, 55 serve to control the steam supply to the low pressure cylinder m, and
according to the position of the piston rod c to admit steam entering at or h
respectively, causing the engine to run in a forward or backward direction. When
the high pressure steam enters at the low pressure steam enters to operate the
cylinder in by way of the port k and is exhausted by the port finally passing
away from the valve 6 by the exhaust port w. The ports e, g, i, l are corresponding
ports to d, f, h, k and are connected to the cylinders n, p Figure 1 which are
exactly similar in construction to the cylinders m, o. The action is as follows:-
Assuming the parts to be in the position shown in Figure 11 and steam to be
admitted through the port u. The steam will pass along the port d and fill the
ports 46, 47 and on a slight movement of the crank in the direction of the arrow
(Figure 11) the port 46 opens to the port 1, by the movement of the piston 48,
thus allowing the steam to flow from the port d to the cylinder o by the port and
operate upon the high pressure piston 53 to drive the engine. The movement of
the piston 48 also causes communication to be established between the ports q, f by.
the port 50 thus allowing the steam in the cylinder o which has already operated
upon the piston 53 to escape by way of the ports q, 50, f to the side passage which
is in communication with the port %, which communicates by the port 52 with the
ports, which in turn communicates with the cylinder m and the low pressure steain
thus entering serves to operate upon the low pressure piston 48. The port / which
is in communication by the port 54 with the port t leading to the cylinder m allows
the steam which has already operated upon the piston 48 to escape to exhaust by
the portu.
When the crank has travelled through 90° of angle the position of the parts is
shown by Figure (12). The piston 48 has now reache'l the end of its stroke and the
ports k, h are closed to the ports s, t. The piston 53 is near half stroke and.
the ports d, f are still open to the ports r, q. A slight further movement of the crank

page_text: causes the port t to communicate with the port by the port 51 thus supplying low
pressure steam from the side passage v to the low pressure cylinder m to drive out the
piston 48. At the same time the port s communicates with the port h by the port 55
and allows the steam which has already operated upon the piston 48 to escape to
exhaust.
:
When the crank has revolved through a further angle of 90° the position of the
parts is represented by Figure (13). The piston 53 having reached the end of its
stroke the steam supply and exhaust are cut off by the piston 48 which is near half
stroke thus closing communication between the ports d, and f, q. The piston 48
is still on its outward stroke and the port k supplying steam is still open to the port t
and the port h in communication with the exhaust is open to the port s. A further
movement of the crank shaft causes a continuation of the properly timed opening and
closing of the valves to supply steam to the cylinders and to permit exhaust. When
one piston is at the end of a stroke the other is near the half stroke so that the valves
are first closed and then opened in an opposite sense so that where live steam was
admitted free opening is afforded to exhaust.
The valves or ports in the pistons 48, 53 and the cylinders m, o are shown in the
diagrams without lap or lead but it will be readily understood that these may be
added by following the ordinary processes of steam engine design.
The description already given is for running the engine in one direction only but
it will be understood that by reversing the piston rod c (Figure 5) so as to open the
ports f, to the live stean entering at that the engine will run in the opposite
direction without further attention or adjustment.
l
Referring to Figures 1, 2, 3, 4, 5, 6, 7, the high pressure steam is admitted to the
engine by way of the stop valve a and controlling valve b, the position of the valve b
determining in which direction the engine shall run. The valve b is provided with a
stalk c having pistons formed thereon as already described which either close up or
open steam ports d, e, f, g, h, i, k, l, leading in pairs to the cylinders m, n, o, p.
The pipes f, g, k, lie behind the pipes d, e, h, i and are hidden from view thereby in
Figure 1. The cylinders and pistons are arranged with suitable ports in duplicate
so that each cylinder and its piston may act as valve for the next adjacent cylinder;
the cylinder m thus controls the cylinder o, and the cylinder o controls the
cylinder m, and in the same way the cylinders n and p control each other. When
the engine is running in the direction of the arrow (Figure 1) the pipes d, e, k, l
serve to convey the steam to the cylinders whilst the pipes f, g, h, i, serve as exhaust
pipes as described with reference to Figures 11, 12, 13. When the engine is caused
to run in an opposite direction by manipulating the valve b the pipes f, g, h, i,
become steam pipes and d, e, k, l, exhaust pipes.
We will assume as an example that the valve b has been operated by the hand
wheel causing the piston valve to be moved in the direction of the arrow (Figure 5)
thus opening the ports d, e, to the high pressure steam entering at u, the ports f, 9,
acting in this case as exhaust ports to the high pressure cylinders o, p, and
discharging into the by-pass v leading in this instance to the ports k, l, which act as
steam ports to the low pressure cylinders m, n, the ports h, i, being connected to the
exhaust pipe w. The ports e, g, i, l, and the cylinders n, p, may be neglected as they
are an exact replica of the ports d, f, h, k and cylinders m, o.
As shown in Figure 1 the piston in the cylinder m is at half stroke so that on the
crank shaft revolving in the direction of the arrow the port d carrying high pressure
steam communicates with the port leading to the cylinder o and thus driving out
the high pressure piston.
the
The exhaust steam from the front of the high pressure piston passes out
through the port q in communication with the port of which is open to
by-pass v leading to the ports k, l. From the port the steam passes by way of
the high pressure piston, to the port 8 leading to the low pressure cylinder m. When
the crank has revolved through 90° the port k will be closed to the port s by the high
pressure piston, thus cutting off the steam supply to the piston of the low pressure
cylinder m which has reached the end of its stroke; at the same time communication

page_text: is established between the ports h and thus leading the steam to the opposite end
of the cylinder m. A further movement of the crank through 90° places the low
pressure piston on half stroke thus closing the port to the port d and cutting off
the steam from the cylinder o, the piston having reached the end of its stroke; at
the same time the port d communicates with the port q by way of the spiral passage
formed on the cylinder m thus admitting steam to the opposite end of the cylinder o.
The exhaust steam from the cylinder m passes by way of the ports s, t, through the
high pressure piston to the port h leading to the exhaust pipe w, the port / being
open to the ports s, t, at such times as they are closed to the port k.
In the same:
manner steam is conducted to the cylinders n, p, which operate in the same way as
the cylinders m, o, to form a compound engine.
Figures 3 and 4 show sections of the cylinders o, mas actually constructed and are
applicable to the designs of engine illustrated by Figures 1, 2, 8 without modification
and to the types illustrated by Figures 9, 10 with modifications in detail. Figure 3
shows longitudinal and transverse sections of the cylinder o Figure 1. The cylinder
casting is formed with two ports, each of which communicates with the bore of
the cylinder by two openings. The piston 53 is provided with four ports 51, 52, 54,
55, as shown. Two of these ports 51, 52 are always in communication with the
openings of the port and at proper times with the ports s, formed within the
cylinder casting and having communication with the ports s, t in the cylinder in as
described and clearly shown in the diagrams (Figures 11, 12, 13). The remaining
two ports 54, 55 are in communication with the two openings of the port hand at
proper times with the ports s, t formed within the cylinder casting and having
communication with the ports s, t in the cylinder mas described and clearly shown
in the diagrams, Figures 12, 13, 14. Thus the cylinder o and its piston 53 being
provided with the suitable ports are enabled, by reason of the reciprocation of the
piston within the cylinder, covering and uncovering the ports s, t to allow admission
and exhaust of fluid to perform the function of a slide valve to the cylinder m with
which the ports s, t communicate. For convenience of manufacture a liner 56 is
placed within the cylinder o.
Figure 4 shows longitudinal and transverse sections of the cylinder m Figure 1
The cylinder casting is formed with two ports d, feach of which communicates with
the cylinder bore by two openings coinciding in position with the ports 46, 47, 49,
50 formed within the piston 48. The two ports 46, 47 are in communication with
the openings of the port d and at proper times with the ports q, r formed within the
cylinder casting and having communication with the ports q, r in the cylinder o as
described and clearly shown in the diagrams Figures 11, 12, 13. The remaining two
ports 49, 50 are always in communication with the openings of the port fand at
proper times with the ports 7, r formed within the cylinder casting and having
communication with the ports q, r in the cylinder o as described and clearly shown
in the diagrams Figures (II, 12, 13). Thus the cylinder m and its piston 48 being
provided with suitable ports are enabled, by reason of the reciprocation of the piston
within the cylinder covering and uncovering the ports s, t to allow admission and
exhaust of fluid, to perform the function of a slide valve to the cylinder o with which
the ports q, communicate. For convenience of manufacture a liner 57 is placed
within the cylinder m.
Figure 8 shows an engine similar to the above in general arrangement but arranged
for triple expansion working. In this engine the cylinder 1 is the high pressure
cylinder whilst cylinder 2 is the intermediate pressure and the two cylinders 3, 4 each
of equal capacity to cylinder 2 are the low pressure cylinders. To effect a balance of
the moving parts the piston of cylinder I is made of equal weight with that of
cylinder 2. The pistons are connected in pairs to crank centres placed at 180° to
each other as in Figure 1. A valve is fitted to the engine of similar design to that
shown in Figures 5, 6, 7, but having its piston valve c provided with six pistons
arranged in three series as previously described to cover eight ports, two of which lead
to each cylinder. The exhaust opening w is in this case transformed into a by-pass
similar to and leading to the additional pistons. In this valve the ports such

page_text: as e, g, i, l, are not required as the high and intermediate pressure cylinders are not
duplicated. The cylinder is constructed as shown in Figure 3, and the
cylinders 2, 3, 4 are constructed as shown in Figure 4. The steam from the con-
trolling valve enters cylinder 3, which acts as valve to cylinder 1, by the port 5 and
having operated on the piston of cylinder 1 is exhausted through the port 6 to the
controlling valve to pass on to the port 7 in cylinder 4 which acts as valve to
cylinder 2. Having operated cylinder 2 the steam is exhausted by port 8 to again
pass through the controlling valve to the ports 9, 10 on cylinders 1, 2, which cylinders
act as valves to cylinders 3, 4, respectively. The steam exhausted from cylinders 3,4
passes by way of ports 11, 12 through the controlling valve to the exhaust pipe.
When the controlling valve is operated to reverse the engine the ports which are
mentioned in the above description as steam ports become exhaust ports and vice
versa.
Figure 9 shows a design of six cylinder triple expansion engine constructed
according to our invention and having one high pressure cylinder, two intermediate
and three low pressure cylinders. The cylinders and pistons are all of similar
dimensions and the pistons are connected alternately to crank centres arranged at
180° to each other, thereby securing balance of the moving parts. The cylinder 13
is the high pressure cylinder 14, 17, are intermediate pressure, and 15, 16, 18 are low
pressure cylinders. Each cylinder acts as valve to the next and the respective crank
centres being at 180° to each other, the valve is given an advance of 120° thus
securing the necessary lead to cut off steam before the end of the stroke and provide
for expansive working in the cylinder. A controlling valve 19 is provided of similar
construction to those already described.
When the engine is running in one direction steam passes from the valve 19 by the
pipe 21 through the valve piston of cylinder 14 to cylinder 13. From 13 the steam
is exhausted by the pipe 22 and passing through the valve 19 enters the pipes 23, 24
and passing through the valve pistons 15, 18 operates on the intermediate pressure
pistons 14, 17; the steam returns by the pipe 25, 26 to the valve 19 to pass on by
the pipes 27, 28, 29 to the valve pistons of 13, 16, 17 to operate upon the low
pressure pistons 18, 15, 16, and from these to be returned by way of the pipes 30, 31,
32 through the valve 19 to the exhaust. On operating the controlling valve 19 to
reverse the engine the pipes which have conveyed steam to the cylinders in the
above description become exhaust pipes, and vice versa
Figure 10 illustrates an engine constructed according to another part of our
invention in which the cylinders are arranged in pairs, side by side, and having crank
centres at 90° to each other, such cylinders and pistons acting as valves to each
other and having a similar pair of cylinders placed oppositely for the purpose of
balancing. Two pairs of cylinders 33, 34, and 35, 36, are provided for compound
working. The low pressure cylinders 34, 36 act as valves for their respective high
pressure cylinders 33, 35, and the high pressure cylinders act as valves to the low
pressure cylinders. Four crank centres are provided placed in 180° pairs at 90° to
each other. By this arrangement each cylinder such as 33 is opposed to a similar
cylinder such as 35 having their crank centres at 180° to each other for purposes of
balance whilst each pair such as 33, 34 have a lead of 90° giving the necessary cut
off. The internal construction of the cylinders is generally similar to those already
described and illustrated in Figures 3, 4, and for purposes of reversing and control the
valve b may be used.
It will be readily understood that any of the engines described having one cylinder
acting as valve for another may in place of such arrangement have a tail rod
continued through the cylinder, or similar device, arranged to operate slide valves in
duplicate of the type described in the Specification of Letters Patent No. 13,209 of
1897 for the purpose of regulating the supply and cut off of the steam or other
fluid.
The crank chamber of the engine illustrated by Figure 10 is ventilated according to
our invention. A fan, exhauster, or blower 37 driven from the crank shaft is employed
having a port or passage 38 communicating with the crank chamber through which

page_text: the heated air is drawn by the fan to be discharged to the atmosphere, smoke stack
or elsewhere. Suitable openings are provided to admit fresh air to the crank
chamber.
In Figures 1, 2 is shown an exhaust steam ejector for removing the heated air from
the crank chamber, such ejector to be used in place of a fan. The exhaust steam is
discharged through the blast pipe x into the enlarged duct y thus drawing air through
the pipe z.
We increase the efficiency of the lubrication by keeping the oil cool, passing the
oil pipes through the condenser circulating water or through special coolers or
condensers arranged for the purpose.
We modify the combination and arrangement of our cylinders together with the
ventilating, lubricating and controlling mechanism for the same to suit the type of
motor which is to be constructed and the purpose for which it is required.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what
we claim is :-
1. A controlling valve consisting of a piston rod or stalk c, which can be recipro-
cated within the valve body having a side passage or passages to start, stop or reverse
an engine and carries pistons in series, or the equivalent, arranged to cover or uncover
ports; such valve to be used in combination with the cylinders of a fluid pressure
engine of the type in which each cylinder and its piston act as valve to another
cylinder; the engine being arranged for compound or multiple expansion working and
having its pistons connected to the crank shaft in such a manner as to give the
necessary angle of advance to each piston acting as valve to another cylinder, the
whole substantially as described and as illustrated in the drawings.
2. A controlling valve consisting of a piston rod or stalk c, which can be recipro-
cated within the valve body having a side passage or passages to start, stop or reverse
an engine and carries pistons in series, or the equivalent, arranged to cover or uncover
ports; such valve to be used in combination with the cylinders of a fluid pressure
engine of the type in which each piston carries a tail rod, or the equivalent, which
operates valves in duplicate to control another cylinder; the engine being arranged
for compound or multiple expansion working and having its pistons connected to the
crank shaft in such a manner as to give the necessary angle of advance to each piston
having a tail rod or its equivalent and valves to control another cylinder, the whole
substantially as described and as illustrated in the drawings.
3. A fluid pressure engine having two cylinders with their pistons connected to one
common crank centre, the axes of the cylinders being placed at or about right angles
to each other and the pistons provided with ports and arranged to reciprocate within
cylinders having ports for the supply or exhaust of the fluid, and ports leading to the
adjacent cylinder, each of such cylinders and its piston being arranged to act as valve
to the adjacent cylinder, the angle of advance of each piston acting as valve to the
other cylinder being provided by the disposition of the cylinders in relation to the
crank shaft, the engine being used either with or without the interposition of a
controlling valve, such as b, and arranged for the fluid to pass from one cylinder to
the other for compound working, the whole substantially as described and as illus-
trated in the drawings.
4. A fluid pressure engine having cylinders placed radially and opposite to each
other and having their piston's connected in pairs as m, o, and n, p to crank pins
arranged at 180° to each other, such pistons being of the same or approximately the
same weight for balancing the moving parts and provided with ports, and arranged
to reciprocate within cylinders having ports for the supply or exhaust of fluid and
ports, leading to the adjacent cylinder of the pair connected to the same crank centre,
each of such cylinders and its piston being arranged to act as valve to the adjacent
cylinder of the pair, the angle of advance of the piston acting as valve to the adjacent
cylinder being provided by the disposition of the cylinder in relation to the crank
shaft, such engine being used either with or without the interposition of a controlling

page_text: valve such as b and arranged for the fluid to pass from one cylinder to the other for
compound working, the whole substantially as described and as illustrated in the
drawings.
5. A fluid pressure engine having cylinders placed radially and opposite to each
other, as 1, 2, 3, 4, and having their pistons connected in pairs, as 1, 3 and 2, 4, to
crank pins arranged at 180° to each other, such pistons being of the same or approxim-
ately the same weight for balancing the moving parts and provided with ports and
arranged to reciprocate within cylinders having ports for the supply or exhaust of
steam or other fluid and ports, leading to the adjacent cylinder of the pair connected
to the same crank centre, each of such cylinders and its piston being arranged to act
as valve to the adjacent cylinder of the pair, the angle of advance of the piston acting
as valve to the adjacent cylinder being provided by the disposition of the cylinders
in relation to the crank shaft such engine being arranged for triple expansion working
by reason of the fluid being passed successively through the cylinders, as in the
order 1, 2 and concurrently 3, 4, and further such engine being used either with or
without the interposition of a controlling valve such as b, the whole substantially as
described and as illustrated in the drawings.
6. A fluid pressure engine having six cylinders placed radially and opposite to each
.other, as 13, 14, 15, 16, 17, 18, and having their pistons connected alternately as
.13, 15, 17 and 14, 16 18, to two crank pins arranged at 180° to each other, such
pistons being of the same or approximately the same weight for balancing the moving
parts, and provided with ports, and arranged to reciprocate within cylinders having
ports, for supply or exhaust of fluid and ports, leading to the next adjacent cylinder,
each of such cylinders and its piston being arranged to act as valve to the adjacent
cylinder, the angle of advance of the piston acting as valve to the adjacent cylinder
being provided by the disposition of the cylinders in relation to the crank shaft such
engine being arranged for triple expansion working with cut off before the end of the
stroke the fluid being passed and expanded successively through the cylinders, as in
the order 13 and concurrently 14, 17 and again concurrently 15, 16, 18, and further
such engine being used either with or without the interposition of a controlling valve
such as b, the whole substantially as described and as illustrated in the drawings.
7. A fluid pressure engine having cylinders side by side in pairs and having their
pistons connected to crank centres arranged at 90° to each other; such pistons being
provided with ports and arranged to reciprocate within cylinders having ports, for
the supply or exhaust of fluid and ports leading to the adjacent cylinder, each of such
cylinders and its piston being arranged to act as valve to the adjacent cylinder, the
angle of advance of each piston acting as valve to the adjacent cylinder being pro-
vided by the pistons being connected to crank centres arranged at 90° to each other,
such engine being arranged for compound working by reason of the fluid being passed
from one cylinder to the adjacent cylinder, and further such engine being used either
with or without the interposition of a controlling valve such as b, the whole substan-
tially as described and as illustrated in the drawings.
8. A fluid pressure engine having cylinders side by side in pairs each pair being
opposed by a similar pair and each pair having its pistons connected to crank centres
at 90° to each other; and the crank centres being further so disposed that each
piston is connected to a crank centre placed at 180° to the crank centre of the
opposing piston, such opposing pistons being of the same or approximately the same
weight for the purpose of balancing the moving parts; and such pistons being further
provided with ports and arranged to reciprocate within cylinders having ports for the
supply or exhaust of fluid and ports leading to the adjacent cylinder of the pair, each
of such cylinders and its piston being arranged to act as valve to the adjacent
cylinder, the angle of advance of the piston acting as valve to the adjacent cylinder
being provided by the pistons being connected to the crank centres arranged at 90°
to each other; such engine being arranged for compound working by reason of the
steam or other fluid being passed from one cylinder to the adjacent cylinder of the
pair; and further such engine being used either with or without the interposition of

page_text: a controlling valve such as b, the whole substantially as described and as illustrated
in the drawings.
9. The use, in combination with the closed in crank chamber of an engine in which
one cylinder and its piston act as valve to an adjacent cylinder, of a fan, exhauster or
the equivalent, driven direct from the main shaft of the engine and having its suction in
communication with the closed in crank chamber, such crank chamber having ventila-
tion openings, the whole substantially as described and illustrated in the drawings.
Dated thin 10th f
1000