IMPROVEMENTS IN STEAM ENGINES
Year: 1878

page_text: LETTERS PATENT to William Edward Newton, of the Office for Patents,
66, Chancery Lane, in the County of Middlesex, Civil Engineer, for the Inven-
tion of "IMPROVEMENTS IN STEAM ENGINES." A communication from abroad
by Matthew Murray Jackson, of Buda-Pesth, in the Kingdom of Hungary.
PROVISIONAL SPECIFICATION left by the said William Edward Newton at
the Office of the Commissioners of Patents on the 2nd July 1878.
WILLIAM EDWARD NEWTON, of the Office for Patents, 66, Chancery Lane, in the
County of Middlesex, Civil Engineer. "IMPROVEMENTS IN STEAM ENGINES." [A
communication from abroad by Matthew Murray Jackson, of Buda-Pesth, in the
Kingdom of Hungary.]
In ordinary condensing engines the steam is exhausted into a vessel in which its
condensation is effected either by the direct admission of cold water or by bringing
it into contact with cold surfaces. In either case the exhaust takes place by opening
the eduction port by means of the slide valve before the piston has reached the end
of its stroke. The portion of the stroke remaining to be completed depends on the
lap and other proportions.
It will be evident that on the slide valve opening on the eduction port behind
the piston no further pressure can be exerted on the latter for the remainder of the
stroke, during this short period, however, the greater part of the steam is condensed,
and the piston on commencing the return stroke encounters a minimum resistance,
owing to a good vacuum having become established.
The first part of the present Invention relates to the use of two condensers
arranged in any convenient manner.
In carrying out this improvement, the steam on its leaving the cylinder before
the stroke has been completed, is admitted to a surface condensor, and passes
through tubes round which water is circulated by means of a pump provided for
that purpose. This surface condensor is however of much smaller dimensions than
Price 671

page_text: usual, as it is not intended to produce a good vacuum, neither would it be of any
great advantage to do so, for on the commencement of the return stroke the com-
munication between this condensor and the cylinder is suddenly closed by a slide
valve situated in the main exhaust pipe, and worked by a cam or other suitable
contrivance. This slide valve in closing the communication with the one condensor
opens equally suddenly the communication between the cylinder and a second con-
densor of the usual capacity, and which is worked by injection and an air pump.
It is in this condensor that the full or maximum vacuum is maintained during the
whole of the return stroke of the piston. In the small condensor wherein the first
instalment of the exhaust steam is condensed a more or less imperfect vacuum is
formed in proportion to the area at its cooling surfaces, and it has been found in
practice that this condensor will work satisfactorily with a vacuum ranging from 15
to 18 inches.
The water from the condensed steam is collected below the surface condenser in a
compartment provided for it, and is of a temperature corresponding to the vacuum,
and being less in quantity than is required for the purpose of feeding the boilers,
the deficiency is supplied by the water which has served for cooling the tubes. This,
by means of a valve placed on the upper part of the surface condenser, mixes with
the condensed steam in the proportion required for the feed. By this arrangement
the necessary quantity is supplied, and the mixed feed water attains a much higher
temperature than usual. With a vacuum in the surface condenser of 15 to 18
inches the feed can be raised to 154° Fahrenheit. The quality of the mixed feed
water is much purer than that which is obtained by jel injection, and therefore
is better for the boilers.
From the above explanation of this improvement it will be seen that the essential
feature of novelty is the use of two separate condensers, the steam being admitted
first to one and then to the other by means of a slide valve in the exhaust pipe, or
by other suitable means and appliances, so that the steam first exhausted is con-
densed under a partial vacuum, and the return stroke of the piston is performed
under a maximum vacuum such as has hitherto been obtained in condensing
engines.
The next improvement relates to that class of engines called compound engines.
In the more recent compound engines it has been the general practice to employ a
receiver, which is placed between the two cylinders for the purpose of admitting and
storing up the exhaust steam from the high-pressure cylinder before it is permitted
to do further duty in the low-pressure cylinder.
The present improvements in such engines consist, firstly, in so arranging the
exhaust pipe of the high-pressure cylinder that by means of a stop valve or other
suitable arrangement the exhaust steam on leaving that cylinder (instead of being
admitted, as in ordinary working, to the receiver) shall, if desired, be admitted to
the condenser. By this means the high-pressure cylinder, being supplied with steam
at the usual or at a suitably reduced pressure from the boiler, would act as an
expansive condensing engine. In case of any part of the machinery belonging to
the low-pressure engine having become deranged, it will only be necessary to shut
off its communication with the condenser (by means of a stop valve or other suit-
able appliance), in order that the engine may continue its work with the smaller
cylinder only. Should it, however, be desired to work the large cylinder as well,
it can be done by admitting steam from the boiler to the receiver, the pressure
being suitably reduced by means of an adjustable valve to effect the required
reduction. The steam from the receiver would then flow into the valve casing of
the large cylinder, and after having worked therein would, as usual, he exhausted
into the condenser. By this arrangement the engine can be worked with either the
high or low pressure cylinder only in connection with the condenser, in case it
should be wished; and in case of a derangement of condensing apparatus the steam
(after passing from the large cylinder) could (by means of the disposition of the
stop valve in the exhaust pipe) be discharged into the atmosphere (directly or
th..

page_text: The advantages of this arrangement of compound engines may be summed up
thus: In case either of the cylinders (or the condensing apparatus) becomes inca-
pable of continuing its work, the engine can still do further duty, and will be
capable of a great variation of power, according to the pressure employed.
In vessels of war employed in cruising on foreign stations the engines might be
kept working with half boiler power, either with one or both cylinders in connec-
tion with the condenser and in case of defective boilers they might he worked thus
with good effect at a greatly reduced pressure, avoiding thus any risk.
The last improvement relates to the metallic packing for glands of steam engines
and pumns.
This improved system of packing can be applied equally well to new or old
cylinder covers without changing the existing stuffing boxes. The space usually
Occupied by the ordinary packing is completely filled by a deep ring or cylinder of
cast iron cut in two halves longitudinally, and kept together by two wrought-iron
rings, one at top and the other at the bottom of the ring. The inside of this ring
is bored out so as to fit the piston rod loosely, and there are a number of grooves
cut in the inside of it, with prover spaces left between them. Into these grooves,
while the ring is still in two halves, are inserted and truly fitted a corresponding
number of gun-metal rings, which are previously bored out a trifle smaller in
diameter than the piston roil, after which they are obliquely cut and carefully fittel
on the same. Each of these rings, while capable of moving freely in its respective
groove, takes an even bearing over the whole of its inner surface on the piston rod,
having in itself a slight spring, which keeps the surfaces in contact. On the outer
surface of the deep ring or cylinder a spiral groove is cut, for the purpose of making
this part steam-tight. This groove may be of half eircular (or any other form), and
is intended for the reception of a properly prepared spun yarn of hemp.flax, or other
suitable material, which, when inserted is fastened at each end, and serves as a
stuffing or packing. This spun yarn may be coated with red lead or some other
preparation to prevent its burning, or it may for that purpose be made of ashestos,
or of asbestos mixed with porous material. The under side of the deep ring or
cylinder is scraped to a dead surface, and is fitted truly to the top of the bottom
gland, as is usual in all stuffing boxes. so as to be perfectly steam-tight.
The upper gland, after the deep ring is in its place, is screwed down quite tightly,
a thin plaited ring (flat) being inserted between the two, but not nipped up by the
screws. This ring of hemp or flax has been found useful for receiving and holding
the lubricating matter. but its use is not essential.
This mode of packing is simple in arrangement, of great durability, as the rings,
if properly adjusted, will last at least two years without renewal, while the rod
suffers much less than by any other kind of packing, and will therefore last much
longer without turning up. Each ring being isolated and self-acting, requires no
adjusting or regulating on the part of the attendant. The small amount of steam
which may after a time pass the lowest ring would obviously be impeded by the
second, and still more by the third and fourth. The number of rings may of course
be varied, but from five to eight will answer the purpose.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said William Edward Newton in the Great Seal Patent Office on the
2nd January 1879.
WILLIAM EDWARD NEWTON, of the Office for Patents, 66, Chancery Lane, in the
County of Middlesex, Civil Engineer. IMPROVEMENTS IN STEAM ENGINES." [A
communication from abroad by Matthew Murray Jackson, of Buda-Pesth, in the
Kingdom of Hungary.]
In ordinary condensing engines the steam is exhausted into a vessel, in which
its condensation is effected either by the direct admission of cold water or by
bringing it into contact with cold surfaces. In either case the exhaust takes place
by opening the eduction port by means of the slide valve before the piston has
reached the end of its stroke. The portion of the stroke remaining to be completed
depends on the lap and other proportions of the slide valve. or the valvular
arrangements.
It will be evident that on opening the slide valve on the eduction port behind
the piston no further pressure can be exerted on the latter for the remainder of the
stroke. During this short period however the greater part of the steam is con-
densed, and the piston on commencing the return stroke encounters a minimum
resistance owing to a good vacuum having become established.
The first part of the present Invention relates to the use of two condensers
arranged in any convenient manner.
In carrying out this improvement, the steam on its leaving the cylinder, before
the stroke has been completed, is admitted to a surface condenser, and passes
through tubes round which water is circulated by means of a pump provided for
that purpose. This surface condenser is however of much smaller dimensions than
asual, as it is not intended to produce a good vaenum, neither would it be of any
great advantage to do so, for on the commencement of the return, stroke the com-
munication between this condenser and the cylinder is suddenly closed by a slide
valve situated in the main exhaust pipe, and worked by a cam or other suitable
contrivance. This slide valve on closing the communication with the one condenser
opens equally suddenly the communication between the cylinders and a second
condenser of the usual capacity, and which is worked by injection and an air
pamp. It is in this condenser that the full (or maximum) vacuum is maintained
during the whole of the return stroke of the piston. In the small condenser,
wherein the first instalment of the exhaust steam is condensed, a
more or less
imperfect vacuum is formed, in proportion to the area of its cooling surfaces, and it
has been found in practise that this condenser will work satisfactorily with a
vacuum ranging from fifteen to eighteen inches.
The water from the condensed steam is collected below the surface condenser in a
compartment provided for it, and is of a temperature corresponding to the vacuum
obtained, and being less in quantity than is required for the purpose of feeding the
boilers the deficiency is supplied by the water which has served for cooling the tubes
in the condenser. This water is (by means of a valve placed on the upper part of
the surface condenser) allowed to mix with the condensed steam in the proportion
required for the feed. By this arrangement the necessary quantity is supplied, and
the mixed feed water attains a much higher temperature than with the usual
arrangements of parts. With a vacuum in the surface condenser of fifteen to
eighteen inches the feed can be raised to one hundred and fifty-four degrees
Fahrenheit. The quality of the mixed feed water is much purer than that which is
obtained by jet injection, and therefore is better for the boilers.
From the above explanation of this improvement, which is shown in the accom-
panying Drawings. it will be seen that the essential feature of novelty is the use of
Lwo separate condensers, the steam heing admitted first to one and then to the
other by means of a slide valve in the exhaust pipe, or by other suitable means and

page_text: appliances, so that the greater portion of the steam first exhausted is condensed
under a partial vacuum, and the full return stroke of the piston is performed under
a maximum vacuum such as has hitherto been obtained in condensing engines.
In the accompanying Drawing,
Fig. 1, Sheet 1., is a sectional elevation of a marine engine constructed according
to the Invention.
Fig. 2 is a transverse vertical section of the valve arrangement.
Fig. 3, Sheet II., is a plan view shewing the mode of working the engine with
two condensers.
a is the small surface condenser; b, the slide valve for admitting the exhaust
steam to one or other of the condensers; and is the exhaust pipe communicating
with the larger condenser a', wherein the maximum vacuum is maintained.
By this arrangement the advantages which accrue from the use of a surface
condenser in sea-going vessels may be practically obtained at a greatly reduced
cost or outlay in the construction of the engine.
The next improvement relates to that class of engines called compound engines,
and has for its object to so construct and arrange the parts that, in case of any
derangement of either the high or low pressure cylinder which would incapacitate
it for use, the remaining cylinder can be worked as a condensing engine by altering
the position of the slide valve.
In the more recent compound engines it has been the general practice to employ
a receiver, which is placed between the two cylinders for the purpose of admitting
and storing up the exhaust steam from the high-pressure cylinder before it is
permitted to do further duty in the low-pressure cylinder.
The present improvements in such engines consist, firstly, in so arranging the
exhaust pipe of the high-pressure cylinder and constructing the valves connected
therewith that by means of a stop valve or other suitable arrangement the exhaust
steam on leaving that cylinder (instead of being admitted as in ordinary working to
the receiver) shall (if desired) be admitted to the condenser. By this means, the
high-pressure cylinder being supplied with steam at the usual, or at a suitably
reduced pressure from the boiler, would act as an expansive condensing engine.
Fig. 4, Sheet III., is a longitudinal vertical section; Fig. 5. a transverse
vertical section; and Fig. 6, a horizontal section of a compound engine constructed
and arranged in accordance with this part of the Invention.
Figures 7, 8, and 9 are detached sectional views of the valve.
In case of a derangement of either the high or low pressure cylinders, which
would incapacitate it for use, the remaining cylinder can be worked as a condensing
engine by altering by hand the position of the slide valve d, Fig. 6. which is worked
by a hand screw, so that in the case of the high-pressure cylinder having to work
alone the valve e which leads from the exhaust passage of that evlinder will be
opened to the condenser, this valve being under ordinary circumstances of working
closed. The pressure of steam, in case the low-pressure cylinder is used alone, can
be regulated at pleasure by the regulator slide placed immediately behind the
valye d. In engines where a separate receiver is placed between the two cylinders
a suitable arrangement of the eduction pipe of the high-pressure cylinder (with
stop valves or otherwise) would conduct the exhaust steam from the same to the
condenser, while, in case of working the low-pressure alone, the boiler steam could
be admitted to the receiver, passing thence to the low-pressure cylinder, its pressure
having been first reduced by a regulator valve placed in the branch steam pipe for
that purpose. In marine engines however, where space is valuable, the arrange-
ment shewn in the Drawing is preferable.
The slide valve d worked by a screw may he placed in any of the tour positions
shewn in Figures 6, 7, 8, 9, of the accompanying Drawing. In the position of the
valve shewn at A, Fig. 6. the engine works in all respects as a compound engine
(with a receiver).
In the position B, Fig. 7, the high-pressure cylinder works aloue with condeu-

page_text: sation as an expansive condensing engine, the low-pressure cylinder being disabled
and disconnected.
In the position C, Fig. 8, the high and low pressure cylinder each work as a
condensing engine independently of each other.
In the position D, Fig. 9, the low-pressure cylinder works alone as a condensing
engine. the high-pressure cylinder being disabled and disconnected.
The novelty of this improvement it will therefore be seen consists in working com-
pound engines by means of a simple arrangement under a variety of circumstances,
and it is obvious that the capability of doing so confers great advantages. Among
others may be named that of working with a greatly reduced boiler pressure.
In the case of vessels of war absent on foreign stations, the boilers becoming
often seriously deranged. render it impossible to keep up the high pressure necessary
for working the engines as compound. in which case, without any delay, the engines
might be worked with both cylinders in connection with the condenser. In case of
a mishap to the air pump or the condenser, it will be obvious that the engines
could be still worked by the above-described arrangement, as non-condensing
engines.
The last improvement relates to the metallic packing for glands of steam engines
and pumns, and is shewn in Sheet IV. of the accompanying Drawings, in which
Figs. 10 and 11 are longitudinal cross sections representing the improvement
adapted to the existing stuffing boxes of engines now in use.
Figures 12 and 13 are similar views shewing the Invention adapted to the
stuffing boxes of new engines constructed expressly for the purpose.
This improved system of packing can be applied equally well to new or old
cylinder covers without changing the existing stuffing boxes. The spare usually
occupied by the ordinary packing is completely filled by a deep ring or cylinder /
of cast iron cut in two halves longitudinally, and kept together by two wrought-
iron rings, one at top and the other at the bottom of the ring, as shown at
Figures 10 and 11. In constructing new engines, the bush or cylinder / will be
provided with flanges, and form the outer gland, as shown in Figures 12 and 13.
In this case, one of the rings is placed on the outer edge of the flange of the
cylinder. The inside of this bush or cylinder is bored out so as to fit the piston
rod loosely, and there are a number of grooves cut in the inside of it with proper
spaces left between them. Into these grooves, while the bush is still two halves,
are inserted and truly fitted a corresponding number of gun-metal rings i, which
are previously bored out a trifle smaller in diameter than the piston rou, after which
they are obliquely cut and carefully fitted on the same. Each of these rings, while
capable of moving freely in its respective groove, takes an even bearing over the
whole of its inner surface on the piston rod, having in itself a slight spring which
keeps the surfaces in contact. On the outer surface of the cast-iron bush or
cylinder, a spiral groove is cut for the purpose of making this part steam-tight.
This groove may be of half circular or any other form, and is intended for the
reception of a properly prepared spun yarn of hemp, flax, or other suitable material,
which when inserted, is fastened at each end, and serves as a stuffing or packing to
keep it steam-tight. This spun yarn may be coated with red lead or some other
preparation to prevent its burning, or it may (for that purpose) be made of asbestos
or of asbestos mixed with fibrous material. The under side of the bush or cylinder
is scraped to a dead surface, and is fitted truly to the top of the bottom gland A', as
is usual in all stuffing boxes, so as to be perfectly steam-tight.
The gland, after the deep ring is in its place, is serewed down quite lightly.
A thin plated ring (flat) may, if desired, be inserted between the two, but not
nipped up by the screws. This ring of hemp or flax has been found useful for
receiving and holding lubricating matter, but its use is not essential.
This mode of packing is simple in arrangement and of great durability, as the
rings if properly adjusted, will last at least two years without renewing or
removal, while the rod suffers much less than by any other kind of packing, and
will therefore last much longer without turning up. Each ring i being isolated and

page_text: self-acting, requires no adjustment or regulating on the part of the attendant. The
small amount of steam which may after a time pass the lowest ring i, would
obviously be impeded by the second, and still more by the third and tourth. The
number of rings i may of course be varied, but from five to eight rings will answer
the purpose in a very satisfatory manner.
Having now described the Invention of "Improvements in Steam Engines" which
has been communicated to me from abroad by my foreign correspondent, and
having explained the manner of carrying the same into effect, I claim us the
Invention secured to me by Letters Patent as aforesaid,-
First. Adapting to steam engines two separate condensers, the steam being
admitted first to the one and then to the other, as and for the purpose herein set
forth.
Second. Adapting to compound engines an arrangement of valves so constructed
and applied, that either steam cylinder may be worked indepenilently of the other,
so that in the event of either cylinder or the gear connected therewith becoming
deranged or disabled, and thereby incapacitating such cylinder from working, the
other cylinder may still be enabled to perform its duty as herein set forth.
Third. Constructing the metallic packing of the stuffing boxes and glands of
steam engine piston rods.substantially as herein set forth,and described in reference
to Figures 11, 12, 13, and 14.
In witness whereof, 1. the said William Edward Newton, have hereunto set
my hand and seal, the First day of January, in the year of our Lord One
thousand eight hundred and seventy-nine.