Year: 1890

page_text: d, live steam pipe ;
Toeiving contars, when revavetting snells;
e, branch of live steam pipe d, leading to small cylinder B ;
ff, openings in the piston D, to allow the crank K to pass;
9, 9, are elongated openings through which shaft'N' passes;
h, cap forming one end of connecting rod ;
, cap forming a portion of the box that works upon the pin b ;
,, packing rings in the pistons D & C ;
k, exhaust port;
,, admission port.
The cylinders A, and B, and main frame R, are preferably formed of one piece, but
may be made otherwise, as, for example, the cylinders A and B may be bolted to the
main frame R, or the entire engine may be bisected vertically through the shaft,
between the cylinders.. The two pistons D, and C, are also shown formed of one piece,
having 'the elongated openings, gg, to admit of the reciprocation of the pistons freely
over the shaft and the openings f,f, to enable the cranks K, K, to pass freely through
the walls of the piston, but I do not confine myself to the integral construction
indicated. Located in and near one end of the large piston D, is the pin b, to which
one end of the connecting rod.H. is pivotly fixed.
The other end of the connecting rod being connected to the crank pin L, of the
main shaft M. The loop rod. I, passing around the cap i, forming one of the ends
of the connecting rod H, that works on the pin b, has its two ends pass through the
cap with suitable nuts placed thereon to enable the wear on the pin b and pin L, to
be taken up at the same time, and by the same operation. The pistons D, & C, are
provided with suitable packing rings; and are preferably connected together as shown.
The operation of the engine is as follows: Steam is admitted through the pipe d
into the steam.chest E, and by the action of the valve F, it is also admitted through
the port into the large cylinder A, causing the piston D to move its entire stroke.
It will be seen, of course, that, while moving its entire stroke, the small piston C,
having steam constantly acting upon it, offers a resistance to the movement of the
piston D, in proportion as the area of the small piston C is to the area of the large
piston D. The large piston D, having reached the end of its stroke, and the large
cylinder A, being full of steam, and the valve F, having in the meantime, during the
inward stroke of the piston D, moved into a position that gives communication between
the ports and I, through the cavity in the valve, the steam in the cylinder A is
exhausted, through the ports and k.
While the steam is being exhausted from the cylinder A, the steam constantly acting
on the small piston C, causes the pistons to move back, thereby completing the revolu-
tion. I am aware that engines, having different diameters of cylinders and differential
areas of pistons working therein have been made, therefore I do not claim such
broadly.
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. The combination in an engine, of a crank shaft, two cylinders of unequal
diameters, located axially in line with each other on opposite sides of the crank
shaft, radially thereto, and having their outer ends closed, two connected pistons in
said cylinders, a steam pipe for constantly supplying steam to the smaller cylinder,
a steam pipe communicating with the larger cylinder, and a valve. mechanism. for
alternately admitting steam to and exhausting steam from the larger cylinder.
2. In an engine, substantially as described, cylinders of unequal' diameter placed
axially in line with each other and having their outer ends closed, a frame connecting
said cylinders, and forming a crank chamber between them adapted to retain. oil
and provided with an opening in its top, a cover for said opening, shaft bearings on
the frame at right angles to the line of the cylinders, a crank shaft mounted in said
boarings, and having its crank within the chambers, connected pistons, working in the

page_text: cylinders, a rod connecting the pistons with the crank of the shaft, a pipe admitting
steam constantly to the outer end of the smaller cylinder, a steam chest communicating
with the larger cylinder, and a valve mechanism for admitting steam to and discharging
steam from said larger cylinder.
3. In a steam engine wherein the steam is exhausted from but one end of the
piston only, connected pistons of unequal diameter axially in line with each other
and placed on opposite sides of the crank shaft, and connected to said crank by a
suitable connecting rod and working within oppositely arranged cylinders of unequal
diameter, the larger cylinder being provided with valve mechanism for admitting
steam to and exhausting steam from said larger cylinder only, the smaller cylinder
being in direct communication with the steam in the boiler, by means of a steam
pipe connected in its head.
4. The combination of a centrally chambered frame, cylinders of unequal diameter
arranged axially in line with each other on opposite sides of the chamber, the crank
shaft, transverse to the axis of the cylinders, connected pistons of unequal areas, the
connecting part of which is provided with an elongated opening through which
the shaft passes, and being provided with openings to permit of the free rotation of.
the crank and its connections, a head on the outer end of the smaller cylinder provided
with a steam pipe for constantly supplying steam to the smaller cylinder, a head on
the outer end of the larger cylinder provided with a steam chest and a valve for
admitting steam to and exhausting steam from the larger cylinder only.
5. The combination of a centrally chambered frame, supporting oppositely placed
cylinders of unequal diameter, which stand axially in line with each other, a crank
shaft at right angles to the line of the cylinders, connected pistons working in the
cylinders actuating the crank shaft, a steam chest communicating with the larger
cylinder, by means of a valve and suitable arrangement of ports, said valve being
operated by means of any suitable mechanism connected to the eccentric on the crank
shaft.
Dated this 2nd
August 1890.
DEXTER D. HARDY
Haseltine, Lake & Co.,
45, Southampton Buildings, London, Agents for the Applicant..