Improvements in and relating to Valves for Steam Engines.
Year: 1895

page_text: Date of Application, 25th June, 1895-Accepted, 7th Sept., 1895
[Communicated from abroad by HENRY ROLAND FAY, of No. 101 Union Park
Street, Boston, County of Suffolk, Massachusetts, United States of America.]
Improvements in and relating to Valves for Steam Engines.
I, WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake & Co., Patent
Agents, 45 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 :-
My invention relates to improvements in engine-valves, and it is designed as an
improvement, in part, on the engine valve as described in the Specification of
British Letters Patent No. 6558, dated March 28, 1893.
It has for its object the special construction and arrangement of the extra
cylinder and valve ports. In an engine-valve, the greater the outside lap, the
wider (as a rule) may be the groove, or extra valve port. In most locomotives,
the outside lap is only sufficient to permit the construction of a groove or extra
valve port of about one half inch in width having a limited cross-sectional area.
Therefore, when it is desired to have the extra cylinder ports of considerable-
cross-sectional area, it is essential, that they and the grooves, or extra valve ports,
should be constructed and arranged, substantially as shown in the drawings and as
hereinafter described, in order that the relieved compression may pass freely from
the admission port, through the groove, or extra valve port, into and through the
extra cylinder ports, and then into the bore of the cylinder.
It also has for its object, not only the relieving of compression and counter-
pressure within engine cylinders; but also the increasing of the steam admission
port area, especially on short points of cut-off and at the commencement of the
opening of a steam admission port by its valve. This increase of admission port
area is arrived at independently of the action of the so called "Fay ports" or the
extra cylinder and valve ports, nevertheless, by reason of adapting the valve to
the extra cylinder and valve ports, I am thereby enabled to readily construct and
operate the extra steain admission ports.
My invention is illustrated in the accompanying drawings in which,
Figure 1 is a full plan view of a locomotive cylinder with steam chest and valve
removed in order to show the extra cylinder and the extra admission ports.
Figure 2 is a vertical sectional view on line A. B. of Figure 1 with the valve in
section, the direction of the movement of the valve and piston being indicated by
means of arrow, illustrating by means of arrows, steam adinission through admission
and extra admission ports.
Figure 3 is a vertical central sectional view of the cylinder and valve, showing
the relative positions of piston and valve at short points of cut-off. The direction
of travel of both piston and valve being indicated by means of arrows.
Figure 4 is a vertical central sectional view of the cylinder and valve, showing
the relative positions of both piston and valve at point of release. The direction
The path
of travel of both piston and valve being indicated by means of arrows.
of the relieved compression being shown by arrows.
Figure 5 is an inverted plan of the valve, and

page_text: I
I
Figure 6 is a sectional view of the valve on line C. D. of Figure 5, and a portion
of the valve seat. The path of the relieved compression from the admission ports
through one of the extra valve ports into one set of the extra cylinder ports, being
indicated by arrows.
Figure 7 is a cross-sectional view of the cylinder showing by means of dotted
lines the course of the extra cylinder ports from the valve seat to the cylinder
bore.
In the drawings the locomotive cylinder 10, is provided with the following:
Front head 11; hack head 12; piston 13, having piston rod 14; and exhaust
.port 15, all of which are of the ordinary construction and arrangement. The cylinder
is also provided with the following: Valve seat 16; front admission ports 17
and 18, Figure 1, which are separated by means of the front admission port
bridge 19; back admission ports 20 and 21, which are separated by means of
the back admission port bridge 22. These back admission ports may be united
into one back admission port if desired, in the manner represented by dotted
lines 23, in Figure 1, so also, may the front admission ports be united into one front
admission port. The set of front extra cylinder ports, comprising the ports 24, 25
and 26, start from the valve seat 16, between the admission ports and the exhaust
port, and extend to the cylinder bore. And in the same manner, the back set of
the extra cylinder ports, comprising the ports 27, 28, and 29, start from the valve
seat 16, between the back admission ports and exhaust port, and enter the cylinder
bore. The front set of extra admission ports, comprising the ports 30, 31, and 32,
start at a point on the valve seat 16, near the front admission ports, and extend to
the front admission port or ports 17 and 18, without entering into or interfering in
any way, with the front set of extra cylinder ports. So also, in the same manner,
the back set of extra admission ports, comprising the ports 33, 34, and 35, start at
a point on the valve seat, near the back admission ports, and extend to the back
admission port or ports 20 and 21, without entering into or interfering with, the
back set of extra cylinder ports.
The valve 36, having the valve rod 37, is provided with the following:-Exhaust
cavity 38 front groove, or extra valve port 39; back groove, or extra valve
port 40 the front set of lugs, comprising the lugs 41, 42, and 43; the back set
of lugs, comprising the lugs 44, 45, and 46; and the exhaust cavity bridge 47, see
Figure 5.
The exhaust cavity bridge 47 is made for the purpose of preventing the blowing
of the steam from the centre extra cylinder ports into the exhaust port and also
for protecting the valve seat.
In applying my invention, I have evolved the following general formulæ, by the
observance of which, my device may be understandingly applied. These formulæ
must of course be varied more or less in order to best adapt my invention to the
various kinds and styles of engines:-
First One half of stroke of piston minus cut-off, expressed in inches travel of
piston, minus distance between centre of piston and centre of packing ring (or if
only one wide packing ring, minus one half of width of wide ring less one half
inch) equals distance between centre of extra cylinder port at its point of entrance
into cylinder bore from vertical centre line of cylinder.
Second: The distance from inner edge of admission port to vertical centre line
of cylinder and valve seat, minus one half of diameter of extra cylinder port,
equals distance between the centre of extra cylinder port at its starting point at
valve seat and vertical centre line of cylinder and valve seat.
Each extra cylinder port at starting point on valve seat is to be squared out
on a line with inner edge of admission port.
The diameter of each extra cylinder port in side wall is to be as great as
possible leaving at least three-sixteenths of an inch stock on side wall, each side
of extra cylinder port, at starting point.
Third: The distance between squared inner edges of end cavities of groove is to
be equal to the distance between inner edges of admission ports,. plus twice inside

page_text: lap of valve (or minus twice the inside clearance of valve). (The squared inner
edge of each end cavity should reach extra cylinder port when exhaust takes place
ou opposite end.)
Fourth: The distance from outside edge of groove to outside edge of valve must
be greater than the width of admission port.
Fifth: The width of groove in valve must be less than the distance from line of
exhaust port to extra cylinder port in valve seat.
Sixth: The depth of the groove should be less at its centre than at its sides.
Seventh Area of groove should be greater than the area of the extra cylinder
port with which it connects.
Eighth Each lug on valve is to have one eighth inch outside lap over extra
cylinder port when the valve is at its full travel.
Ninth Extra admission ports to open at the same time as main admission port.
The operation of my device is as follows: In Figure 2, the piston is shown at
the beginning of its stroke, and the valve is represented as admitting steam into the
back end of the cylinder, the direction of travel of both piston and valve being
indicated by means of arrows, and it will be observed that steam is being admitted,
as indicated by arrows, into the back end of the cylinder through admission
ports 20 and 21, and the extra admission ports 33, 34, and 35. It will be noticed
that a greater area, at short points of cut-off, or during the beginning of steam
admission, will be obtained by the combined area presented at the early opening of
the admission and the extra admission ports, than would be obtained under the
same early opening, if there were no extra admission ports and no admission port
bridge. Therefore, under these conditions, a higher initial pressure would be
obtained in the cylinder by the use of my device, than would be obtained in the
same cylinder not provided with my device. The back set of lugs 44, 45, and 46,
are so made that they will prevent, respectively, the uncovering of the extra
cylinder ports 27, 28, and 29, when the valve is at its full travel. The extra
admission ports 33, 34, and 35, are so located, that they will be uncovered or
opened by the lugs 44, 45, and 46, respectively, at the same instant, that the
admission ports 20 and 21, are uncovered or opened by the valve.
In Figure 3, the piston and valve are represented in their correct relative
positions at point of cut-off, the direction of travel of both piston and valve, being
indicated by arrows.
It will be observed, that the back set of extra cylinder
ports, 27, 28, and 29, have their point of entrance into the cylinder, at such a point,
that they will be covered by the piston at short points of cut-off. This construction
being to prevent the blowing over, at short points of cut-off, of the steam admission
into the cylinder on the other or opposite side of the piston.
In Figure 4 the piston and valve are represented in their correct relative positions
at point of release, the direction of travel of both piston and valve being indicated
by arrows. The path of the released compression, being represented by means of
arrows, from the front end of the cylinder, through admission ports 17 and 18 into
the extra valve port 39 and from this extra valve port 39 through the extra cylinder
ports 24, 25, and 26 (in the manner as shown by arrows in Figure 6) into the back
end of the cylinder on the opposite side of the piston, from which it passes into the
exhaust cavity 38 and exhaust port 15 through admission ports 2.) and 21. It will
be noticed, referring particularly to Figure 6, that by reason of the construction
and arrangement of the extra cylinder and valve ports I am able to use an extra
valve port having a very small average cross-sectional area, compared with the
area of the set of extra cylinder ports, through which the relieved compression may
freely pass, in four directions as indicated by arrows, without impairing the opera-
ting efficiency of the device, and at the same time, by reason of the peculiar
construction of the extra cylinder port, the valve is not materially weakened by
the cutting of the groove, whereas the valve would be materially weakened if the
cross-sectional area of the groove were made equal to the area of the set of extra
cylinder ports.
In my description of the operation, I have described the operation of one end of

page_text: the cylinder only; but it is obvious that both ends of the cylinder being alike, the
operation of one end of the cylinder will be the same as the opposite or other end.
My invention is very simple and very efficient; the cost of its application will be
very slight, and there will be no maintenance expenses, as the device becomes a
permanent fixture to the engine, reducing the counter-pressure and at the same
time improving the admission and expansion of the stean. It also possesses many
valuable economic features, which perhaps may be best stated by referring to the
subject of indicator diagrams taken from engines fitted with my improved valve.
An indicator diagram taken from an engine in practical operation fitted with my
improved valve, shows the following interesting and valuable features; First: The
compression line, after exhaust valve closure, is considerably lowered. Second :—
The expansion line at point of diagram or near the end of the expansion line (after
exhaust valve closure on other end of cylinder or on opposite side of piston) is
raised. Third: The back pressure line is lowered. Each of these three features
result in an increase of the area of the diagram. The first feature is caused by the
opening of the extra cylinder and valve ports and simply relieving the compression.
The second feature is caused by the relieved compression as it passes over to the
opposite side of the pistou. The cause of the third feature may be stated as
follows: The steam compressed is saturated steam, and when, in relieving com-
pression, it is forced around the piston, it performs duty as a jet condenser,
condensing the steam, thereby reducing the back pressure by lowering the exhaust
line. This condensing effect does not take place until after the exhaust has
reached a pressure below the compression pressure, and in a locomotive cylinder
until the exhaust has served its draft purposes. This reduction of back pressure is
an extremely valuable feature. It is of course not correct to expect much of a
back pressure reduction where but little back pressure exists, as in a stationary
engine, nevertheless, diagrams taken from a stationary engine, fitted with my
valve, show not only a reduction of back pressure, but a slight vacuum, and these
results were obtained from such a stationary engine having a free exhaust.
The amount of water contained or held in the volume of wet or supersaturated
steam in a locomotive cylinder at the time of exhaus closure is very large.
D. K. Clark deduced from his experiments on "Expansive Working of Steam in
Locomotives" that:- "The quantity condensed by the cylinder walls amounted to
Add to this per
from 11 to 42 per centage of the whole of the steam admitted."
centage, the per centage of entrained water, which according to Zeuner's tests amounts
to from 7 to 15 per centage, and also the water produced by doing work, and it will
be found, at least in locomotive practice, that the compression volume released
(in operation) by my valve, consists of water, mostly or largely, which is at a low
temperature, and this water becomes extremely effective in condensing the exhaust
steain of back pressure. This operation results in an additional or fourth feature,
namely: This water of low temperature being out of the way, when steam at high
pressure is admitted, a better initial pressure is ensured.
By reason of the action of the extra steam admission ports a better initial steam
line may be obtained, and this fifth valuable feature is of great economic
importance especially in connection with the development of power by high speed
engines.
My invention possesses many minor valuable features or advantages, among
which may be classed the following: Smaller clearance space can be made; higher
speed can be obtained, by reason of reducing excessive resistance in front of the
piston especially when cutting off at short points of cut-off; and a saving of the
general wear of engine (by giving a smooth working engine) and especially in
the wear of valve and seat, which has been proved in use, by reason of the valve
keeping down on its seat, and not being forced off its seat by excessive com-
pression, giving good steaming qualities, as steam cannot blow under the valve to
exhaust port; and an engine will do the same work at shorter points of cut-off.
My valve can be applied to all engines using single slide valves of either piston
or flat type.

page_text: My invention is of special value as applied to compound engines for the reason
that compression, commencing at receiver pressure in high pressure cylinder,.
combined with the greater area of low pressure cylinder, causes excessive
compression. The clearance space can be cut down, which will give economical
results.
In the sets of extra cylinder ports, the centre port, which may be located at
either side of the longitudinal centre line of the valve seat, by reason of its con-
siderable area, is the principal extra cylinder port, and the small extra cylinder
ports in the side walls, if, for any reason, owing perhaps to the peculiar construction
of an engine cylinder, it may be considered advisable, either one or both of the
small ports may be dispensed with without greatly or seriously affecting the
economical operation of the device.
In applying my invention, especially to the many kinds and styles of stationary
engines now in the market, it should be fully understood, that many modifications
of my invention will have to be made in order to adapt it in the best manner, to
produce the results sought to be obtained, as hereinbefore set forth; but in every
modification or adaption, the essential feature is the passing of the relieved com-
pression from one end of the cylinder, around the piston, to the other end of the
cylinder.
In order to make the best adaptation of my device to a stationary engine of a
standard construction having its steam ports on the side of the cylinder and having
its valve adapted to operate these ports, the weight of the valve being carried on
a horizontal plane side, I employed the following adaptation
The extra cylinder ports, instead of starting from the valve seat, started from
the slide, and the extra valve ports were so designed as to operate in connection
with the extra cylinder ports, and compression release was accomplished by the
relieved compression passing from one end of the cylinder through the extra valve
port and then through the extra cylinder port around the piston, into the other
end of the cylinder, entering the cylinder bore at a point near the bottom of the
cylinder. I have given this particular adaptation of my device simply to show one
of the almost numberless modifications or adaptations of my invention, by means of
which, compression release is accomplished, the principle of operation being
substantially as herein described and claimed.
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 I claim is :-
1. In an engine, the cylinder provided with the extra cylinder ports 25 and 28
their starting points at the valve seat being located at or near the longitudinal
centre line of and between the side walls of the valve seat, in combination with the
valve provided with the extra valve ports 39 and 40 each extra valve port being
constructed, substantially as described, in order that the relieved compression may
pass freely from the admission port, passing through the extra valve port in two
different directions approaching a common centre into and through the extra
cylinder port, and thence into the bore of the cylinder, for the purpose of relieving
compression, substantially as set forth.
2. In an engine, the cylinder provided with the extra cylinder ports 25 and 28,
their starting points at the valve seat being located between the side walls of the
valve seat, and the valve provided with the extra valve ports 39 and 40, in
combination with the extra steam admission ports 31 and 34, substantially as
described.
3. In an engine, the cylinder provided with the extra cylinder ports 25 and 28
having their starting points at the valve seat, and the extra cylinder ports 24
and 26, and 27 and 29 having their starting points at the valve seat located in the
side walls of the valve seat, in combination with the valve provided with the extra
valve ports 39 and 40 each extra valve port being constructed substantially as
described, in order that the relieved compression may pass freely from the admission

page_text: port, passing through the extra valve port in four directions into and through the
extra cylinder ports, and then into the bore of the cylinder, for the purpose of
relieving compression, substantially as set forth.
4. In an engine, the cylinder provided with the front and back sets of extra
cylinder ports and the valve provided with the extra valve ports 39 and 40 in combina-
tion with the front and back sets of extra adinission ports, substantially as and for
the purposes set forth.
5. In an engine, the cylinder provided with the extra cylinder and admission
ports and the admission port bridges, in combination with the valve provided
with the extra valve ports, the sets of lugs, and the exhaust cavity bridge,
substantially as described.
6. In an engine, the cylinder provided with the extra cylinder ports and the valve
provided with the extra valve ports by means of which, in relieving compression,
the released compression passes from one end of the cylinder, around the piston, to
the other end of the cylinder, in combination with the extra steam admission ports,
substantially as described.
7. In an engine, the cylinder provided with the extra cylinder and the extra
admission ports in combination with the valve provided with the extra valve
ports, and having the sets of lugs, and exhaust cavity bridge, substantially as set
forth.
יב
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HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.