Year: 1867

page_text: cylinders, these cylinders being placed side by side. By the use of these IHAS
and rods also a well balanced engine is obtained without the necessity of
resorting to the use of heavy weights, as is now done, and the engine generally
occupies less space than other engines on the same principle, while steam is
also greatly economised.
My Invention will be clearly understood by the following statement :-The
engines consist of four cylinders, two high pressure and two low pressure; the
high-pressure cylinders exhaust their steam into the low-pressure cylinders,
and the steam is from thence exhausted into the condensors. Two cylinders
are fixed on one side of the main engine axles, namely, one high pressure and
one low pressure, and two cylinders, one high and one low pressure, are also
fixed on the opposite side of the main engine axles or shafts; the whole four
of these cylinders are in the same horizontal or vertical plane as required, and
are fixed in the positions named above. The steam will exhaust in the most
direct manner from the high-pressure cylinder after having done its duty there
into the low-pressure cylinder by passing through a passage at the same end of
each cylinder in combination (one high and one low pressure), and equi-
distant from the centre line of the engine axle. Both ends of each high-
pressure cylinder have communication across in the shortest direction with both
ends of the low-pressure cylinders, so as to bring the waste of steam in the
passages to the smallest limit. To effect this purpose the two cylinders, high
and low pressure, working in conjunction must have their respective pistons
working in opposite directions at the same period. In these engines the above-
named object is obtained by fixing firmly in the forward frame of the engines,
that is to say the frame farthest removed from the work or resistance which
has to be overcome by power, and on the centre of the circle of the main
engine shaft a stud or pivot on which a crank lever is allowed to work freely;
this crank does not transmit any power from the engines, but acts only as a
radius guide or link to the forward engine crank pin. The forward cylinder
Dis
is made high pressure in these engines for convenience, but could be made low
pressure if required. One end of the above-named radius crank works freely
on the stud or axle; the other and opposite end has a crank pin fitted or
forged on, to which the connecting rod of the forward engine gives a circular
motion round the axis of the shaft; one end of this crank pin is attached to
the crank lever; the other end has a circular piece forged on forming &
bearing for a connecting link or rod which is made of a sufficient length to form
a communication at the opposite end with another crank pin on which the
connecting rod of the cylinder opposite works, and which cylinder is fixed on

page_text: 5
now one
Engines.
thereto, that the angle between these two crank pins shall be ninety degrees, the
link being made a proper length to give that angle. For example, we have
high-pressure piston at work on one side of the engine shaft with the
crank horizontal and with the crank pin towards its own cylinder, and also one
low-pressure piston with the crank pin belonging to it in a vertical position
and pointing downwards; these pistons which are opposite to each other are
at right angles, that is to say, ninety degrees asunder. The after crank pin of
those above-named is either forged upon or fitted into the end of a crank
attached to a connecting shaft or crank axle, which has another crank and
crank pin either forged or fitted on the after or opposite end. These cranks
are ninety degrees asunder, and placed so as to bring the crank pin in such a
position as to work the piston of the low-pressure cylinder next to the first-
named high-pressure one, and on the same side of the shaft in an opposite
5 direction, that is to say, when one piston works in a forward direction the
piston of the cylinder next to it will travel in the opposite direction. The end
of the above-named after crank pin is made of a sufficient length to allow for
the eye
made on the end of another link or rod to work upon; this rod or link
is made of sufficient length to allow a space of ninety degrees to intervene
between this crank pin and the last of the four crank pins, and this crank pin
is fixed to a crank working a propellor or other shafting. This last crank pin
is put in motion by the piston of the after high-pressure cylinder whose
position is exactly at the opposite side of the stroke to that of the piston of the
low-pressure cylinder next to it on the same side of the main engine shaft.
By this arrangement the piston of one high and the piston of one low
pressure cylinder which is placed by its side are working in opposite directions,
and allow the steam as it is exhausted from the high-pressure cylinder to enter
the low-pressure cylinder in quite a direct way, without the disadvantage of
going through long passages sometimes extending more than the length of
each cylinder. The forward crank instead of working loosely on the stud, as
previously explained, can be made to work another shaft giving out powe
and doing useful work. Engines so constructed are well balanced with the
opposite cranks and connecting rods, and do not require heavy weights fo
doing so, as is the practice in ordinary engines. The trunks on the pistons fo
5 both the high and low pressure cylinders pass through the cylinder cover an
cylinder bottom, in both cases the cylinder bottom and cover being bored o
to receive them, but the trunks have both their sides flattened; this w
prevent the pistons from turning round in the cylinders. The bush at t
me shaft. I prefer, though I do not confine myself

page_text: bottom of the stuffing box has a flat part upon it to fit the trunk; the packing
gland has a corresponding flat part also upon it. This arrangement allows
the cylinder to be bored out in the stuffing box part; the bush and packing
can be turned and shaped to fit; the trunk can also be turned and planed;
the bottom bush is firmly fixed in its place.
The slide valves are worked in the following manner :-Three eccentrics are
provided for each pair of high and low pressure engines; two eccentrics with
two eccentric rods, one link and link motion work the exhaust slide valves
between one high and one low pressure cylinder which are working in con-
junction. To one of the eccentric rings of the above is fixed an eye with a
rod and joint attached, and placed at an inclination capable of giving the
requisite advance on the shaft commonly called lap and lead; this rod is
attached at the opposite end to that where it is jointed to the eccentric ring to
a second link and gear giving motion to the slide valve for supplying the high-
pressure cylinder with steam. The third eccentric and rod work the other
end of the link or backward motion; both links are set out with the same
radius from the centre of the shaft, and are connected by means of a link so as
to make the one starting gear and one starting wheel put both the steam and
exhaust valves in motion at the same time.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Henry Turner in the Great Seal Patent Office on the 29th
November 1867.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
TURNER, of the Thames Iron Works, Orchard Yard, Blackwall, in the County
of Middlesex, Managing Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-ninth day of May, in the year of our Lord One
thousand eight hundred and sixty-seven, in the thirtieth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Henry Turner, Her special licence that I, the said Henry Turner, my executors,
administrators, and assigns, or such others as I, the said Henry Turner, my
executors, administrators, and assigns, should at any time agree with, and no
others, from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend, within
the United Kingdom of Great Britain and Ireland, the Channel Islands, and

page_text: ENGINES ON
nes.
THE HIGH AND LOW PRESSURE COMPOUND PRINCIPLE," upon the
IMPROVEMENTS IN MARINE AND OTHER STEAM
condition (amongst others) that I, the said Henry Turner, my executors or
administrators, by an instrument in writing under my, or their, or one of their
hands and seals, should particularly describe and ascertain the nature of the
said Invention, and in what manner the same was to be performed, and cause
the same to be filed in the Great Seal Patent Office within six calendar
months next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Henry Turner, do hereby declare the
nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:-
My Invention relates to an improved construction of and arrangement of
parts of engines on the high and low pressure compound principle, and has
for its object the introduction of connecting links or rods to the shafts of high
and low pressure marine and other engines working expansively so as to
obtain a short and direct passage across from the high pressure to the low
pressure cylinders, these cylinders being placed side by side. By the use of
these links and rods also a well balanced engine is obtained, without the
necessity of resorting to the use of heavy weights as is now done, and the
engine generally occupies less space than other engines on the same principle,
while steam is also greatly economised.
In order that the nature of my said Invention, and the means by which
the same is effected, may be particularly described and ascertained, I to this
Specification append three Sheets or Plates of Drawings, having figures and
letters of reference marked thereupon, the like letter being used to denote
a similar part or corresponding part in each Figure. In these Drawings,
Figure 1, Plate No. 1, is a sectional plan of a pair of marine engines con-
structed according to my Invention; Figure 2, Plate No. 1, is a sectional end
elevation through centre of shaft; Figure 3, Plate No. 2, a longitudinal
section through condensers; and Figure 4 a sectional end elevation through
high and low pressure cylinders of the same engines.
The engines, as shewn in the Drawings, consists of four cylinders, two
high pressure A, A, and two low pressure B, B; the high-pressure cylinders
exhaust their steam into the low-pressure cylinders, and the steam is from
thence exhausted into the condensers C, C. Two cylinders are fixed on one
side of the main engine axles D, D, namely, one high pressure and one
low

page_text: passage
fixed on the opposite side of the main engine axles or shafts; the whole
four of these cylinders are in the same horizontal or vertical plane as required
and are fixed in the positions named above. The steam will exhaust in the
most direct manner from the high-pressure cylinder after having done its
duty there into the low-pressure cylinder by passing through an exhaust
E at the same end of each cylinder in combination (one high and one
low pressure), and equidistant from the centre line of the engine axle. Both
ends of each high-pressure cylinder have communication across in the shortest
direction with both ends of the low-pressure cylinders, so as to bring the
waste of steam in the passages to the smallest limit. To effect this purpose
the two cylinders, high and low pressure, working in conjunction must have
their respective pistons working in opposite directions at the same period. The
piston of high-pressure cylinder is marked F, and that of low-pressure cylinder
F¹. In these engines the above-named object is obtained by fixing firmly in the
forward frame of the engines, that is to say, the frame farthest removed from
the work or resistance which has to be overcome by power, and on the centre
of the circle of the main engine shaft a stud or pivot G, on which a
crank lever H is allowed to work freely. This crank does not transmit any
power from the engines, but acts only as a radius guide or link to the forward
engine crank pin. The forward cylinder is made high pressure in these
engines for convenience, but could be made low pressure if required. One
end of the above-named radius crank works freely on the stud or axle, the
other and opposite end has a crank pin I fitted or forged on, to which the
connecting rod K of the forward engine gives a circular motion round the
axis of the shaft B¹. One end of this crank pin I is attached to the crank
lever H; the other end has a circular piece forged on, forming a bearing for
a connecting link or rod L, which is made of a sufficient length to form a
communication at the opposite end with another crank pin I¹ on which the
connecting rod K¹ of the cylinder opposite works, and which cylinder is
fixed on the other side of the main engine shaft D. I prefer, though I do
not confine myself thereto, that the angle between these two crank pins shall
be ninety degrees, the link being made a proper length to give that angle. For
example, we have now one high-pressure piston F at work on one side of the
engine shaft with the crank lever H horizontal with the crank pin I
towards its own cylinder, and also one low-pressure piston F¹ with the crank
pin I¹ belonging to it in a vertical position and pointing downwards. Of
these pistons, which are opposite to each other, the high-pressure one is at
the end of its stroke, and the low-pressure one at half stroke, and they have

page_text: Engines.
at right angles, that is to say, ninety degrees asunder. The
after crank pin I¹ of those above-named is either forged upon or fitted into
the end of a crank M attached to a connecting shaft or crank axle D, which
bas another crank M¹ and crank pin N either forged or fitted on the
after or opposite end. These cranks are ninety degrees asunder and placed so
as to bring the crank pin in such a position as to work the piston of the
low-pressure cylinder next to the first-named high-pressure one, and on
the same side of the shaft, in an opposite direction, that is to say, when
one piston works in a forward direction the piston of the cylinder next to it
will travel in the opposite direction. The end of the above-named after
crank pin N is made of a sufficient length to allow for the eye made on the
end of another link or rod O to work upon; this rod or link O is made of
sufficient length. to allow a space of ninety degrees to intervene between this
crank pin N and the last crank pin P of the four crank pins, and this
crank pin P is fixed to a crank Q working a propellor or other shafting R.
This last crank pin P is put in motion by the piston F of the after high-
pressure cylinder A, the position of whose crank pin is exactly at the opposite
side of the stroke to that of the piston F¹ of the low-pressure cylinder B¹ next
to it on the same side of the main engine shaft. By this arrangement the
piston of one high and the piston of one low pressure cylinder which is placed
by its side are working in opposite directions, and allow the steam as it is
exhausted from the high-pressure cylinder to enter the low-pressure cylinder
in quite a direct way without the disadvantage of going through long
passages which in many engines extend more than the length of each
cylinder. The forward crank H instead of working loosely on the stud as
previously explained can be made to work another shaft giving out power
and doing useful work.
)
Engines constructed on my plan are well balanced with the opposite cranks
and connecting rods, and do not require heavy weights for doing so as is the
practice in ordinary engines. The trunks S on the pistons for both the high
and low pressure cylinders pass through the cylinder cover and cylinder
bottom in both cases, the cylinder bottom and cover being bored out to
receive them, but the trunks S have both their ides T flattened as shewn
in Figures 3 and 4, Plate 2. This will prevent the pistons from turning
round in the cylinder. The bush at the bottom of the stuffing box has a
flat
part upon it to fit the trunk, the packing gland has a corresponding flat
part also upon it; this arrangement allows the cylinder to be bored out in
the stuffing box part. The bush and packing gland can be turned and

page_text: shaped to fit; the trunk can also be turned and planed. The bottom bush
is firmly fixed in its place. The slide valve gear, as shewn in Figures 5
and 6, Plate No. 3, is worked in the following manner:-Two eccentrics
b, b', are keyed or otherwise fixed to the engine axle or shaft D. One of
these eccentrics 61 works two steam valves, and the other one b works
two exhaust valves; these exhaust valves form the outlet from the high-
pressure cylinders and the inlet into the low-pressure cylinders, and also
the exhaust from the low-pressure cylinders into the condensers. Two rods are
attached to each eccentric band c, c, one rod d, d¹, is firmly fixed or bolted
to the band, the other rod e, e¹, has a jointed end which works loosely on a
pin f,f. The foot d, d', of the first-named rod and the boss for the pin f, f,
on which the second rod g, g', works are ninety degrees asunder. Each of these
rods d, d, e, e¹, works a lever h, h, h¹, h', to which lever is attached a sweep,
the radius of which is pointing towards the slide valve instead of towards the
engine shaft as is usual in the ordinary link motion. Each sweep h, h, h', h³,
is provided with a sliding block i, i, 1, 2, which is raised and lowered above or
below the pivot k, k, k', k¹, on which the sweep works, imparting a forward
or backward motion to the above-named connecting rod 1, 1, 1, 1, according
to which side of the pivot k, k, k¹, k, the sliding block is on at the time.
These rods 1, 1, 1, 1, are connected at one end to the sliding blocks i, i, i, i,
the other end to the levers m, m, m³, m', giving motion to the slide valve
rods n, n, n¹, n¹. The steam slide valves being quite independent of the
exhaust slide valves as they are worked by two separate excentrics b, b¹, the
lap and lead of each kind of slide valve can therefore be made different also, and
suitable to every case.
The four sliding blocks two 2, 2, for working the
steam valves, and two i, i, for working the exhaust valves are raised or lowered
altogether and at the same time by means of the suspending links o, o, o¹, o,
the worm wheel p, and worm r, whose shaft is connected to a starting wheels,
which is common to and moves all the four slide valves at the same time.
Having now particularly described and ascertained the nature of my said
Invention, and the manner in which the same is to be performed, I wish it
to be understood that what I claim is,-
Firstly, the introduction of connecting links or rods to the shafts of high
and low pressure combined marine and other engines working expansively,
with the view of having a short and direct passage across from the high-
pressure to the low-pressure cylinders, these cylinders being placed side by
side as shewn in the Drawings, Plates 1 and 2 hereto appended.
Secondly, the use of these links and rods, by which means a well balanced

page_text: engine
es.
btaiued, thereby obviating the necessity of specially
balancing the working parts of engines by means of heavy cast-iron weights
as is now generally done.
Thirdly, I claim the particular way in which I make the trunks of
cylinder pistons as herein described.
Fourthly, the particular arrangement of slide valve gearing as shewn in
Plate 3.
Lastly, the general arrangement of the engines in all their parts.
In witness whereof, I, the said Henry Turner, have hereunto set my
hand and seal, this Twenty-seventh day of November, in the year of
our Lord One thousand eight hundred and sixty soun