Improvements in Steam-engines, and in Cylinders, Governors, and Valve Motions therefor, and in Provisions for Lubricating the same.
Year: 1894

page_text: Date of Application, 10th Apr., 1394-accepted, 29th Dec., 1894
COMPLETE SPECIFICATION.
Improvements in Steam-engines, and in Cylinders, Governors, and
Valve Motions therefor, and in Provisions for Lubricating the
same.
I, CHARLES TALBOT PORTER, residing at No. 502 Bloomfield Avenue, in the
Town of Montclair, Essex County, in the State of New Jersey, United States,
Engineer, 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 :-
I have devised a construction of engine capable of running at any desired speed,
with a single valve of moderate size, having positive movements, working in
equilibrium and so adapted to work without resistance under any desired pressure,
making only one opening for admission and one opening for release of the steam, and
with a very small percentage of space added to the piston displacement for clearance
and port.
I employ a piston valve and admit the steam between the parts of the cylinder
into a pipe or pipes connecting the ports, but not otherwise connected with the
cylinder, and I take away the exhaust through continuations of this pipe or of those
pipes, at each end, leading to external pipes. I envelop those pipes and the ports
and the valve-seats formed in the pipes on both sides of the ports, as well as the
cylinder, in a steam-jacket, which thus embraces all the working parts. I take the
steam into this jacket in the following manner :-The main steam-pipe is continued
direct to the jacket, and a branch from this pipe, leaving it at right angles, conducts
the steam to the controlling valve of the engine.
By this means, as soon as steam is admitted to the pipe from the boiler, it fills
the jacket and all water coming from the boiler or condensed in the pipe, passes
into the jacket. After two or three minutes, the jacket being properly drained,
but maintaining the pressure of the steam therein, the cylinder, pipes, and valve-
seats have reached the temperature of the steam. The engine may then be
started with absolute safety. Little or no water passes into the cylinder, and very
little is condensed in it, except to supply the heat transformed into work. The
valves may also be snugly fitted, and no abrasion of the surfaces will take place.
The waste room in clearance and port can also be safely reduced to the lowest
practicable point. My construction requires at each end of the cylinder, for
clearance and port, only about two per cent. additional to the piston displacement.
However the boiler may prime, the construction of the steam pipe causes it to act as
an efficient separator. The momentum of the water carries it past the angle in the
pipe, and the steam goes on to the cylinder practically dry. The important result
is thus obtained of extremely small waste-room with absolute immunity from injury
by water in the cylinder.
The problem of getting rid of air in the jacket I meet as follows:-In a
compound cylinder engine I use an intermediate chamber, whether the compounding
be on the tandem or the cross plan, and employ such chamber as a re-heater.
maintain a continuous flow through the jackets and the heads of both high and low
pressure cylinders into the pipes of this re-heater. This current carries the air
with it. To ensure a current through each of the jackets and heads, I make the
pipes in the re-heater in four sections, and connect the pipe from each jacket and
from each pair of heads to a separate section. By this arrangement I am enabled
also, when found desirable, while maintaining a sufficient current through the jacket
and heads of the low pressure cylinder, to take into them steam of a lower

page_text: temperature than that of the boiler, by means of a reducer, or otherwise; returning
the condensed water to the boiler separately.
To ensure that the current shall move through every part of each jacket without
permitting air to accumulate anywhere, I introduce the steam through a perforated
pipe extending the whole length of the jacket on the upper side, and take it away
at several points equally distributed at the bottom. I admit the steam to the
heads of each cylinder by internal passages from the jacket, and take the current
from the bottom of the interior of each head, connecting the pipes in such a manner
that an equal current will be drawn from each one. Finally, the air and water are
drawn equally from each of the four sections of pipes in the re-heater, the air is
liberated and the water is returned by any suitable means to the boiler.
In a non-compounding cylinder the water is drawn from the bottom of the jacket
in such cylinders and returned to the boiler, and the air is necessarily abandoned.
To remove this, I employ a small blow-off pipe drawing equally from two or more
points as remote as possible from the point or points at which steam is admitted,
and provide at the end of this pipe a valve which is left slightly open.
The feature of making the jacket to envelop the steam passages is considered
also to increase the economic value of the jacket.
I have devised a cam, which with its connections, involves the following
features :-
It cuts off the steam at a fixed point in the early part of the stroke. The point
which I have selected as the most economical point of cut-off, is one-fifth of
the stroke.
It opens a width of port about two and one-half times greater than is opened
by an eccentric of same throw and cutting off at the same point, the velocity of
the opening and closing movements being increased in about the same ratio.
It delays the release of the steam, if neither exhaust lap or lead be given to the
valve, until eleven twelfths of the stroke, thus permitting the expansion to continue
practically to the end of the stroke; and it closes the exhaust at the same point
of the return stroke, giving, in the small waste room space, a good compression,
while the exhaust is ample to avoid any appreciable back pressure, above that of
the atmosphere or in the condenser.
It compensates for the inequalities of piston motion on the opposite strokes
produced by the angular vibration of the connecting-rod; giving a difference in
lead proportionate to the difference in piston velocity near the opposite centres, and
equalizing the points of cut-off and of release.
It is so designed that, while accomplishing these four objects, the acceleration or
retardation of the valve-motion which it produces or allows, in the opposite
directions alternately, shall, at every point, bear a known relation to the acceleration
imparted by gravity to a falling body, and shall be so moderate in amount that at
ordinary high speeds contact can easily be maintained between the cam'and the
actuated parts.
It permits the employment of piston valves of a moderate size, so as to require,
for proper admission and release of the steam, with a piston travel of six hundred
feet per minute and ordinary length of stroke, only an addition of about two
per cent. to the piston displacement for clearance and port.
It exhibits the advantages, in simplicity of construction and operation; in
closeness of regulation and in economy of steam, which, with suitable construction,
are attainable by the system of cutting off at an early fixed point in the stroke, and
.regulating the speed of the engine by throttling the steam, when already dry.
As, in order to produce these results, different movements must be imparted to
the valve on the opposite strokes, the cam cannot be made of a form capable of
.working in a yoke; and indeed, at high speed, such a construction would be
inadmissible, on account of the inevitable lost motion and shock on each reversal.
.I have selerted as the basis of my improvements, and as free from all practical
objections, the style of cam here shown, working against a roller which I hold in
contact by the pressure of steam, or other elastic fluid.

page_text: 5
In a single-crank engine, the location of the cam outside the crank, as here
It can be made small and is very
hown, possesses controlling advantages.
ccessible, the connection to the valve is direct, the solidity of the engine bed is not
mpaired by the requirements of this connection, the shaft may be shortened, and,
except to supply oil to the outer bearing, the engineer has no occasion to go on the
belt and fly-wheel side of the engine for any purpose.
As a construction which seems, on several accounts to be preferable, I employ two
identical cams, working against two identical rollers, one on either side of the cam
rod, by which motion is communicated to the valves. These are.in effect one cam,
and will be designated as "the cam
" in this Specification. I make one.pin to
serve as a bearing pin for the rollers and a joint pin for the cam rod. This pin is
supported securely in the vibrating end of a lever, which is pivoted at its opposite
end, and is of such length relatively to the throw of the cam, that the angular
vibration of the rod shall be trifling.
This lever, in addition to carrying the rollers and cam-rod, and determining their
It acts as the medium.through
position, performs two other important functions.
which the elastic pressure of the steam or other fluid employed is applied to the
rollers to hold them in contact with the face of the cam, and through which also
the rollers and cam receive their lubrication.
I support the cam-shaft in line with the main shaft of the engine, the lever and
the cylinder in which the elastic pressure is exerted, on a single bracket, which is
firmly bolted to the main framing or bed-plate of the engine, by which means the
relations between these parts are effectually preserved.
At the end of the cam-rod nearest the cylinder I provide a light and simple but
secure disengaging hook, which enables the engine to be started from any position
except on the dead-centres, and to be run forward or backward by hand, by. means
of the starting-bar inserted in the end of the lever.
I form the valve of two connected pistons and locate one of these at each end of
the cylinder, and, except in small engines, I provide two such valves arranged side
by side, connected through their.stems and moving together as one valve.
In compound engines the cam enables me to cut off at one fifth of the stroke in
each cylinder. I can proportion the area of these cylinders as 1 to 5, and so obtain
twenty-five expansions of the steam.
In tandem-compounds I derive the motion of the valves for both cylinders from
the same cam, employing a reducing lever between the cylinders for communicating
its motion to the valve of the high pressure cylinder.
I employ a governor valve which is frictionless. I have devised governor
mechanism for opening and closing the valve to regulate the speed of the engine
which makes the action frictionless and isochronous. The regulation is based on
that set forth in the Specification filed in connection with my application for British
Patent dated February 21st, 1861, No. 432. My present invention greatly improves
the action.
The accompanying drawings form a part of this Specification.
Figure 1 is a general side elevation.
Figs. 2, 3, 4 and 5 show the low-pressure cylinder and its attachments on a
larger scale.
Fig. 2 is a side elevation partly in vertical section, the section. being taken on the
line 2-2 in Fig. 3.
Fig. 3 is a transverse section at the mid-length of Fig. 2.
Fig. 4 is a central longitudinal section.
Fig. 5 is a side elevation partly in vertical section showing the high pressure
cylinder and a portion of the low pressure cylinder and the connecting parts.
Fig. 6 is a cross-section on the line 6-6 in Fig. 5.
Fig. 7 is an end elevation partly in section,
Fig. 8 is a cross section on the line 8-8 in Fig. 1.
Fig. 9 is a diagram on a large scale, showing the outline of the true cam.
Fig. 10 is a diagram showing the action of a corresponding eccentric. This is

page_text: •
Fig. 25 is a plan view.
Fig. 26 is a horizontal section on the line 26-26 in Fig. 24.
Fig. 27 is an elevation partly in section, showing one of the details.
Similar letters of reference indicate corresponding parts in all the figures where
they appear.
In common with some of the standard styles of construction, I make the cylinder
and an outer casing or enclosing shell and the required valve-chamber in a single
casting (Figs. 1 to 6). I will designate the whole of this casting as A, using
super-numerals, when necessary, to distinguish certain portions. A is the front
head, that nearest the shaft, and A' the back head. The cavities or chambers in
each will be designated by the corresponding lower-case letters, as a, a, a². The
stout "bed" casting which connects the cylinder strongly to the bearings of the
shaft, not shown, is marked A'. The piston: B and the piston-rod B' and connections
therefrom to the crank, not shown, and to another piston, if the engine is compound,
may be all of ordinary constructions.
A', A', are valve-seats united with the cylinder by properly formed ports a, and
connected together and to the ends of the outer shell by straight pipes A'. Except
on small cylinders, I prefer to make two of these valve-seats at each end of the
cylinder, the valves in which are connected through their stems, and work together
as one valve. At a sufficient distance exterior to the cylinder and to the valve-
seats and ports, and these pipes, is a completely enclosing shell A' connected to the
cylinder by its heads A and by studs A, making a steam-jacket space a', which
extends continuously around the cylinder, and also around the valve-seats A',
ports a, and pipes A³. The pipes A are distinct from and clear of the cylinder,
so that the steam in the jacket space a¹ may completely surround them. This
ensures a uniform temperature on all sides of these pipes, and that the valve-seats
formed in them on both sides of the ports, shall be completely warmed before steam
is admitted to the distributing valves to impel the piston, and also, that the valve-
seats. shall maintain their true cylindrical form.
The distributing valves are piston valves, reciprocated by proper connections to
the working portions of the engine. They fit tightly and easily in their truly
bored cylindrical valve-seats A*, and each exposes its corresponding port a at the
proper periods to the strong steam at a high temperature which fills the pipe A³
between these valve-seats, and to the exhaust passage which leads axially out and
away into a suitable exhaust pipe. The pressure of the strong steam against the

page_text: inner faces of these piston-valves being perfectly balanced, the valves are
practically frictionless. The successive exhausts are led directly away in opposite
directions through the ends of the jackets without exposing the relatively cool
exhaust steam to the heated surfaces so as to abstract their heat.
A is a sufficiently stout stud or boss which is chambered in its interior, and the
use of which will be explained presently. In the interior of the front head A¹ is
an annular chamber a¹, and in the interior of the back head A' is a circular
chamber a'. These heads are strongly braced and stiffened by radial webs. Free
communication is made to the chambers a¹ and a from the ends of the jacket
space a through passages formed in the flange of each head, and connecting with
openings in the heads A8 of the enclosing shell A'.
The steam is brought from the boiler through a pipe C which may be provided
as usual, with a valve, not shown, near the boiler, but which valve is always open
except in emergencies, so that under all ordinary conditions the steam stands in the
connected pipe C' ready to be admitted to the engine on opening the controlling
valve C. The pipe C which brings the steam to the chamber or jacket space a,
is connected to the pipe C, so that whether this valve be opened or closed the
steam will have access through the pipe C' to the jacket space a
At the point where the steam for the cylinder is taken from the pipe C the
current turns abruptly (see Fig. 7). The pipe C is in line with the motion of the
steam as it comes from the boiler, extending directly downward while the pipe C
is at a right angle to such motion. It follows from this arrangement that although
the steam taken through the pipe C³ into the jacket-space a is only a small
proportion of the total flow through the pipe C, the particles of water which
come along with the steam are projected forward in a straight line by their
momentum and also by their gravity, and ultimately flow with a small quantity of
steam into the jacket-space a, and the steam which turns the abrupt angle and
flows away to impel the piston is quite or nearly dry.
In compound cylinder engines I am able to obtain an active circulation through
every part of the jacket space a and the chambers a¹ and as in the heads Å¹
and A of both the high pressure and low pressure cylinders. This I effect in the
following manner :-
The hollow stud A' in each cylinder receives live steam from the pipe C' which
connects with the steam pipe C at a point beyond the controlling valve C', as
already described, so as to ensure that there shall be always steam supplied thereto.
1 admit into the jacket space of the high pressure cylinder, steam at the boiler
pressure. I provide for distributing the steain uniformly into all parts of the length
of the jacket-space aby means of the perforated pipes C having their outer ends
closed and their inner ends tapped into the boss A°. The steam received through
the pipe C is conducted by these pipes C along the whole length of the cylinder,
and is discharged equally through the perforations distributed throughout its
length.
I attach importance to the fact that the holes in the pipe C which discharge
the jets of steam into the jacket are arranged in two lines, one on each side of the
pipe C so that the jets through the several holes are projected to the right and
left. This insures that the steam shall be delivered actively, and with approxi-
mate uniformity through all parts of the upper half of the jacket.
The distribution of the holes for the connections of the pipes C over a large
portion of the lower part of the jacket insures the removal of the water and a
small quantity of the steam and air also with approximate uniformity from all
portions of the lower part of the jacket.
I maintain through all parts of this jacket-space, an active movement of the
steam and of whatever water and air may be mingled therewith, by taking it
away through a number of apertures distributed over the lower half of the shell.
This is effected by pipes C, shown as tapped through the shell at eight points,
connecting together first in twos, then in fours and finally all uniting in a pipe C
which conducts away the water, steam and air from this jacket space.

page_text: "
Active circulation through the jacket-spaces al a² in the hollow interiors of
the heads A¹ and A', of each cylinder, is secured by providing an exit pipe
C', leading from the lowest point of each. The two exit pipes from the heads
of each cylinder are united in a single pipe (8, in such a manner as to ensure an
equal current through each of the two. heads.
I have thus four exit pipes, one from the jacket space a and one from the
heads of each cylinder. These pipes are continued as follows:-
D is a capacious chamber of boiler iron or other suitable material, liberally
encased in felt, wood or other good non-conductor, and which serves as a receiver
and a re-heater for the steam in its passage from the high pressure to the low
pressure cylinder. However dry the steam may have been brought to the high
pressure cylinder it is certain on its discharge, from the loss of heat due to its
exchange into power, and from other causes, to contain particles of unevaporated
water. I provide for supplying heat to effect evaporation of such water by
circulating steam at high pressure, through pipes which are enclosed in the receiver.
I divide such pipes into four sets, E, F, G, H, (see Fig. 8) and circulate steam
independently through each of these four sets. The steam for one set E, is
supplied through the pipe C from the main jacket at of the high pressure
cylinder. The steam for an adjacent set F, is supplied through the pipe C³, from
the chambers a' and a³ in the heads of the high pressure cylinder. The steam for
the third set G, is supplied through the pipe C, from the main jacket at of the
low pressure cylinder, and the steam for the fourth set H, is supplied through the
pipe A from the chamber a¹ in one head and the chamber a² in the other head of
the low pressure cylinder.
I trap out the water and discharge the air from each set through separate
pipes E, F, G, H'. The cocks or analogous provisions for the latter purpose
may be of any ordinary or suitable construction. It is essential that the traps be
capable of discharging all the water, both that which is received with the steam
through the pipe C³, and that which is produced by condensation in its work of
maintaining the heat of the cylinder, and in its further work of re-heating the
steam in the receiver or re-heater D. The pipes E, F, G, H, may discharge
their water through separate traps, or may be united in pairs discharging through
two traps, or may all be connected and discharged through a single trap, according
to the requirements of each case. Pumps may be used instead of traps. This
equipment effects the highest economy in the use of steam, and is indispensable
for this purpose. When such a degree of economy is not required, the re-heater
and the return of water of condensation to the boiler may be omitted, by which
omission the construction is much simplified.
In the case of non-compounding cylinders the steam from the pipe C³ may be
taken into the jacket-space ain any suitable manner, the water is drawn from the
bottom of this space, and of the jacket-spaces in the cylinder heads, by a single
pipe, and returned to the boiler. The internal communications with the heads are
made sufficient to ensure a practical equilibrium of pressure throughout. The air
abandoned by the steam in being condensed must be permitted to escape from all
the jacket-spaces. The pipes for this purpose I locate in such manner that a
current from the points of admission carries the air as it is abandoned along to
the points of discharge. A small quantity of steam is necessarily lost with the
escaping air but with proper regulation this loss is not appreciable.
C is an inclined pipe connecting the valve C with the pipe C³ so conditioned
as to convey into the latter any water produced by condensation in the pipe above
during a stoppage.
Referring to Fig. 11 J is the shaft, J' the crank, and J' the crank-pin. B2 is
the connecting-rod leading from the cross-head, and through which are transmitted
the strong alternate thrusting and pulling forces due to the action of the steam
on the piston.
K is a double cam carried on a cam-shaft K in line with the shaft J, and
having the form which enables it to perform all the functions which have been

page_text: described by imparting movements to the valve in one direction and limiting the
movements imparted to it by the constant counteracting force in the opposite
direction. It is connected by an arm K' to the main crank-pin so as to be
revolved with the shaft J.
The arm K' should not be connected with absolute rigidity to the crank-pin.
Its junction with the cam shaft K should be absolutely firm, but its connection to
the crank-pin J' should have a little liberty to come and go to compensate for the
possibility of the shafts J and K being slightly out of line.
L, Figs. 13, 14 & 15, is a lever actuated by the cam, and transmitting its motion
to the valve. It turns on a center at L'. The contact with the cam is effected
through rollers M. The motion is communicated to the cam-rod or link MT
through the joint-pin M', which serves also as the bearing pin for the rollers M.
This link M' is formed with a hook M' which engages with a pin N' carrie
in an idle lever N, turning on a fixed center N¹. A rod or pin O is adapted to
move endwise in the link M' and has a handle or knob O' on its outer end by
which it may be grasped and either lifted or moved end wise, or both, as required.
O is a spiral spring encircling the pin O, and exerting a gentle force against a
collar thereon, to urge the pin O into its locked position, where it will hold
the hook M engaged with the pin N'. So long as the parts are allowed to
remain thus engaged the motion of the rollers M is communicated to the valves..
When in starting or at any other period, it is required to work the valves by
hand the knob Q is grasped and the pin O drawn end wise sufficiently to liberate
the pin N and then the link M' is lifted so as to disengage the hook M². Then
a detachable handle being inserted in a socket in the upper end of the lever N,.
that lever may be moved at will, to shift the valve-rod and the attached valves 11, 13,
When it is
into any required positions to turn the engine forward or backward.
desired to again engage the parts the knob O¹ is again pulled to draw the pin O
out of the hook M³, and that hook is again engaged with the pin N, and the pin O
is again allowed to move endwise by the force of the spring 0%, and lock the
hook M' into engagement.
I provide for lubricating the rollers M and the face of the cam in the following
manner: An axial chamber m is formed by drilling the joint pin M' and closing
the end tightly by a screw-plug. This chamber is kept filled with grease, which
exudes from it through the radial holes m' into the longitudinal grooves m' and
the circular grooves m³ on the surface of the pin. The latter grooves com-
municate with the radial holes m leading to the periphery of the rollers M. The
grease is supplied to the chamber m as follows:
The center pin L' on which the lever L vibrates is also drilled to form an axial
chamber, and a grease cup P, of any approved construction in which pressure is
applied to the grease by means of a spring acting on a piston, is screwed into the
outer end of this chamber 1. The lever L is provided with a passage or prefer-
ably with two passages extending its entire length, which are formed by tubes,.
preferably of steel, placed in the mold, and made integral with the casting. These
tubes are closed at their upper ends, and communicate with the axial chamber m
and the radial holes in the lever, and the corresponding radial holes m' in the
joint-pin M. At their lower ends they communicate through corresponding radial
holes with the axial chamber in the pivotal pin L'. The vibratory motion of
the grease cup is so small as not to interfere with its being filled and adjusted
while the engine is in motion. The only outlet for the grease is on the bearings.
of the rollers M, and thence through the passages m on to the face of the cam.
A slight pressure in the grease cup P gives a constant and regular supply of
lubricant to these working surfaces.
-
A10 is a hollow cylinder fixed on the framing A and in communication through
the pipe A" with the steam boiler, not shown. This cylinder is truly bored and
receives a deep hollow piston Q, having its open end partially covered and flanged,
as shown by Q'. The center of the bottom of the piston is formed by a remov-
able plug Q tapped into place, and having its inner end finished concave. R is a

page_text: ·
.
thrust-connection or toggle, serving as a connecting-rod for this piston, one
rounded end bearing against the plug Q, and the other end, also rounded, bearing
in a correspondingly finished concave box L' held in a pocket in the lever L.
In the use of this invention, steam from the boiler exerts its pressure against
the piston Q and through the thrust-rod or toggle R on the lever L. The
yielding force due to this pressure urges the lever L forward so that the roller M
is kept in contact with the surface of the cam K¹ in all parts of its revolution.
Any leakage of steam or water past the piston Q is received in the circular
groove a (Fig. 13) and escapes into the atmosphere by the pipe A". The
piston should be of such size that the pressure of the steam against it will act
on the lever L with sufficient force to keep the bearing roller M always in contact
with the surface of the cam K¹.
The cam is the chief feature of this part of the invention. It will be seen
that the design of the cam is a comprehensive one. I have discovered that it is
practicable by this means to avoid the defects which are inherent in the eccentric
when employed as the means for working steam expansively, and which become
more serious the further the expansion is carried, and at the same time to avoid
excessive acceleration or retardation of the actuated parts at any point of its
revolution; thus adapting the cam for use on high-speed engines.
Figure 9 presents an outline of one of my cams K'. A circle K of a diameter
equal to the throw of this cam is described about its center. This circle may be
taken to represent on a small scale the path of the crank of the engine, when the
diameter of the circle will represent the stroke of the piston. It should be
mentioned that in any cam working against a roller the real periphery of the cam
is an ideal line passing through the axis of the roller, and the material cam must
be of such form that, however the angle of its impingement against the roller may
vary, the real periphery will always intersect this axis. This periphery is, of
course, always meant in this description. In Figure 9 this periphery is shown
intersecting the axis of the roller M. The cam is shown in the position it occupies
when the piston is at the end of the cylinder furthest from the crank or when
the engine is on the back center. The engine is supposed to be rotating in the
direction indicated by the arrow. The events numbered from 1 to 10 occur as
the points of the periphery so numbered come successively to coincide with the
axis of the roller M. The four principal events are numbered also on the interior
circle K+. The points of cut-off and release and compression on each stroke are
here shown, both in the path of the crank and in the stroke of the piston. The
cam equalizes each of these latter on the opposite strokes, compensating for the
inequality produced by the angular vibration of a connecting rod six cranks in
length. The widths of the openings made for the admission of the steam, are
marked k and k¹.
Fig. 10 represents the movements of an eccentric of the same throw and advanced
Bo as to cut off the steam at the same point as my cam. The engine is in each case
Bupposed to be rotating in the direction indicated by the arrow. The inner circle
is the path of the center of the eccentric. The outer circle may be taken to
represent the path of the crank, when its diameter will represent the stroke of the
piston. The eccentric has been advanced so that when the crank is on the center
line at N the center of the eccentric is at the point of opening 11. When the
eccentric has arrived at the point of cut-off 12, the crank is at N, and the piston
is at O. When the eccentric has arrived at the point of release and com-
pression 13, the crank is at N2, and the piston is at O. When at the commencement
of the return stroke, the crank is on the center line at N' and the piston at the
corresponding end O' of its stroke, the eccentric is at the point of opening 14.
When the eccentric has arrived at the point of cut-off 15, the crank is at N₁, and
the piston is at O'. Finally, when the eccentric has reached the point of release
and compression 16, the crank is at N and the piston is at 0%. In this diagram W
and X show the width of the openings made by the eccentric for the admission
of the steam. This figure shows what renders the eccentric objectionable, when

page_text: employed to effect an early cut-off. The obvious defects are, first, a two narrow
opening for admission; second, early release and compression, and third, inequality
of cut-off and of release and compression on the opposite strokes. Comparison of
the two diagrams will show the complete manner in which these are remedied by
my cam.
´I am well aware that some of the features of my cam have been separately
obtained before, but I believe that no complete remedy for the defects of the
eccentric has before been attempted, neither any adaptation of the cam to the
requirements of high speed.
The cylinder Aio is secured to the block A13, which is, in turn, stiffly supported
upon the same bracket A" which carries the bearings for the cam-shaft K and for
the center L'. This bracket is stiffly bolted to the bed of the engine and the
block A1 is bolted upon the bracket.
To effect the detachable union of the cylinder A10 with the block A¹³, I form a
female screw thread in the cylinder, and fit therein a plug A, having a corre-
sponding male thread, and a large square head by which it can be strongly inserted.
The extension A" from this plug, of much sinaller diameter, is extended through a
hole bored in the block A, and secured by a nut A¹.
I can substitute a half-round rolling or swivelling pin in place of the roller M,
when the real cam will be employed hearing against the flat surface of said pin to
give the required motions. Fig. 22 illustrates this modification.
I am aware that steam-pressure has heretofore been employed to hold the valve
connections in contact with a cam, such pressure being exerted in the valve-chamber.
itself, and transmitted through the valve connections. My construction differs in
that I employ a separate cylinder, in which either steam or compressed air or any other
elastic fluid may be used, and locate this cylinder close to the cam, and provide a
special connection between them. By this arrangement the great pressure required,
often amounting to several thousand pounds, is transmitted through a rigid connec-
tion, and the valve connections are free from such pressure and strain.
Another portion of the invention relates to the provisions for regulating by
throttling. I have devised improvements which contribute greatly to the perfection
of the regulation.
Motion is communicated from the engine in the obvious manner through a belt
and pulley and bevel-gear wheels, to a sleeve S, revolved on a vertical post A 18 on
the fixed framing, and carrying two diametrically opposite horizontal arms S¹, S¹.
Each of these arms is encircled by a helical spring T, capable of yielding radially,
abutting at its outer end against a washer S, and adjustable by means of a nut S
and jam-nut S on a stud S. Each spring T presses inward against an internal
flange U, in a hollow weight U', which loosely encircles the arm and spring.
The weights, one on each arm, are connected by trunnions U2, to lower arms V of
bell-crank levers turning on centers S carried on the sleeve and revolving there-
with. The upper arms V₁ engage by pins with two bridge pieces V, which are
centered on trunnions V in a ring V which revolves under a collar W' on the
upper end of a vertical movable slide W*, of rectangular section arranged to move
up and down in the corresponding rectangular hole in the upper end of the post A18.
The slide W engages with a vertical rod W³, which extends down through a
stuffing box A", and takes firm hold of a tubular valve W, composed of two rings
and connecting webs.
X is a tubular valve-seat, which surrounds the valve W, and is provided with
two liberal horizontal apertures z, which are covered or uncovered, in the obvious
manner, as the valve W is raised and lowered by the action of the governor. The
steam enters through a horizontal nozzle A, into the chamber A", the valve &
valve seat being shielded against the violence of the impact of the steam by a broad
fixed plate A", which surrounds the valve seat.
The seat X is firmly held at its upper edge by pressure exerted by the cover on a
flange X, as indicated in Figure 24. The lower end of the approximately
cylindrical valve-seat is adapted to move up and down to the small exten: required
R

page_text: to compensate for the difference in expansion between the seat which is brass and
the enclosing casing, which is cast iron. The parts are so fitted that they will move
steam-tight when steam is on and both parts are hot, and there will be some play
when the parts are cold.
Wis an extension of the vertical rod W* below the collar W', which collar
forms the lower support for the valve W. This extension W* fits steam-tight in a
hole smoothly bored in a central boss X³, which is supported on an internal arm X' in
the lower portion of the valve-seat. This arm is bored radially. The periphery of
the valve seat is grooved around, as indicated by '. This groove is put in
communication with the open air, or with the condenser, as the case may be, by
means of a pipe A".
The arrangement ensures that both the upper and lower end of the valve.stem is
relieved from the steam pressure and that the pressure of the steam on the valve
and its connections is perfectly balanced.
The nuts S and jam-nuts S should be adjusted on the studs S³ so as to compress
the springs T to an equal extent. When the engine is at rest or is working below
the proper speed, the tension of the springs holds the weights U pressed strongly
inward against the adjacent surface of the sleeve S. When the speed has risen to
the proper rate, the centrifugal force of the weights becomes sufficient to balance the
tension of the springs, and the weights move outward under the centrifugal force so
that the levers V and V₁ hold the bridge pieces V, and the supported revolving
ring V, and consequently the nearly stationary collar W', slide W' and dependent
valve W, stationary. In this condition the apertures through the valve are just
sufficiently open to allow the proper quantity of steam to pass to impel the engine.
Whenever the speed of the engine rises above the proper limit, the increased
centrifugal force moves the weights farther outward. The conditions are favorable
to promote the exact regulation. Any movement of the weights outward increases
their centrifugal force by virtue of their describing a larger circle, but the same
movement also increases the centripetal force, that due to the tension of the
springs T forcing the weights inward towards the axis of motion. These changes in
the conditions very nearly balance each other, but there is a slight excess in the
increase of tension of the springs as the weights move outward. The governor is
sensitive in all positions and at all speeds.
The provisions for lubricating the post A18, and the parts which revolve thereon,
are shown clearly in Figure 24. The oil is introduced through an oil-hole at the
center of the collar W₁, which is closed by a screw. The oil flows downward from
this through a small central hole, then radially outward to the periphery and thence
downward along two lines to a point on the exterior of the slide W. The oil thus
introduced lubricates efficiently the two or more horizontal washers S' running one
upon another on the top of the post A18, and which support the considerable weight
of the sleeve S and its connections.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what I
claim is :-
1. In a steam engine, the outer shell A' formed and arranged as shown so as to
enclose a practically continuous steam-jacket space a surrounding the cylinder A,
valve-seats A', ports a and admission pipes A', such outer shell being formed
integral with the cylinder, all substantially as herein specified.
2. In a steam-engine, the admission pipes A', connecting the valve-seats, having
a shell A enclosing the whole, and arranged as shown, so as to allow the steam in
the jacket-space ato flow completely around said pipes, the parts being braced by
studs A, all formed integral, as hercin specified.
3. Two steam-pipes, one straight and the other connected thereto at an angle,
bringing steam from the boiler to the cylinder, and a jacket around the same,
arranged as shown, so that the steam for the jacket is allowed to move in a straight
line past the junction, and the steam to be used in the cylinder is caused to turn a

page_text: 5
harp angle, in combination with provisions as the pipes for conveying away
he water with a small proportion of the steam from the jacket, all substantially as
pecified.
4. The two steam pipes C' and C and angular junction, in combination with the
team jacket A', and with the pipe C supplying steam, arranged as shown, so that
ny water mingled with the steam received through the pipe C shall be projected
by its momentum and gravity past the angle and be delivered through the pipe C'
a straight line and thence into the jacket-space a, and that the pipe C¹ shall
eceive mainly dry steam, as herein specified.
5. In a steam-engine having an outer shell A' enclosing a jacket-space a, the
ipes C, C, turning an angle and supplying steam to the cylinder to impel the
piston, and the pipe C' supplying steam to the jacket-space connected to the pipe C
at the angle, and the valve C and pipe C', combined and arranged as shown, so
that the particles of water in the steam shall tend, by their momentum, to be thrown
into the pipe C and be led to the jacket-space, and the drier steam shall be led to
the interior of the cylinder, and any water collected in the valve shall be removed,
all substantially as herein specified.
6. In a steam-engine, in combination with piston valves reciprocating within the
cylindrical valve-seats A', and with a jacket A' enclosing both the main cylinder
aud such valve-seats, the exhaust passages leading axially away from such piston
valves in opposite directions into external pipes, substantially as herein shown and
described.
7. In a steam-engine, having a jacket, provisions as the branched pipe C³, C, for
draining the cylinder from a number of widely distributed points in the lower
portion of the jacket, in combination with means as the perforated pipe M for
introducing the steam at a number of widely distributed points in the upper portion
of the cylinder, with apertures for such induction of the steam to the jacket being
arranged in two series at or near the line of the highest point of the cylinder, and
discharging the steam in jets in opposite directions from such line, all substantially
as herein specified.
8. In a compound steam-engine having on each cylinder a shell A' enclosing the
steam jacket space aand heads A', A', having enclosed chambers a', a serving as
steam jackets, and a receiver D in which the steam is retained in its passage
between the cylinders, the series of separate heating pipes E, F, G, H, traversing
such receiver, in combination with the separate connections C', C, C, C, to each
from the several jackets, arranged to carry steam independently from each jacket
through the said receiver, all arranged for joint operation substantially as herein
specified.
9. In a compound steam-engine having the shells A, enclosing the steam jacket
spaces aand heads A', A', having enclosed chambers a¹, a, serving as steam
jackets, and a receiver D in which the steam is retained in its passage between the
cylinders, containing the series of separate heating pipes E, F, G, H, the separate
discharge pipes E', F¹, G', H¹, for conveying away the water and air independently
from each, so as to ensure an active and approximately uniform movement of the
steam through the whole, as and for the purposes herein specified.
'
10. As a means of applying the pressure of steam or other fluid to maintain
contact between the cam and the valve connections, the cylinder A10, piston Q and
thrust-rod R, in combination with the lever L, all arranged for joint operation
substantially as herein specified.
11. In the valve-motion of a steam-engine, the connecting link M³ reciprocated
as shown, having a hook M³, and the axial rod O, and means as the knob O¹, for
both moving it axially and raising and lowering it, and the spring O' urging it into
the locked position, in combination with each other and with the pin N and the
valve rod I, all arranged for joint operation substantially as herein specified.
12. In a steam-engine having the valves actuated by a cam, t'e detachable
bracket A", supporting the cam-shaft K, lever L and cylinder A, with a web

page_text: extending between the cam-shaft and the cylinder support, adapted to serve as
herein specified.
13. The combination with a steam-engine of a governing device comprising
revolving weights U urged toward the axis of motion by springs T, and pivoted
suspending means V, arranged as shown so as to be nearly frictionless and
isochronous, as herein specified.
14. In a steam-engine governor having weights traversed in a circle and urged
towards the axis by springs, the sleeve S having radial arms S', the weights U fitted
loosely around such arms, and having internal flanges U', in combination with the
helical springs T arranged in the annular spaces between the weights and the arms,
and with suspending means V, and means as the arms V₁ and rod W' for
communicating motion to the valve W, all arranged for joint operation as herein
specified.
15. In a steam engine governor having weights traversed in a circle and urged
towards the axis by springs, the sleeve S having radial arms S', the weight U fitted
loosely around such arms and having internal flanges U', in combination with helical
springs T arranged in the annular spaces between the weights, and with provisions
as the washers S³, studs S³ and nuts S for adjusting the tension of the springs T,
as herein specified.
16. In a steam engine having a regulating valve W, and provisions for moving it
by gentle force received from the governor, the bored boss X³ receiving the close-
fitting extension W₁ of the valve stem, so that the end wise pressure on the valve
and valve stem shall be balanced, as herein specified.
17. In a steam engine having a regulating valve moving in a seat of tubular form,
the provisions for allowing one end of the seat to move axially in a close-fitting
portion of the enclosing casing to allow for differences of expansion and contraction
with changes of temperature, all substantially as herein specified.
Dated this Seventeenth day of March 1894.
CHARLES TALBOT PORTER.
W. Lloyd Wise,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicant.