IMPROVEMENTS IN STEAM AND OTHER MOTIVE-POWER ENGINES, AND IN STEERING ENGINES AND ENGINES REQUIRING SIMILAR CONTROL.
Year: 1881

page_text: LETTERS PATENT to Frederick John Burrell and Thomas Tank Burall, both
of Thetford, in the County of Norfolk, for an Invention of "IMPROVEMENTS
IN STEAM AND OTHER MOTIVE-POWER ENGINES, AND IN STEERING ENGINES
AND ENGINES REQUIRING SIMILAR CONTROL.".
PROVISIONAL SPECIFICATION left by the said Frederick John Burrell and
Thomas Tank Burrell at the Office of the Commissioners of Patents on the
15th March 1881.
.
FREDERICK JOHN BURRELL and THOMAS TANK BURALL, both of Thetford, in
the County of Norfolk. "IMPROVEMENTS IN STEAM AND OTHER MOTIVE-POWER
ENGINES, AND IN STEERING ENGINES AND ENGINES REQUIRING SIMILAR
CONTROL."
This Invention has for its object improvements in steam and other motive power
engines, and in steering engines and engines requiring similar control.
We construct motive power engines of small size suitable for propelling launches
and for steering vessels and traction engines in the following manner:-The frame
of the engine consists of a cast iron box through which the shaft passes longitudi-
nally. The cylinders are formed upon the top of the box, and the rods of the
pistons working in the cylinders pass downwards into the box. The piston rods
each terminate in a T head with a transverse slot containing a sliding block
through which the crank passes. The steam (or other fluid) is controlled in its
passage into and from the cylinders by a cylindrical valve rotating within a case
or cavity of corresponding form, and suitable ports and passages are cut in each.
This cylindrical or plug valve is (in the case of an engine to be used simply as a
motor) driven from the crank shaft by a pair of gear wheels. Eccentric gear may
be used to ensure a rapid movement of the valve in opening and closing. When
this engine is for steering or other like use in place of gearing the valve with the
engine we connect it with the steering wheel or hand wheel, by which the control
of the engine is to be maintained. In order that the valve may not be rotated
more rapidly than the engine can follow or the engine over run the valve we

page_text: employ a screw and nut. The screw is upon the stem of the valve, and rotates
with it whilst the nut is driven by the engine. The nut is restrained so that it
cannot move endwise, but the valve is able to slide longitudinally in the cavity in
which it is contained. When the valve is rotated more rapidly than the engine
follows, a short traverse of the screw in the nut results, and this brings the nut
against a collar or shoulder at the end of the screw, and checks for the moment the
movement of the valve.
When the engine commences to overrun the valve the plug valve is moved
endwise in its cavity, and the admission ports are thereby closed. From this
position of the valve a further movement along its cavity will place it for reverse
working, and this movement may be brought about by the movement of the hand
wheel or by the overrun of the engine if sufficient to carry it past the point where
the admission ports are closed.
In compound engines to work expansively we employ two pair of single acting
cylinders. The cylinders are inclined; the high pressure cylinder and the low
pressure cylinder forming a pair are parallel and inclined at an angle of about
120 degrees to the pair on the other side of the shaft. Connecting rods pass direct
from the under sides of the pistons to the crank.
There is a cylindrical or plug valve to control the distribution of the steam or
fluid, it is parallel with the shaft, and driven by gear from it.
In another form of engine we arrange the cylinders vertically over the shaft,
the high pressure cylinders above the low pressure cylinders. The plug valve
first admits steam to the under side of the smaller piston, and for the return
stroke allows it to pass to the upper side of both pistons.
A similar engine may be arranged horizontally with the plug valve parallel to
the cylinders, and driven by bevilled gear from the crank shaft. The valve may if
desired be arranged to admit a small measure of boiler steam to the cylinders
during the return stroke when the power obtainable by expansion is insufficient.
A band valve may be applied to admit steam for starting. In connection with
rotating cylindrical or plug valves we employ ring governors carried upon the valve
spindle. As is usual in these governors the ring is thrown into an inclined position
by a spring, but the more rapidly it is driven the more nearly the ring places itself
in a plane at right angles to the axis. In this case the connection of the ring with
the plug valve is such that as the ring varies its inclination it imparts an endway
movement to the plug valve.
The valve is made with inclined ports, and the governor causes the amount of
steam admitted to the cylinder to be varied by sliding the valve endwise within
its case or cavity. At the same time that the valve moves endwise it is made to
turn through a small angle upon the spindle so that the opening of the ports may
still take place at the same part of the stroke; this adjustment of the valve is
effected by means of an incline, by which also when the incline is shifted by the
operation of a hand lever the valve can be turned upon the spindle to the extent
required for reversing the engine.
We also apply a ring governor in the crank shaft to control the engine by
altering the lead & throw of the eccentric.
The crank shaft has an inclined bush which slides along it under the influence
of the governor, and is guided in this motion by a twisted groove.
The eccentric is mounted on the bush, which slides through it, and a groove
and feather causes the eccentric to be carried round with the bush.
A compressed spring encircling the shaft presses the bush in one direction, and
the ring of the governor in straightening itself on the shaft moves it in the opposite
direction.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Frederick John Burrell and Thomas Tank Burrell in the Great
Seal Patent Office on the 15th September 1881.
FREDERICK JOHN BURRELL and THOMAS TANK BURALL, both of Thetford, in
the County of Norfolk. " IMPROVEMENTS IN STEAM AND OTHER MOTIVE POWER
ENGINES, AND IN STEERING ENGINES AND ENGINES REQUIRING SIMILAR
CONTROL."
This Invention has for its object improvements in steam and other motive power
engines and in steering engines, and engines requiring similar control.
We construct motive power engines of small size suitable for propelling launches
and for steering vessels and traction engines in the following manner :-
The frame of the engine consists of a cast iron box through which the shaft
passes longitudinally. The cylinders are formed upon the top of the box, and the
rods of the pistons working in the cylinders pass downwards into the box. The
piston rods each terminate in a T head with a transverse slot containing a sliding
block through which the crank passes. The steam (or other fluid) is controlled in
its passage into and form the cylinders by a cylindrical valve rotating within a case
or cavity of corresponding form, and suitable ports and passages are cut in each.
This cylindrical or plug valve is (in the caso of an engine to be used simply as a
motor) driven from the crank shaft by a pair of gear wheels. Eccentric gear may
be used to ensure a rapid movement of the valve in opening and closing.
Figure 1 is a vertical longitudinal section, and Figure 2 a vertical transverse
section of a motive power engine constructed in the above manner.
A is the box frame of the apparatus ; B, B, are the cylinders formed upon the top
of the box frame; C, C, are the piston rods, each terminating in a T head with a
transverse slot formed in it. In each slot is a sliding block, through which works
the pin of one or other of the cranks of the crank shaft D. Eis a cylindrical valve
rotated at the same speed as the crank shaft by toothed wheels F; the valve turns
within a corresponding valve case G. The rotating valve is divided longitudinally
into two compartments; one compartment has steam at all times supplied to it, the
other is open to the exhaust. As the valve rotates the two opposite ends of the two
cylinders alternately have steam admitted to them, and are opened to the exhaust,
as will be clearly seen by Figure 2. Where the piston rods pass out from the
cylinders B into the box frame A a steam tight joint secured by packing intro-
duced into the cavities B² around the piston rods through passages B³, the ends of
which passages have screws B³ screwing into them, by which the packing may be
pressed with more or less force into the cavities B¹ as desired.
When this engine is for steering or other like use in place of gearing the valve
with the engine we connect it with the steering wheel or hand wheel by which the
control of the engine is to be maintained. In order that the valve may not be
rotated more rapidly than the engine can follow or the engine over-run the valve
we employ a screw and nut. The screw is upon the stem of the valve and rotates
with it whilst the nut is driven by the engine. The nut is restrained so that it
cannot move endwise, but the valve is able to slide longitudinally in the cavity in
which it is contained. When the valve is rotated more rapidly than the engine
follows a short traverse of the screw in the nut results, and this brings the nut
against a collar or shoulder at the end of the screw, and checks for the moment the
movement of the valve.
When the engine commences to overrun the valve the plug valve is moved
endwise in its cavity, and the admission ports are thereby closed. From this
position of the valve a further movement along its cavity will place it for reverse

page_text: working, and this movement may be brought about by the movement of the hand
wheel or by the overrun of the engine if sufficient to carry it past the point where
the admission ports are closed.
Figure 3 shows a longitudinal section of a rotating valve worked in the above
manner. Figure 3* shews a similar section taken at right angles to Figure 3. Eis
the rotating valve capable also of moving endwise; E¹ is a screw thread cut upon
the stem of the valve; F is a toothed wheel drawn by the engine in the manner
shown at Figure 1, and formed as a nut to screw on to the screw thread on the
valve stem. The toothed wheel is prevented from moving end wise, as shown. The
valve stem is coupled at its end by a link to a telescopic spindle driven by gearing
from the steering wheel or hand wheel so that the valve can be revolved by turning
this wheel and can also move endwise. G³, G³, are the ports leading respectively
to the two ends of the two cylinders of the engine. H is the steam inlet to the
valve. In the Drawing the valve is shewn in its central position and the steam
inlet passage is closed, but if by turning the steering wheel or hand wheel the valve
is moved endwise in either direction until it is stopped by one or other of the sides
of the wheel F steam can pass into the valve and the engine will start in one or
other direction according to the direction in which the valve has been turned, and
so long as the valve is turned at the same speed that the wheel F is turned by the
running of the engine the valve will act in the same way as an ordinary slide
valve; but so soon as the hand or steering wheel ceases to be turned the valve will
by the turning of the wheel F be brought to its central position, and steam will
therefore be at once shut off, and if the overrun of the engine were sufficient to
.carry the valve beyond this point it brings the valve into position for reverse
working. Figure 3** shews a vertical section of one of the cylinders and the valve
in position for forward working; the dotted lines shew the position of the valve
for the other cylinder. Figure 3××× shews a similar section of the cylinder and
valve with the valve in position for backward working.
If desired, one cylinder of the engine might be made larger than the other, so
.that the steam might be expanded from the one into the other, as in ordinary
compound engines, the ports in the cylindrical valve would then have to be
.somewhat altered.
In compound engines to work expansively we employ two pair of single acting
cylinders. The cylinders are inclined; the high pressure cylinder and the low
pressure cylinder forming a pair are parallel and inclined at an angle of about
120 degrees to the pair on the other side of the shaft. Connecting rods pass
direct from the under sides of the pistons to the crank.
There is a cylindrical or plug valve to control the distribution of the steam or
• fluid, it is parallel with the shaft and driven by gear from it.
Figure 4 shews a vertical section of an engine arranged as above described.
Figure 5 is a plan view of the same; Figure 6 shews another vertical section of
the engine on a larger scale; Figures 7 shew views of the cylindrical valve. A are
the single acting high pressure cylinders; B are the single acting low pressure
cylinders; C is the cylindrical valve revolved at the same speed as the crank
axis D of the engine by toothed wheels, as shewn. Steam is admitted to the valve
through the ports C³, see Figure 7, and is by it delivered in succession through
the ports C to the passages leading to the high pressure cylinders. The opposite
port Cs and the port C serve to put the passage to the high pressure cylinder
in communication with the passage to the low pressure cylinder; and the
port C³ serves to open the passages to the low pressure cylinders to the exhaust.
In another form of engine we arrange the cylinders vertically over the shaft, the
high pressure cylinders above the low pressure cylinders. The plug or other valve
first admits steam to the under side of the smaller piston, and for the return stroke
allows it to pass to the upper side of both pistons.
A similar engine may be arranged horizontally with the valve parallel to the
cylinders, and when a plug valve is used the valve may be driven by bevilled
gear from the crank shaft. The valve may if desired be arranged to admit a small

page_text: measure of boiler steam to the cylinders during the return stroke, when the power
obtainable by expansion is insufficient. A hand valve may be applied to admit
steam for starting.
Figures 8 and 9 shew a side elevation and an end elevation of a vertical engine
arranged in the above manner. Figure 10 shews on a larger scale a rotating
cylindrical valve suitable for controlling the steam admissions and the exhaust.
A longitudinal section of a similar valve is shewn at Figure 12; its construction
will be clearly seen from these Figures; Figure 11 shews a horizontal engine,
arranged in the same manner; in Figure 11, the valve shewn is a slide valve, but
a rotating cylindrical valve may, as shown at Figure 10, be used instead of the
slide valve.
In these Figures A. is the high pressure cylinder; B, the low pressure cylinder;
C, the valve. With the rotating valve, shown at Figure 10, steam is first admitted
from the steam inlet C¹ to that end of the high pressure cylinder which is towards
the low pressure cylinder by the triangular ports C and passage C³, which is
formed through the valve, and at this time the opposite end of the high pressure
cylinder and the acting end of the low pressure cylinder are opened to the
exhaust C through the ports C³. At the completion of the stroke steam is
exhausted from the end of the high paessure cylinder which is now full of steam
into the opposite end of the high pressure cylinder and into the acting end of the
low pressure cylinder, the valve is then in the position shewn at Figures 10 and 12
of the Drawings. It will be seen that for every revolution of the crank shaft the
valve will have to make a half turn only.
With the slide valve, shewn at Figure 11, steam is admitted from the valve
chest to the high pressure end of the cylinder A, through the steam port C₁ of the
valve, the opposite end of this cylinder and the low pressure cylinder being at this
time in communication with one another and with the exhaust through the
exhaust ports C³, formed in a face at right angles to the ordinary valve face. For
the reverse stroke all the passages leading to the cylinders are by the movement of
the valve put into communication with one another, and cut off from the exhaust.
The slide valve is worked by an eccentric, as shewn, in the ordinary manner.
Various views of the valve are shewn at Figure 11*, from which its construction
and the way in which it acts will be clearly understood. Two exhaust ports are
used simply for the sake of convenience.
In connection with rotating cylindrical or plug valves we employ ring governors
carried upon the valve spindle. As is usual in these governors the ring is thrown
into an inclined position by a spring, but the more rapidly it is driven the more
nearly the ring places itself in a plane at right angles to the axis. In this case the
connection of the ring with the plug valve is such that as the ring varies its
inclination it imparts an endway movement to the plug valve.
The valve is made with inclined ports, and the governor causes the amount of
steam admitted to the cylinder to be varied by sliding the valve end wise within its
case or cavity. At the same time that the valve moves endwise it is made to turn
through a small angle upon the spindle, so that the opening of the ports may still
take place at the same part of the stroke. This adjustment of the valve is effected
by means of an incline, by which also when the incline is shifted by the operation
of a hand lever the valve can be turned upon the spindle to the extent required
for reversing the engine.
Figure 12 shows a longitudinal section of one form of engine having a cylin-
drical rotating valve, and having a ring governor, as above described, carried upon
the valve spindle. The form of engine is in other respects the same as that shown
at Figure 11. The steam port C₁ of the valve is, as shewn, made triangular, so
that as the valve is moved endwise the amount of steam admission may be increased
or diminished.
The valve C is carried by the spindle J. A tube E sliding on the valve
anindle J and on the spindle from the engine is rotated by means of a feather key,

page_text: B
and rotates the valve spindle by a pin working in the curved slot F in the sliding
tube E.
Around one end of the sliding tube E are collars F', between which the end of a
reversing lever G is received. By shifting the tube endwise the valve will be
turned to the extent required for reversing the engine by the pin working in the
curved slot F.
.
On the valve spindle J is a fixed collar K, against which acts a coiled spring H
to press the valve spindle, and consequently the valve, endwise, thus throwing the
ring governor at an angle, as shewn.
On the extremity of the valve spindle J is a fixed collar J', which by the spring H
is forced against the usual cam pieces I' of a ring governor I, the spindles of which
are carried by a tube L sliding on the valve spindle and butting against the back
end of the valve chest.
M is a collar rotated by a feather key to prevent the spring from turning on the
valve spindle J.
We also apply a ring governor on the crank shaft to control the engine by
altering the lead and throw of the eccentric.
The crank shaft has an inclined bush, which slides along it under the influence
of the governor, and is guided in this motion by a twisted groove.
The eccentric is mounted on the bush which slides through it, and a groove and
feather causes the eccentric to be carried round with the bush.
A compressed spring encircling the shaft presses the bush in one direction, and
the ring of the governor in straightening itself on the shaft moves it in the opposite
direction.
Figure 13 shows a longitudinal section, and Figure 14 a plan view of a ring
governor thus applied for altering the lead and throw of the eccentric.
A is the crank shaft; B, a tube, which can slide endwise thereon; B¹, a curved
slot in this tube, and A' a pin on the shaft A which enters this slot, so that when
the tube is moved end wise it is also turned somewhat around the shaft; C is the
inclined end of the tubular bush B; D is the eccentric mounted on the inclined
'end of the bush; E is a collar fixed to the shaft A; the side of the eccentric rests
against this collar; F is a collar capable of sliding endwise along the shaft A; it
carries the pivots of the ring governor G; the cam pieces G₁ of the ring governor
rest against the end of a collar H fixed on the shaft A; I is a coiled spring by.
which the ring governor is pressed towards the collar H. It will.be seen that as
the ring governor gets more and more towards a position at right angles to the
shaft that the throw of the eccentric is diminished.
Having thus described the nature of our Invention, and the manner of performing
the same, we would have it understood that we claim,―
First. The combination of engine, substantially as herein before described with
reference to Figures 1 and 2.
Second. The combination of valve apparatus, substantially as described, for con-
trolling the movement of engines used for steering or for other such like uses.
Third. The compound engine, substantially as described with reference to
Figures 4, 5, 6, and 7.
Fourth. The construction of compound engines, which have the high pressure
cylinder at one end of the low pressure cylinder in such a manner that high
pressure steam is admitted only to that end of the high pressure cylinder. which is
next to the low pressure, and so that the steam is subsequently expanded into
the opposite end of the high pressure cylinder and into the low pressure
cylinder.
Fifth. The construction of compound engines, substantially as described with
reference to Figures 8, 9, 10, and 11.
Sixth. The combination of a ring governor with a rotating cylindrical valve,
'substantially as described with reference to Figure 12.
Seventh. The employment of a ring governor, substantially as described with

page_text: reference to Figures 13 and 14, for diminishing the throw of an eccentric as the
speed increases.
In witness whereof; we, the said Frederick John Burrell and Thomas Tank
Burall, have hereunto set our hands and seals, this 13th day of September,
in the year of our Lord One thousand eight hundred and eighty one.
T T DIIDDETT