Year: 1888

page_text: A communication from abroad by WILLIAM KERR AUSTIN, of Brooklyn, King's
County, State of New York, United States of America.
I, WILLIAM PHILLIPS THOMPSON F.CS. M.I.M.E. of the Agency for Patent
Solicitors 6, Lord Street Liverpool and 6, Bank Street Manchester, both in the
County of Lancaster, and 328 High Holborn, in the County of Middlesex, Civil
Engineer, do hereby declare the nature of this invention to be as follows:-
This invention has relation to reciprocating steam engines and comprises improve-
ments on the steam chest and steam and exhaust chambers; the induction and
exhaust valves and the operation thereof; also on the cut off valves and devices for
operating the same, the reversing mechanism for stationary engines, the cut off
valve gear and means of equalizing the cut off for both sides of the piston; and on
the construction and arrangement of the said mechanism.
The objects of the invention are:-
First To balance the valves of steam engines.
Second-To admit and cut off the steam quickly with a slow motion of the valves.
Third To ensure even wearing of the valves and valve seats, and provide for
taking up wear, and preventing leakage.
..
Fourth To make the valves of automatic cut off engines independent of the cut
off mechanism, and to operate them positively
Fifth. To simplify the adjustment of the induction and eduction valves, and the
mechanism by which they are operated.
Sixth-To provide means for easily and quickly reversing automatic cut off
engines.
Seventh-To reverse engines by changing the valves directly and positively,
instead of through the valve gear.
:-
Eighth To make the cut off valves and valve gear independent of the steam
valves and to operate them by independent positive acting mechanism.
Ninth To equalize the cut off for both strokes of the piston and obtain a
steadies running of the engine.

page_text: With the exception of the valves and their chambers and the valve gear the
engine may be consti ucted in any of the numerous well known forins that have
proved acceptable The governor may be of any suitable pattern adapted for cutting
off automatically.
Motion is given to the induction and exhaust valves by means of a pinion on
the main shaft, geared to a spur wheel fixed to a shaft held in suitable bearings con-
nected with the engine frame between the main shaft and the cylinder A duplex
crank is fixed to the said wheel or its shaft and these cranks are connected by separate
rods with another duplex crank on a shaft held in suitable bearings at a point equally
distant from the four valves This mechanism communicates the rotary motion of
the main shaft to the valve gear, the object being to give a constant rotary
motion to the valves, this being accomplished by a peculiar valve gear that
forins one of the leading features of the invention, and will be further referred to
presently.
Inside the steam chest (also in the exhaust chamber) is cast a valve casing
surrounding the chamber of the induction port; and on the inside of this casing is
cast cylindical valve seat having several longitudinal slots that form steam
passages between the interior of the cylindrical valve seat and the induction port
chamber Steam cannot pass into said chamber except through the said passages
in the seat.
The exhaust valve seats are made in-precisely the same manner as those of the
induction valves, but the passage of the steam is the reverse, as may be readily
understood. The valves are hollow cylinders with tapering or coned exteriors, the
interior of the valve seats being the same shape so that a fight joint can be formed,
and wear readily taken up. The valves are provided with openings corresponding in
number and shape to the openings in the valve seats, but placed at equal distances
apart. The larger ends of the valves are provided with cross pieces from the
center of which project stems that are carried through suitable stuffing boxes in the
walls of the cylinder, their extremities being inserted in collared sleeves held in
suitable bearings, each of said sleeves is provided with a crank pin that connects
with the valve gear. This valve gear consists of a quadrilateral frame, at the angles
of which are projections provided with suitable boxes which receive the pins of the
cranks The frame connects with its motor in the following manner A crank shaft
is journalled at one end in a sleeve which projects from the cylinder casing at a
point equidistant from the valves, and at the opposite end has a bearing in a socket
formed in the main shaft A crank is formed in said shaft, and the pin of said crank
is passed through a box in the center of the frame. Thus connected, when the crank
revolves the frame is carried with it and rotates, its center being carried around the
center of the crank, whereby the projections are each made to move in a circular
path, the center of which is the valve stems, and by this movement the cranks are
revolved and thence a constant rotary motion is communicated to the valves
The crank shaft derives its motion from the main shaft, but it has no direct con-
nection therewith, but only through a clutch. This clutch also serves as reversing
mechamısın. It is constructed as follows. One member is held by means of a spline
to a shaft so as to revolve therewith and at the same tune be movable lengthwise of
the said shaft to a limited extent; a suitable device being employed to move it
The
other member is placed on the valve crank shaft and hxed thereto The latter has
also a flanged locking plate connected with its rear face by bolts and nuts passed from
the member through slots in the flange. Through one member are made segmental
slots, into which are placed removable segmental chucks which are shorter than the
slots, and are held by bolts and nuts, the bolts passing through the locking plate
The bayonets of the movable members of the clutch enter said segmental slots,
between the ends of the chucks and the ends of the slots. The length of the slots is
such that by shifting the bayonets from one end to the other the clutch is caused to
operate the engine reversely This shifting of the clutch connection 13 effected
automatically, after the changing of the chucks in the following manner.
The engine
being bought to a stand, the movable member of the clutch is thrown back out of

page_text: By the
connection with the other member, the locking plate being loosened, it is turned
until the chucks at moved sufficiently to be stopped by the ends of the slot towards
which they are moved, whereupon the locking plate is again made fast
movement of the chucks to one end, the opposite ends of the slots are left open for
engagement. The adjustment of the chucks is effected entirely by the locking plate,
which is allowed by the presence of the slots sufficient movement to carry the chucks
the required distance to admit the clutch pins between its ends and one of the other
ends of the slots When this adjustment has been made, the valves are set by means
of the hand wheel on the crank shaft, and when they are in the proper position to
reverse the engine the clutch pins enter the proper end of the slots. In order that
the engagement of the two members of the clutch may be brought about automatically,
the movable or shifting member should be governed or controlled by a spring operating
to retain it in coupling with the fixed member
The cut off valves are cylindrical and placed within the steam valves and practically
they are of the same shape as the steam valves, having the same number of steain
passages open at one end, and at the other, which is at the open end of the steam valve,
having a stem, which is carried through the sido of the steam chest in a suitable
stuffing box, and terminates with a slotted arm The steam valve serves as a seat
for the cut off valve which turns or rotates freely within but independent of the
steam valve. The valve gear consists of rods each in two parts connected by screw
couplings, and each rod connects at one end by a pivot with the slotted arm on the
valve stem, and at the other end with the pendent arm of a rocker fixed to one end of
a shaft journalled in suitable bearings transversely of the steam chest, and cariving at
the opposite end the upright arm of the rocker, which in its turn connects with the
governor rod
Normally the openings in the cut off valve coincide with the openings in the valve
seat, so that when the steam valves arrive at the open position the full area of port
opening is reached
But when the engine is running, the action of the governor
turns or oscillates the cut off valve opposite to the direction the steam valves turn,
decreasing the port opening and cutting off the steam Thus by the oscillation of
the cut off valves under the influence of the governor, the steam can be cut off at any
This is effected positively
point of the stroke up to a complete closing of the valves
and in entire independence of the steam valve, or the valve gears. Hence certainty
of action, delicacy of adjustment, and sensitiveness to the motion of the governor are
attained, to a degree which his heretofore been found impossible.
The equalizing of the cut off for both strokes of the piston is effected by means of
the cut off valve gear This can be done in various ways and by various means
modified or adapted to the different kinds of valves and engines to which it may be
desired to apply the principle. In the present case it is preferable to effect the
desired object by adjusting the valves, by varying the length of the rods, and changing
the pivotal connection of the same with the arms of the valve stems relatively to
the axes of the valves. Whereby when the engine is in motion and running at the
required speed the action of the governor will have the effect of moving the right
hand valve to a po ition that will cut off the steam exactly at the proper point, say
half stroke, although the crank will not have reached the 90 degrees angle, and on
the return stroke, on the other hand, the left hand valve will not cut off until
the crank passes the 90 degrees angle far enough to carry the piston to the half
stroke.
The induction valves are susceptible of the same adjustments for lap and lead
that the slide valve is capable of, these objects being attained by changing the position
of the valve openings relatively to the openings in the valve seat
WM. P. THOMPSON & Co,
Agents for the Applicant.

page_text: County, State of New York, United States of America
I, WILLIAM PHILLIPS THOMPSON F.CS., MIM.E., of the Agency for Foreign
Patent Solicitors, 6, Lord Street, Liverpool, and 6, Bank Street, Manchester, both in
the County of Lancaster, and 323 High Holborn, 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 he particularly described and ascertained in and by the
following statement :-
This invention, which has relation to reciprocating steam engines, comprehends
improvements upon the stationary parts and the mechanism of engines, and also new
and original constructions and modes of operation of various parts thereof.
The objects of the invention are:-
First: To balance the valves of steam engines.
Second: To admit and cut off the steam quickly with a slow motion of the valves.
Third: To ensure even wearing of the valves and valve seats, and provide for
taking up wear, and preventing leakage.
-=
-Fourth: To make the valves of automatic cut-off engines independent of the cut-off 1
mechanism, and to operate them positively.
:
Fifth To simplify the adjustment of the induction and eduction valves, and the
mechanism by which they are operated.
:
Sixth To provide means for easily and quickly reversing automatic cut-off
engines.
Seventh: To reverse engines by changing the valves directly and positively, instead
of through the valve gear.
Eighth: To make the cut-off valves and valve gear independent of the steam valves
and to operate them by independent positive acting mechanism.
Ninth To equalise the cut-off for both strokes of the piston and obtain a steadier
running of the engine.
In the accompanying drawings
Figure 1 represents a side elevation of the improved steam engine.
Figure 2, a plan of the same.
Figure 3 represents a vertical transverse section of the cylinder of the engine,
taken in the plane of the axis of the induction and eduction valves, and showing said
valves in sectional end elevation.

page_text: Figure 4, an enlarged longitudinal section of the cylinder showing one of the
induction valves and one of the eduction valves in cross section.
Figure 5 represents the cut-off valve gear.
Figure 6 a front view, and Figure 7 a vertical section of the reversing clutch.
Figure 8 a detail of part of the valve gear.
Figure 9 a sectional detail of the valve gear.
Figures 10 and 11 diagrams illustrating the position of the crank and connecting
rod when the piston is at half stroke.
•
B is the bed, C the cylinder. S the steam chests. G the governor: S¹ is the
shaft C the crank P is the steam pipe having branches which connect with the
two ends of the steam chest: P¹ the exhaust pipe
Motion is given to the induction and eduction valves gearing by means of a
pinion on the shaft, geared to a spur wheel 2 fixed to a shaft held in suitable
bearings on the engine frame. A duplex ciank 3 is fixed to the wheel or its shaft,
and the rods 4 4 connect with the cranks. The opposite ends of the rods connect
with another duplex crank 5 fixed to the end of a shaft 6 journalled in suitable
bearings in a frame 7 erected on the bed of the engine adjacent to the cylinder.
The purpose of thus mechanisin is to communicate the rotary motion of the shaft to
the valve gear unchanged, and the object to be attamed is to give a constant rotary
motion to the valves. This is accomplished by means of a peculiar valve gear which
will be described, after the construction and location of the valves have been given.
The Valve (hambers. Inside the steam chests is cast a valve casing 8, formed by
a three part septum, two parts of which spring from the cylinder and steain chest
respectively, and the thud or middle part springs from the other two. The
cylindrical valve seat 9 is connected with the last, either by casting it with the
septum, or separately, and fitting it to place. A chamber 10 is thus formed between
the valve seat and the casing This chamber terminates short of the ends of the
valve seat, the casing being contracted at the ends so as to join the ends of the valve
seat and thus close the chamber and prevent the passage of steam back to the steam
chest. The lower part of the chamber is shown in Figures 3, and 3ª and its length
relatively to the valve seat is clearly indicated in the latter These chambers are
practically a prolongation of the induction ports I, and hereafter they will be referred
to as poit chambers
A similar casing 8 and valve seat 9 are cast under the eduction ports E, and a
similar chamber 10 connects with or forms a prolongation of the ports (see Figures 3
and 4)
The Valves These are designated by the letters V₁ v¹, the former induction and
the latter eduction valves They are hollow cylinders internally bored true, but
externally oned or tapered slightly from the stem ends and they are fitted into the
valve seats which internally are correspondingly coned or tapered, so that the valves
fit closely. The object in tapering or coming the valve seat and valves is to obtain a
steam tight fitting of one within the other, and to maintain this condition without
reboring This is done by simply moving the valve longitudinally when it becomes
loose by wear. Owing to the construction and mode of operation of the valves, the
wear is perfectly uniform, and it can be compensated for by inerely moving the valves
in the direction of their axes, and securing them in their new position by keying
then stems in the sleeves to which they are fastened, which will be referred to here-
after. The larger end of the valves is provided with cross-arms, and from these
projects a steam 11, which is carried through a suitable stuffing box in the walls of
the steam chest, and has its end inserted and fastened by d spline into a co lared
sleeve or box 12 which is journailed in a suitable bearing in a bracket y, and has on
its exterior end or collar a crank 13 which connects with the valve gear. Both
induction and eduction valves are constructed in this manner and are connected by
the same means with the valve gear
In the walls of the valves are slots or openings hat equal
(measuring on the periphery) which serve as passages for the steain.
intervals apart
These slots may

page_text: be continuous lengthwise, or broken, as shown Three equidistant openings or lines
of openings are shown, but it is obvious that the number may be increased or
diminished. The greater the number, the slower the movement of the valve and the
greater the area of the stem passages The objects son it are as large passages
for the steam to the induction ports as may be consistent with a movement of the
valve sufficiently rapid to prevent wire drawing The valve seats have corresponding
openings in number, area, and relative position When the valves are in motion
the several openings in the valve seat are opened simultaneously by the coming into
line of the correspon ling openings in the valve The stum pisses from the stem
che-t into the valve, and as both ends of the valve are open, the communication
through the valve is perfectly free and the pressure of the steam on every exposed
part of the valve is uniform, and the pressure upon the valve seat thiough the
several passages or openings is likewise equalised, as the openings are so placed
that the pressure in one direction is met by a contrary opposing or counter.icting
pressure. The live steam surrounds the valve stem, and the lateral pressure upon the
bearings is practically uniform.
In the operation of the engine, the steam passes from the steam chest to the inside
of the valve, thence as the valve openings revolve into line with the openings in the
valve seat, it passes through said openings into the port chambers and thence to the
Induction ports.
The eduction valves V₁ and valve seats * are the same in consti uc-
tion as the induction valves and valve seats, and the valve stems 11* connect with
collared sleeves 12 in the same manner as the induction valves, except of course,
that the steam passes from the piston through the exhaust ports to the chamber,
thence through the openings in the valve seat, into the valve, thence out of the valve
to the exhaust chamber, and exhaust pipe.
The Valve Gear As before stated, the stems of the induction and eduction valves
are fastened to collared sleeves 12, 14, which are provided with cranks 1.3. and
these cranks connect with the valve gear This valve gear consists of a quadrilateral
frame Q, at the angles of which are projections 14 provided with suitable boxes
which receive the pins of cranks 13 The frame connects with its motor in the
following manner
A crank shaft 15 is journalled at one end in a sleeve z which projects from the
cylinder casing at a point equidistant from the valves, and at the opposite end has a
bearing in a socket formed in the shaft 6. A crank 16 is formed in said shaft, and
the pin of sand crank is passed through a box 17 (Figure 8) in the centre of the
frame Q. Thus connected when the crank 16 revolves the frame is carried with it
and rotates, its centre being carried around the centre of the crank, whereby the
projections 14 are each made to move in a circular path, the centre of which is the
valve stems, and by this movement the cranks 13 are revolved, and thence a constant
rotary motion 19 communicated to the valves
,
The crank shaft derives its motion from the shaft 6, but it has no direct connection
therewith, but only through a clutch R, which is shown in detail in Figures 6, 7,
and 9. This clutch also serves as reversing mechanism
It is constructed as follows
One member, 18, is held by means of a spline to shaft 6 so as to revolve therewith
and at the same time be movable lengthwise of the said shaft to a limited extent, a
suitable device being employed to move it. The. other member 18* is placed on
shaft 15 and fixed thereto. The latter has also a flanged locking plate 19 connected
with its rear face by bolts and nuts passed from the member through slots in the
flange. Through the member 18ª are made segmental slots k, into which are placed
removable segmental chucks 20, which are shorter than the slots, and are held by
bolts and nuts the bolts passing through the locking plate. The points or bayonets
of the movable member of the clutch enter said segmental slots, between the ends of
the chucks and the ends of the slots. The length of the slots is such that by shitting
the points or bayonets from one end to the other, the clutch is caused to operate the
engine reversely, that is to say, if the valves are set to run the engine in one
direction, say from left to right, when the. left hand valve is open and the right

page_text: closed by changing the position of the valves and the clutch connections, the operation
is reversed This shifting of the clutch connection is effected automatically after
the changing of the chucks in the following manner
-
The engine being brought to a stand, the movable member of the clutch is thrown
back out of connection with the other member, the locking plate being loosened, it
is turned until the chucks are moved sufficiently to be stopped by the ends of the
slot towards wluch they are moved whereupon the locking plate is again made fast.
By the movement of the chucks to one end, the opposite ends of the slots are left
open for engagement It will be observed that the adjustment of the chucks 15
effected entirely by the locking plate which is allowed by the presence of the slots
sufficient movement to carry the chucks the required distance to admit the clutch
pins between its ends and one or the other end of the slots When this change or
adjustment has been made, the valves are set by means of the hand wheel W on
shaft 15, and when they are in the proper position to reverse the engino, the clutch
pins enter the proper end of the slots In order that the engagement of the two
members of the clutch may be brought about automatically, the movable or shifting
member should be governed or controlled by a spring operating to retain it in
coupling with the fixed member. It is obvious that instead of setting the valves
directly in the manner above indicated, the same result may be produced by turning
the shifting member of the clutch, using the driving wheel of the engine for that
purpose
The Automatic Cut-off. This is illustrated in detail by Figures 3, 4 and 5, and in
connection with the governor in Figures 1 and 2 The cut-off valves are cylin-
drical, and placed within the steam valves, and by referring to Figures 3 and 4 it
will be seen that they are in all respects the same in construction as the steam
valves, having the sime number of steain passages, open at one end, and at the other
which is at the open end of the steam valve, having cross-arms from which a stem 21
extends, which is carried through the side of the steam chest in a suitable stuffing
box and terminates with a slotted arm 22 The steam valve serves as a seat for the
cut-off valve which turns o rotates freely within but independent of the steam
valve The valve gear consists of rods 23, 23, cach in two parts connected by screw
coupling, 24, and each roi connected at one end by a pivot with the slotted arın 22
on the valve stem 21, and at the other on with the pendant arm 25 of a rocker
fixed to one end of a shaft 26 journalled in suitable bearings transversely of the
steam chest, and carrying at the opposite end the aim 27 of the rocker, which in turn
connects with the governor rod 28
Normally the openings in the cut-off valve comode with the openings in the valve
seat, as in Figure 4, so that when the steam valves arrive at the open position the
full me of port opening is reached But when the engine is running, the action of
the governor tuin o o-cillates the cut-off valve oppositely to the direction the steam
valves turn, decreasing the port opening and cutting off the steam. Thus by the
oscillation of the cut-off valves under the influence of the governor, the steam can
be cat off at any point of the stroke up to a complete closing of the valves. This is
effected positively and in entire independence of the steam valve as there is no con-
nection whatever between the two valves, or the valve genis Hence certainty of
action, delicacy of adjustment, and sensitiveness to the motion of the governor are
attained, to a degree which has heretofore been found impossible
The equalising of the cut-off for both strokes of the piston is effected by means of
the cut-off valve gear. By reference to the diagram of the piston, connecting rod,
and crank (Fig 10), it will be seen that when running in the direction of the arrow,
at the halt stroke the crank is at some degrees to the left of the vertical line or
the 90° point, where it should be after moving one-half the distance required to make
one stroke of the piston In other words theoretically the crank should move through
an are of 90° in making a half stroke, practically it falls short of it some degrees.
This results from the angle of the connecting ro to the piston rod at the end of the
half stroke, whereby the connecting 10d is actually causeil to move through a space
greater thin the length of the crank, while the lattor moves through an arc of 90°.

page_text: The cut-off mechanism can be adjusted to compensate for this difference of position,
on the forward stroke, but not for both, as if adjusted for one it will not be for the
other and in that case the cut-off will take place too early. In the diagram it is
seen that on the return stroke when the piston reaches the half stroke, the crank has
passed the vertical or 90° point, the same distance as on the forward stroke it fell
short of it, while the cut-off took place at a point y, short of 90° or too early, by
the same amount that it was too late on the forward stroke. To compensate for this
difference of position of the crank at the same piston position, and thus equalize the
cut-off my correspondent adjusts the connection of the valve gear with the valve
so that one cut-off valve shall move in advance of the other or more rapidly to
the extent of the difference between the piston position and the crank position
at the moment of cut-off. The manner of adjusting the cut-off valves is immaterial,
and it can be done in various ways and by various means modified or adapted
to the different kinds of valves and engines to which it may be desued to apply
the principle. In the present case it is preferable to effect the desired object
by the mechanism shown in Figure 5. This consists in adjusting the valves by
varying the length of the rods 25 and changing the pivotal connection of the same
with the arms of the valve stems relatively to the axes of the valves. For this
purpose the arms 22 are provided with longitudinal slots, and the rods with screw
couplings 24 by which they may be lengthened and shortened. By dropping the
pavoted end of the right hand rod (which connects with the valve that cuts off for
the return stroke), thus bringing it nearer the axis of the valve and adjusting the
rod to its new position, so that the valve will retain its normal position which should
be the same as the opposite valve, when the engine is running the movement of the
governor in the same space of time or by the same movement of the rocker 2.) will
produce a greater movement of the left hand valve than the right hand, owing to the
greater are through which the pivoted end of the rod moves. The adjustment must
be such that when the engine is at rest, both cut-off valves will occupy the same
relative positions to their respective valve seats and the steam passages therein. Now
when the engine is in motion and running at the required speed the action of the
governor will have the effect of moving the right hand valve to a position that will
cut off the steam exactly at the proper point, say half stroke, although the crank will
not have reached the 90° angle, and on the return stroke, on the other hand, the left
hand valve will not cut off until the crank passes the 90° angle far enough to carry
the piston to the half stroke. The adjustments can be made perfect experimentally,
but cannot of course be determined beforehand for every kind of engine Further-
more when the engine is reversed the valve adjustment must be reversed.
The induction valves are susceptible of the same adjustments for lap and lead that
the slide valve is capable of, these objects being attained by changing the position of
the valve openings relatively to the openings in the valve seat.
The
Details: The box 17 of the quadrilateral frame Q is composed of two parts m m
which have their top and bottom edges placed in grooves formed by flanges n n
bolted or formed in one with the frame and secured therein by lateral bolts.
parts are provided with screw projections oo which connect by means of screw
couplings with studs p p, on the opposite sides of the frame. The object of this
construction is to brace the boxes against the lateral thrust and pull of the crank.
The steam chests may be connected together by the casing of the cylinder, so that
steam can flow from one to the other and thus if the admission into one he insufficient,
the deficiency is supplied from the other.
When the engine is reversed, the cut-off is changed by connecting the governor
rod with the opposite end of the rocker 27.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, as communicated to me by
my foreign correspondent, I declare that what claim is :-
1. In steam engines, the combination of a steam-chest, a valve-casing placed in
said chest and enclosing a steam chamber that forms a prolongation of the port

page_text: leading into the cylinder, a hollow cylindrical valve seat provided with lateral openings
for the passage of the steam to the ports, a hollow cylindrical rotary valve having
open ends for the admission of steam from the steam chest, and lateral openings for
the exit of the steam from the valve, and through which the steam passes into the
steam ports, substantially as specified.
2. The combination of a steam-chest, a valve-casing placed inside said chest and
enclosing a steam-chamber that connects with the steam-port of the cylinder, a hollow
cylindrical steam-valve seat provided with lateral openings, a hollow cylindrical
rotary valve having open ends for the admission of steam to the interior of the valve,
and lateral openings for the exit thereof, and a hollow cylindrical cut off valve placed
inside the steam valve and having open ends and lateral openings, said cut off valve
being moved independently of the steam-valve, substantially as specified.
3. The combination with the cylinder of a steam-engine, of the rotary cylindrical
induction valve and cylindrical cut off valve encased therein, the said valves being
provided with open ends that communicate with the steam-chest, and a rotary
cylindrical exhaust-valve having open ends and lateral openings for the passage of
the exhaust-steam into the interior of the valve, and suitable mechanism for moving
the said valves in harmony with each other, substantially as specified
4. The combination of the rotary cylindrical induction-valves, the stems 11, collared
sleeve fixed to said stems and carrying the crank 13, the quadrilateral frame Q,
shaft 15, carrying a crank which connects with fiame Q, and suitable mechanism to
connect shaft 15 with the main shaft of the engine, substantially as specified.
5 The combination of the rotary cylindrical induction and exhaust valves, having
stems which connect with collared sleeve-bearings carrying cranks 13, the frame Q,
shaft 15, carrying a crank which connects with the frame Q, and suitable mechanism
to connect shaft 15 with the main shaft of the engine, substantially as specified
6. The combination of the rotary cylindrical induction and exhaust valves having
stems which connect with the collared sleeves carrying cranks 13, the frame Q,
shaft 15, and crank lo, suitable connections between shaft 15 and duplex crank 5,
the connecting-rods 44, spur-wheel 2, and pinion 1, fixed to the main shaft S',
substantially as specified
7 The combination of the rotary cylindrical valves connected with the crank 16
by suitable mechanism, the crank-shaft 15, Journalled in sleeve 2, and shaft 6, a
suitable clutch to connect shaft 15 with shaft b, and suitable mechanism for connecting
Shaft 6 with the main shaft of the engine, substantially as specified.
8. The combination of the valves having stems provided with cranks which are
connected together by a frame, Q, placed on crank 16, the crank shaft 15, the shaft 6,
connected with the main shaft of the engine, and a reversing-clutch interposed
between crank-shafts 16 and 6, substantially as specified
9. The combination, with the valves of a steam-engine and the valve-gear con-
necting the same with the main shaft S', of the reversing-clutch R, composed of the
member 18 on shaft 6, provided with suitable clutch-pins, and the member 18ª on
shaft 16, having slots for the clutch-pins, and movable chucks 20, for filling the
space between the clutch-pins and the opposite ends of the slots, substantially as
specified
10. The combination, with the member 18, of the clutch R, having slots k and the
movable chucks 20, the flanged face-plate 19, provided with slots, connected with
the member 18* by bolts for adjusting the chucks to change the valves, substantially
as specified.
11. The combination of the induction and exhaust valves having stems which
connect with sleeves carrying cranks 13, the quadrilateral frame Q, the shaft 15
and crank 16, the reversing-clutch R, the shaft 6, duplex crank 5, rods 4 4, spur-
wheel 2, and pinion 1, fixed to the main shaft S', substantially as specified.
12. The combination of the induction valves, the cut-off valves provided with
suitable stems, slotted arms 22, connected with the stems, adjustable rods 23, rock-
levers 25 and 26, and governor-rod 28, substantially as specified.

page_text: 13. The combination with the rotary cylindrical induction-valves, of cylindrical
cut-off valves placed inside the induction-valves at each end of the cylinder, a
governor and governor-rod, and connections between the cut-off valves and the
governor-rod, said connections being susceptible of adjustment for the purpose of
changing the positions of the cut-off valves independently of each other and setting
said valves so that the cut-off at one end of the cylinder will be later than the cut-off
at the opposite end, substantially as specified.
14. The method herein described of equalising the cut-off in steam engines, con-
sisting in changing the position of the governoi-connections with the cut-off valves
for the purpose of causing one cut-off valve to move in advance of the other, sub-
stantially as specified.
Dated this 4th day of March 1880
WM. THOMPSON & Co.,
Agents for the Applicant.