Year: 1886

page_text: Date of Application, 21st Dec., 1886.
Complete Left, 14th Sept., 1887.
Complete Accepted, 14th Oct., 1887
DESED
I HENRY EDWARD NEWTON of the Office for Patents Bream's Buildings
Chancery Lane in the County of Middlesex, Civil Engineer do hereby declare the
nature of this invention to be as follows:
-
The power developed by a compound engine is, of course, in direct proportion to
the speed at which it is run, and a high speed is obviously desirable because, by it,
a small engine will be requisite to do the work, and both the cost of construction
and the weight of the engine will thereby be diminished. In order to run a compound
engine at a high speed, it is, of course, necessary that the engine should be balanced
or in other words that the pressure upon the crank shaft bearings should be as nearly
as possible neutralized or balanced, while the engine is in operation, and the more
nearly the pressures are balanced, the higher the speed at which the engine can
be run.
The object of this invention is to provide a compound engine in which the parts are
so combined that the pressures upon the pistons and upon the crank shaft bearings
will be very nearly balanced, and a further object is to provide an engine of
very compact arrangement so that it will require a minimum space for its
accomodation.
In order to secure such compact arrangement it is desirable that the cylinders of
the engine shall be so arranged as to permit the use of what is commonly known as
an auger handle crank which has its crank pins at opposite points, and separated
only by a single member or arm which extends transversely to the axis of the
shaft.
This invention consists in the combination with a balanced crank shaft having
auger-handle cranks, the two crank pins being separated only by a transverse member
or arm, of double acting high and low pressure cylinders the pistons of which are

page_text: connected with the opposite cranks, and each of which is arranged at an angle of about
twenty degrees relatively to an axial line through the other cylinder.
Inasmuch as the pistons of the two double acting cylinders are connected with the
cranks at opposite points in the circle, they always move in opposite directions and
therefore the pressure upon the two pistons, and the pressure upon the crank shaft
bearings, is very nearly balanced.
In carrying out this invention, and in what may be deemed the most preferable
arrangement of parts, the engine is substantially vertical and the cylinders are arranged
at an angle of about ten degrees upon opposite sides of a central vertical line which
intersects the axis of the crank shaft. Inasmuch as an auger handle crank is employed
the cylinders are arranged nearly in the same plane extending transversely to the
axis of the crank shaft. It is obvious that the same balancing effect could be obtained
by the arrangement of the cylinders in the same plane lengthwise of the crank shaft,
but in such case the cylinders would have to be separated by a distance considerably
greater than the sum of the half diameters of the two cylinders and with such an
arrangement it would therefore be impossible to employ an auger-handle crank, which
latter is very desirable, because of its very simple and cheap construction and because
no bearings are required between the two crank pins. The arrangement of the two
cylinders, each at an angle of about ten degrees on opposite sides of a vertical line
intersecting the axis of the crank shaft, permits of the cylinders overlapping each
other in a plane transverse to the crank shaft, so that they may be brought nearly
enough in the same plane to permit of the connection of their pistons with the two
crank pins of tho auger-handle crank.
Instead of a vertical arrangement the engine may be substantially horizontal, the two
cylinders being arranged upon the same side of the crank shaft and each at an angle
of about 10 degrees from a horizontal line intersecting the axis of the crank shaft. In
some cases, however, the two cylinders will be arranged in approximately horizontal
position and on opposite sides of a crank shaft, each cylinder having its axis at an
angle of about twenty degrees relatively to the axial line of the other cylinder.
Dated this 21st day of December 1886.

page_text: HENRY EDWARD NEWTON of the Office for Patents, 6 Bream's Buildings, Chancery
Lane 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 be particularly described
and ascertained in and by the following statement :-
This invention relates to double acting engines having balanced crank shafts, the
two cranks being arranged at opposite points and balancing each other, and the invention
consists in the novel combination with a balanced crank shaft having auger handle
cranks, the crank pins being separated only by a single member or arm which extends
transversely to the axis of the shaft, of double acting high and low pressure cylinders,
the pistons of which are connected with the opposite cranks, and each of which is
arranged at an angle of about twenty degrees (200) relatively to an axial line through
the other cylinder. By this combination the moving parts are balanced and vibration
obviated, and the working pressures are always balanced, thereby reducing the friction
of the crank shaft journals and their tendency to heat.
By this invention, compound engines may be run at an increased speed, and the
required power may be obtained with smaller engines at a reduced weight and cost, and
with less cylinder condensation.
In the accompanying drawings,
Fig. 1 is an elevation of a vertical compound engine embodying the invention, taken
in a plane at right angles to the crank shaft.
Fig. 2 is a sectional elevation, on the plane of the dotted linear of Fig. 1.
Fig. 3 is a horizontal section through the two cylinders and their valve chests.
Fig. 4 is a plan of the upper portion of the frame and a dotted outline of the
cylinders, showing their position thereon.
and
Fig. 5 is a side elevation, and
Fig. 6 a plan, of an approximately horizontal engine, also embodying the invention;
Fig. 7 is an end view of the cylinder structure, showing the position of the two
cylinders relatively to each other.
Figs. 8 and 9 are respectively a side elevation and plan of a compound engine
embodying a modification of the invention.
Similar letters of reference designate corresponding parts in all the figures.
In the drawings, all parts not necessary to a clear understanding of the invention
are omitted, in order that it may be more clearly understood.

page_text: .
Referring first to Figs. 1, 2, 3 and 4, A B designate respectively the high and
low pressure cylinders of a compound engine, which are arranged radially to a
balanced crank shaft C, and each of which stands at an angle of about twenty
degrees (20°), more or less, relatively to an axial line drawn through the other
cylinder. The crank shaft C has two cranks ee¹ placed opposite each other, and the
connecting rods D D are placed as near together, side by side, as the crank pins and
the centre member * between the cranks will allow. This arrangement of the cranks
and connecting rods entails the lapping of the cylinders A B one on another, as shown
best in Fig. 3, and the framing of the engine is off set so as to support the
cylinders in these positions, as shown in Fig. 4. The steam-chests A B' are
presented on opposite sides of the cylinders, as shown in Fig. 3. The placing of the
cylinders at about the angle shown with each other prevents them from interfering
when the cranks and connecting rods are as near together as shown in Fig. 2. By
the arrangement of the cranks and connecting rods shown in Fig. 2, the working
pressures on the pistons may be exerted as nearly as possible in a straight line,
and the arrangement of the cylinders at an angle is utilized in preventing dead
centres, while the balancing is not affected.
FF designate the cross heads, with which are connected the piston rods a b
and the connecting rods D D¹, and which are fitted to suitable guides d d in the
usual manner. The cranks cc, the connecting rods D D', the cross heads FF',
and the piston rods a b, will exactly balance, and the pistons will almost balance, and
there will therefore be no vibration in the engine when running at a high speed.
The working pressures on the pistons will always act in opposite directions, and
consequently the opposing forces will meet in the crank shaft, and be very little
felt on the journals. They will simply control the shaft and support the weight
of the moving parts, and the engine may be run at a high speed without heating
of journals. The most severe action will be felt on the crank pins, and this may
be provided for by using phosphor-bronze boxes and good lubricators.
engine as is shown in Figs. 1, 2, 3 and 4, may be used either for marine or
stationary work.
Such an
Figs. 5, 6 and 7 represent an approximately horizontal engine for twin screw
steam ships, and which may be arranged below the water line. The same description
of the arrangement of the cylinders A B and the connecting rods and cranks, applies
as well to these figures as to Figs. 1, 2 and 3, and the same letters of reference are
used to designate the parts.
Figs. 8 and 9 represent another form of engine embodying the elements of the
invention, and which may be employed for single screw steam ships. In this case,
the high and low pressure cylinders A, B, are arranged on opposite sides of the
crank shatt, but here also each cylinder is set at an angle of about twenty degrees (20°)
relatively to an axial line drawn through the other cylinder. In these Figs. 8 and 9,
the same letters of reference are used to designate the parts as are used for the
before described figures.
a
The essential object which it is sought to obtain by the invention, is to provide
compound engine which may be run at a very high speed without vibration. This
object can only be obtained by balancing the pressure upon the crank pins, and also
upon the crank shaft journals. The advantages of a high speed compound engine
are very great. By the use of a small, light, and comparatively inexpensive
machine, a high power may be obtained very much more economically, because
the loss by condensation will be very greatly reduced. To secure these results,
the cylinders and pistons of the engine must be double-acting, and the pistons
must move throughout substantially the whole of their stroke in directions reverse to
each other, so that while the pressure from one piston is transmitted downward to
the crank pin and shaft bearings, the pressure from the other piston will exert an
upward pull on the crank pin and shaft bearings, thus almost perfectly balancing
the pressure upon the crank shaft bearings and crank pins; hence, if the two
cylinders and pistons of the engine were single acting, the desired results would not

page_text: be secured, because the pressure on the crank pins and crank shaft journals would
always be downward, or in one direction, and the friction on the shaft bearings would
be excessive. To secure all the advantages of the invention, the cylinders and
pistons must be double acting, and the cranks must be set at opposite points, and be
of equal length to balance each other.
Having now particularly described and ascertained the nature of the said invention
and in what manner the same is to be performed, as communicated to me by my
foreign correspondent, I declare that what I claim is :-
The combination with a balanced crank shaft having auger handle cranks, the two
crank pins being separated only by a transverse member or arm e*, of double acting
high and low pressure cylinders, the pistons of which are connected with the opposite
cranks, and each of which is arranged at an angle of about twenty degrees (20°)
relatively to an axial line through the other cylinder, substantially as and for the
purpose herein described.
D
تيوي
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a
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