Year: 1885

page_text: I HENRY EDWARD NEWTON of the Office for Patents, 6 Bream's Buildings,
Chancery Lane in the County of Middlesex, Civil Engineer 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:-
The present invention relates generally to that class of engines which are known
as "direct-acting," and particularly to those engines which are provided with one
or more compensating or auxiliary cylinders and pistons which are supplied with
a suitable motor Huid, and are arranged to act in opposition to the main piston or
pistons during the first part of the stroke of the latter, and in conjunction therewith
during the latter, part of the stroke, thus enabling the admission of the steam to
the main cylinder or cylinders to be cut off before the stroke is completed without
reducing the power of the engine at the end of the stroke.
One form of such an engine is shown and described in British Letters Patent
No 2342 of 1884, granted to the inventor of the present improvements.
The present invention consists in various improvements upon the, construction
and organization therein shown, whereby the efficiency of the engine is increased.
These improvements, briefly stated, consist: first, in a governor valve or cock
and connections, which are so arranged that when the engine is running without
its load, or with less than its full load, or when it is suddenly relieved of its load,
the valve or cock will operate to shut off the admission of the motor fluid to the
compensating cylinder or cylinders, and thus prevent the engine from acting
violently and causing damage; second, in the interposition of a volume of liquid
between the motor Huid and the piston or pistons of the compensating cylinder
or cylinders, which liquid fills the cylinder or cylinders and connections, and
transmits the pressure of the elastic motor fluid to the piston or pistons; third, in
connections by which the valve or valves of the main steam cylinders are operated
in such manner that the breaking of a piston or plunger rod operates to stop the
engine; and, fourth, in a novel form of connections for operating the cut-off
valves or cocks.

page_text: As a full understanding of these various improvements can only be imparted by
a detailed description of the whole organization in which they are embodied, all
further preliminary description will be omitted, and a detailed description given,
reference being had to the accompanying drawings, in which :-
Fig. 1 is a side elevation of a duplex compound pumping engine embodying the
present invention, the parts being shown in the positions they will occupy when
the pistons of the two sides of the engine are at the ends of their strokes in
opposite directions.
Fig. 2 is a plan view of the engine, showing the parts in the positions they will
occupy when the pistons of both sides of the engine are at the middle of their
strokes. It is to be understood, however, that when in operation, the two sides of
the engine are never in these relative positions, they being shown in these positions
simply for the purpose of more readily explaining the invention.
Fig. 3 is an elevation of the water end of the engine, showing particularly the
compensating cylinders, the parts being in the same position as in Fig. 2.
Fig. 4 is a sectional elevation, taken upon the line x x of Fig. 2.
Fig. 5 is an enlarged sectional elevation, taken upon the line x x of Fig.. 4.
Figs. 6, 7, 8, 9 and 10 are views illustrating modifications in the governor valve.
or cock and connections, which will be hereinafter referred to.
Fig. 11 is a diagramatic view illustrating the operation of the cut-off
mechanism; and
Figs. 12, 13 and 14 are similar views illustrating modifications of the same
which will be hereinafter explained.
Referring to said drawings, it is to be understood, that as there illustrated, the
steam end of the engine, or what may be termed the engine proper, consists of four
steam cylinders A B and C D, which are arranged in pairs, and to operate upon the
compound principle, the pair A B forming one side, and the pair C D the other side
of the duplex engine. The pistons 98, 99 of the cylinders A B are connected to.
the single piston rod 25, and the pistons of the cylinders C D are connected to the
single piston rod 26 in the same manner. The cylinders A. B and C. D are
provided with the usual steam chests a b and c d, having ordinary slide valves (not
shown), which are provided with balancing pistons suspended from swinging rods
which are hung in the trunks 75 in the well known manner.
The two valves for each side of the engine are operated by the same valve rod,
and these rods 23-24 are provided with the usual connections consisting of
links 22, rock shafts 76, having arms 21-77, and links 78, by which the valves of
each side of the engine are operated by the movement of the other.-The particular
arrangement of these connections constitutes one feature of the present invention,
and will be hereinafter fully described.
The steam chests a c are provided with induction pipes 27, through which the
steam is supplied to the cylinders A C direct from the boiler. After acting in the
cylinders AC, the steam is exhausted through the pipes 79, and enters the tank G
at a reduced pressure, which pressure is determined by the amount of expansion
permitted in the cylinders A C.-From the tank G, the steam passes through the
pipes 80 to the steam chests bd, and thence to the larger cylinders B D, in which
it acts, and is allowed to expand down to any desired point, after which it is
exhausted through the pipes 81 to a condenser or to the open air. The organization
and operation thus briefly described is common, and will be readily understood by
those familiar with this class of engines.
The water end of the engine consists of two water cylinders E F, the plungers 97
of which (only one of said plungers being shown) are connected directly to the
piston rods 25-26 in the usual manner. The water cylinders E F are provided
with the usual suction and force chambers 93-94 and 95-96, the former com-
municating with the suction main 100, and the latter with the force main 101, in
the usual manner. The force main is also provided with the usual air compression
chamber 102, to equalize the flow of the water discharged from the pump.

page_text: The piston rods 25-26, instead of terminating at the plungers of the.
water cylinders, are extended and pass through stuffing boxes in the ends of
said cylinders, and, are. connected to the piston rods 39-49 of two pairs of
oscillating cylinders 40-50, which are arranged at the ends of the water
cylinders substantially as shown in the Letters Patent before referred to, and
are mounted upon trunnions 20, which are supported in a suitable frame-work 92
extending from the ends of the water cylinders.
The piston rods 25-26 are connected to the piston rods 39-49 of the oscillating
cylinders as follows:-Each of the rods 25-26 is provided at its end with a
yoke 28 (see Fig. 2), the arms of which are provided with openings through which
passes a rod 29, the ends of which are provided with suitable heads 30, which slide
in bearings 31 formed in the frames 92.-The rods 39-49 of one-cylinder (the
lower one, as shown) of each of the pairs 40-50, are provided with yokes 32,
the arms of which lie just inside the arms of the yokes 28, and are pivotted to the
rods 29. The rods 39-49 of the other cylinder of each of the pairs 40-50, are
provided with heads. 33, which just fit between the arms of the yokes 32, and
are also pivotted to the rods 29.-The rods 29, where they pass through the
heads 33, and the arms of the yokes 32, are provided with suitable bushings, as
shown, to reduce the wear upon the bearings.
The motor fluid is supplied to the oscillating cylinders 40-50 as follows:-The
inside trunnions 20 of the cylinders are provided with ducts 34, which, extending
through enlargements 35 formed on the sides of the cylinders, open into the outer
ends of the cylinders behind their pistons 38-48, as shown in Fig. 5.-The
ducts 34 communicate with four horizontal branch pipes 36, which abut against
the ends of the trunnions 20, and lead to a main vertical pipe 37, which opens at
its upper end into a closed chamber 74, which has a capacity at least equal to the
combined displacement of the four pistons 38-48.-The ends of the pipes 36
which abut against the trunnions 20, are provided with flanges or enlargements 2,
over which fit flanged couplings 3, which are bolted to the ends of the trunnions.
By this means, and by the use of a suitable packing between the ends of the
trunnions and the pipes 36, a tight joint is formed between the oscillating trunnions
and the stationary pipes 36.
The upper end of the pipe 37 is slightly enlarged so as to form a chamber 41
for a valve 42, the rod 43 of which extends downward through the pipe 37, and
passes out through a suitable stuffing box located in the lower end of the pipe.-
The bottom of the chamber 41 is so formed that when the valve 42 is permitted
to fall to its seat 18, it will shut off all communication between the chamber 74
and the pipe 37.-The purpose of this arrangement will be made clear when the
operation of the apparatus is explained. The lower end of the rod 43 is provided
with a small piston 16, which works in a cylinder 17, the bottom of which com-
mmunicates by a pipe 82 with the force main 101.-By means of this arrangement,
the pressure of the water in the force main is always exerted upon the bottom of
the piston 16, and this pressure, under ordinary working conditions, is sufficient to
raise the piston in its cylinder, and hold the valve 42 in its raised position.―The
rod 43 is provided with a spring 44, which is arranged between a collar on the rod
and a stationary part of the frame-work, and the tendency of which is to force the
rod 43 and valve 42 downward, so as to close the valve and shut off communication
from the chamber 74 to the pipe 37.-The purpose of this arrangement will also
be made clear when the operation of the apparatus is described.
As explained in the specification of the above mentioned Patent, the motor fluid
which is used in the compensating cylinders 40-50 may be steam, which can be
supplied from the boiler of the engine, and admitted to the cylinders, either
directly or through a tank, in which it is maintained at a suitable pressure, or it
may be a liquid which is maintained at a suitable pressure by any means, or it
may be compressed air or other gas, which is maintained at the proper pressure in
any suitable manner, as by a compressing pump operated either by the engine,
as shown and described in Letters Patent No 16858 of 1884, or in any other

page_text: convenient manner.-There are, however, many cases in which it is not desirable
to use steam in the compensating cylinders, and it has also been found in practice
that there are certain disadvantages incurred in the use of compressed air or other
gas in these cylinders which it is desirable to avoid. Among other things, it has
been found particularly difficult to prevent the air or other gas from leaking past
the pistons of the compensating cylinders, without packing these pistons so tightly
as to cause a considerable loss of power by reason of friction.
It has been found that the most satisfactory results can be attained by using a
compressed gas, preferably air, as the motor fluid, and transmitting the pressure of
the gas to the pistons of the compensating cylinders through the medium of a
body of water, oil, or other non-compressible fluid, which fills the cylinders and
connections, and acts directly upon the pistons. By this means, a liquid packing
is interposed between the compressed gas, which for convenience will be called air,
and the pistons of the compensating cylinders, which fills the cylinders and
connections, and thus acts to prevent the escape of the air by leakage, and also to
keep the pistons well lubricated.
-
The compressed air which acts upon the pistons 38-48 through the body of
liquid, which for convenience will be called water, contained in the chamber 74
and the cylinders 40-50 and connections, is supplied and maintained at the proper
pressure by any suitable form of air compressing apparatus.-The apparatus for
this purpose will preferably, however, consist of an air compressing pump 83, of
the construction shown in the above named Letters Patent No 16858 of 1884, and
this pump will preferably be operated from a crank arm 45, which is fixed on an
extension 46 of one of the trunnions 20 of the oscillating cylinders. By operating
the pump
83 in this manner, it is caused to make two strokes to each stroke of the
engine, the advantages of which operation are fully set forth in the said Letters
Patent. The rod 47 of the pump 83 may, however, be connected to and operated
from any other moving part of the engine. The discharge pipe 51 of the pump 83
communicates with a closed tank 103, the same as described in the said former
Letters Patent, and this tank is provided with a conduit pipe 73, which enters the
bottom of the chamber 74, and extends upwards in the chamber, terminating at a
point above the surface of the water therein. The pipe 73 is provided with a cock
or valve 52, by which it can be closed when it is desired to prevent the passage of
the air from the tank 103 to the chamber 74. The pipe 73, or the chamber 74, is
also provided with a relief valve 53, by which the air is allowed to escape if its
pressure becomes too great, or by which it can be drawn out if it is desired to
remove all pressure from the chamber 74 or the chamber and the tank 103.
The rock shafts 76, through which the valve rods 23-24 are operated from the
links 78, instead of being mounted in bearings supported upon the tie rods which
connect the steam and water cylinders, as has been heretofore common, are
mounted in bearings 84 secured to the ends of the water cylinders, or their force
chambers, and the links 78, instead of being connected to and receiving motion
from cross heads secured to the piston rods 25-26 between the steam and water
cylinders, as has heretofore been customary, are arranged to pass between the water
cylinders, and are connected to extensions 72 of the rods 29.-By reason of this
arrangement, not only can the distance between the steam and water cylinders be
reduced so as to make the engine much more compact, but the valves of the steam
cylinders are also so operated that they will be arrested upon the breaking of
either of the main piston rods 25-26, thereby stopping the engine.-This latter
is a feature of great importance, as when the valves were operated from cross heads
upon the piston rods, the breaking of a rod at any point between the cross head
and the pump plunger, did not arrest the valves, and consequently the engine
would continue to operate, but being relieved of the load, the pistons would move
with great violence and endanger the engine.
For the
The operation of the engine thus organized will now be described.
purpose of this description, it will he assumed that the chamber 74, and the
connections leading to the cylinders 40-50, are filled with water, which rises in

page_text: the chamber to a point somewhat below the top of the pipe 73, as indicated in
Fig. 5, and also that the compressor 83 has been operated by hand or otherwise,
so that the proper pressure exists in the tank 103 and on the surface of the water
in the chamber 74. For the purpose of filling the chamber 74, and the connections
leading to the cylinders 40-50, with water, there may be provided a small hand
pump, as 90, shown by dotted lines in Fig. 5, which is connected by a pipe 91
with one of the pipes 36, or with the pipe 37 or the chamber 74.
Let it be now assumed that steam has been admitted to the cylinder A B
and CD, and that the pistons 98-99 of the cylinders A B are commencing their
stroke toward the water cylinders. When the parts are in this position, the
cylinders 40 and their pistons and rods will be in position to act in opposition to
the main piston rod 25, as shown in Fig. 1.-As the pistons 98-99 advance, the
pistons 38 will be forced back into the cylinders 40, so as to expel the water
therefrom and force it back into the chamber 74 against the pressure of the air in
the tank 103.-The opposition thus offered by the pistons 38 will however, owing
to the constant change in the angles of the rods 39, gradually decrease, until the
pistons 98-99 arrive at the middle of their stroke, at which point the pistons 38
will act in opposition to each other, as shewn in Fig. 4, and offer no opposition to
the rod 25. During the remainder of the stroke, the operation is reversed; the
water in the chamber 74 acted upon by the compressed air in the tank 103, is
forced back into the cylinders 40, and the pistons 38, instead of offering a gradually
decreasing opposition, offer a gradually increasing assistance to the pistons 98-99.
During the operation, the link 78, acted upon by the rod 29, will be moved so
as to rock the shaft 76, and through the arın 21, move the rod 24 and the valves
of the cylinders C D, so that just as the pistons 98-99 of the cylinders A B
complete their stroke toward the water cylinders, steam will be admitted to the
cylinders CD to start the pistons of those cylinders upon their stroke in the same
direction. During this stroke, the cylinders 50 and pistons 48 will act first in
opposition to, and then in conjunction with the pistons of the cylinders C D, the
same as just described in connection with the cylinders A. B, and just at the end
of the stroke the other link 78, acted upon by the other rod 29, will rock the
other shaft 76, and through its arm 21 move the rod 23 and the valves of the
cylinders A B, so as to start the pistons 98-99 upon their return stroke, and so
the operation will continue to be repeated. If, from any cause, the pressure of
the air in the tank 103 should become reduced below the proper point, the rod 47
of the compressor 83 will, by being connected to the crank-arm 45, set the
compressor in operation, and force more air into the tank, and thus raise the
pressure.
If, at any time, either one of the piston rods 25 or 26 should break at any
print, so as to disconnect the rod 29 from the steam pistons, this rod will of course
be arrested, either immediately, or at the end of the stroke of the pistons 38 or 48,
to which it is connected. As soon as either of the rods 29 is thus arrested, the
link 78 to which it is connected will also be arrested, thus stopping the valves of
the opposite side of the engine, and consequently bringing that side of the engine
to rest at the end of the stroke which it is then making. As soon as one side of
the engine is thus brought to rest, the valves of the other side (the one having the
broken rod) will of course receive no further movement, and the steam will thus be
prevented from entering the cylinders.-This is a feature of great importance, as if
the valves were operated so as to allow the steam to act upon the pistons after the
rod was broken, the pistons, being relieved of their load, would be inoved violently
in the cylinders, and would be liable to cause great damage to the engine.
In pumping water or other liquid through a long line of horizontal, or nearly
horizontal pipe, as for example in the petroleum oil pipe lines, where the main part
of the power of the engine is expended, not in raising the liquid, but in overcoming
the friction of the liquid against the sides of the pipe, the pressure in the pipe, and,
as a consequence, the load upon the engine, depends to a very great degree upon
the velocity with which the liquid is moved through the pipe. From this it results,

page_text: that when the engine is moving slowly, as in starting, and the liquid is consequently
moving slowly in the pipe, the pressure in the pipe and the load upon the engine is
comparatively light, but gradually increases as the speed of the engine increases,
. until the maximum is reached. In those cases also where the pressure in the pipe
and the load upon the engine is due to the height to which the water or other
liquid is forced, it sometimes happens that it is necessary to start the engine with
little or no load upon it.-This is the case when, for any reason, the force or
discharge main has become emptied while the engine is at rest.-In such case, the
pressure in the main and the load gradually increases, as the main is filled, until
the maximum is reached. In any of these cases, it is of course necessary, in order
to prevent the engine from acting violently and causing damage, to graduate the
power which the engine is permitted to develop, to the load which is to be removed,
the power developed being allowed to gradually increase as the speed of the engine
and the load increases. In ordinary engines, this can be done by operating the
throttle valve so as to properly regulate the amount of steam admitted to the steain
cylinders, and so far as the available power which is developed by the main
cylinders is concerned, this can be readily done in the present engine, but as to the
The power
power developed by the compensating cylinders, the case is different.
developed by these cylinders, as will readily be seen, is always the same, regardless
of the quantity of steam admitted to the main cylinders, and cannot be regulated
or controlled by the operation of the throttle valve. When, therefore, the engine is
to be started, or run with little or no load, there must of course be sufficient steam
admitted to the main cylinders to overcome the resistance offered by the pistons of
the compensating cylinders up to the middle of the stroke. As soon, however, as
the middle of the stroke is reached, the main pistons are not only relieved of this
resistance or load, but are assisted by the pistons of the compensating cylinders, so
that, unless means are provided for preventing it, the last half of the stroke would
be made with great violence, which would be liable to cause damage.
In pumping against heavy pressure, there is also, of course, some danger that the
force main may burst, which, in case it should happen, would suddenly relieve the
engine of all or a large part of its load, thus allowing the speed of the engine to
become suddenly accelerated to such an extent as to be liable to occasion damage.
In order to avoid all these difficulties, and to prevent the engine from damaging
itself under any of these circumstances, there is provided a governor valve or cock
and connections which are so arranged that when the engine is started or run
without its load, or with considerably less than its full load, or when suddenly
relieved of the whole or a large part of its load, the valve or cock will operate to
shut off or regulate the admission of the motor fluid to the compensating cylinders,
and thus prevent the engine from acting violently so as to cause damage.
This governor cock or valve may be arranged to be operated in a variety of
ways, either by the speed of the engine or by the direct action of the load. In the
case of a pumping engine, it will preferably be controlled and operated by
the pressure of the liquid in the force main. For this purpose, therefore,
the pipe 37 through which the water flows, in passing from the chamber 74 to the
cylinders 40-50, is provided with the governor valve 42, the rod of which is
provided with the spring 44, and the piston 16 working in the cylinder 17, which
communicates through the pipe 82 with the force main, as herein before described.
The piston 16 is of such area that when the ordinary working pressure exists in
the force main, the pressure upon the piston, communicated from the main through
the pipe 82, will raise the piston against the tension of the spring 44, and hold the
valve 42 in its raised position, as shewn in Figure 5, so as to permit the water to
flow freely from the chamber 74 through the pipes 37, 36, to the compensating
cylinders. When, however, from any cause, the pressure in the main, and con-
sequently the load upon the engine, is reduced to any considerable extent, a
corresponding reduction will take place in the upward pressure on the piston 16,
so that the tension of the spring 44 will be sufficient to move the rod 43 and the..
piston downward, and close the valve 42, and thus prevent any of the water in the..

page_text: chamber 74 from being forced into the compensating cylinders.-As soon as this
takes place, the pistons 38 48, instead of working in conjunction with the main
pistons during the last half of the stroke, will either be in equilibrium, or work
against a partial vacuum, so as to either exert no power, or offer a constantly
increasing resistance to the main pistons.
If the valve 42 should be thus closed at a time when either pair of the com-
pensating cylinders are moving toward the centre of the stroke, the water in the
cylinders will be forced past the valve back into the chamber 74, but will then be
prevented by the valve from passing in the opposite direction.
From what has been said, it will be seen, that the governor valve 42 serves two
purposes: First, when the engine is started or run with little or no load, it prevents
the pistons of the compensating cylinders from acting, and thus avoids the violence
which would be occasioned by allowing these pistons to act when there was no
load upon the engine. As soon, however, as the load upon the engine, or the
pressure in the main 101, becomes sufficient to render the assistance of the pistons
of the compensating cylinders desirable, the valve permits these pistons to be
brought into action; and
Second When, for any reason, as by the bursting of the main 101, the engine
is suddenly relieved of a large part or the whole of its load, this valve at once
prevents the compensating cylinders and pistons from acting further and causing
damage.
The construction and arrangement of the governor valve 42, and the connections
for operating the same, which have been described, are regarded as the best for the
purpose, but the form of the valve and of the connections for operating it may be
varied within wide lines, without departing from the Invention. When the
engine is used for pumping, it is preferable, as before stated, that the governor
valve or cock should be operated by the pressure of the liquid in the force main,
but it is not essential that it should be so operated. In the case of an engine
which is not used for pumping, or even in the case of a pumping engine, it may be
operated by any ordinary form of governor, which is connected to some moving
part of the engine, and so arranged that whenever the engine attains an undue
speed, it will operate the valve or cock so as to prevent the pistons of the com-
pensating cylinders from acting.
Even when the valve 42 is operated by the pressure in the force main, many
modifications may be made in the connections between the valve and the piston 16,
without departing from the essential features of the Invention.-Several of the
many modifications which may be thus made are illustrated in Figures 7, 8, 9,
and 10.
In the construction shewn in Figure 7, the spring 44 is omitted, and a pivotted
lever 85, provided with an adjustable weight 86, is used for forcing the piston 16
downward to close the valve 42 when the pressure is removed from the piston.-In
this case, also, the rod 43 is provided with a telescopic connection 54, having a light
spring 55, which will permit the valve 42 to be raised after the piston 16 has been
lowered, to allow the water to be forced from the pipe 37 into the chamber 74,
without raising the piston 16.-Iu this case, also, the pipe 37 is provided with a
by-pass 87, baving a cock or valve 56, by which the water can, when desired, be
allowed to flow from the chamber 74 to the pipe 37, and the compensating
cylinders, when the valve 42 is closed.
This by-pass affords means by which, when necessary, the water can be allowed
to flow slowly into the compensating cylinders, so that, in starting the engine, for
example, the pistons of these cylinders can be allowed to act slowly before the
pressure in the main 101 has become sufficient to open the valve 42.-This by-pass
can of course be applied to any other arrangement of valve or cock.
The construction shewn in Figure 8 is the same as that shewn in Figure 7,
except that the spring 55 is located above the valve 42, instead of in the telescopic
connection 54.-In the construction shown in Figures 9 and 10, the cylinder 17,
instead of being located beneath the pipe 37, is arranged at the side of the pipe,

page_text: and the piston 16, instead of being upon the end of the valve rod 43, is connected
by a short link 15 with the lever 85, the lever in this case being connected to a
short rock shaft 58, which passes through a stuffing box in an offset 59 of the
pipe 37, and is provided with an arm 60, the end of which enters an opening in
the rod 43. The spring 55, in this case, is:arranged above the valve 42, the same
as in the construction shown in Figure 8.-The rod 43 is not provided with the
telescopic connection 54, the valve 42 being arranged to have a slight movement
along the rod instead. In the construction shown in these last two Figures, the
friction of the shaft 58, turning in the stuffing box in the side of the pipe 37, is
less than the friction of the rod 43 moving through the stuffing box in the bottom
of the pipe, and consequently the movement of the valve and rod is made more
easy, and the apparatus is consequently rendered more sensitive to variations in the
pressure of the water in the force main.
The valve 42, instead of being of the form already described, may be of any
other suitable form, or may be in the form of a cock, as shewn in Figure 6.-In
this case, the plug 68 of the cock 42 is connected to the lever 85, and is so
arranged that when the lever is rocked by the upward movement of the piston 16,
it will be opened to permit the water to flow out of the chamber 74 to the com-
pensating cylinders, as shewn in said Figure.-As soon, however, as the pressure is
removed from the piston 16, the weight 86 will rock the lever 85 in the opposite
direction, so as to close the cock.-When a cock is used in place of the valve, there
will be provided a by-pass as 70, or some equivalent means, having an inwardly
opening check valve, as 71, which will allow the water to flow from the compen-
Eating cylinders when the cock is closed. This by-pass 70 and valve 71 may be
made to also. perform the function of the by-pass 87 and valve 56, by providing
means for preventing the valve 71 from entirely closing.
In any of these cases a spring may be used in place of the weight 86, or a spring
may be combined with the weight, as shown in Figures 6, 9, and 10; so also, the
rod 43 or link 15, instead of being connected to a piston as 16, may be connected
to a diaphragm which is acted on by the pressure in the force main.
Many other modifications may be made in the connections for operating the
valve 42, but those shown are deemed sufficient to impart a full understanding of
the Invention.
From what has heretofore been said, it will be seen that during the first half of
the stroke of each side of the engine, only a part of the power exerted by the
steam upon the pistons 98, 99 is available for moving the load, the remainder being
used to overcome the resistance offered by the pistons of the compensating
cylinders, but that during the last half of the stroke, the whole power of the steam
upon the pistons 98, 99 is available for moving the load, and in addition thereto,
the power exerted by the pistons of the compensating cylinders.-This fact makes
it possible to cut off the steam from the main cylinders after a part of the stroke
has been made, and yet obtain a practically uniform propulsive power throughout
the entire stroke. The cylinders A B and CD are therefore provided with suitable
cut off mechanisms, by which, after their pistons have advanced a certain distance,
say one half, or somewhat more or less than one half the stroke, the further
admission of steam is cut off, the remainder of the stroke being accomplished by
the expansive force of the steam already in the cylinders, aided by the power
exerted by the pistons of the compensating cylinders, the gradual falling off of
power due to the expansion of the steam in the main cylinders being com-
pensated for by the gradual increase of available power exerted by the pistons of
the compensating cylinders.
For the purpose of cutting off the admission of the steam to the cylinders A B
and CD at the proper point in the stroke, the induction ports 14 of these cylinders
are provided with bushings 13, having plugs or rotary valves 12, which extend
through the walls of the ports 14, and are provided with arins 11, which are
connected by links with two parts of levers 61, which are fulcrummed on studs 57
as shown. The levers 61 are provided with arms 62 connected by links 63, so that

page_text: the two levers of each pair are caused to move in unison. The arms 62 of the
inner levers of the two pairs are extended and connected by links 64 with heads 65,
which are arranged to slide in bearings 66 located at the sides of the cylinders A C.-
The heads 65 are provided with rods 67, which pass through stuffing boxes in the
ends of the cylinders B D, and are connected to their-pistons'99. The bushings 13
are provided with ports 4, which open into the ports 14, and the valves 12, which
are cut away at their centres, are provided with solid portions 5; which are so
located that as the valves are turned, they will pass over and close the ports 4.
The ends of the levers 61 are connected to the links 10 by means of heads 6, which
slide in slots 7 formed in the links, as best shewn in Figure 11, thus allowing an
amount of lost motion between the levers and the arms 11.
The parts of the
links 10 are tapped, and provided with screw bolts 8, which can be set in different
positions, so as to change the amount of lost motion in the links 10, and thus vary
the point of cut-off. The parts will be so proportioned and adjusted, that when
the pistons of the cylinders A B and C D commence their strokes, the ports 4
of the bushings at the ends of the cylinders, which are receiving steam, will be
open, and the ports 4 at the opposite ends will be closed, as shewn in Figure 11.
As the cut-off mechanisms for all four of the cylinders are exact duplicates, the
description of the operation of one will suffice for all four.-During the first part
of the stroke, the heads 6, will move idly in the slots 7, and will consequently not
move the valves 12.-When, however, the piston arrives at the point where it is
desired to cut off the further admission of steam behind the piston, the head 6 at
the end of the cylinder which is receiving steam, will come into contact with the
bolt 8, and quickly turn the valve 12, so that the solid portions 5 will cover the
ports 4 and shut off the further admission of steam behind the piston. After this
takes place, the head 6 will move back idly in the slot 7 during the remainder of
the stroke. As the piston nears the end of the stroke, however, the head 6, at the
other end of the cylinder, which has been moving idly in the slot 7 of its link 10,
first toward the arm 11, and then away from it, will come into contact with the
end of the slot, and turn the valve 12 of that end of the cylinder from the position
shewn in Fig. 11, so as to uncover the ports 4, and permit steam to enter that end
of the cylinder, when the mainvalve is reversed.-Upon the return stroke of tho
piston, the operation will be repeated.
From this it will be seen that upon the stroke during which the valve is closed,
there is lost motion between the lever 61 and arm 11, both before and after the
closing of the valve, while upon the stroke during which the valve is opened, the
lost motion is all before it is opened.
By adjusting the bolts 8, the length of the slots 7 can be varied so as to cause
the ports 4 to be closed sooner or later, and thus vary the point of cut-off, as may
be desired.
It is to be remarked that the position of the fulcrum of the lever 61 may be
changed with respect to the valves 12, and that instead of operating both of the
valves from a single lever, they may be operated from separate levers, without
departing from the invention. Such modified organizations are illustrated in
figures 12 and 13. In the organization shown in Fig. 12, the stud 57, upon which
the lever 61 is fulcrummed, instead of being located on or nearly on a line with
the valves 12, as in Fig. 11, is located considerably below the valves.
The only
change in the construction required to effect this, is the change in the form of the
lever shown. It is also obvious that the fulcrum of the lever may be located
above, instead of below the valves, if preferred.
In the organization shown in Fig. 13, the valves 12, instead of being operated
by a single lever, are operated by separate levers 61, which are fulcrummed on
separate studs 57, and connected by a rod 104, so as to be moved in unison. In
this case, the links 10 are pivoted to the levers 61, instead of to the arms 11, and
the heads 6, which slide in the slots 7, are located upon the ends of the arms 11.-
The operation of this organization is the same as already described.

page_text: In each of the forms of connections thus far described for operating the valves 12,
provision is made for lost inotion between the links 10 and the valves, so that
there is a pause or dwell in the movement of the valves, both before and after they
are closed.
In the organization shown in Fig. 14, there is no lost motion between the
levers 61 and the arms 11, the links 10 being simply pivoted to the ends of the
levers and the ends of the arms, as shewn, but the same result is effected in part
by so proportioning the solid portions 5 of the valves and the openings between
them, that the valves may be moved for a certain distance before commencing to
close the ports 4, and may continue their movement after the ports are entirely
closed, and in part by so arranging and proportioning the levers 61, links 10, and
arms 11, that when either of the valves is closed, its arin 11 and link 10, or link 10
and lever 61, will be nearly or quite in line.
The operation of this organization is as follows:-As soon as the piston
commences its stroke, the valve 12 at the end of the cylinder which is receiving
steam will commence to be turned, but owing to the distance between the ports 4
of the bushings 13, and between the solid portions 5 of the valves, the ports will
not commence to be closed until the piston has arrived at the proper point in its
stroke to have the further admission of steam cut off. By the time the ports 4 are
fully closed, the lever 61 and the link 10, at that end of the cylinder, will be
brought into or nearly into line, so that the valve will be moved very little during
the remainder of the stroke, and the solid portions 5 of the valve will be of
sufficient width, so that this slight movement will not uncover the ports 4.-Upon
the return stroke of the piston, the valve at the opposite end of the cylinder will
be closed in the manner just described, to cut off the steam at the proper point, and
the valve which was closed on the first stroke will be opened by the reverse of the
movement just described.
In order to provide means for varying the point in the stroke of the piston at
which the steam shall be cut off, the end portions k of the levers 61, to which the
links 10 are pivotted, are pivotally connected to the main portions of the levers in
such manner, that they can be adjusted to different angles therewith, and thereby
vary the time at which the solid portions 5 of the valves will cover the ports 4.—
To effect this adjustment, the portions are provided at the axes of their pivots
with segmental gears 89, which are engaged by worms 88 mounted upon the main
portions of the levers, and by operating which, the gears can be turned so as to
adjust the portions to, and hold them in any desired position.
The point of cut-off may also be varied by changing the length of the links 10,
or arms 11, but the means described is regarded as the best for the purpose.
It is to be remarked, that while it is preferable to operate the cut-off mechanism
from the piston of the cylinders B D, as shown, it may be operated by connections
with any other suitable moving part of the engine.
The cut off mechanism just described is regarded, all things considered, as the
most desirable form for the purpose, but any other known form of mechanism for
this purpose may be employed if preferred.
In conclusion, it is to be remarked, that although the invention is herein si.own
as applied to a duplex compound engine, this form of engine has been selected
merely for the purpose of illustration. The Invention may be applied equally well
to duplex engines which do not employ compound cylinders, or to single engines
which are either simple or compound. In fact, as to its main features, the
invention may be applied to any direct acting engine, for whatever purpose
employed.
In the case of a single engine, the link 78 will, of course, be connected to its.
own piston rod at the outer end of the water cylinder in the same manner that it
is connected to the piston rod of the opposite side of the engine, in the case of a
duplex engine.
Instead of providing two of the compensating cylinders for each of the main
piston reds, only one such cylinder may be provided, and the compensating

page_text: cylinder or cylinders, instead of being located at the outer end of the water
cylinders, and arranged to oscillate, may be located between the water and steam
cylinders, or at the outer ends of the steam cylinders, and they may be arranged to
operate upon the main piston rods in any of the ways described and shown in the
Letters Patent No 2342 of 1884, or in any other way.
Instead of using a single governor valve or cock to control the admission of the
motor fluid to all of the compensating cylinders, there may be one of these valves
or cocks for each of the compensating cylinders.
It is also to be remarked, that parts of the Invention may be used without the
whole. The governor valve or cock 42 may be omitted, or this valve or cock may
be used when the motor fluid is a liquid, instead of a gas, with a liquid packing
interposed between it and the pistons of the compensating cylinders. So also the
valve or valves of the main steam cylinder or cylinders may be operated in the
ordinary manner, instead of from the end or ends of the main piston rod or rods,
or the connections shown for operating the valve or valves of the main steam
cylinder or cylinders may be applied with advantage to engines which do not
employ the compensating cylinders, or in which the compensating cylinder or
cylinders are located in a different position from that shown. So also the cut-off
mechanism herein shown may be applied with advantage to other forms of
engines.
Having now particularly described and ascertained the nature of the said
Invention as communicated to me by my foreign Correspondent, and in what
manner the same is to be performed I declare that what claim is
1. The combination with a main cylinder or cylinders, and piston or pistons, of
a compensating cylinder or cylinders provided with a piston or pistons and rod or
rods, and supplied with a suitable motor fluid, and arranged to act in opposition.
to the main piston or pistons during the first part of the stroke, and in conjunction
therewith during the last part of the stroke, and a governor valve or cock arranged
to control the admission of the motor fluid to the compensating cylinder or
cylinders, substantially as described.
2. The combination with the main cylinders and pistons forming the two sides
of a duplex engine, and provided with connections by which the valve or valves of
each side is or are operated by the other side, of a compensating cylinder or
cylinders for each side of the engine, each provided with a piston and rod, and
supplied with a suitable motor fluid, and arranged to act in opposition to the main
piston or pistons to which they are connected during the first part of the stroke,
and in conjunction therewith during the last part of the stroke, and a governor
valve or cock arranged to control the admission of the motor fluid to the com-
pensating cylinders, substantially as described.
3. The combination with a main cylinder or cylinders and piston or pistons, of a
compensating cylinder or cylinders provided with a piston or pistons and rod or
rods, and supplied with a suitable motor fluid, and arranged to act in opposition to
the main piston or pistons during the first part of the stroke, and in conjunction
therewith during the last part of the stroke, and a governor valve or cock con-
trolled by the resistance of the load upon the engine, and arranged to admit the
motor fluid to, or shut it off from the compensating cylinder or cylinders, according
to the resistance offered by the load, substantially as described.
4. The combination with the main cylinders and pistons forming the two sides
of a duplex engine, and provided with connections by which the valve or valves of
each side is or are operated by the other side, of a compensating cylinder or
cylinders for each side of the engine, each provided with a piston and rod, and
supplied with a suitable motor fluid, and arranged to act in opposition to the main
piston or pistons to which they are connected during the first part of the stroke, and
in conjunction therewith during the last part of the stroke, and a governor valve
or cock controlled by the resistance of the load upon the engine, and arranged to

page_text: admit the motor fluid to or shut it off from the compensating cylinders, according
to the resistance offered by the load, substantially as described.
5. In a pumping engine, the combination with a main cylinder or cylinders and
piston or pistons, of a compensating cylinder or cylinders, provided with a piston
or pistons, and rod or rods, and supplied with a suitable motor fluid, and arranged
to act in opposition to the main piston or pistons during the first part of the
stroke, and in conjunction therewith during the last part of the stroke, and a
governor valve or cock controlled by the pressure in the force main, and arranged
to admit the motor fluid to, or shut it off from the compensating cylinder or
cylinders, according to the pressure in the main, substantially as described.
6. The combination with the main cylinders and pistons forming the two sides
of a duplex pumping engine, and provided with connections by which the valve or
valves of each side is or are operated by the other side, of a compensating cylinder
or cylinders for each side of the engine, each provided with a piston and rod, and
supplied with a suitable motor fluid, and arranged to act in opposition to the main
piston or pistons to which they are connected during the first part of the stroke,
and in conjunction therewith during the last part of the stroke, and a governor
valve or cock controlled by the pressure in the force main, and arranged to admit
the motor fluid to, or shut it off from the compensating cylinders, according to the
pressure in the main, substantially as described.
7. The combination with a main cylinder or cylinders, and piston or pistons, of
a compensating cylinder or cylinders provided with a piston or pistons, and rod or
rods, and supplied with a suitable motor fluid, and arranged to act in opposition
to the main piston or pistons during the first part of the stroke, and in conjunction
there with during the last part of the stroke, and a governor valve arranged to
control the admission of the motor fluid to the compensating cylinder or cylinders,
and to permit it to flow freely out. of said cylinder or cylinders, substantially as
described.
8. The combination with a main cylinder or cylinders and piston or pistons, of a
compensating cylinder or cylinders provided with a piston or pistons and rod or
rods, and supplied with a suitable motor fluid, and arranged to act in opposition to
the main piston or pistons during the first part of the stroke, and in conjunction
therewith during the last part of the stroke, and a governor valve, controlled by
the resistance of the load upon the engine, and arranged to admit the motor fluid
to, or shut it off from the compensating cylinder or cylinders, according to the
resistance offered by the load, and to permit it to flow freely out of said cylinder
or cylinders, substantially as described.
9. In a pumping engine, the combination with a main cylinder or cylinders and
piston or pistons, of a compensating cylinder or cylinders provided with a piston
or pistons and rod or rods, and supplied with a suitable motor fluid, and arranged
to act in opposition to the main piston or pistons during the first part of the
stroke, and in conjunction therewith during the last part of the stroke, and a
governor valve controlled by the pressure in the force main, and arranged to admit.
the motor fluid to, or shut it off from the compensating cylinder or cylinders,
according to the pressure in the main, and to permit it to flow freely out of said
cylinder or cylinders, substantially as described.
10. The combination with a main cylinder or cylinders, aud piston or pistons,
and one or more compensating cylinders and pistons, of a governor valve or
cock, as 42, for controlling the admission of the motor fluid to the compensating
cylinder or cylinders, the cylinder 17 communicating with the force inain, and the
piston 16 connected to the governor valve or cock, substantially as described.
11. The combination with a main cylinder or cylinders, and piston or pistons,
and one or more compensating cylinders and pistons, of a governor valve or cock,
as 42, for controlling the admission of the motor fluid to the compensating cylinder
or cylinders, the cylinder 17 communicating with the force main, the piston 16
connected to the governor valve or cock, and the by-pass 87, substantially as
described.

page_text: 12. The combination with the main cylinder or cylinders and piston or pistons,
of one or more compesating cylinders and pistons, said compensating cylinder or
cylinders being provided with a volume of liquid which fills it or them behind the
piston or pistons, and is acted upon by a gas under pressure, substantially as
described.
13. The combination with the main cylinder or cylinders and piston or pistons,
of one or more compensating cylinders and pistons, said compensating cylinder or
cylinders being provided with a volume of liquid which fills it or thein behind the
piston or pistons, and is acted upon by a gas under pressure, and a governor valve
or cock which controls the pressure of the liquid upon the piston or pistons of the
compensating cylinder or cylinders, substantially as described.
14. The combination with the main cylinder or cylinders and piston or pistons,
and one or more compensating cylinders and pistons, of a tank, as 103, commu-
nicating with the compensating cylinder or cylinders, and containing a volume of
gas under pressure, and a volume of liquid interposed between said gas and the
piston or pistons of the compensating cylinder or cylinders, substantially as
described.
15. The combination with the main cylinder or cylinders and piston or pistons,
and one or more compensating cylinders and pistons, of a tank, as 103, communi-
cating with the compensating cylinder or cylinders, and containing a volume of
gas under pressure, a volume of liquid interposed between said gas and the piston
or pistons of the compensating cylinder or cylinders, and a governor valve or cock
which controls the pressure of the liquid upon the piston or pistons of the com-
pensating cylinder or cylinders, substantially as described.
16. The combination with the main cylinder or cylinders and piston or pistons,
and one or more compensating cylinders and pistons, of a tauk, as 103, communi-
cating with the compensating cylinder, or cylinders, and containing a volume of
gas under pressure, a volume of liquid interposed between said gas and the piston.
or pistons of the compensating cylinder or cylinders, and a compressor, as 83, for
maintaining the proper pressure in the tank, substantially as described.
17. The combination with the main cylinder or cylinders and piston or pistons,
and one or more compensating cylinders and pistons, of a chamber, as 74, which
communicates with the compensating cylinder or cylinders behind the piston or
pistons, and contains a volume of liquid under pressure, of a gas, substantially as
described.
18. The combination with the main cylinder or cylinders and piston or pistons,
and one or more compensating cylinders. and pistons, of a chamber, as 74, which
communicates with the compensating cylinder or cylinders behind the piston or
pistons, and contains a volume of liquid under pressure, and a governor valve or
cock, as 42, for controlling the flow of the liquid from the chamber, substantially
as described.
19. The combination with the main cylinder or cylinders and piston or pistons,
and one or more compensating cylinders and pistons, of a chamber, as 74, which
communicates with the compensating cylinder or cylinders behind the piston or
pistons, and contains a volume of liquid under pressure, and a governor valve,
as 42, arranged to control the flow of the liquid from the chamber to the cylinder
or cylinders, and to permit it to flow freely back into the chamber, substantially as
described.
20. In a direct-acting pumping engine, the combination with the piston rod
extending through and beyond the water cylinder, of connections between the end
of the rod at the outer end of the water cylinder and the steam valve or valves for
operating the latter, substantially as described.
21. In a direct-acting duplex pumping engine, the combination with the piston
ruds 25-26 extending through and beyond the water cylinders, of connections as
the links 78, rock shafts 76 &c, between the end of the rod at the outer end of the
water cylinder of each side of the engine, and the valve or valves of the opposite
side of the engine, for operating the latter, substantially as described.

page_text: 22. The combination with the main cylinder or cylinders and piston or pistons,
and one or more compensating cylinders and pistons, of a chamber, as 74, which
communicates with the compensating cylinder or cylinders behind the piston or
pistons, and contains a volume of liquid,-a tank, as 103, which communicates
with said chamber, and contains a gas under pressure, and a cock or valve as 52,
arranged to shut off communication between said tank and chamber, substantially
as described.
23. The combination with the steam cylinder and piston and its piston rod
extending through and beyond the water cylinder, of connections between the end
of the rod at the outer end of the water cylinder, and the steam valve or valves for
operating the same, the cut-off valve at the opposite ends of the steam cylinders,
and the rod 67 secured to the piston and passing through the end of the cylinder,
and having connections for operating the cut-off valves, substantially, as described.
24. In a direct acting engine provided with a compensating cylinder or cylinders,
the combination with cut-off valves arranged at opposite ends of the steam
cylinder, of an arrangement of levers and arms connected with said valves and
with the rod 67 secured to the steam piston, and passing through the end of the
steam cylinder, whereby said valves are positively operated both in opening and in
closing, substantially as described.
25. The combination with the cylinders A B and their cut-off valves, as 12, of
the rod 67, secured to the piston of the cylinder B, and the levers 61 having
arms 62 connected to said rod, and to the cut-off valves, substantially as described.
26. The combination with the cut-off valves 12, having the arms 11, and the
lever 61, of the links 10 connecting the arms 11 and the ends of the lever 61, and
constructed to permit an amount of lost motion between said arms and lever, said
parts being so arranged, as set forth, that upon the stroke during which the valve
is closed, there is lost motion between the lever 61 and arm 11, both before and
after the closing of the valve, while upon the stroke during which the valve is
opened, the lost motion is all before the opening of the valve, substantially as
described.
27. The combination with the cut-off valves 12, having the arms 11, and the
lever 61, of the links 10, connecting the arms 11 and the ends of the lever 61, and
constructed to permit an amount of lost motion between said arms and lever, said
parts being so arranged, as set forth, that upon the stroke during which the valve
is closed, there is lost motion between the lever 61 and arm 11, both before and
after the closing of the valve, while upon the stroke during which the valve is
opened, the lost motion is all before the opening of the valve, and the adjusting
bolts 8, whereby the time of closing the valves may be varied, substantially as
described.
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