Year: 1884

page_text: I SAMUEL ROBINSON of 16* Ryder Street West Bromwich in the County of
Stafford Engineer seek leave to amend the specification of Letters Patent,
No. 14714 of 1884, as shown in red ink in the copy of the original specification
hereunto annexed and in the drawings accompanying the same. My reasons for
making these amendments are as follows:-
(1) As regards the amendments on pages 5 and 6 to remove obscurities in the
description.
(2) As regards claims 1 & 7 and the alterations in the drawings accompanying
the specifications; to correct clerical errors.
(3) As regards claims 4 to 6 & 8; to disclaim the same as since sending in my
specification, I have discovered that the principle of the said claims was previously
patented in this County to Field & Cotton by Letter patent No 365 of 1872.
(4) As regards claims 10 & 11 to remove what may be considered an obscurity.
J. CLARK HALL,
Deputy
Comptroller-General.

page_text: improvements in ugines Actuated by Steam, Air, or Gas.
I SAMUEL ROBINSON of 16ª Ryder Street, West Bromwich in the County of
Stafford Engineer do hereby declare the nature of my invention for "IMPROVE
MENTS IN ENGINES ACTUATED BY STEAM, AIR OR GAS, to be as follows:-
This invention has reference to engines of that description in which a cylinder
moves end-ways and in the opposite direction to the movement of the piston within
it, the purpose of such arrangement being to secure the advantage obtainable by
causing the steam, or other motive agent, to be acting between two moving surfaces.
According to such an arrangement, the steam entering at one end of the cylinder
drives the piston in one direction, and acting against the inside of the cylinder end
drives such cylinder in the opposite direction, thus giving greater power than if
acting against a single piston in a fixed cylinder, because of acting over two areas,
and with the same volume of steam, or other motor, only, as if acting upon a single
piston in a fixed cylinder.
Now the object of the present invention is to extend the application of the
same principle by constructing the engine as a compound engine or high pressure
engine.
According to one modification of my invention I form the moving cylinder as
the piston of a second cylinder also arranged to move in an endway direction.
The moving interior cylinder is provided at each end with parts of enlarged
diameter formed to receive packings or rings so as to fit within the exterior moving
cylinder. A piston-rod fixed to one end of the interior cylinder passes out through
the corresponding end of the exterior cylinder where it is connected through the
medium of a cross-head (working in suitable slides) and connecting rods, or other
mechanism with the crank. The piston-rod from the piston of the interior cylinder
passes through the piston rod already described (which is of course made hollow
for the purpose) and is connected with a cross-head from which rods return and are
connected to the exterior cylinder so that the relative position of the interior
piston and the. exterior cylinder always remains the same. Connecting rods may
connect studs on the exterior cylinder with cranks upon the engine shaft, or any
convenient means for coupling up such exterior cylinder and a crank or cranks upon
the shaft may be employed.
With the arrangements just described the interior cylinder is used as the high
pressure cylinder and the exterior as the low pressure cylinder.
The interior cylinder may have a piston rod connected at its back end passing
out through the same end of the exterior cylinder so as to aid in supporting the
weight of the interior cylinder; and the effective area of the ends of the interior
cylinder may be reduced as desired according to the diameter of the piston-rods
connected thereto and thus the exterior cylinder may, if desired, be used as the high
pressure cylinder and the interior as the low pressure cylinder.
The following is a convenient arrangement of chests, valves and gearing for
controlling the admission and exhaust of the steam (or other motor) to the
cylinders Two ports pass through the piston rod which is connected to the end
of the interior cylinder, one from the back end of such cylinder and the other from
->

page_text: the front end, and these ports cominunicate with a valve chest forming part of or
connected with the cross-head on such piston-rod. An exhaust port is also formed
in such stean chest, and an ordinary three-port slide valve therein regulates the
admission and discharge of the steam to and from each end of the cylinder,
alternately. The exhaust port is carried to a steam chest on the side of the
exterior cylinder, and in this latter steam chest is an ordinary three-port slide
valve controlling the admission and exhaust of the steain from the high pressure
cylinder to and from the exterior cylinder, by means of the ordinary ports. The
steam pipe to the chest of the high pressure cylinder is carried preferably along
through the port between the two chests, so that the exhaust steam from the high
pressure cylinder may act to some extent as a stean jacket to the steam pipe. The
steain pipe to the high pressuro stoam chest, and the exhaust pipe from the low
pressure steam chest, are of course connected up by suitable swivels and packings
to allow for the movement of the parts to which they are connected. The high
pressure valve is worked preferably at right angles to the stroke of the engine, by
means of a short way-sliaft carried upon the cross-head moving with its steam
chest, one end of such way-shaft having a short lever receiving motion from a link
connected with one of the connecting rods, and the other end of such way-shaft
having a lever connected with the valve spindle. The low pressure valve is
worked by means of a link attached to one of the connecting rods of the exterior
cylinder.
The cranks for receiving motion from the exterior cylinder and interior piston
are set at about an angle of 156 degrees from the cranks receiving motion from the
interior cylinder.
The two cylinders, moving in the main in opposite directions to one another,
give a better balance in the working of the engine than when a single cylinder
only is moving in the opposite direction to a single piston. The exterior cylinder
also acts to a certain extent as a steam jacket to the interior cylinder and in order
to prevent any condensation of the steam in the interior cylinder steam may be
admitted by a jet or otherwiso to the space between the two cylinders.
It will be evident that the modification of engine, hereinbefore described can be
adapted as a high pressure engine by admitting high pressure steam to both
cylinders instead of the exhaust steam from one cylinder being used to work the
other cylinder, the valves being of course modified accordingly.
The engine above described may also be used as an oscillating engine by
mounting the exterior cylinder with trunnions which slide in suitable slides. The
piston rod which is connected to one end of the interior cylinder is connected to
the crank of the main shaft in the ordinary or any convenient manner, and in
addition thereto connecting rods pass from the trunnions to cranks on the same
shaft. In this case of course modifications will be required in the valve gearing..
According to another modification of my invention I compound engines of the
kind herein referred to (that is to say, engines in which a cylinder moves end ways
and in the opposite direction to the movement of the piston within it) by employing
two of such cylinders and pistons side by side or end to end one of such cylinders
being used as the high pressure engine and the other as the low pressure engine.
In this case also modifications will be required in the valve gearing.
The gearing for working the valve of an oscillating engine made according to
either of the modifications is preferably arranged in the following special manner:-
A way-shaft is carried upon the valve che-t in a convenient position so that a
lever projecting therefrom may be connected with the valve spindle. A handle
projects also from this way-shaft by which to handle the valve. A second lever is
carried upon this way-shaft, and has, at its outer end, a stud projecting preferably
on each side thereof. Two links each having a gab on one end to fit down over
the stud aforesaid, one on either side of the lever carrying such stud, are connected
at their other ends, oue to a stud at the side of the cylinder, on the crank shaft
side of the oscillating contre thereof, and the other to a stud on the side of one of
the connecting rods, respectively. A lever is carried upon a pin fixed to the lever

page_text: which has the stud projecting at its end, and the former of these levers terminates
in one direction in a handle and is carried for a short distance beyond the fulcrum
in the opposite direction. Links are carried from this lever, one on either side of
the fulcrum thereof, to one of each of the links having the gab ends thereon,
respectively. When this lever is held in its mid-position both the gab ends are
held out of gear with the stud and the valve may be handled by the first-described
handle. If the second-described handle is moved in one direction from its mid-
position, one of the gab ends is brought into gear with the stud over which it is
made to fit, and the engine is driven in one direction of revolution; and when this
handle is moved in the opposite direction this gab end is raised from off the stud
and the other gab end is brought into gear with the stud, the engine being then
driven in the opposite direction of revolution.
This valve gearing dispenses with the use of eccentrics and the consequent
friction and. wear and tear arising therefrom, and has the advantage of acting very
quickly in opening and closing the valve, and offects these operations in the most
advantageous position of the engine's stroke.
J. C. MEWBURN,
Agent for Stephen Watkins,
Wolverhampton,
Agent for the Applicant.

page_text: I, SAMUEL ROBINSON, of 16ª Ryder Street, West Bromwich in the County of
Stafford, Engineer do hereby declare the nature of my invention for IMPROVE-
MENTS IN ENGINES ACTUATED BY STEAM, AIR OR GAS and in what manner the
same is to be performed, to be particularly described and ascertained in and by
the following statement, reference being had to the accompanying drawings and
the letters of reforence marked thereon (that is to say):-
This invention relates to improvements in the class of engines in which a
cylinder moves endways and in the opposite direction to the movement of the
piston within it, and which is described in the specification of an invention for
"Improvements in engines to be worked by steain, air or gas," for which Letters
Patent were granted to me bearing date the 21st day of December 1880, and
numbered 5347. According to the arrangement described in such Specification,
the steam (or other motor), entering at one end of the cylinder, drives the piston"
in one direction, and acting against the inside of the cylinder end drives such
cylinder in the opposite direction, thus giving greater power than if acting against
a single piston in a fixed cylinder, as it is acting upon two oppositely moving
areas.
Now, the chief object of the present invention is to extend the application of
the same principle, by constructing the engine to work as a compound engine,
and also, preferably, so that it may be worked, alternatively, as a high-pressuro
engine.
A further object of this invention is to devise a valve gear for an engine of the
class referred to as described in the said former specification when the same is
constructed as an oscillating engine.
Other objects are also attained by this invention as will be hereinafter shewn.
The chief object of this invention is effected in the manner shewn by the figures
on sheets 1, 2, and 3 herewith, which are taken from a working model. The
drawings on sheet 1 aro to half size of the model, and the drawings on sheets 2
and 3 are drawn to the full size.
Similar letters of reference occurring upon two or more of the views on these
sheets indicate corresponding parts.
Figure 1 is a plan of an engine constructed according to my present invention,
and is shewn as mounted within the frame of a locomotive, though it is of course
applicable generally for any purpose for which an engine is required. Figure 2 is
a side elevation of figure 1, with the outside frame and two of the wheels
removed.
A is the motive-power cylinder, capable of an end way motion in slides B B.
CC are blocks projecting from the sides of the cylinder and fitting within the
a a etc. are rods fixed
slides B B so as to be capable of sliding endways therein.
to snugs on the front end of the cylinder A, and also to the cross-heads b b
connected by means of cross-head pins or gudgeons with blocks capable of an

page_text: endway movement in slide bars c c c¹ c¹. D is a driving axle, having the
wheels D¹ D' keyed on the ends thereof, and having cranks C¹ C¹ set to throw
together. B' B³ are connecting rods connecting the cross-heads b b with the
cranks Ct C¹.
Figure 3 is a transverse section through the centre of the cylinder A, and figure 4
is a longitudinal section on line of figure 3. In this section, however, the
valve for the cylinder A' and the spindle and connections therefrom are shown, for
convenience, as if the section were taken, in reference to these parts, on the
vertical centre. Figure 6 is a plan of the steam chest J', with the lid and valve
removed.
A is a cylinder closed in with lids O O, and capable of moving endways within
the cylinder A, and acts as the piston thereto. This cylinder is of a considerably
less internal diameter than the cylinder A, but the flanges at the ends thereof and
the lids fit within the cylinder A and are provided with piston rings p p. A section
through the centre of the cylinder A¹ is shewn by figure 3, for convenience of
illustration, as though such cylinder were in its mid position with the cylinder A.
F Fare is one of two piston rods passing from the front end of the cylinder A¹,
through packing boxes in the front end of the cylinder A. Theso rods are fixed
at their outer ends to the cross-head F¹ (Figs. 1 & 2) which is connected by means
of a cross-head pin or gudgeon with slide blocks capable of moving endways in the
slide bars c' c'. These slide bars are of sufficient width to allow of the two sets of
slide blocks sliding therein to pass one another. G (Figs. 1 & 2) is a crank in the
middle of the axle D, and this crank is set at an anglo of about 150 degrees with
the cranks C¹ C. G₁ is a connecting rod connecting the cross-head F1 with the
crank G. E (Fig. 4) is a piston within the cylinder A', and E' is a piston rod
therefrom passing out at the back end of the cylinder A' and also of the cylinder A.
H is a hollow piston rod passing out from the back end of the cylinder A', through
a packing box in the back end of the cylinder A. The piston rod El passes
through this hollow piston rod H, and out through a packing box H¹ on the
end thereof, and thus no packing is required in the back end of the cylinder A¹
for the passage of the rod E¹ therethrough. The piston rod E¹ is connected at its
outer end to a cross-head h (Fig. 1.) which is itself connected by means of
rods h' to the back end of the cylinder A, and thus the piston E is connected
to the cylinder A and moves exactly therewith. The back axle V is cranked, as
shewn, to allow clearance for the cross-head h. J (Figs. 3 & 4) is an ordinary
three-port slide valve within the steam chest J'. a¹ a¹ are the ordinary ports from
the chest J¹ to the ends of the cylinder A, and 6 is the ordinary exhaust port for
the cylinder A. An annular space K K¹ is left between the exterior of the
cylinder A and the interior surface of the cylinder A, for the whole distance
between the flanges of the cylinder A¹, and this space forms a steam jacket around
the cylinder A, and the part K₁ of such jacket acts as a valve chest to the
cylinder A. L is a slide valve having a port L' in its under face, as shewn.
Figure 5 is a detached plan of the cylinder A¹ and valve L. A valve face is
formed upon the cylinder A', as shewn, and d d are ports therefrom out through
the front and back end of the cylinder A¹, respectively, so as to communicate
between such valve face and the opposite ends of the cylinder A; and d¹ d' are
steam ports corresponding running parallel to the ports d d, but pass into the
ends of the interior of the cylinder A¹, instead of passing out through tho ends.
Referring to figure 5, in which these ports are shewn by broken lines only, it will
be seen that the ports d¹ d¹ are on one side of the longitudinal centre of the valvo
face, and the ports dd on the other side, and that the part of the valve L
working over the ports d d is broader than the part of the valve working over
the ports d' d. The valve may thus uncover each of the ports d¹ d³,
without uncovering the ports d. d.
alternatoly
M is a steam pipe communicating by means of a passage M¹ with the steam
chest J¹, and also with the steam jacket K K¹ around the cylinder A'; and N is an

page_text: exhaust pipe with which the exhaust port 6' communicates through the medium of
the passage N. The steam passage is contracted in width as it enters the steam
jacket K K' (see figure 4) so that the ends of the cylinder A' will not pass over it
in working.
The engine may be worked alternatively as a bigh-pressure engine or as a
compound engine.
For the sake of convenience I will describo the operation.of the cylinders, piston,
and valves, first, when the engine is working high pressure.
The valves J and L are shewn in their approximate position due to the relative
position of the cylinders A¹ and A. The cylinder A is in its backward position, as
will be seen on reference to figures 1 and 2, but the cylinder A¹ is not in its extreme
forward position, because the crank G is not exactly opposite to the cranks C¹ C',
and therefore the forward end of the cylinder A¹ will come slightly nearer to
the inner front end of the cylinder A as the cylinder A¹ completes its forward
stroke. At this point (that is when the front end of the cylinder A¹ and the front
end of the cylinder A are nearest to one another) the valve J will commence to
open and admit steam through one of the passages a¹ into the front end of the
cylinder A, driving such cylinder forwards in the direction indicated by the
arrow g, and driving the cylinder A¹ backwards in the direction of the arrow g¹.
The steam from the other end of the cylinder A. will exhaust through the other
passage a', and through the hollow of the valve J, into the port 6', thence through
the passage N¹ into the exhaust pipe N, and thence into the atmosphere or
condenser, as the case may be. Simultaneously with this operation of the valve J,
the valve L will admit steam through one of the passages d' into the back end of
the cylinder A¹, driving the piston E in the direction of the arrow g, and
driving the cylinder A' in the direction of the arrow g¹. The steam at the other
end of the cylinder A' exhausts through the other passage d into the hollow L¹.of
the valve L, and thence across the valve face into the passage d opposite such last
mentioned passage d, and thence into the front end of the cylinder A, where it
joins the steam flowing from the boiler into such end of the cylinder A. There is
thus, of course, an equilibrium of pressure, or practically so, in the front end of the
cylinder A¹ and in the front end of the cylinder A, during the stroke of such
cylinders in the directions described. Upon a reversal of the strokes of the
cylinders and piston, respectively, the reverse action of the valves takes place, and
the steam enters from the chest J' into the back end of the cylinder A, and from
the steam jacket K K¹ into the front end of the cylinder A', and the steam from
the back end of the cylinder A¹ is practically in equilibrium with, and exhausts
into, the steam flowing from the boiler into the back end of the cylinder A.
I will now describe the operation of the cylinders, piston, and valves, when the
engine is working compound.
The steam is admitted to the cylinder A' exactly as when the engine is working
high pressure, and the exhaust from the cylinder A¹ expands into the opposite ends of
the cylinder A, alternately, and after the completion of a stroke during which such
expansion acts, the expanded steam is exhausted through one of the ports a¹ into the
port b, and thence through the passage N¹ into the exhaust pipe N, and thence
into the atmosphere or condenser. In this case the stroke of the valve J is
reduced by the gearing hereafter described, so that though the ports a' a' are,
alternately, placed in communication with the port b¹, they are not placed in
communication with the steam chest J, and thus no steam is admitted to the
cylinder A except the expanding steam from the cylinder A¹.
On referring to figures 1 and 2, it will be seen that the movement of the
cylinder A and piston E (which have been described as connected together)
operates the two connecting rods B' B', and gives motion to the driving axle D
through the medium of the cranks CC; and, also, that the movement of the
interior cylinder A' operates the connecting rod G₁, and thus gives motion to the
driving axle D through the medium of the crank G.

page_text: "
I will now describe the means by which the valves J and L are operated. i is
the spindle for the valve J, and is carried forwards through a guide 01 (see figures 1
and 2) which is fixed to the upper pair of rods a a and moves therefore with the
cylinder A. is the spindle for the valve L, and j is a tube fixed into the back
end of the cylinder A' and passing out through a packing j' at the back end of the
cylinder A. P is a cross-head capable of sliding longitudinally within guides p¹p¹
on the packing box H. This packing-box slides upon the rods h¹ h¹, by which it
is steadied. The tube ; passes through a packing box in the cross-head P,
and clearance is formed in the cross-head to allow for longitudinal movement of
such cross-head along the tube j. The spindle is screwed into a nut q¹at the
back of an angle-piece which is fixed to the back of the valve L, and the spindle 2¹
passes through the tube j, and its back end is screwed through a plate which is
fixed to the back end of the cross-head P. By means of this screwed plate k¹ any
desired adjustment of the valve L, in relation to the cross-head P, may be given,
as the screwed plate may be disconnected from the cross-hend and screwed upon
the valve spindle ¹, inwards or outwards, to give the desired adjustment, and is
then fixed again to the cross-head P by means of the screws shewn (see figure 4)
or in any convenient manner. R is a rod connected to an arm P¹ of the cross-head P,
and passes through a guide R' (figures 1 and 2) near the back end of the cylinder A,
and also through the guide O¹
Referring to the drawings on shect 3 herewith, figúre 8 is a side elevation of the
gearing for actuating the valve L. Figure 9 is a plan thereof; and figure 10 is an
edge view of the standard and link hereinafter described. The parts in these views
which correspond to the parts on sheets 1 and 2 are similarly lottered; thus:—
R is the rod from the cross-head P of the valve spindle . F F are the rods
from the front end of the cylinder A¹. G¹ is the middle connecting-rod, and F¹
the cross-head to which it is connected. The parts corresponding to those shewn
on sheets 1 and 2 are represented as in the same relative position. S is an arm
upon the connecting rod G¹. T is a standard fixed to the upper rod F by means
of a cotter l, or any convenient means. U is a slotted link carried upon a stud
projecting from the faco of the standard T. S¹ is a plain link connecting the top
end of the arm S with the slotted link U, so that as the arm S vibrates, with the
vibration of the rod G¹, the slotted link U will be vibrated by means of the plain
link S. UU' are a pair of plain links connecting a cross-head T¹ upon the end
of the valve rod R with a slider in the slotted link U, so that as the slotted link U
is vibrated, the rod R, and consequently the valve spindle (sheets 1 and 2) is
inoved longitudinally, and the valve L thereby actuated. m is a reversing lever
by which, through the medium of the rod m³, the links U U aro raised and
lowered so as to raise and lower the slider within the slotted link U. The lever m
is carried upon a stud n projecting from the upper end of the standard T. The
upper part of the standard T is shown broken in its height, and so is also the
rod m³, as the stud n should be higher than shown, so that the lever m may clear
the link U as it vibrates in working. n' is a quadrant, having notches in the edge
thereof, by which the lever m is held in any desired position. The action of the
valve is reversed by moving the slider from ono end of the slotted link U to the
other end.
The reversing lever is shewn, for convenience, in the position indicated. In a
locomotive it would of course be placed in the most convenient position for the
driver.
A similar arrangement of valve gearing to that just described may be employed
for actuating the valve J, in which case, of course, the reduced stroke of the
valve, necessary when the engine is working compound, is readily provided for
by moving the slider towards the centre of the link U.
If it is not desired to reverse the engine, the gearing may of course be consider-
ably simplified, specially in the case of the high pressure valve, as will be readily
understood.

page_text: In employing this gearing for the valve J, a slotted link is operated from an arm
upon one of the outer connecting rods, preferably the rod B³, and the standard T is
carried from the upper rod a adjacent to such connecting rod.
The gearing illustrated upon sheet 3 is omitted from figures 1 and 2, for the
sake of avoiding unnecessary complication.
The engine may be started to work high pressure in both cylinders, if desired,
and then altered. to work compound as soon as the sufficient speed has been
attained.
The steam and exhaust pipes connected with the steam chest J' are jointed to
allow of the movement of the cylinder. Referring to the steam branch M
(figure 3), it will be seen that it is connected by means of a packing forming a
Swivel joint with a vertical steam pipe M². The upper end of this pipe M is
shewn in section at figure 7, where it is connected with a pipe M³ by means of a
packing which allows of the pipe M2 sliding somewhat along the pipe Ms. The
upper end of the pipe M³ is connected with a fixed pipe M by means of a packing
forming a swivel joint, and thus the swivelling and endway movement resulting
from the vibration of the pipe M2 is allowed for. The pipe M is held securely
against the tendency of the steam pressure to force up the pipe 'M³. The exhaust
branch N may be similarly connected up, or either or both of the branches may be
connected by means of a plain horizontal pipe sliding through a packing on the
end of a fixed pipe.
The stean jacket K K¹ maintains the cylinder A' at a high temperature, and
prevents to a very large extent the condensation of steam therein; and the ends of
this cylinder, being within the cylinder A, are also maintained at a high temperature;
and, as the jacket is carried backwards and forwards for the whole length of the
cylinder A, the steam within such jacket maintains the cylinder A at a high
temperature.
The steam cl.est J¹ is shewn to be at an angle with the vertical line, in cross
section, for conveniers of arranging the centres of the valve rods and gearing;
but the chest may or course be placed on the vertical centre, if preferred, in which
cuse the arrangement of the gearing must be modified accordingly.
The two cylinders of the engine above described moving, in the main, in
opposite directions to one another, give a better balance in the working of the
engine than when a single cylinder only is moving in the opposite direction to a
single piston as described in my said former specification.
The valve gearing above described dispenses with the use of eccentrics, and tho
consequent friction and wear and tear arising therefrom, and has the advantage of
acting very quickly in opening and closing the valves, and effects theso operations
in the most advantageous position of the stroke.
An engine constructed and operating in the manner before described is very
compact, is economical in working, and distributes the power advantageously upon
the crank shaft.
A similar gearing to that above-described may be employed to actuate the valve
of an engine having an endway moving cylinder in combination with a piston
moving therein in an opposite direction, as described in my said former specification,
the parts of the engine being, of course, in such case suitably arranged therefor.
That part of my invention relating to the valve gear of an engine of the class
referred to as described in the said former specification, when the same is con-
structed to work as an oscillating engine, is illustrated on sheet 4 of the drawings
herewith, of which figure 11 is a front elevation, and figure 12 a side elevation of
a pair of compound oscillating engines with inverted cylinders. These views shew,
also, a method of compounding engines of the kind referred to as described in my
said former specification.
Similar letters of reference occurring upon these views indicate corresponding
narts.

page_text: A is a high-pressure cylinder, and A' a low-pressure cylinder. These cylinders
are formed in one piece or are bolted together, and are carried by bearings or
trunnions B B capable of turning or oscillating in slide blocks one of which is
shewn at C figure 12, working in slide bars C₁ C, so that the cylinders A. and A¹
may not only oscillate, but may also move in a vertical direction with the slide
blocks C. B B are a pair of connecting rods connecting the bearings B B with
cranks on the crank shaft D set to throw together, and E E' are piston rods from
the pistons within the cylinders A and A', respectively, and are coupled to cranks
on the crank shaft set to throw together, and preferably at an angle of about 150
degrees from the cranks to which the rods B B' are coupled. The flow of steam
to and from the cylinders is controlled by ordinary three port slide valves, and
each of such valves is operated by means of gearing as illustrated in its special
application to the valve of the cylinder A', according to which application a is the
valve spindle, ba link connecting the spindle a with a lever c upon a rocking
shaft d carried in brackets F F fixed to the valve chest lid. e is a lever fixed to
the rocking shaft d, and f is a rod connecting a stud on the side of the left-hand
connecting rod B¹ (figure 11) with a study projecting on one side of the bottom
end of the lever e. The levere is thus operated by the vibration of the connecting
rod B. is a corresponding rod to f, but is connected at its inner end with a stud
projecting from a snug g on the end of the cylinder A¹. i and j are rods connecting
the rods and f with levers and l, respectively. These levers are fixed to a
spindle m carried in the lever e. n is a handle-lever upon the spindle m, and by
means of this lever the rod f may be lifted off the stud g, when desired, and the
valve moved by a handle o on the rocking shaft d. The rod may then be lowered,
by means of the handle n, into gear with the stud g', which is a continuation of
the stud g projecting on the opposite side of the lever e, that is on the side at which
the rod h is situated. By these means the action of the valve is reversed for the
reversal of the engine. p is a notched quadrant, by which the handle m is fixed
in its desired position. The handle 2, and quadrant p, are omitted in figure 11, to
avoid unnecessary complication in the drawing. The quadrant 2 is fixed to the
lever e.
The steam and exhaust pipes may be fixed in an analogous manner to the pipes
illustrated on sheets 1 and 2. One method of fixing the pipes is illustrated by
broken lines figure 12, in its application to the exhaust pipes from the low
pressure cylinder. In this arrangement, a branch projects from the cylinder
casting, and M², M³, and M' correspond, respectively, to the parts similarly
lettered figures 3 and 7, and are similarly connected, the part M being swivelled
to the branch on the cylinder casting. The pipes may be connected with trunnions,
if preferred.
1 have illustrated the engine last described as a compound engine, but an engine
with only one moving cylinder and piston, constructed in the manner referred to
as described in my said former specification, may he worked in the same manner,
as an oscillating engine.
The compound engine described with reference to the figures on sheet 4 of the
drawings lierewith, may be formed also to work otherwise than as an oscillating
engine, that is to say, the piston and cylinders may each move in a straight liue
only as in the case of the engine referred to as described in my said former
specification.
I have described my improvements, in their application to a steam engine, but
they are applicable also to engines worked by air, or other gas under pressure.
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. An engine actuated by steam, air, or gas, constructed and operating either as
a compound engine, or high-pressure engine, or--alternatively, as-a-compound

page_text: engine-and-high-pressure-engine, substantially as herein described and shewn by
the drawings on sheets 1, 2 and 3 herewith.
2. In an engine actuated by astean, air, or gas, an internal cylinder moving
endways within an external cylinder, so as to form the piston therefor, in com-
bination with a piston within such internal cylinder, such piston and the external
cylinder being connected together and having an endway movement opposite to
that of the internal cylinder, substantially as herein described and shewn by the
drawings herewith.
3. In an engine actuated by steam, air, or gas, the combination of an internal
cylinder and piston with an external cylinder, operating substantially as hercin
described, and shewn by the drawings on sheets 1 and 2 herewith.
4. In an-engine-netuated by steam, air, or gas, and having-an-internal-eylinder
and--piston-operating in-conjunction with--an-external-cylinder in the manner
hereinbefore described, exhausting the motive power from the internal-eylinder
into-ench-end-of-the external cylinder, alternately, substantially-as-herein-deseribed,
and-shewn-by-the-drawings-on-sheets-1-and-a-herewith.
5. In-an-engine actuated by steam, and having an internal cylinder-operating
in-the-manner-described, the steam-jacket K-K'-around-such-eylinder, substantially
s-herein-described-and-shewn by-the-drawings-berewith.
6. In an engine--actuated-by-steam, and having an internal cylinder-inoving
within-an-external-cylinder in the manner herein-deseribed,-moving-the-volume-of
steam, employed to steam jacket the internal cylinder, backwards and--forwards
within--the--external-cylinder, so--as to maintain such latter cylinder at a high
temperature, substantially-as--herein--deseribed--and--shewn--by the drawings on
cheet 9-herewith.
7. In an engine actuated by steam, air, or gas, and having an internal cylinder
and piston operating in conjunction with an external moving cylinder in the
manner described, the means by which the piston rod of the piston, and the valve
rod of the internal cylinder, are carried through the back.end of the internal and
external cylinders, that is to say, the combinations of tubes and packings therefor,
substantially as herein described and shewn by figure 4 of the drawings herowith.
8. In an engine-netuated by-steam, air, or gas, and having-an-internal-eylinder
operating substantially in the manner described, carrying the valve of sucb-eylinder
within-the-annular-space formed between such eylinder and the external-cylinder-in
which--it-moves, substantially-as-herein--described--and--shewn by the drawings
herewith:
9. The valve L, and steam and exhaust ports d' d' and dd, respectively, arranged
and operating substantially as and for the purpose herein described, and shewn by
figures 3, 4, and 5 of the drawings herewith.
10. The valve gearing substantially as described with reference, principally, to
the drawings on sheet 3 herewith, for the purpose of operating the valves of an
engine actuated by steam, air, or gas, and having an internal cylinder and piston
operating in combination with an external cylinder substantially in the manner
described
H The valve-gearing-substantially-as-deseribed with reference-to-the-drawings
on-sheet-9 herewith, for-the-purpose-of-operating the valves of an-engine-actuated
by steam, air-or-gas,-and or having a cylinder moving endways in combination
with a piston moving endways therein in the manner as described in my said
former-specifiention.
12. The gearing for operating the valve or valves of an oscillating engine in
which the cylinder or cylinders have an endway movement in addition to the
movement of the pistons within them, substantially as herein described and shewn
by the drawings on sheet 4 berewith.
13. Operating the valve of an oscillating engine in which a cylinder moves
endways in addition to the endway and opposite movement of the piston therein,
by means of a rod connected to a connecting rod between one of the cylinder

page_text: bearings or trunnions of such engine and the crank shaft, or connected to the
cylinder, and in the caso of a reversing engine, operating the valve alternatively by
means of one or other of these valve rods, substantially as herein described and
shewn (in the case of a compound engine) by the drawings on sheet 4 herewith...
Dad him ber mintl do of T..1.. 100%
STEPHEN WATKINS,
Wolverhampton,
Agent for the Applicant.

page_text: I SAMUEL ROBINSON of 16ª Ryder Street, West Bromwich in the County of
Stafford Engineer do hereby declare the nature of my invention for " IMPROVE-
MENTS IN ENGINES ACTUATED BY STEAM, AIR OR GAS, to be as follows:-
This invention has reference to engines of that description in which a cylinder
moves end-ways and in the opposite direction to the movement of the piston within
it, the purpose of such arrangement being to secure the advantage obtainable by
causing the steam, or other.motive agent, to be acting between two moving surfaces.
According to such an arrangement, the steam entering at one end of the cylinder
drives the piston in one direction, and acting against the inside of the cylinder end
drives such cylinder in the opposite direction, thus giving greater power than if
acting against a single piston in a fixed cylinder, because of acting over two areas,
and with the same volume of steam, or other motor, only, as if acting upon a single
piston in a fixed cylinder.
Now the object of the present invention is to extend the application of the
same principle by constructing the engine as a compound engine or high pressure
engine.
According to one modification of my invention I form the moving cylinder as
the piston of a second cylinder also arranged to move in an end way direction.
The moving interior cylinder is provided at each end with parts of enlarged
diameter formed to receive packings or rings so as to fit within the exterior moving
cylinder. A piston-rod fixed to one end of the interior cylinder passes out through
the corresponding end of the exterior cylinder where it is connected through the
medium of a cross-head (working in suitable slides) and connecting rods, or other
mechanism with the crank. The piston-rod from the piston of the interior cylinder
passes through the piston rod already described (which is of course made hollow
for the purpose) and is connected with a cross-head from which rods return and are
connected to the exterior cylinder so that the relative position of the interior
piston and the exterior cylinder always remains the same. Connecting rods may .
connect studs on the exterior cylinder with cranks upon the engine shaft, or any
convenient means for coupling up such exterior cylinder and a crank or cranks upon
the shaft may be employed.

page_text: With the arrangements just described the interior cylinder is used as the high
pressure cylinder and the exterior as the low pressure cylinder.
The interior cylinder may have a piston rod connected at its back end passing
out through the same end of the exterior cylinder so as to aid in supporting. the
weight of the interior cylinder; and the effective area of the ends of the interior
cylinder may be reduced as desired according to the diameter of the piston-rods
connected thereto and thus the exterior cylinder may, if desired, be used as the high
pressure cylinder and the interior as the low pressure cylinder.
The following is a convenient arrangement of chests, valves and gearing for
controlling the admission and exhaust of the steam (or other motor) to the
cylinders:—Two ports pass through the piston rod which is connected to the end
of the interior cylinder, one from the back end of such cylinder and the other from
the front end, and these ports communicate with a valve chest forming part of or
connected with the cross-head on such piston-rod. An exhaust port is also formed
in such steam chest, and an ordinary three-port slide valve therein regulates the
admission and discharge of the steam to and from each end of the cylinder,
alternately. The exhaust port is carried to a steam chest on the side of the
exterior cylinder, and in this latter steam chest is an ordinary three-port slide
valve controlling the admission and exhaust of the steam from the high pressure
cylinder to and from the exterior cylinder, by means of the ordinary ports. The
steam pipe to the chest of the high pressure cylinder is carried proferably along
through the port between the two chests, so that the exhaust steam from the high
pressure cylinder may act to some extent as a stean jacket to the steam pipe. The
steam pipe to the high pressure steam chest, and the exhaust pipe from the low
pressure 'steam chest, are of course connected up by suitable swivels and packings
to allow for the movement of the parts to which they are connected. The high
pressure valve is worked preferably at right angles to the stroke of the engine,. by
means of a short way-shaft carried upon the cross-head moving with its steam
chest, one end of such way-shaft having a short lever receiving motion from a link
connected with one of the connecting rods, and the other end of such way-shaft
having a lever connected with the valve spindle. The low pressure valve is
worked by means of a link attached to one of the connecting rods of the exterior
cylinder.
The cranks for receiving motion from the exterior cylinder and interior piston
are set at about an angle of 156 degrees from the cranks receiving motion from the
interior cylinder.
The two cylinders, moving in the main in opposite directions to one another,
give a better balance in the working of the engine than when a single cylinder
only is moving in the opposite direction to a single piston. The exterior cylinder
also acts to a certain extent as a steam jacket to the interior cylinder and in order
to prevent any condensation of the steam in the interior cylinder steam may be
admitted by. a jet or otherwise to the space between the two cylinders.
It will be evident that the modification of engine, hereinbefore described can be
adapted as a high pressure engine by admitting high pressure steam to both
cylinders instead of the exhaust steam from one cylinder being used to work the
other cylinder, the valves being of course modified accordingly.
The engine above described may also be used as an oscillating engine by
mounting the exterior cylinder with trunnions which slide in suitable slides. The
piston rod which is connected to one end of the interior cylinder is connected to
the crank of the main shaft in the ordinary or any convenient manner, and in
_addition thereto connecting rods pass from the trunnions to cranks on the same
shaft. In this case of course modifications will be required in the valve gearing.
According to another modification of my invention I compound engines of the
kind herein referred to (that is to say, engines in which a cylinder moves endways
and in the opposite direction to the movement of the piston within it) by employing
two of such cylinders and pistons side by side or end to end one of such cylinders

page_text: being used as the high pressure engine and the other as the low pressure engine.
In this case also modifications will be required in the valve gearing.
The gearing for working the valve of an oscillating engine made according to
either of the modifications is preferably arranged in the following special manner :-
A way-shaft is carried upon the valve, chest in a convenient position so that a
lever projecting therefrom may be connected with the valve spindle. A handle
projects also from this way-shaft by which to handle the valve. A second lever is
carried upon this way-shaft, and has, at its outer end, a stud projecting preferably
on each side thereof. Two links each having a gab on one end to fit down over
the stud aforesaid, one on either side of the lever carrying such stud, are connected-
at their other ends, one to a stud at the side of the cylinder, on the crank shaft
side of the oscillating centre thereof, and the other to a stud on the side of one of
the connecting rods, respectively. A lever is carried upon a pin fixed to the lever
which has the stud projecting at its end, and the former of these levers terminates
in one direction in a handle and is carried for a short distance beyond the fulcrum
in the opposite direction. Links are carried from this lever, one on either side of
the fulcrum thereof, to one of each of the links having the gab ends thereon,
respectively. When this lever is held in its mid-position both the gab ends are
held out of gear with the stud and the valve may be handled by the first-described
handle. If the second-described handle is moved in one direction from its mid-
position, one of the gab ends is brought into gear with the stud over which it is
made to fit, and the engine is driven in one direction of revolution; and when this
handle is moved in the opposite direction this gab end is raised from off the stud
and the other gab end is brought into gear with the stud, the engine being then
driven in the opposite direction of revolution.
This valve gearing dispenses with the use of eccentrics and the. consequent
friction and wear and tear arising therefrom, and has the advantage of acting very
quickly in opening and closing the valve, and effects these oporations in the most
advantageous position of the engine's stroke,
J. C. MEWBURN,
Agent for Stephen Watkins,
Wolverhampton,
Agent for the Applicant.

page_text: Improvements in Engines Actuated by Steam, Air, or Gas.
I, SAMUEL ROBINSON, of 16ª Ryder Street, West Bromwich in the County of
Stafford, Engineer do hereby declare the nature of my invention for IMPROVE-
MENTS IN ENGINES ACTUATED BY STEAM, AIR OR GAS and in what. manner the
same is to be performed, to be particularly described and ascertained in and by
the following statement, reference being had to the accompanying drawings and
the letters of reference marked thereon (that is to say):-
"
This invention relates to improvements in the class of engines in which a
cylinder moves endways and in the opposito direction to the movement of the
piston within it, and which is described in the specification of an invention for
Improvements in engines to be worked by steam, air or gas," for which Letters
Patent were granted to me bearing date the 21st day of December 1880, and
numbered 5347. According to the arrangement described in such Specification,
the steam (or other motor), entering at one end of the cylinder, drives the piston
in one direction, and acting against the inside of the cylinder end drives such
cylinder in the opposite direction, thus giving greater power than if acting against
a single piston in a fixed cylinder, as it is acting upon two oppositely moving
areas.
Now, the chief object of the present invention is to extend the application of
the same principle, by constructing the engine to work as a compound engine,
and also, preferably, so that it may be worked, alternatively, as a high-pressure
engine.
A further object of this invention is to devise a valve gear for an engine of the
class referred to as described in the said former specification when the same is
constructed as an oscillating engine.
Other objects are also attained by this invention as will be hereinafter shewn.
The chief object of this invention is effected in the manner shewn by the figures
on sheets 1, 2, and 3 herewith, which are taken from a working model. The
drawings on sheet 1 are to half size of the model, and the drawings on sheets 2
and 3 are drawn to the full size.
Similar letters of reference occurring upon two or more of the views on these
sheets indicate corresponding parta.
Figure 1 is a plan of an engine constructed according to my present invention,
and is shewn as mounted within the frame of a locomotive, though it is of course
applicable generally for any purpose for which an engine is required. Figure 2 is
a side elevation of figure 1, with the outside frame and two of the wheels
removed.
A is the motive-power cylinder, capable of an endway motion in slides B B.
CC are blocks projecting from the sides of the cylinder and fitting within the
slides B B so as to be capable of sliding end ways therein. a a etc. are rods fixed

page_text: to snugs on the front end of the cylinder A, and also to the cross-heads b.b
connected by means of cross-head pins or gudgeons with blocks capable of an
endway movement in slide bars cc c¹ c². D is a driving axle, having the
wheels D' D' keyed on the ends thereof, and having cranks C' C¹ set to throw
together. B B are connecting rods connecting the cross-heads with the
cranks C C¹.
Figure 3 is a transverse section through the centre of the cylinder A, and figure 4
is a longitudinal section on line xx of figure 3. In this section, howover, the
valve for the cylinder A¹ and the spindle and connections therefrom are shewn, for
convenience, as if the section were taken, in reference to these parts, on the
vertical centre. Figure 6 is a plan of the steam chest J¹, with the lid and valvo
removed.
A¹ is a cylinder closed in with lids O O, and capable of moving endways within
the cylinder A, and acts as the piston theroto. This cylinder is of a considerably
less internal diameter than the cylinder A, but the flanges at the ends thereof and
the lids fit within the cylinder A and are provided with piston rings pp. A section
through the centre of the cylinder A¹ is shewn by figure 3, for convenience of
illustration, as though such cylinder were in its mid position with the cylinder A.
FFare piston rods passing from the front end of the cylinder A', through packing
boxes in the front end of the cylinder A. These rods are fixed at their outer ends
to the cross-head F' which is connected by incans of a cross-head pin or gudgeon
with slide blocks capable of moving endways in the slide bars c¹ c. These slide
bars are of sufficient width to allow of the two sets of slide blocks sliding therein
to pass one another. Gis a crank in the middle of the axle D, and this crank is
set at an angle of about 150 degrees with the cranks C¹ C G' is a connecting
rod connecting the cross-head F with the crank G. E is a piston within the
cylinder A, and E' is a piston rod therefrom passing out at the back end of the
cylinder A¹ and also of the cylinder A. H is a hollow piston rod passing out from
the back end of the cylinder A', through a packing box in the back end of the
cylinder A. The piston rod E¹ passes through this hollow piston rod H, and out
through a packing box H' on the end thereof, and thus no packing is required in.
the back end of the cylinder A¹ for the passage of the rod E¹ therethrough. The
piston rod E' is connected at its outer end to a cross-head h which is itself connected
by means of rods h¹ h¹ to the back end of the cylinder A, and thus the piston E is
connected to the cylinder A and moves exactly therewith. The back axle V is
cranked, as shewn, to allow clearance for the cross-head h. J is an ordinary three-
port slide valve within the steam chest J'. a' a' are the ordinary ports from the
chest J to the ends of the cylinder A, and b¹ is the ordinary exhaust port for the
cylinder A. An annular space K K is left between the exterior of the cylinder A'
and the interior surface of the cylinder A, for the whole distance between the
flanges of the cylinder A¹, and this space forms a steam jacket around the
cylinder A', and the part K¹ of such jacket acts as a valve chest to the cylinder A':
L is a slide valve having a port L₁ in its under face, as shewn. Figure 5 is a
detached plan of the cylinder A¹ and valve L. A valve face is formed upon the
cylinder A', as shewn, and d d are ports therefrom out through the front and back
end of the cylinder A', respectively, so as to communicate between such valve
face and the opposite ends of the cylinder A; and d¹ d' are steam ports corre-
sponding to the ports & d, but pass into the ends of the interior of the cylinder A',
instead of passing out through the ends. Referring to figure 5, in which these
ports are shewn by broken lines only, it will be seen that the ports d' are on one
side of the longitudinal centre of the valve face, and the ports d d on the other side,
and that the part of the valve L working over the ports dd is broader than the
part of the valve working over the ports d' d. The valve may thus uncover each
of the ports d' d', alternately, without uncovering the ports d d.
M is a steam pipe communicating by means of a passage M' with the steam
chest J', and also with the steam jacket K K' around the cylinder A'; and N is an

page_text: exhaust pipe with which the exhaust port 6' communicates through the medium of
the passage N¹. The steam passage is contracted in width as it enters the steam
jacket K K (see figure 4) so that the ends of the cylinder A¹ will not pass over it
in working.
The engine may be worked alternatively as a high-pressure engine or as a
compound engine.
For the sake of convenience I will describe the operation of the cylinders, piston,
and valves, first, when the engine is working bigh pressure.
The valves J and L are shewn in their approximate position due to the relative
position of the cylinders A' and A. The cylinder A is in its backward position, as
will be seen on reference to figures 1 and 2, but the cylinder A' is not in its oxtreme
forward position, because the crank G is not exactly opposite to the cranks C¹ C³,
and therefore the forward end of the cylinder A¹ will come slightly nearer to
the inner front end of the cylinder A as the cylinder A' completes its forward
stroke. At this point (that is when the front end of the cylinder A¹³ and the front
end of the cylinder A are nearest to one another) the valve J will commence to
open and admit steam through one of the passages a¹ into the front end of the
cylinder A, driving such cylinder forwards in the direction indicated by the
arrow 9, and driving the cylinder A¹ back wards in the direction of the arrow g'.
The steam from the other end of the cylinder A will exhaust through the other
passage a', and through the hollow of the valve J, into the port b¹, thence through
the passage N' into the exhaust pipe N, and thence into the atmosphere or
condenser, as the case may be. Simultaneously with this operation of the valve J,
the valve L will admit steam through one of the passages d' into the back end of
the cylinder A³, driving the piston E in the direction of the arrow g, and
driving the cylinder A¹ in the direction of the arrow g¹. The steam at the other
end of the cylinder A' exhausts through the other passage d' into the hollow L¹ of
the valve L, and thence across the valve face into the passage d opposite such last
mentioned passage d', and thence into the front end of the cylinder A, where it
joins the steam flowing from the boiler into such end of the cylinder A. There is
thus, of course, an equilibrium of pressure, or practically so, in the front end of the
cylinder A and in the front end of the cylinder A, during the stroke of such
cylinders in the directions described. Upon a reversal of the strokes of the
cylinders and piston, respectively, the reverse action of the valves takes place, and
the steam enters from the chest J' into the back end of the cylinder A, and from
the steam jacket K K' into the front end of the cylinder A³, and the steam from
the back end of the cylinder A' is practically in equilibrium with, and exhausts
into, the steam flowing from the boiler into the back end of the cylinder A.
I will now describe the operation of the cylinders, piston, and valves, when the
engine is working compound.
The steam is admitted to the cylinder A¹ exactly as when the engine is working
high pressure, and the exhaust from the cylinder A' expands into the opposite ends of
the cylinder A, alternately, and after the completion of a stroke during which such
expansion acts, the expanded steam is exhausted through one of the ports a¹ into the
port b', and thence through the passage N' into the exhaust pipe N, and thence
into the atmosphere or condenser. In this case the stroke of the valve J is
reduced, so that though the ports a¹ a¹ are, alternately, placed in communication
with the port b¹, they are not placed in communication with the steam chest J¹,
and thus no steam is admitted to the cylinder A except the expanding steam from
the cylinder A¹.
On referring to figures 1 and 2, it will be scen that the movement of the
cylinder A and piston E (which have been described as connected together)
operates the two connecting rods B¹ B³, and gives motion to the driving axle D
through the medium of the cranks C¹ C¹; and, also, that the movement of the
interior cylinder A¹ operates the connecting rod G¹, and thus gives motion to the
driving axle D through the medium of the crank G.

page_text: I will now describe the means by which the valves J and L are operated. i is
the spindle for the valve J, and is carried forwards through a guide 0¹ (see figures 1
and 2) which is fixed to the upper pair of rods a a and moves therefore with the
cylinder A. is the spindle for the valve L, and j is a tube fixed into the back
end of the cylinder A' and passing out through a packing at the back end of the
cylinder A. P is a cross-head capable of sliding longitudinally within guides pl pl
on the packing box H¹. This packing-box slides upon the rods h¹ h', by which it
is steadied. The tube ; passes through a packing box k in the cross-head P,
and clearance is formed in the cross-head to allow for longitudinal movement of
such cross-head along the tube j. The spindle is screwed into a nut q¹ at the
back of an angle-piece which is fixed to the back of the valve L, and the spindle i¹
passes through the tube j, and its back end is screwed through a plate k¹ which is
fixed to the back end of the cross-head P. By means of this screwed plate k¹ any
desired adjustment of the valve L, in relation to the cross-head P, may be given,
as the screwed plate may be disconnected from the cross-head and screwed upon
the valve spindle i, inwards or outwards, to give the desired adjustment, and.is
then fixed again to the cross-head P by means of the screws shown (see figure 4)
or in any convenient manner. Ris a rod connected to an arm P' of the cross-head P,
and passes through a guide R¹ (figures 1 and 2) near the back end of the cylinder A,
and also through the guide O¹.
Referring to the drawings on sheet 3 herewith, figure 8 is a side elevation of the
gearing for actuating the valve L. Figure 9 is a plan thereof; and figure 10 is an
edge view of the standard and link hereinafter described. The parts in these views
which correspond to tlie parts on sheets 1 and 2 are similarly lettered; thus:—
R is the rod from the cross-head P of the valve spindle . F F are the rods
from the front end of the cylinder A¹. G₁ is the middle connecting-rod, and F¹
the cross-head to which it is connected. The parts corresponding to those shown
on sheets 1 and 2 are represented as in the same relative position. S is an arm
upon the connecting rod G¹. T is a standard fixed to the upper rod F by means
of a cotter l, or any convenient means. U is a slotted link carried upon a stud
projecting from the face of the standard T. S' is a plain link connecting the top
end of the arm S with the slotted link U, so that as the arm S vibrates, with the
vibration of the rod G', the slotted link U will be vibrated by means of the plain
link S. UU' are a pair of plain links connecting a cross-hend T¹ upon the end
of the valve rod R with a slider in the slotted link U, so that as the slotted link U
is vibrated, the rod R, and consequently the valve spindle (sheets 1 and 2) is
moved longitudinally, and the valve L thereby actuated. m is a reversing lever
by which, through the medium of the rod m¹, the links U¹ U₁ are raised and
lowered so as to raise and lower the slider within the slotted link U. The lever m
is carried upon a stud n projecting from the upper end of the standard T. The
upper part of the standard T is shewn broken in its height, and so is also the
rod m, as the stud n should be higher than shewn, so that the lever m may clear
the link U as it vibrates in working. n³ is a quadrant, having notches in the edge
thereof, by which the lever m is held in any desired position. The action of the
valve is reversed by moving the slider from one end of the slotted link U to the
other end.
The reversing lever is shewn, for convenience, in the position indicated. In a
locomotive it would of course be placed in the most convenient position for the
driver.
A similar arrangement of valve gearing to that just described may be employed
for actuating the valve J, in which case, of course, the reduced stroke of the
valve, necessary when the engine is working compound, is readily provided for
by moving the slider towards the centre of the link U.
If it is not desired to reverse the engine, the gearing may of course be considerably
simplified, specially in the case of the high pressure valve, as will be readily
understood.

page_text: In einploying this gearing for the valve J, a slotted link is operated from an arm
upon one of the outer connecting rods, preferably the rod B, and the standard T is
carried from the upper rod a adjacent to such connecting rod.
The gearing illustrated upon sheet 3 is omitted from figures 1 and 2, for the
sake of avoiding unnecessary complication.
The engine may be started to work high pressure in both cylinders, if desired,
and then altered to work compound as soon as the sufficient speed has been
attained.
The steam and exhaust pipes connected with the steam chest J are jointed to
allow of the movement of the cylinder. Referring to the steam branch M 1
(figure 3), it will be seen that it is connected by means of a packing forming a
Bwivel joint with a vertical steam pipe M³. The upper end of this pipe M³ is
shewn in section at figure 7, where it is connected with a pipe M by means of a
packing which allows of the pipe M² sliding somewhat along the pipe M³. The
upper end of the pipe M³ is connected with a fixed pipe M by means of a packing 1
forming a swivel joint, and thus the swivelling and endway movement resulting
from the vibration of the pipe M³ is allowed for. The pipe M' is held securely
against the tendency of the steam pressure to force up the pipe M³. The exhaust
branch N may be similarly connected up, or either or both of the branches may be
connected by means of a plain horizontal pipe sliding through a packing on the 2
end of a fixed pipe..
The steam jacket K K maintains the cylinder A' at a high temperature, and
prevents to a very large extent the condensation of steam therein; and the ends of
this cylinder, being within the cylinder A, are also maintained at a high temperature;
and, as the jacket is carried backwards and forwards for the whole length of the
cylinder A, the steam within such jacket maintains the cylinder A at a high
temperature.
The steam chest J' is shewn to be at an angle with the vertical line, in cross
section, for convenience of arranging the centres of the valve rods and gearing;
but the chest may of course be placed on the vertical centro, if preferred, in which
case the arrangement of the gearing must be modified accordingly.
The two cylinders of the engine above described moving, in the main, in
opposite directions to one another, give a better balance in the working of the
engine than when a single cylinder only is moving in the opposite direction to a
single piston as described in my said former specification.
The valve gearing above described dispenses with the use of eccentrics, and the
consequent friction and wear and tear arising therefrom, and has the advantage of
acting very quickly in opening and closing the valves, and effects these operations
in the most advantageous position of the stroke.
An engine constructed and operating in the manner before described is very
compact, is economical in working, and distributes the power advantageously upon
the crank shaft.
A similar gearing to that above-described may be employed to actuate the valvo
of an engine having an endway moving cylinder in combination with a piston
moving therein in an opposite direction, as described in my said former specification,
the parts of the engine being, of course, in such case suitably arranged therefor.
That part of my invention relating to the valve gear of an engine of the class
referred to as described in the said former specification, when the same is con-
structed to work as an oscillating engine, is illustrated on sheet 4 of the drawings
herewith, of which figure 11 is a front elevation, and figure 12 a side clevation of
a pair of compound oscillating engines with inverted cylinders. These views shew,
also, a method of compounding engines of the kind referred to as described in my
said former specification.
Similar letters of reference occurring upon these views indicate corresponding

page_text: A is a high-pressure cylinder, and A' a low-pressure cylinder. These cylinders
are formed in one piece or are, bolted together, and are carried by bearings or
trunnions B B capable of turning or oscillating in slide blocks one of which is
shewn at C figure 12, working in slide bars C' C', so that the cylinders A and A¹
may not only oscillate, but may also move in a vertical direction with the slide
blocks C. B' B' are a pair of connecting rods connecting the bearings B B with
cranks on the crank shaft D set to throw together, and E E' are piston rods from
the pistons within the cylinders A and A', respectively, and are coupled to cranks
on the crank shaft set to throw together, and preferably at an angle of about 150
degrees from the cranks to which the rods B' B' are coupled. The flow of steam
to and from the cylinders is controlled by ordinary three port slide valves, and
each of such valves is operated by means of gearing as illustrated in its special
application to the valve of the cylinder A', according to which application a is the
valve spindle, ba link connecting the spindle a with a lever c upon a rocking
shaft d carried in brackets F F fixed to the valve chest lid. e is a lever fixed to
the rocking shaft d, and f is a rod connecting a stud on the side of the left-hand
connecting rod B₁ (figure 11) with a stud g projecting on one side of the bottom
end of the lever e. The lever e is thus operated by the vibration of the connecting
rod B. is a corresponding rod to f, but is connected at its inner end with a stud
projecting from a snug q on the end of the cylinder A. and jare rods connecting
the rods and with levers and l, respectively. These levers are fixed to a
spindle m carried in the lever e. nis a handle-lever upon the spindlo m, and by
means of this lever the rod may be lifted off the stud g, when desired, and the
valve moved by a handle o on the rocking shaft d. The rod h may then be lowered,
by means of the handle n, into gear with the stud g', which is a continuation of
the stud g projecting on the opposite side of the lever e, that is on the side at which
the rod h is situated. By these means the action of the valvo is reversed for tho
reversal of the engine. is a notched quadrant, by which the handle m is fixed
in its desired position. The handle n, and quadrant p, are omitted in figure 11, to
avoid unnecessary complication in the drawing. The quadrant p is fixed to the
lever e.
The steam and exhaust pipes may be fixed in an analogous manner to the pipes
illustrated on sheets 1 and 2. One method of fixing the pipes is illustrated by
broken lines figure 12, in its application to the exhaust pipes from the low
pressure cylinder. In this arrangement, a branch projects from the cylinder
casting, and M, M³, and M* correspond, respectively, to the parts similarly
lettered figures 3 and 7, and are similarly connected, the part M² being swivelled
to the branch on the cylinder casting. The pipes may be connected with trunnions,
if preferred.
I have illustrated the engine last described as a compound engine, but an engine
with only one moving cylinder and piston, constructed in the manner referred to
as described in my said former specification, may be worked in the same manner,
as an oscillating engine.
The compound engine described with reference to the figures on sheet 4 of the
drawings herewith, may be formed also to work otherwise than as an oscillating
engino, that is to say, the piston and cylinders may each move in a straight line
only as in the case of the engine referred to as described in my said former
specification.
I have described my improvements, in their application to a steam engine, but
they are applicable also to engines worked by air, or other gas under pressure.
、
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. An engine actuated by steam; air, or gas, constructed and operating either as
5 a compound engine, or high-pressure engine, or, alternatively, as a compound engine
"

page_text: and high pressure engine, substantially as herein described and shewn by the
drawings on sheets 1, 2 and 3 herewith.
2. In an engine actuated by steam, air, or gas, an internal cylinder moving
endways within an external cylinder, so as to form the piston therefor, in com-
bination with a piston within such internal cylinder, such piston and the external
cylinder being connected together and having an endway movement opposite to
that of the internal cylinder, substantially as herein described and shewn by the
drawings herewith.
3. In an engine actuated by steam, air, or gas, the combination of an internal
cylinder and piston with an external cylinder, operating substantially as herein
described, and shewn by the drawings on sheets 1 and 2 herewith.
4. In an engine actuated by steam, air, or gas, and having an internal cylinder
and piston operating in conjunction with an external cylinder in the manner
herein before described, exhausting the motive power from the internal cylinder
into each end of the external cylinder, alternately, substantially as herein described,
and shewn by the drawings on sheets 1 and 2 herewith.
5. In an engine actuated by steam, and having an internal cylinder operating
in the manner described, the steam jacket K K' around such cylinder, substantially
as herein described and shewn by the drawings herewith:
6. In an engine actuated by steam, and having an internal cylinder moving
within an external cylinder in the manner herein described, moving the volume of
steam, employed to steam-jacket the internal cylinder, backwards and forwards
within the external cylinder, so as to maintain such latter cylinder at a high
temperature, substantially as herein described and shown by the drawings on
sheet 2 herewith.
I
7. In an engine actuated by steam, air, or gas, and having an internal cylinder
and piston operating in conjunction with an external cylinder in the manner
described, the ineans by which the piston rod of the piston, and the valve rod of
the internal cylinder, are carried through the back end of the internal and external
cylinders, that is to say, the combinations of tubes and packings therefor, sub-
stantially as herein described and shown by figure 4 of the drawings herewith.
8. In an engine actuated by steam, air, or gas, and having an internal cylinder
operating substantially in the manner described, carrying the valve of such cylinder
within the annular space formed between such cylinder and the external cylinder in
which it moves, substantially as herein described and shewn by the drawings
herewith.
9. The valve L, and steam and exhaust ports d' d' and dd, respectively, arranged
and operating substantially as and for the purpose herein described, and shewn by
'figures 3, 4, and 5 of the drawings herewith.
10. The valve gearing substantially as described with reference, principally, to
the drawings on sheet 3 herewith, for the purpose of operating the valves of an
engine actuated by steam, air, or gas, and having an internal cylinder and piston
operating in combination with an external cylinder substantially in the manner
described.
11. The valve gearing substantially as described with reference to the drawings
on sheet 3 herewith, for the purpose of operating the valves of an engine actuated
by steam, air, or gas, and having a cylinder moving endways in combination with
a piston moving endways therein in the manner as described in my said former
specification.
12. The gearing for operating the valve or valves of an oscillating engine in
which the cylinder or cylinders have an endway movement in addition to the
movement of the pistons within them, substantially as herein described and shewn
by the drawings on sheet 4 herewith.
13. Operating the valve of an oscillating engine in which a cylinder moves
endways in addition to the endway and opposite movement of the piston therein,

page_text: by means of a rod connected to a connecting rod between one of the cylinder
bearings or trunnions of such engine and the crank shaft, or connected to the
cylinder, and in the case of a reversing engine, operating the valve alternatively by
means of one or other of these valve rods, substantially as herein described and
5 shewn (in the case of a compound engine) by the drawings on sheet
Tal 100%
herewith.