Year: 1888

page_text: I, HENRY HARRIS LAKE, of the firm of Haseltine Lake & Co., Patent Agents,
Southampton Buildings, in the County of Middlesex, do hereby declare the nature of
this invention to be as follows:-
This invention relates to steam and pumping engines and comprises duplex steam
cylinders having ports, straight; or crossed, and separate valves working in a concave
seat cut centrally across the front of the cylinders. The valve stems project through
openings in the seat and are connected to the pistons. The valves are provided with
central exhaust openings and a steam and exhaust port on each side alternating with
similar ports on the other side, the said exhaust ports communicating with central
exhaust opening. The engine exhausts through passages formed in the pistons. The
duplex pump cylinders are provided with valve casings and separate inflow and
outflow chambers, the valve stems passing through both. One valve is rigid on the
lower end of the valve-stem and opens to the inflow. Another valve is loose on the
upper end of the stem and opens to the outflow. A spring is provided for lifting
the valve-stem and closing the loose valve.
Date LL
La tomban 1000
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London,
Agents for the Applicant.

page_text: Improvements in and relating to Steam and other Engines.
I, HENRY HARRIS LAKE of the firm of Haseltine, Lake & Co., Patent Agents,
Southampton Buildings, in the County of Middlesex do hereby declare the nature of
this invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
This invention relates to pumping-engines of the class having duplex steam
mechanism and one object of which is to provide a new and improved construction
and arrangement of parts whereby the movement of the piston in one engine cylinder
shall supply and cut off the steam in the other adjacent cylinder and vice versa.
It also has for its object to provide a novel construction of valve for such engines,
in which the said valves are not packed upon their seats, but are held thereon by the
pressure of the live steam in the steam-chest, thus producing a sufficient contact to
avoid leakage.
A further object of the invention is to so construct and arrange the cylinders, steam
ports, and pistons that each piston shall cushion upon a body of steam as it completes
its stroke, steam being at the same instant thrown in beneath the piston by the valve,
whereby the shock and jar of the mechanism are decreased and its operation
improved.
A further object of the invention is to simplify and improve the construction of the
steam-valves, whereby they may be operated by valve-stems connected to the interior
of the pistons and exhaust through the latter.
A still further object is to provide an improved construction and arrangement of
the parts constituting the pumping mechanism, whereby the actuating mechanism
shall be rendered effective at the initial stroke, and whereby, also the pump shall be
operative at all times, whether the pump-casing be filled or empty.
To these ends the said invention consists in the several novel features of construction
and new combinations of parts hereinafter fully described.
In the accompanying drawings
Figure 1 is a front elevation partly in section, showing the arrangement of the
steam-ports and the construction and arrangement of the pump-valves and the
chambers in which they operate.
Figure 2 is a vertical section through the centre of one of the cylinders.
Figure 3 is a horizontal section on the line 3, 3 of Figure 2.
Figure 4 is a similar section on the line 4 of Figure 2.
Figure 5 is a diagram of the steam-ports, the valves being indicated as if their
rearward or seating faces has been removed from the valve-bodies and spread out flat
to show the proper relative positions of the valve ports.
Figure 6 is a detail perspective of one of the rocking valves.
Figure 7 is a transverse section of the valve shown in Figure 6.
Figures 8 and 9 show the application of the steaming mechanism to ordinary
purposes.

page_text: In the said drawings, 1 denotes the shell or casing of the engine within which the
operative parts of the duplex steam and pumping mechanism are arranged.
Within the upper part of the casing 1 are placed the duplex cylinders 2 and 2"
each having a wall 3, in which the steain-ports are arranged. These ports all open in
the same horizontal line drawn centrally across the surface of a valve seat 4 formed
transversely in the wall 3 in front of the central portion of the cylinders, the said
valve-seat being substantially a semi-circular concave in cross-section.
It may be divided by a central vertical line into two independent valve-seats one
for each cylinder. In the seat I form two openings or steain-ports 5 and 5ª one of
which say 5 communicates with a channel 6, directed upward and then diagonally and
upwardly until it communicates with the upper end of cylinder 2. In like manner
the port 6 opening from the passage 5ª passes upward and then diagonally across
the port to the upper end of the adjacent cylinder 2. From the two remaining
passages or openings 6 and 6° steamports 7 and 7 pass downward and then diagonally
cross each other until their ends communicate with the lower ends of cylinders 2
and 2ª as shown by dotted lines in Figures 1, 2 and 5.
The face of the duplex valve-seat 4 is shown in elevation in Figure 1 and in
addition to the construction already noted it has in the centre of each sectional seat,
and between the ports 5 and 6 and 5 and 6 an elongated transverse opening 8,
extending entirely through the valve-seat and the wall 3 into the cylinder. These
openings are formed, preferably with a double flare; or, in other words, the upper
and lower walls diverge somewhat from a point a little in rear of the valve-seat in
both directions.
The valves used in the steaming mechanism consist of two substantially semi-
cylindrical parts 9, having each a curved seating-surface 10, which fits the valve-
seat 4.
Upon each side of a central transverse portion 11 in each valve is formed a chamber
or cavity 12 leaving the body of the valve essentially semi-annular in cross-section, as
shown in Figure 7. Through the valve upon each side of the solid central portion 11,
I cut steam ports 13 alternating in position with each other, their position being such
that when the valve is upon its seat the said openings may be made to register
successively with the ports 5 and 6 or 5ª, 6° according to which half of the valve-
seat 4 the valve is placed in.
Within the same portions of the valve are formed two ports 14, likewise alternating
with each other. These openings or ports are not cut through the valve-body, but
are formed therein and elongated transversely to the valve, as shown in Figure 7.
These openings both have communication with a transverse exhaust-opening 15, cut
centrally in the seating face of the valve. The openings 15ª by which this central
exhaust-port has common communication with both the alternating ports 14, are so
formed as to be practically co-extensive with the exhaust-port as shown in Figure 6
and by dotted lines in Figure 5.
Each valve is mounted upon a stem 16 having one end centrally and rigidly
attached and projecting radially through the exhaust-port 15. This valve stem passes
through the transverse opening 8 in the valve-seat and enters the cylinder, the
vertical axis of which lies directly in the rear of the valve centre.
In each cylinder is arranged a piston 17 of elongated cylindrical form, as seen in
Figure 2, having solid heads 18 packed in the cylinder. Each piston-head has a wide
flange 19, which carries the packing and while these heads and flanges are connected
together in any suitable manner an opening 20 is formed directly through the piston
from side to side. Within this opening the valve stem 16 is introduced and its end
placed in a telescoping sleeve 21 pivotally mounted by one end in the interior of the
cylinder and centrally as to its extremities. The exhaust from each cylinder through
one or the other of the ports in the wall 3 enters the valve by way of one or the
other of the exhaust-ports 14, and thence passes through the central opening 15
whence it flows through the opening 8 in the valve-seat and into the piston."
Around the rear of the cylinders is formed a central passage 22 communicating
with each cylinder and with the interior of each piston by a channel 23. The passage 22

page_text: opens into an exhaust-pipe 24, common to both cylinders. The width of the channel 23
is such that at each stroke of the piston it will be wholly closed and the exhaust cut
off by one of the flanges 19 an instant before the end of the piston or the head itself
reaches the end of the cylinder, as clearly indicated in Figure 2, a steam space of
about one inch (more or less) being left between the end or head of the piston and
the end of the cylinder. The steam-ports also, which enter the ends of the cylinder,
are divided or practically forked at the point of communication one branch 25,
opening a little distance from the end, and the other 26 at the end of the cylinder the
two being separated by an intervening portion 27 of the cylinder wall-The purpose
of this construction will be hereinafter explained.
The valve seats 4 are formed in a projecting portion 3 of the wall 3, and upon the
exterior thereof is bolted a bonnet 28, which forms the steam-chest, a pipe 29, for
supplying live steam, passing through the centre of said bonnet and communicating
with the boilers. As the pistons 17 rise and fall in the cylinders, they vibrate the
valve-stems 16 and communicate to each valve a limited movement upon its seat,
whereby the valve-ports 13 and 14 in each valve may be successively caused to cross
the steam-ports 5 and 6 or 6ª and 6º. It will be noted, by comparison of Figures 1, 5
and 6, that when the pistons are central in the cylinders the steam-ports will all be
closed by the solid central portions 11". As they move farther, the one piston, as in
cylinder 2, will bring the valve-port 14 into communication with the steam port 6b,
and thereby open the exhaust from the bottom of the adjacent cylinder 2, while at
the same instant the other valve-port 13, in the longitudinal line of the valve opens
the port 5 and supplies live steam at the top of the cylinder 2. With the other
piston the movements are precisely the reverse of those described, the valve operated
thereby opening the exhaust from the top of the cylinder 2ª and the live-steam port
supplying the lower end of the latter cylinder simultaneously with each other and
with the reverse valve movement effected by the opposite movement of the piston in
cylinder 2ª The arrangement of the valve-ports 13 and 14 and construction of parts
being such as described, the piston in cylinder 2ª which is seen in Figure 2 as at the
limit of the downward stroke, will in this position open the exhaust and the live-
steam ports 5 and 6ª, which communicate with the lower and upper ends, respectively,
of cylinder 2, in which the piston is at the end of its upward stroke, and the latter
cyliner has at the same instant opened, by means of the other valve, the live-steam
and exhaust ports opening into the bottom and top, respectively, of cylinder 2ª. As
the pistons move under the impulse of the steam admitted by the valve-movements
just described, the exhaust channel 23 is closed by the flange 19 on the head of each
piston, and the exhaust cut off just before the piston entirely completes its stroke.
At the same instant, also, the live steam is admitted beneath the said piston in
cylinder 2 forming, in connection with the closed exhaust, a steam-cushion, upon
which the stroke of the piston is completed. The operation is the same in the adjacent
cylinder and at each end of the stroke in both.
The valves 9 require no packing upon the valve-seat, as the pressure within the
steam-chest serves to hold them upon their seats and produce such contact that
steam cannot pass between the parts.
By the division of the steam-passages into two branches, 25 and 26, the full body
of the live steam is not thrown under the piston at the moment of the completion
of the stroke, but is only admitted in its maximum volume after the piston has
begun its stroke. As the pistons reach the centres of the cylinders both live-steam
ports are closed, as well as both the exhaust-ports, by the central solid portions 11ª,
of each valve. The stroke is completed by the expansion of the steam admitted to
each cylinder prior to the half-stroke being made.
The relative arrangement and function of the steaming-valves are clearly shown
in Figure 5, wherein they are shown as laid out flat upon the valve-seats 4. In this
view the steam ports in the seats are all in the same horizontal line, and the pistons
being at the ends of their strokes, respectively, it will be seen that the port 13 in
the valve at the left is supplying live steam to the top of cylinder 2. while the
exhaust-port 14 is in communication with the lower end of the cylinder. The

page_text: arrangement of the adjacent valve is the opposite of that described, its live-steam
port. 13 giving steam to the lower end of the cylinder 2" while its port 14 is exhausting
from the upper end of said cylinder. In this view the valves are supposed, for the
sake of illustration, to slide vertically in right lines upon their seats.
By the construction and arrangement of ports shown and described each piston is
made to cushion the other at the end of the stroke by tapping the exhaust steam in
the opposite cylinder, as shown in Figure 2.
The pumping mechanism consists of a pair of cylinders 30 in each of which moves
a piston 31, the latter consisting of a cylindrical body, projecting above the mouth
of the piston and having a head 32, suitably packed therein. Each piston is
connected directly to the steam-piston above it by a piston rod 33, and is guided by
the packing-box 34 in which its cylindrical body moves. The inlet and outlet to
the pump is preferably located at the rear of the casing and consists of two pipes 35
and 36, opening one above the other into the pumping chamber. The inlet passage
within the latter is separated from the outlet by a diaphragm 37, whereby the two
currents are prevented from mingling.
Directly in front of each pump-cylinder 30 is arranged a valve-casing 38, having a
central opening 39 to receive the valve stem 40. The valve chamber is divided by a
diaphragm 41, into a forcing compartment 42, above and a suction compartment 43
below, the latter being of the greater dimensions. Upon the valve stem 40 is mounted
rigidly a valve 43*, closing the inlet ports and upon the opposite end of said valve-
stem is mounted a valve 44, closing the ports 44 which permit the outgoing current.
The construction of the valve and valve-stem is such that the former shall have a
limited movement upon the latter, and for purposes to be explained hereafter a
spring 45, of any suitable character, is interposed between the top of the valve 44 and
the end of the valve-stem 40, said spring having sufficient power to raise the stem and
the valve 43 and thereby close both the inlet and the outlet ports.
When either pump cylinder rises, as for example, that shown in Figure 2, the valve 43
opens and permits water to flow from the inlet chamber, or passage, into the pump
cylinder, behind the piston. As the latter descends, the valve 43 closes, the water
passes from the pump-cylinder under said valve, through the opening 46 in the wall,
thence up into the outlet chamber, and raising the valve 44 it passes to the pipe 35.
A diaphragm 47 separates the inlet passages beneath the valve casings, to prevent
the pump piston from disturbing the inlet valve in the adjacent casing, which must act
alternately therewith.
The spring 45 is practically useful only when the engine is started without water
enough in the pump-casing to govern the action of the valves. In such case, it would
be necessary either to fil: or partly fill the pump, or to run the engine rapidly enough
to create a sufficient current of air, to lift the valve 43ª and its stem. By employing
the spring 45 for this purpose, the pump is always ready to work at the first stroke.
The front of the inlet and outlet chambers is closed by a bonnet, consisting of a flat
plate 48 and a convex shell 49, formed thereon. A single central bolt 50 passing
through the latter, through the plate 48 and into the casing, serves to secure the
closing plate firmly and avoids the necessity of bolting at numerous points on its
edges.
Referring to Figures 8 and 9 of the drawings, the reference numeral 1 designates
the cylinders, arranged side by side and supported upon any suitable supports 2.
Upon the central portions of their upper cylindrical walls, which are considerably
thickened for the purpose, I form the valve-seats 3, each consisting of a concave and
substantially semi-circular channel arranged transversely to the axis of the cylinder.
In each valve-seat is formed a single port 5, upon each side of a central opening 6,
the latter cut through the valve-seat into the cylinder and lying transversely to the
former. One of the said steam-ports 5 communicates with one end and the other
with the other end of the cylinders, and said ports serve alternately as live-steam and
as exhaust ports.
The valves 7 consist each of a substantially semi-cylindrical body of metal, having
substantially the construction already described.

page_text: In the centre of the exhaust-opening 9, and in the radial line the valve-block, is
cut an aperture 13, in which the end of a valve-stem, 14, is mounted and fastened
with a nut 15 the body of the stem being carried through the opening 6 in the valve
seat.
Within each cylinder 1 is a piston 16, enclosing a cylindrical space 17, and having
upon each head 18 a wide flange 19, properly packed in the cylinder 1. In the wall
of each piston is formed an opening 20, corresponding in position with the opening 6
in the valve-seat, and through the same the stem of the valve is inserted within the
interior of the piston, where it telescopes as the piston reciprocates in a coupling 21,
pivotally attached at one end within said piston and centrally with relation to its ends.
Upon the side of piston opposite the opening 20 is formed a second opening 22, and in
the wall of the cylinder 1 is formed a central exhaust-opening 23, a suitable exhaust
pipe 24, being common to both cylinders.
The piston rod 25 of one cylinder is connected in the usual manner to one end of a
pitman 26, the other end thereof being on the crank-pin 27, of the power shaft 28.
The other piston-rod 29, is in like manner connected to a crank-pin 20 carried by a
crank arm 31, set at an angle of ninety degrees with the other crank arm 31ª. In this
manner each piston is at most effective point at the moment when the other is at the
end of its stroke and the crank of the latter is at its dead points.
The steam-ports at the point where they enter the cylinder are not shown in the
drawings, being of the usual construction. The flanges 19 of the pistons are of such
width that the opening 22 is greater than the stroke of the piston whereby the exhaust-
port 23 is always open, as shown in Figure 8.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed as communicated to
me by my foreign Correspondent I declare that what I claim is :-
First. In a steam-engine, the combination, with a cylinder having a centrally
arranged valve-seat provided with two ports in the same transverse line and a steam-
port leading therefrom to each end of the cylinder, or a valve having two steam and
two exhaust ports, alternating one with another, the exhaust-ports having communica-
tion with a central opening, and a valve-stem passing through said opening and
connected to the piston, substantially as described.
Second. In a steam-engine, the combination, with a cylinder having a steam-chest
and provided with live-steam and exhaust-ports, of a valve seated within said chest, a
piston reciprocating within the cylinder, and a valve-stem passing from said valve
through an opening therein and in the valve-seat, and having a sliding connection
with the piston, substantially as described.
Third. In a steam-engine, the combination, with a cylinder having a central
exhaust-opening, of a piston moving therein and having an exhaust-passage between
its ends, a valve having exhaust-ports cut in but not through its body and com-
municating with a central common exhaust-opening, and a valve-stem connected to
said piston, substantially as described.
Fourth. In a steam engine, the combination, with a cylinder having a central
exhaust and provided with steam-ports which enter the cylinder at the ends, a piston
having an exhaust passage through its body and provided with flanges on its heads,
and a valve having steam-ports cut through its body, and exhaust-ports cut into but
not through and communicating with a common exhaust-passage cut centrally in the
seating-face of said valve, substantially as described.
Fifth. In a steam-engine, a valve consisting of a substantially semi-cylindrical body
having steam-ports cut through on opposite alternate ends and exhaust-ports similarly
arranged and cut into, but not through the body, and communicating with a central
exhaust-passage formed transversely and communicating with the inner ends of the
alternately-arranged exhaust-ports, substantially as described.
Sixth. In a steam-engine, a valve consisting of the substantially semi-cylindrical
body 7, having live steam and exhaust ports formed alternately upon opposite sides of
a central transverse exhaust-opening 9, having communication at its ends with

page_text: the ends of the exhaust-port and provided with a valve-stem 14, substantially as
described.
Seventh. In a pumping-engine, the combination, with duplex steam cylinders having
a central exhaust opening and provided with a concave valve-seat extending centrally
in front of each cylinder, of semi-cylindrical valves having two exhaust and two
live-steam ports arranged upon opposite alternate portions of the transverse centre of
the valve, and a central exhaust-opening having communication with both the
exhaust-ports, substantially as described.
Eighth. The combination, with the cylinders having a centrally-arranged transverse
double valve-seat concave in cross-section and provided with a central line of ports,
with transverse openings through the seat between each pair of ports, of semi-
cylindrical valves moving independently on the double seat, each valve having exhaust-
ports arranged alternately upon opposite sides of a central transverse exhaust opening
and communicating with the latter, and also having alternating steam ports apon
opposite sides of the central exhaust, substantially as described.
Ninth. In a pumping-engine, the combination, with duplex steam-cylinders having
their ports crossing each other, of independent valves opening and closing said ports,
a valve-seat arranged centrally and transversely in front of the cylinders, and valve
stems projecting through openings in the seat and connected with the pistons,
substantially as described.
Tenth. The combination, with duplex steain-cylinders having the steam-ports from
the same ends crossing each other between said ends and the steam-chest, of semi-
cylindrical valves sliding independently upon a transversely arranged seat having a
central line of ports, and valve stems projecting through openings in the valve-seats
between the ports and connected with the pistons, the valves each having a central
transverse exhaust opening, and a steam and exhaust port upon each side thereof
alternating with the ports upon the other side, and both exhaust-ports having communi-
cation with the central exhaust-opening, substantially as described.
Eleventh. Th: combination, with the cylinders having steam-ports which are divided
or forked at the points where they enter the cylinders, of pistons having flanged heads
and provided with interior exhaust-passages, and valves and valve-seats having
exhaust-ports communicating with the interior of said pistons, the cylinders having a
central exhaust-opening closed by the flanged heads of the pistons just before the
entire completion of each stroke, substantially as described.
Twelfth. The combination, with the duplex cylinders having a central exhaust and
steam ports which cross each other between the ends of the cylinders and the steam-
chest, of a valve-seat in which the ports are arranged in a central horizontal line, pistons
having interior exhaust-passages, and valves having stems projecting through the
valve-seat and telescoping within tubes pivotally mounted in the pistons, said valves
having the exhaust and live-steam valves on opposite sides and alternating with each
other and being provided with a central opening communicating with both exhaust-
ports, substantially as described.
Thirteenth. In a pumping-engine the combination, with a duplex pumping
mechanism, of duplex valve-casings having separate inflow and outflow chambers,
valve-stems arranged vertically and passing through both, a valve rigidly mounted on
the lower end of said stem and opening to permit inflow, and a valve loosely mounted
on the upper
end of said stem and opening to permit outflow, substantially as
described.
Fourteenth. The combination, with duplex valve-casings and with an inflow-chamber
and outflow chamber separated by a diaphragm 8, and having communication with said
valve-casings, of the vertical valve-stems 12, the valves 16, rigidly mounted on the
lower ends of the same, the valves 17, loosely mounted on the upper ends of said
valve-stems, the springs 20, interposed between said valves 17 and the ends of the
valve-stems, the cylinders 1, the pistons 2, and actuating mechanism giving alternate
action to said pistons substantially as described.
Fifteenth. The combination, with a valve-casing having a diaphragm separating

page_text: the same into an inflow and outflow chamber, of a central valve-stem arranged within
said casing, a valve opening to the suction of the pump-cylinder and closed by the
force of the outgoing current on the same stem above the forcing-chamber and closing
to the inflow and opening to the outgoing current, both valves being normally closed
by a spring acting upon the adjustable valve and on the valve-stem, substantially as
described.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London,
Agents for the Applicant.