IMPROVEMENTS IN THE VALVE GEAR OF MOTIVE-POWER ENGINES, AND IN APPARATUS OR APPLIANCES TO BE USED THEREWITH
Year: 1877

page_text: LETTERS PATENT to Alfred Collmann, of Vienna, in the Empire of Austria,
Civil Engineer, for the Invention of "IMPROVEMENTS IN THE VALVE GEAR OF
MOTIVE-POWER ENGINES, AND IN APPARATUS OR APPLIANCES TO BE USED
THEREWITH."
Sealed the 24th July 1877, and dated the 22nd March 1877.
PROVISIONAL SPECIFICATION left by the said Alfred Collmann at the Office
of the Commissioners of Patents on the 22nd March 1877.
<IM-
ALFRED COLLMANN, of Vienna, in the Empire of Austria, Civil Engineer.
PROVEMENTS IN THE VALVE GEAR OF MOTIVE-POWER ENGINES, AND IN APPARATUS
OR APPLIANCES TO BE USED THEREWITII,"
The Invention has for its object,-
(a.) To so construct and arrange gear for operating the valves of elastic fluid
engines that the opening and closing of the exhaust valve shall be constant, and
that the opening and closing of the admission valve shall allow of the elastic
fluid acting during from one-tenth to one-eightieth of the stroke, as occasion may
require.
(6.) To so construct a double seat valve that such valve shall be tight when
closed, irrespective of expansion of the said valve and its seatings.
And (c.) To so connect a governor to valve gear as to ensure immediate closing
of the elastic fluid admission valve or valves when necessary, as in case of a
break down.
First. I construct gear for operating the admission and exhaust valves of elastic
fluid engines with a duplex or compound joint or connection between the prime
mover of the said gear and the admission valves, and so operate the said gear that
one part thereof acts to regularly open and close the exhaust and admission valves,
while another part regularly acis on the duplex or compound joint or connection so
as to increase the speed of opening and closing the admission valve. The governor
of the engine is also arranged to act on the duplex or compound joint or connection
so as to vary the motion of the admission valves according to the requirements of the
engine.

page_text: Second. In a valve with double seatings one above the other I construct the said
upper and lower bearing surfaces cone-shaped or bevelled in opposite directions in
such manner that the line of coning or bevelling of the upper bearing is a continua-
tion of the line of coning or bevelling of the lower bearing, or, in other words, that
the apexes
of the cones meet in the centre of the valve.
Third. In connecting the governor with cut-off gear in such manner by means of
a catch or thumb piece that should the engine race or the governor gearing break
down the catch or thumb piece will release the cut-off gearing from the governor,
and allow the admission valves to close.
DESCRIPTION OF THE DRAWINGS.
Fig. 1 is an elevation partly in section illustrative of the first and second parts of
my Invention.
Under the first part a is a duplex or compound joint connecting the admission
valve stem b with the operating levers c.
Under the second part the seatings d, e, of the emission valve are coned, so as to
intersect at f.
Fig. 2 is an elevation partly in section illustrative of the third part of my In-
vention. Here the lever g is formed in two parts connected by the thumb or catch
piece h, held in position by the guide i. If the engine races, the stem j is freed from
the guide i, and the two parts of the lever g become separated, and the steam
admission valve closes.
It will be obvious that various modifications can be made without departing from
my Invention.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Alfred Collmann in the Great Seal Patent Office on the 20th Sep-
tember 1877.
*IM-
ALFRED COLLMANN, of Vienna, in the Empire of Austria, Civil Engineer.
PROVEMENTS IN THE VALVE GEAR OF MOTIVE-POWER ENGINES, AND IN APPARATUS
OR APPLIANCES TO BE USED THEREWITH."
The Invention has for its object,-
(4.) To so construct and arrange gear for operating the valves of elastic fluid
engines that the opening and closing of the exhaust valve shall be constant, and
that the opening and closing of the admission valve shall allow of the clastic
fluid acting during from nine-tenths to one-eighth of the stroke, as occasion may
require.
(b) To so construct a double seat valve that such valve shall be tight when
closed, irrespective of expansion of the said valve and its seatings.
And (c.) To so connect a governor to valve gear as to ensure immediate closing
of the elastic fluid admission valve or valves when necessary, as in case of a
break down.
First. I construct gear for operating the admission and exhaust valvos of clastic
fluid engines with a duplex or compound joint or connection between the prime
mover of the said gear and the admission valves, and so operate the said gear that
one part thereof acts to regularly open and close the exhaust and admission valves,
while another part regularly acts on the duplex or compound joint or connection so
as to increase the speed of opening and closing the admission valve. The governor
of the engine is also arranged to act on the duplex or compound joint or connection
so as to vary the motion of the admission valves according to the requirements of the
engine.
Second. In a valve with double seatings one above the other I construct the said

page_text: upper and lower bearing surfaces cone-shaped or bevelled in opposite directions in
such manner that the line of coming or bevelling of the upper bearing is a continua-
tion of the line of coning or bevelling of the lower bearing, or, in other words, that
the apexes of the cones meet in the centre of the valve.
Third. In connecting the governor with cut-off gear in such manner by means of
a catch or thumb piece that should the engine race or the governor gearing break
down, the catch or thumb piece will release the cut-off gearing from the governor,
and allow the admission valves to close.
First Part. The steam admission valves, as above described, are caused to operate
by means of the combination of two motions, one of which is constant whilst the
other is variable. It is therefore evident that the opening and closing of these
valves will vary in accordance with the variation of the changeable motion. Valve
gears so constructed are capable of cutting off steam at from 100 to %10 of the
stroke. The exhaust valves are operated in any convenient way.
Gear constructed in accordance with this Invention may also be adapted to
engines of any description at present in use.
The main feature of construction divides the designs in two groups, viz.:--
I. Gears in which the two above-named motions are derived from the action of
one eccentric, or crank, or the like, and the rod connected therewith.
11. Gears in which the two motions are derived from two separate eccentrics,
cranks, or the like.
The following examples will illustrate the application of my Patent mech-
anism:
DESCRIPTION OF DRAWINGS REFERRING TO GROUP I.
Sheet I., Fig. 1, is an elevation, partly in section, with a plan view of the engine
on a reduced scale.
B, B, is a shaft parallel to the axis of the cylinder, and is formed with two
cranks A, A, for operating the gear at each end of the cylinder; A, C, connecting
rod put in motion by crank A moving in the direction of the arrow; e, D, F, lever
working on centre D to provide F with a constant motion, which is transferred by
means of the knee lever F, G, H, to the joint H, connected to a slide working the
steam valve Q. Slide L operates a joint G by means of the rod L, T, G, giving the
second motion to H. The governor influences by means of the shaft E the lever
E, N, and the rod N, T. The position of the slide L varies the amount of the second
motion, or determines the degree of cut off. As shown, the exhaust valve Pis
operated by the part I of the lever c, D, F.
It will be seen that the resulting motion given to H by the combination of the
two motions named above gives the slide connected with the joint E a determined
movement, which raises and lowers the steam valve for all degrees of cut off.
The knee lever can be replaced by the flat thumb R, Sheet I., Fig. 2, working
between the two rollers S and T.
Sheet II., Fig. 1, gives an arrangement of knee lever where the topmost joint H
is fixed to the valve rod, and one of the rods is made of two pieces sliding in each
other, so as to secure free movement to the gear after the valve is closed. The valve
when opened rests on the broad circular surfaces p, q.
The diagrams n, Sheet II., illustrate the action of the steam valve, when cutting
off steam at 10: 3/10 /10, and 10 of the stroke a, b, represents the stroke of the
engine: a, e, c. b, give the necessary pitches of the valve to prevent any wire draw-
ing of the steam for a piston speed of 6 feet per second; whilst the curves a. d, e,
show the pitch of valve resulting from the action of the gear for the above-named
degrees of cut off.
Diagram m illustrates the constant action of the exhaust valve in a similar way.
The usually used double seat valves, as well as all the cocks and stop valves for
the engine and steam pipes, are constructed under the second part of my Invention,
and are on that account free from the faults connected with the unequal expansion
of their parts, namely, the sticking fast or getting leaky.

page_text: It is well known, firstly, that cones do not alter their angles during expansion or
contraction; secondly, that two cones rigidly connected by their tips would, on
account of the first reason, remain perfectly coincident, however differently they
expand or contract. I therefore construct double scat valve, as shown in Sheot II.,
Fig. 2 and 4, with the cone tips all concentrated in one point of the axis, inde-
pendent where that point is placed in the axes.
Fig. 3 (of the same Sheet) show cocks constructed in accordance with these prin-
ciples. The cone tip is placed in the plan of the washer, rigidly connecting the cock
with its casing. By stop valves the tip of the cone forming the valve scat must be
placed in the middle of the nut of the spindle actuating the valve. These double
seat valves have been now extensively us by engines supplied with my improved
gear, and have given the most satisfactory results.
Cocks and stop valves constructed in accordance with this improved method
have been found to be vastly superior to the ordinary designs, as they never set fast
or get leaky.
Sheet II., Fig. 5, shows an engine operated in a similar manner to that illustrated,
in Sheet I., except that the exhaust valve is placed beneath the cylinder.
Sheet II., Fig. 6, illustrates a gear suitable for beam engines.
Sheet V., Figs. 6, 8, and 9, represents an end view plan and elevation, in smaller
scale, of an engine fitted with my gear where exhaust valves beneath the cylinder
are worked by cams.
Instead of the knee lever shown in Fig. 6, Sheet V., a third improved way of con-
structing the mechanism for combining the two named motions can be adopted.
On the lever F, Fig. 10, Sheet V., a sliding surface is provided, on which a slide L
rests. The latter is connected with a single rod L, I, to the joint H actuating the
steam valve. The second motion is obtained by a rod L, L, transferring the variable
motion of L to L, and pushing the slide L out of its centre position. The single
rod L, H, can either, as shown, be made out of two pieces sliding in each other, or
the topmost joint can be attached to a slide moving on the valve rod.
Sheet V., Figs. 1, 2, 3, and 4, show my improved gear adapted to suit the usual
type of slide valve engines. The slide valve is operated in the usual way, but the
steam ports leading to the valve chest are closed by a double seat valve, operated by
my gear as shown. The crank A revolves twice during one revolution of the
engine, thereby opening the double seat valve once at the beginning of each stroke.
The cut off is controlled, as shown, by the governor influencing the slide L of the
gear.
DESCRIPTION OF DRAWINGS REFERRING TO GROUP II.
Sheet III. of the Drawings illustrates my improved gear for reversing engines,
and shows an elevation of the engine in a smaller scale.
On the crank shaft two eccentrics W and V are placed symmetrically to the
crank N. Eccentric V gives, through the rod V, A, the slide e, the rod e, E, and the
rocking levers E, 0, and O, F, to the joint F a constant motion. By means of
the rods F, G, and G, H, this motion is transferred to the joint H, working the
steam valve Q. At the same time the eccentric W operates, through the rod W, B,
the slide D, the rod D, K, and the rocking levers K, O. and O, M, on the slide L. so
as to give the second or variable motion to the joint H through the rod L. G, and
the latter is varied in its size by the position of the slide L, which is determined
by means of the rod L, N. The lever N, S, and the shaft S operates by hand or
governor.
When it is desired to reverse the engine the position of the two slides C and D
are changed by means of the shaft Z and the levers Z, X, and Z, Y, which forces
them to slide to the other ends of the slots; the action of the two eccentrics are
thereby reversed, and the engine revolves in the opposite direction.
Sheet IV., Figs. 3 and 4, show a similar arrangement operating in the same way
as described for the type in Sheet III. The same letters denote the same parts.

page_text: Sheet IV., Fig. 1, illustrates the application of my gear to the Corliss type of
engine. The steam and exhaust valves are opened against the pressure of the flat
springs p, o, and r, g. The closing of the valve is effected by the gear, and no
dropping of the valve takes place, thereby doing away with buffers and the like.
Sheet IV., Fig. 2, illustrates a vertical engine provided with my gear. The two
motions are taken from one eccentric, but in different directions. The exhaust
valves are worked by a lever from the shaft o, and are actuated behind the
cylinder.
It will be seen that all the movements of this gear are without exception of a
decidedly positive nature, and therefore guarantee a secure action.
Sheet V., Fig. 5, illustrates the third part of my Invention. The expansion
shaft E carries a lever E, a, the latter being connected with the governor lever e,
b,
by means of a heavily constructed cataract. The piston N of the latter is of one
piece with the block M, which said block is connected by means of the two rods m, o,
to the engine frame, whilst the cataract itself moves up and down following the
governor motion. The governor is provided with a surplus weight to counter-
balance the cataract as long as the levers d, e, c, and b, c, e, are connected by the
double thumb f, e. The thumb, c, has a tendency, caused by the counterbalanced
weights, to swing with its end to the right, but is prevented from doing 'so by a
guide; a rigid connection is thereby formed between the governor and the gearing.
In case of a break down of the main engine gearing the engine would begin to race.
but the governor coming into its highest position releases the thumb f, e, above the
guide, and the cataract, now no more counterbalanced, sinks into its lowest posi-
Lion, stopping the engine; should, on the contrary, the gearing driving the governor
break down, and the governor come to a stand still, giving full steam to the engine.
the whole factory would begin to race, causing vast damages. By my governor
however the thumb f, e, is released below the guide, and the cataract again falls
and stops the engine.
Having now described and illustrated the nature of my said Invention in such
manner that others will be enabled to carry my improvements into effect, I
claim,―
Under the first part,-
1. So constructing and arranging gear for clastic fluid engines that the elastic
fluid admission valves shall be operated through two motions, one constant and the
other liable to variation.
2. Constructing valve gear with a variable or compound joint between the
eccentric or operating agent and the elastic fluid admission valve, when such
variable or compound joint receives a constant and a variable motion.
3. The construction of the knee lever or variable joint with two solid rods, the
topmost joint being connected with a slide moving on the valve rod, and being pro-
vided with a buffer plate on which the valve rests when opened.
4. The construction of the knee lever with either the top rod, bottom rod, or both
rods made out of two pieces sliding in or on each other, and carrying the buffer
plates actuating the valve.
5. The flat thumb (Fig. 2, Sheet I.) working between two rollers or fixed guiding
surfaces, the topmost roller actuating the valve.
6. The contrivance, illustrated by Fig. 10, Sheet V., where the lever end having
the constant motion is provided with a sliding surface on which a slide rests, the
latter being connected by one rod to the joint actuating the valve; this rod is con-
structed out of two pieces sliding in each other, and carrying the buffer plates to
raise the valve.
7. The above contrivance (claim 6) with the single rod connecting the slide with
the top joint in one piece, and the top joint provided with a slide moving on the
valve rod carrying the buffer plates actuating the valve.
S. The arrangement of my gear with a shaft parallel to the engine working two
cranks or eccentrics, and the rods attached thereto.

page_text: 9. The arrangement of my gear with two eccentrics on the crank, or a counter-
shaft from which the two main motions are derived.
10. The arrangement of the double link for reversing engines.
Under the second part,-
The construction of valves and cocks, substantially as and for the purposes set
forth.
Under the third part,—
The improved safety governor, constructed and operating substantially in the
manner and for the purposes set forth.
In witness whereof, I, the said Alfred Collmann, have hereunto set my hand
and seal, the Thirteenth day of September, in the year of our Lord One
thousand eight hundred and seventy-seven.
1