IMPROVEMENTS IN MOTIVE POWER ENGINES
Year: 1855

page_text: LETTERS PATENT to Alexander Morton and Edmund Hunt, both of
Glasgow, in the County of Lanark, North Britain, Mechanical Engineers,
for the Invention of "IMPROVEMENTS IN MOTIVE POWER ENGINES."
PROVISIONAL SPECIFICATION left by the said Alexander Morton and
Edmund Hunt at the Office of the Commissioners of Patents, with their
Petition, on the 5th June 1855.
We, ALEXANDER MORTON and EDMUND HUNT, both of Glasgow, in the
County of Lanark, North Britain, Mechanical Engineers, do hereby declare.
the nature of our said Invention for "IMPROVEMENTS IN MOTIVE POWER ENGINES'
to be as follows, that is to say:-
This Invention relates to various improvements in and novel modifications
of motive power engines to be worked by steam or other fluid, the object of
such improvements being the obtainment of increased stability, compactness,
and efficiency, as well as other advantages.
The first head of the Invention relates to an arrangement of reciprocating
engines, in which any number of cylinders are placed parallel to the main
shaft. This shaft is formed with a Z-shaped crank upon it, in which crank a
straight piece crosses the axial line of the shaft obliquely, and is connected to
the shaft by arms or cranks at each end. The shaft on one side of the Z crank
need not be longer than is sufficient to carry eccentrics or cranks for working
the valves or pumps_of_the_engine, or it may be only long enough.to.form-a-
journal, serving merely as a support for that end of the Z crank.

page_text: It is preferred to forge the Z crank in one piece with the shaft, but the
oblique cross piece may also be made separately, being fixed in any suitable
manner to the cranks or arms on the shaft; or to wheels or discs in place of the
cranks; or the oblique cross piece may be forged on one portion of the shaft, being
fitted into or upon the crank arm or shaft at the other end. It is preferred to
construct the Z crank so that the oblique cross piece may extend equally on
both sides of the point where it crosses the axial life of the shaft, but it may
in some cases be made. to extend unequally on. opposite sides of the.axial line;
or, again, it may not be continued on one side of the axial line at all, in which
case one of the cranks,will be dispensed with, and the oblique cross piece will
either have a journal formed upon its end, such journal being in a line with
the main shaft, or being joined to the main shaft, or to a shaft in a line
with the main shaft. Motion is communicated to the Z crank by means of
a compound lever piece fitted loosely; and with journal brasses and bearings
upon the oblique cross piece of the crank It is preferred to have the bearings
at the extremities of the oblique cross piece; and to arrange them so that they
can be keyed up longitudinally as well as laterally.;
2.
........17
The lever piece is formed with arms, the ends of which are, by preference,
arranged in lines running at right angles to the oblique cross piece through
the point of intersection of the latter with the axial line of the main shaft..
When the engine comprehends two cylinders these lever arms are disposed at
right angles to each other, the cylinders being arranged to correspond, so that
each of the arm ends may be opposite to one cylinder, and nearly in the axial
line thereof. Each arm'is jointed by means of a ball and socket or universal
joint to a connecting rod, which last is jointed to the piston of the cylinder;
passing up the interior of a trunk piston rod; or the piston may be connected'
to the lever piece on the Z crank by means of a link and an ordinary solid
piston rod working in slides, or guided in any other 'convenient' manner. Where
more than two cylinders are employed, it is preferred to arrange them'at equal
distances apart round the line of the main shaft, the arms on the lever piece
being arranged to correspond. The air pumps (if used) may be arranged in
any convenient position, and may be worked by additional arms on the lever
piece, or by eccentrics or cranks on the shaft, or they may be placed opposite
to the steain cylinders, being worked by prolongations of the steam piston rods.
The cylinder valves may also be worked either by eccentrics on the shaft or by
means of the lever piece.
In one arrangement of steam engine on the present system, and com-
prehending two steam cylinders, it is proposed to place the valve chests
together between' the cylinders and the air pumps directly below the latter,

page_text: and the former are to be worked by eccentrics or other contrivance upon the
shaft behind the cylinders; whilst the air pumps are to be worked by arms
upon the lever piece: Inthis arrangement the steam cylinder valves may be
worked by a disc or discs set obliquely on the shaft, and acting on one end of
the levers which work the valve rods.
These levers are made with a cross joint, so that their ends can be shifted
across the disc or discs by means of a lever and link, so as thereby to reverse
the engines. The rotation of the oblique dise or discs communicates a vibratory
motion to the valve levers, and by altering the positions of these levers on the
dise or dises; the vibrations are of course-made to take place at' different
periods of the stroke, and the engine will be driven in one direction or the
other accordingly; or the valve levers may be connected by links to a ring. on
thie oblique disc, the reversing of the engines being effected by setting round
this ring, which is loose on the disc, and does not revolve with it.
There are also other ways of making the disc or discs act on the valve
levers. The reversing of the valves may also be effected by turning the
oblique disc round on its shaft, or by making it oscillate so as to produce an
equivalent effect. This contrivance for working the, valves is obviously
applicable to other kinds of engines besides those herein described: ..The
details of this class of engine may be varied in many ways, but the essential
feature of this part of the present Invention is; the application of the Z-shaped
of oblique crank and lever piece for communicating the motion of the recipro-
cating pistons to the shaft in such a manner as to produce the continuous
rotation of the latter This rotation is produced by the combined" action.on
the arms of the lever piece. It is not absolutely necessary to place the steam
cylinders so as to be exactly parallel to the main shaft, as the arms of the lever
piece to which their pistons are connected may be set at various angles to suit
the various positions that may be given to the cylinders; nor is it absolutely
necessary that the centre line of the oblique cross piece of the Zicrank pass
exactly through the axial line of the main shaft, as this arrangement may be.
departed from to some extent, that is to say, the oblique crank may be placed
slightly out of the plane of the main shaft without materially affecting the action,
of the engine, but the arrangement first described is obviously preferable....
"The second head of the Invention relates to various modes of guiding the
pistons of various classes of steam's engines, for the purpose of rendering them
inore steady and efficient in their action, and more suitable for being driven
at high speeds, and also to certain improvements in other details of steam-
emgines:eaade ttltitl+++ ?
In oscillating cylinder and other engines in which a solid piston rod is

page_text: usually employed, the improved guiding contrivance consists of a rod bolted or
fixed to the bottom of the cylinder and passing up the centre of the piston rod,
which is made tubular for this purpose as far as the piston rod stuffing box, or as
far as may be deemed desirable. In engines in which the steam piston is fixed
upon a trunk passing through one end of the cylinder, the improved guiding
contrivance consists of one, two, or more rods bolted or fixed to the bottom of
the cylinder, and passing through pipes or apertures in the trunk. The guide
rod or rods may extend only to the front end of the cylinder, the pipes being
in this case formed with closed ends, or the rod or rods may pass through a
stuffing box or stuffing boxes, and be prolonged externally; so as to be fixed to
the framing of the engine at their outer ends.
According to another modification the pistons of single trunk engines are
guided by means of a guide trunk fixed to the cylinder, upon which trunk the
piston trunk works. In one arrangement for working out this plan the cylinder
is placed as close as possible to the main shaft of the engine, and the piston
trunk issues at the opposite end.
The guide trunk is open at both ends, and the connecting rod from the
crank on the main shaft passes up it, and is connected to the piston trunk in
the usual way, in which case the trunk is additionally guided by rods or other
guides passing through it, and connecting the guide trunk to the external
framing; or the connecting rod may be jointed to a sliding block in the guide
trunk, such block being connected to the outer end of the piston trunk by
return rods or otherwise.
According to another modification, the piston trunk may be passed through
the end of the cylinder next the main shaft, and it may be connected to a
sliding block in the guide trunk by rods or otherwise, the connecting rod from.
the main shaft crank being jointed to this sliding block.
The improvements herein-before referred to under this the second head of
the Invention are obviously applicable to various classes of engines, whether
such engines have their cylinders placed horizontally, vertically, or in other
position, and the said improvements are also applicable to air pumps, if it is
thought desirable to adapt them thereto.
any
Another improvement consists in giving a lateral motion in addition to the
longitudinal motion to the slide valves of steam and similar engines, so as to
cause the valve to travel over the valve face with a motion similar to that
imparted to two surfaces which are being ground together in the ordinary way.
This motion may be brought about in various ways, as, for example, by
means of a rod passed into the valve chest through a stuffing box, and acting
laterally on the valve, but without affecting its regular longitudinal' movements,

page_text: this additional rod being worked by any suitably moving part of the engine.
The object of this improvement is to prevent the wearing of the valve face into
ruts by the constant reciprocation of the valve over the same lines. By this
improvement also the rubbing surfaces of the valve and valve face are kept
moistened by the.steam.
. The third.head of the Invention relates to a novel kind of reciprocating
engine, especially designed. to be used where comparatively small power is
required. In this engine a steam cylinder, which is made either of wrought or
cast iron, the former being preferred, and as light as possible, is mounted on a
pipe upon which the steam piston is formed or fixed, the cylinder being
arranged to traverse back and forwards on the pipe, upon which it is fitted with
suitable stuffing boxes at each end. The steam enters at one end of the pipe,
and the exhaust takes place at the other, whilst the valves are in the inside of
the piston, and. are worked by a rod passing through one of the pipes, and
issuing therefrom through a stuffing box therein. Various kinds of valves may
be used, but according to one modification a portion of the inside of the piston
is turned out cylindrically, and two ports are made opposite to each other, one
communicating. with one side of the piston, and the other port with the other
side, whilst the steam enters at one end of the cylindrical space, and is
exhausted at the other.
The valve consists of an elliptical disc set obliquely on the valve spindle,
which is made to. rotate. The valve is of course made to fit the cylindrical
space or valve chest, and as it is placed diagonally across the space, it causes
each port to communicate alternately with the induction and exhaust passages.
The motion of the cylinder is communicated to a crank or cranks by means of
a connecting rod or rods jointed to a pin or pins upon the cylinder.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Alexander Morton and Edmund Hunt in the Great Seal
Patent Office on the 4th December 1855.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, ALEXANDER
MORTON and EDMUND HUNT, both of Glasgow, in the County of Lanark,
North Britain, Mechanical Engineers, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent,,bearing date the Fifth day of June, in the year of our Lord One
thousand eight hundred and fifty-five, in the eighteenth year of Her reign,
did, for Herself, Her heirs and successors, give and, grant unto us, the said

page_text: Alexander Morton and Edmund Hunt, Her special licensel that, we, the, said,
Alexander Morton and Edmund Hunts; our executors; administrators, and
assigns, or such others as we, the said Alexander. Morton and Edmund Hunt,
our-executors, administrators, or assigns, should at any time agree with, and
no others, from time to time and at all times thereafter during the termin
therein United and lawfully might make, use, exercise, and vend,
within the
of Great Britain and Ireland, the Channel.
Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN MOTIVE POWER,
ENGINES," upon the condition (amongst others) that, we the said Alexander.
Morton and Edmund Hunt, by an instrument in writing under our hands
and seals, should particularly describe and ascertain the nature of the saids
Invention, and in what manner the same was to be performed; and cause thes
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 we, the said Alexander Morton and Edmund Hunt,
do hereby declare the nature of our said Invention, and in what manner the
same is to be performed, to be particularly described and ascertained in andi.
by the following statement in writing, reference being had to the accompanying
Drawings, and to the letters and figures marked thereon, that is to say
Our said Invention relates to various improvements in andanovel modifica
tions of motive power engines to be worked by steam or other fluid, the object
of such improvements being the obtainment of increased stability, compact-
ness; and efficiency, as well as other advantages Andain order that our said,
Invention may be properly understood, we have liereunto attached three
Sheets of explanatory Drawings, to which we shall refer in describing-our
said Invention.
The first head of our said Invention relates to an arrangement of recipro-
cating engines, in which any convenient number of cylinders are placed parallel
to the main shaft
Figure 1, on Sheet 1 of the Drawings hereunto attached, is a side elevation,
Figure 2 on the same Sheet is a plan, and Figures 3 and 4 on, Sheet 2 of the
Drawings are end elevations, of a pair of engines constructed according to this
portion of our Invention: Figure 5 on Sheet 2 of the Drawings is a plan, on
a reduced scale, of a cranks of the kind formed upon the main shaft of the
engines represented in Figures 1; 2, 3, and 4. This shafts, which is marked A,
has two cranks B forged upon it, nearly at-right angles to its axis, and the
elongated journal c, or portion of the shaft which lies between and connects.
them, is inclined to and crosses the axis of the shaft in such a manner that the
cranks B stand out from diametrically opposite points of the shaft, the whole

page_text: being termed a Z crank, from, its zigzag form. The exact shape of the
Z crank is best seen in Figure 5, it being there, representedias lying flat.This
crank serves, for both cylinders and both air pumps and would serve for several
more cylinders, were these arranged rounds the line of the shaft, either along
with or opposite to the cylinders shown. Upon the inclined; cross, piece, c of
the Z crank is placed a lever piece, consisting of an elongated tubular, boss C,
fitted with brasses to work loosely upon the cross piece. It is preferred. to
have the bearing, brasses at the extremities, of the boss C, and to arrange them
so that they can be keyed, up longitudinally, as well as laterally. The lever
piece is formed with four arms; or levers D, D, E, F, standing out, at right
angles, to the cross piece and to each other. The lever piece, is cast in two
halves, which are bolteil together upon the cross piece of the crank by, strong
flanges. It may, however, be made wholly or partially of malleable, iron, and
in any convenient way. The two upper and longer arms D are connected by,
ball-and-socket joints to the connecting rods of the steam cylinders, F,, whilst
the lower and shorter arms Esare similarly jointed to, the connecting rods of
the air pumps. The steam pistons are fitted with small trunks H, to allow
of the very slight, lateral movements, of the connecting rods, which are con
nected to the pistons, by ball-and-socket joints. The air-pump pistons are
similarly furnished with trunks, I, for a like purpose.
In explaining the peculiar, but simple motion involved in these engines, we
shall suppose the Z cranky to besas, represented in Figures 1, 2, and 4, with
the two cranks B inclined at an angle, of, 45 to the horizon, as seen in the
crank end elevation, Figure 4. In this position, the outer crank-B is turned
| up towards the starboard steam cylinder, the opposite crank B; being of course
turned down. This throws, the corresponding arm D of the lever piece.over as
close as it can go to the starboard cylinder, and the piston of this last is at
the inner, end of its stroke, As regards the port, cylinder, F, the Z crank lies
with its crank Bat-right angles to the plane, passing through the shaft, A and.
through the axis of the cylinder, and the arm, D stands up-in that plane at
right angles, to the shaft. A the piston of the cylinder being exactly, at half
stroke: In this position, if steam is admitted so as to drive outwards the port
piston, this piston will have full power, through the lever piece, acting as a
bell-crank lever, to turn down the outer crank Band lift up; the inner crank,
the starboard arm;D acting for the moment as the axis of the bell crank. As
soon as the steam enters behind the starboard piston; this piston begins, to help.
the other one, and when a quarter of a revolution, has been made,, the port,
piston will be, at; the end of its stroke outwards, the starboard piston will be at,
half stroke, and the crank will be in exactly the same position, as regards the

page_text: starboard piston as it was as regards the port piston at first, and the starboard
piston will have full power on the crank to continue its revolution. Then, as
the starboard piston gets towards the end of its stroke outwards, the port
piston will be-returning, and will bring round the crank, which will have passed
its dead centre as regards this piston, and thus the motions of the two piston's
will be combined, one being at the most effective part of its stroke whilst the
other is on the dead centre, as in common engines where two steam pistons
are connected to cranks at right angles to each other. The
Z crank is pre-
vented from carrying the lever piece bodily round by means of a pin J project-
ing downwards from the lever piece, and working in a segmental grooved guide
K; or, instead of this plan, the same object may be attained by means of a
semicircular bar oscillating on a vertical pivot directly below the centre of the
Z crank, and having its extremities jointed upon studs standing out from the
centre of the lever piece at right angles to the pivot and to the boss C of
the lever piece. The rotation of the Z crank causes the ends of the lever piece
arms to reciprocate longitudinally as regards the shaft A, and the lower arms
E consequently work the air pump pistons in and out. As these arms E are
scarcely more than half the length of the upper arms D, the stroke of the air
pump pistons is considerably less than that of the steam pistons, so that the
speed at which the air pumps are worked is comparatively low, the advantage.
of which is well understood. The lever piece may be in two or more pieces, so
that each steam piston may act on a separate piece, the same crank, however,
serving for both or all the lever pieces, the bearings being so contrived as not
to interfere with each other. The shaft A is carried in a strong outer pedestal
bearing, which is represented as constructed to receive the thrust of the pro-
peller, and which is connected to the condensers by a sole plate, and to the
cylinders by two strong stays. The other end of the shaft is carried in bear-
ings between the cylinders and air pumps, and projects slightly behind the
cylinders to carry eccentrics for working the valves and feed and bilge pumps:
The valves are worked by two eccentrics, one for the forward and the other for
the backward motion, the link-reversing gear being used. Each eccentric has
two rods, and when acting works two sliding blocks, which actuate the rocking.
shafts L, and these last work the valve rods. The valve casings are placed on
the tops of the steam cylinders, and the valve rods work out at the back. The
feed and bilge pumps are worked by an excentric on the end of the shaft, as
shown in Figure 3. The valves and feed and bilge pumps may be arranged
and worked in various ways besides those shown in the Drawings. Thus, for
example, the pumps may be conveniently worked by the lever.piece, and in
fact the engineer may place these minor details where he likes, as the design

page_text: of the engines afford peculiar facilities for communicating the requisite motion
in any way that may be desired. The shaft A on one side of the Z crank need
not be longer than is sufficient to carry eccentrics or cranks for working the
valves or pumps of the engine, or it may be only long enough to form a
It is pre-
journal, serving merely as a support for that end of the Z crank.
ferred to forge the Z crank in one piece with the shaft, but the oblique cross
piece c, Figure 5, may also be made separately,, being fixed in any suitable
manner to the cranks B on the shaft, or to wheels or discs in place of the
cranks; or the oblique cross piece c may be forged on one portion of the shaft,
being fitted into or upon the crank, arm, or shaft at the other end; or, again,
the cross piece c' may have the cranks B forged upon it, these cranks being
subsequently keyed upon the shaft A. It is preferred to construct the Z crank
so that the oblique cross piece c may extend equally on both sides of the point
where it crosses the axial line of the shaft A, but it may in some cases be made
to extend unequally on opposite sides of the said point; or, again, it may
extend on one side only of the said point, in which case one of the cranks B
will be dispensed with, and the oblique cross piece will either have a journal
formed upon its inner end, such journal being in a line with the main shaft, or
joined to the main shaft, or to a shaft in a line with the main shaft.
In Figure 6, on Sheet 2 of the Drawings hereunto attached, is represented
what may be termed an half Z crank, answering to this description. Two
cranks, similar to that represented in Figure 6, may be combined together;
either as in Figure 7 on Sheet 2 of the Drawings, where both cranks are in
the same plane, but inclined in opposite directions, or as in Figure 8 on the
same Sheet, where the cranks are in planes at right angles to each other.
We must also remark, that it is not absolutely necessary for the inclined cross
piece cto extend from its outer end as far as the axial line of the main shaft,
this being unimportant if a sufficient inclined bearing is obtained for the lever
piece. The lever piece C, Figures 1, 2, and 4, must be modified to suit the
particular form of crank adopted, the modifications represented in Figures 7
and 8 each requiring two lever pieces. In all cases it is preferred to construct
the lever pieces so that the acting ends of the arms D, E, shall be in lines
running at right angles to the oblique cross piece c through the point of inter-
section of the axis of the latter with the axis of the main shaft A. There are
various ways of arranging the details of engines constructed with our Z crank,
or with modifications of it. Thus, instead of the trunk piston rod arrangement
represented in the Drawings; the pistons may be formed with solid piston rods
working in external guides or otherwise, and connected to the lever piece arms
by links or sliding blocks, or otherwise. Where more than two cylinders of

page_text: equal size are used, it is preferred to arrange them at equal distances apart
round the line of the main shaft, the arms on the lever piece being constructed
to correspond. The air pumps (if used) may be arranged in any convenient
position, and may be worked by additional arms E on the lever piece, or by
eccentrics, or separate common or Z cranks on the shaft; or,-they may be
placed opposite to and in front of the steam cylinders, being worked by prolon-
gations, of the steam piston rods, or by rods attached to the steam pistons. The
steam cylinder valves may either be worked by common eccentrics, as repre-
sented in Sheets 1 and 2 of the Drawings hereunto attached, or they may be
worked by the main lever piece, or by a separate lever piece, or obliquely
arranged disc or discs formed, fixed, or carried upon the-shaft.
According to one modification, a disc or pair of discs set obliquely on the
shaft acts on the ends of levers working the valve rods, these. levers' being
made with a cross, joint, so that their ends can be. shifted across th
-the-disc or
discs by means of a lever and link, for the purpose of reversing the engines.
The rotation of the oblique disc or discs, communicates a vibratory motion to
the valve levers, and by altering, the positions of these levers on the disc or
discs, the vibrations are made to take, place at different periods of the stroke,
and the engine will be driven in one direction or, the other accordingly; or the
valve levers or rods may be connected by links to a ring on, the oblique disc;
the reversing of the engines being effected by setting round this ring, which is
loose on the disc, and does not revolve with it. The reversing of the valves
may also be effected by turning the oblique disc round upon its shaft, or by
making it oscillate, so as to produce an equivalent; effect...
! T
In Figure 9, on Sheet 3.of the Drawings hereunto attached; is represented
as partially sectioned one arrangement of mechanism for working the valves
of steam engines according to our improved system. Here the shaft A of the
engine has fitted loosely upon it a boss piece B, which has a cylindrical surface
turned upon it externally in an inclined position as regards the shaft A. Upon
this oblique or inclined, cylindrical surface is loosely fitted the small disc.or
lever piece C, formed with as many balls D on its periphery as there are valves
to be worked by it; or these balls. may be on the end of arms instead of on
the disc: In the Figure the valve rods E are represented as jointed directly
upon the balls D, and the valves may be supposed to be those of four cylinders
arranged round the main shaft with their several ports towards the shaft, one
of the four valves not being shown in the Figure. It will, however, be obvious
that any suitable system of levers, or other details may be adopted for trans-
mitting the motion obtained from the disc or lever piece. C to the valves. The
motion of the disc or lever piece is of precisely, the same nature as that of the

page_text: 431
lever piece, (C, D, E); herein-before described in reference to Figures 1,2,
3, and 4 on Sheets 1 and 2 of the Drawings hereunto attached. As in the
engines, the reciprocating, motion of the armis (D, Figures 1, 2, and 4,) causes,
the rotation of the Z crank, so in the valve-working. mechanism the rotation:
of the oblique boss piece B causes the reciprocation of the balls (D, Figure 9).
The boss piece has, formed or fixed upon it a bevil wheel F, which is in gear
with a bevil wheel G, carried loosely on a spindle lever H. The lower end. of
this lever. H is formed with an eye, fitting, loosely on the shaft A, and retaining
the bevil wheel. G in gear with the bevil and with, a bevil, wheel I fast
on the shaft A The shaft, A, thus drives the boss,piece, B.,through the bevil
wheels I, G, & F, and when it is necessary to reverse the engines, the lever H
is brought round, causing the boss piece B-to make, a, partial turn backwards
or forwards, by which the reversing, action is effected.",
In Figures 10.andprton Sheet Sof the Drawings hereunto attached, is
represented, in elevation and in-horizontal section, an, arrangement of valve-
working mechanism, in which, the reversing of the engines is effected by
makingfather disc, oscillate. Here, the valve rods, E, or the details by which
the motion is transmitted to the valve-rods, are jointed,upon, balls D, upon
a ring C-fitted loosely upon the disc B. This disc, is connected to the
shaft-A-by-pivots goracentre pins, J, which carry, the, dise round, but upon
which it can, oscillate The disc is connected by a link K to a collar piece L,
working longitudinally upona, feather on the shaft A. A lever M serves
to adjust the collar L, and to set the disc over to one side or the other
upon its centres the setting over of the disc: reversing the valves. In
..engines where the valves are driven by common eccentrics, the position of the
eccentric for the reverse motion is to one-side of, a-point directly opposite to
the position for going ahead; in order to give. "lead" to the valve when
reversed. In the oscillating, disc arrangement the corresponding adjustment is
effected by setting the disc obliquely upon its pivots J. In Figures 10 and 11,
the pivots, Jare at right angles to the shaft, A, the disc B, being set obliquely
upon them; but a similar effect will. be produced by setting the pivots obliquely
as regards the shaft A, and by adjusting the disc upon the pivots, so as to
be at right angles to the shaft when set midway between its extreme points
of inclination. In this last-mentioned. position of the disc its rotation will
have no effect upon the valves, and the general action of the oscillating disc
is similar to that of a pair of ordinary eccentrics with link motion.
It will be obvious to the practical engineer, that the various herein-before
described. contrivances; for working valves are applicable, to other kinds of

page_text: engines besides those herein described. In engines in which the Z crank, or a
modification of it, is adopted, it is not absolutely necessary to place the steam
cylinders so as to be exactly parallel to the main shaft, as the arms of the
lever piece may be set at greater or less inclinations, to suit the positions that
may be given to the cylinders; nor is it absolutely necessary for the central
line of the oblique cross piece of the Z crank to pass exactly through the
axial line of the main shaft, as this arrangement may be departed from to
some extent, that is to say, the oblique crank may may be placed slightly out
of the plane of the main shaft without materially affecting the action of the
engine, but the arrangement previously described is obviously preferable. We
must here remark, that whilst in the description of our Z crank engines we
show the application of the crank and lever piece for converting the reci-
procating motion of the steam pistons into the rotatory motion of the main
shaft, in the description of our valve-working contrivances we show the
application of the Z crank and lever piece, or its equivalent oblique disc
arrangement, for deriving from the rotatory motion of the shaft a recipro-
cating motion for the working of the valves; and it will be obvious that the
contrivances herein-before described for effecting such a conversion of either
reciprocatory or rotatory motion may be adopted in all cases where such
conversion of motion is required. Thus, if a rotating shaft is required to
work a series of pumps, or even a single pump, such pumps or pump may
be arranged parallel to the shaft, and may be worked by means of a Z crank
and lever piece on the shaft, as represented in Figures A and B on Sheet 1
of the Drawings hereunto attached, or by any of the equivalent contrivances
herein-before described.
The second head of the Invention relates to various modes of guiding the
pistons of various classes of steam engines, for the purpose of rendering them
more steady and efficient in their action, and more suitable for being driven
at speeds, and also to certain improvements in other details of steam engines.
In oscillating cylinder and other engines in which a solid piston rod is
usually employed, the improved guiding contrivance consists of a rod bolted
or fixed to the bottom of the cylinder, and passing up the centre of the piston
rod, which is made tubular for this purpose as far as the piston rod stuffing
box, or as far as may be deemed desirable.
Figure 12, on Sheet 3 of the Drawings hereunto attached, is a vertical
section of an oscillating cylinder engine, as constructed according to our
improved system. The piston rod A is made tubular, and works upon a turned
rod B fixed in the bottom of the cylinder, so that the piston is satisfactorily

page_text: guided, whilst a stuffing box of ordinary length may be, used, and all the
advantages of a short stroke for direct-acting screw engines may be carried out
in this very compact form. .
In engines in which the steam piston is fixed upon a trunk passing through
one end of the cylinder, the improved guiding contrivance consists of one,
two, or more rods, bolted or fixed to the bottom of the cylinder, and. passing
through pipes or apertures in the trunk. The guide rod or rods may extend only
to the front end of the cylinder, the pipes being in this case formed with closed
ends; or the rod or rods may pass through a stuffing box or stuffing boxes,
and be prolonged externally, so as to be fixed to the framing of the engine at
their outer ends.
In Figures. 13 and 14, on Sheet 3 of the Drawings hereunto attached, is
represented one modification of our contrivance for guiding the pistons of
single-trunk engines; Figure 13 being a vertical section of a steam cylinder
with appendages as arranged for driving the screw direct, whilst Figure 14 is
a front elevation of the piston and trunk. The piston A is fitted. with a trunk
B in the usual manner, the connecting rod C being jointed upon a pin D,
held by a pair of lugs cast on the front of the piston. The guiding contrivance
consists of a pair of rods E, fixed to the back end of the cylinder, and passing
through pipes F cast in the trunk B, to eyes G cast upon the engine framing.
The pipes F run along each side of the space occupied by the connecting rod,
and have stuffing boxes at their outer ends. The rods E are turned, and the
piston rides upon and is guided by them, whilst they also serve to. stiffen the
framing...
Figure 15, on Sheet 3 of the Drawings, is an elevation of an arrangement of
engines for driving either the paddle or the screw, the engines being geared
in the latter.case. The pistons are fitted with single trunks B, and are guided
by. the rods A precisely as in Figures 13 and 14. The rods A are fixed at
their. upper.ends to the framing C, and render the whole engine peculiarly stiff'
in a very simple manner..
According to another modification, the pistons of single-trunk engines are
guided by means of. a guide trunk.fixed to the cylinder,. upon which trunk the
piston trunk works. In one arrangement for working out this plan, the cylinder
is placed as close as possible to the main shaft, of the engine, and the piston
5. trunk issues at the opposite end. The guide trunk is open at both ends, and
the connecting rod from the crank on the main shaft passes up it, and is
connected to the piston trunk in the usual way, in which case this trunk is
additionally guided by rods or other guides passing through. it, and connecting

page_text: the guide trunk to the external framing; or the connecting rod may be
jointed to a sliding block in the guide trunk, such block being connected to
the outer end of the piston trunk by return rods or otherwise."
According to another modification,
odification, the piston trunk
piston trunk may be passed through
the end of the cylinder next the main shaft, and it may be comfor
connected to a
sliding block in the guide tank by rods or otherwise, the connecting rod fron
the main shaft crank being jointed to this sliding block.
.
L
Figure 16, on Sheet 3 of the Drawings hereunto attached, is a vertical
section of a steam cylinder, with trunk piston arranged so as to have the steam
area equal or nearly so on both sides of the piston. The pistón A is fitted
with a single trunk B, which issues at the back end of the cylinder, and is
guided by an internal trunk C, fixed to the opposite or inside end of the
cylinder. The motion-is transmitted to the crank shaft by means of two
return rods D,, fixed to the back end of the trunk B, and working through
guide eyes E in the inside of the fixed-guide trunk C. The connecting rod F
which passes into the trunk C is jointed upon a pin. or block G, fixed between
the two rods D, and as these rods partake of the motion of the piston, this
motion is by their means imparted to the connecting rod, which transmits it
to the shaft in the usual manner.
The improvements herein-before referred to under this the. second head of
the Invention are obviously applicable to various classes of engines, whether
such engines have their cylinders placed horizontally, vertically, or in any other
position, and the said improvements are also applicable to air pumps, if it is
thought desirable to adapt them thereto. We shall again refer to this portion
of our Invention in describing Figures 17 and 18:
:
Another improvement consists. in giving, a lateral motion in addition to the
longitudinal motion to the slide valves of steam and similar engines, so as to.
cause the valve to travel over the valve face with a motion similar to that
imparted to two surfaces
two surfaces which are being ground together in the ordinary
way. This motion may be brought about in various ways, as, for example, by.
means of a rod passed into the valve chest through a stuffing box; and acting
laterally on the valve, but without affecting its regular longitudinal movements,
this additional rod being worked by any suitably moving part of the engine.
The object of this improvement is to prevent the wearing of the valve face
into ruts by the constant reciprocation of the valve over the same lines. By
this improvement also the rubbing surfaces sof, the valve and valve, face are
kept moistened by the steam.
Figure 17; on' Sheet 3 of the Drawings hereunto attached, is an elevation

page_text: of an engine, with the valve casing cover removed, to shew one mode of carry-
ing out this portion of our Invention. In this instance the valve A is worked
by the eccentric B'on the main shaft C, and the bridle piece of the valve rod D
is made wide, so as to allow” of the ‘lateral movement of the valve. This
lateral movement is derived from the eccentric B; a link E, jointed to which
eccentric at such a point as to receive the throw of the eccentric in a direction
at right angles to the rod 'D, acts upon the bell-crank lever F, from which last
the motion is transmitted by a link G to a bell-crank lever H. One arm of
this last lever I works a rod I, which enters the valve casing laterally through
a stuffing box J, and is connected by the link K to the valve A, so as to give
it the required lateral movement. Figure 17 also shews in the construction
of the engine another modification of our contrivance for guiding, the pistons
of motive power engines, which modifications will be better understood with the
aid of Figure 18 on the same Sheet of Drawings, this last Figure, being a
vertical section through the steam cylinder. This engine is of the
trunk piston class. "The trunk is fitted with a central pipe N M, which is
fixed in position by a cross piece N, bolted 'to lugs in the mouth of the trunk.
A single rod O, fixed to the bottom of the cylinder, passes up, inside the pipe M,
and answers as a guide for the piston: "The connecting rod P is forked, the
two legs passing down on each side of the guide pipe M to pins Q formed or
fixed upon this pipe. It will be observed that the connecting rod is jointed to
the pipe at a point about midway between the piston and, the mouth of the
trunk, and we may here remark that our various contrivances herein described
for guiding the pistons of trunk engines permit of the connection of the con-
necting rod to the piston or trunk at any point between the piston and the
mouth of, the trunk which may be found most convenient. We may also here
observe, that in the engines represented in Figure 15 on Sheet 3, of, the
Drawings, the 'air pump is of 'the trunk class; the trunk, connecting rod, and
guide being arranged as in Figures 17 and 18 on the same Sheet.
4
upright
In Figures. 19 and 20, on Sheet 3 of the Drawings hereunto attached, is
shown a contrivance by"which":
a lateral motion may be given to valves without
the addition of any details'e
external to the valve casing. The said Figures 19
and 20 are sections at right angles to each other, the latter showing the valve
in plan. As in the previous example, the bridle pièce A of the valve rod B
is made wide to allow of the lateral motion of the valve C. The valve C is
represented as furnished with, the packed ring D working against the back of
the casing, for relieving, the valve from the steam pressure. A groove E of an
oval or elliptic contour is formed in the back of the valve, and into this groove

page_text: projects a pin F, held in a socket in the back or cover G of the valve casing,
and pressed towards the valve by a. helical spring. To make certain that
the pin F will always make the return stroke along the opposite side of the
groove to that along which it makes the up stroke, the bottom of the two
halves of the groove are inclined longitudinally. The arrows indicate the
direction of traverse of the pin. The pin rises up the incline, and on reaching
the end of its stroke is pressed by the spring into the deeper end of the other
half of the groove, being thus forced to keep to this last half of the groove on
the return stroke. As the pin does not reach the end of its stroke until it has
passed completely into the deeper portion of the groove, it cannot catch on the
point of the central raised surface on its return, and if the engines should acci-
dentally be stopped with the pin just short of falling into the deeper groove, it
will return back the wrong way (should the valves be reversed on re-starting),.
but cannot possibly be caught on the point, whilst it will resume its regular.
action when the engine makes its next stroke. We have treated of the pin F
as traversing the groove E to simplify the description, but the pin is repre-
sented as. stationary, the valve with the groove on the back being moveable.
The pin may, however, be fitted upon the valve, and the groove be formed in
the back of the valve casing, which arrangement will produce similar results
to those brought about by the one represented. As the valve C moves longi-
tudinally, the action of the pin F and groove E causes it to move laterally
also, directing it to one side on the forward stroke, and to the other side on
the backward stroke; a combined movement of the valve being thereby pro-
duced similar to that given to two surfaces being ground together, so that the
rubbing surfaces of the valve and port face are worn down equally.
The third head of the Invention relates to a novel kind of reciprocating
engine, especially designed to be used where comparatively small power is
required. In this engine a steam cylinder, which is made either of wrought
or cast iron, the former being preferred, and as light as possible, is mounted on
a. pipe, upon which the steam piston is formed or fixed, the cylinder being
arranged to, traverse back and forward on the pipe upon which it is fitted with
suitable stuffing boxes at each end. The steam enters at one end of the pipe,
and the exhaust takes place through the other end, whilst the valves are in the
inside of the piston, and are worked by a rod passing through one of the pipes
and issuing therefrom through a stuffing box. Various kinds of valves may
be used; but according to one modification a portion of the inside of the piston
is turned out cylindrically, and two ports are made opposite to each other, one
communicating with one side of the piston, and the other port with the other,

page_text: side, whilst the steam enters at one end of the cylindrical space and is
exhausted at the other. The valve consists of an elliptical disc set obliquely
on the valve spindle, which is made to rotate. The valve is of course made
to fit the cylindrical space or valve chest, and as it is placed diagonally across
the space, it causes each port to communicate alternately with the induction
and exhaust passages. The motion of the cylinder is communicated to a crank
or cranks by means of a connecting rod or rods jointed to a pin or pins upon
the cylinder.
Ashi] [24
Figure 21yon Sheet of the Drawings hereunto attached, is a longitudinal
section of a moving cylinder steam engine constructed according to this portion
of our present Invention. The Steam and exhaust pipes A and B are con-
nected by a horizontal pipe C, D, which has a piston E formed or cast upon
its On the pipe CD is mounted the cylinder F, which works. steam-tight
upon the piston, and upon the two portions C and D of the pipe. The steam
enters by the pipe A and pipe Cand is admitted into the cylinder älternately
on opposite ends of the piston. The valve G is open through, and is repre-
sented as tadmitting the steam by the port H in the piston to the right-hand
end of the cylinder. The steam in the left-hand end of the cylinder can now
escape through the port into the interior of the piston, but into a space
external to the valve G, and which space is always in communication "with the
exhaust pipe D Byishifting the valve Gtdownwards, it is made' to admit
the steam to the port I, whilst the exhaust steam finds its way by the port
Hr to the space outside the valves and thence through the exhaust pipe D.
Ther valve is shifted by means of a small lover on the end of a "rod J,
which passes, up the steam pipe Centering it by a stuffing box at K The
rod Jhasta lever L fixed upon it externally, and this lever is linked to a
bell-crank lever M, which is worked by an eccentric N on the shaft O.
The motion of the cylinder F is communicated to the crank pin P of the
shaft40 by pairs of connecting rods 'Q, of which only one is seen in the
Figure
In Figure 22, on Sheet 3 of the Drawings hereunto attached; is shown in
section another, arrangement of valve for this class of engine: The valve rod J
rotates and has fixed upon it an oblique elliptic disc G, fitting a cylindrical space
turned out in the piston E. The ports H and I from each side of the piston
are made to open into the internal valve chamber in the piston at diametrically
opposite points in the cylindrical surface, and the rotation of the valve Ġ causes
each port to communicate alternately with the steam pipe C and exhaust
pipe DD

page_text: Having now described and particularly ascertained the nature of our said
Invention, and the manner in which the same is or may be used or carried into
effect, we may observe, in conclusion; that we do not confine or-restrict ourselves
to the precise details or arrangements which we have had occasion to describe or
refer to, as many variations may be made therefrom without deviating from the
principles or main features of our Invention; but what we consider to be
novel and original, and therefore claim as the Invention secured to us by the
herein-before in part recited Letters Patent, is,-
First, the application and use in motive power engines of the mechanical
contrivances for converting reciprocatory motion into rotatory motion, or vice
.versá, herein-before described under the first head of our said Invention.
Second, the application and use in motive power engines of shafts with fixed.
crank pins, journals, or working surfaces, disposed obliquely as regards the
axes of the shafts, for converting reciprocatory motion into rotatory inotion,
or vice versa, as herein-before described under the first head of our said
.Invention.
Third, the application and use in motive power engines of lever pieces,
discs, or their equivalents,, in combination with fixed crank pins, journals,
or working surfaces, disposed obliquely as regard the axes of the shafts
or shaft carrying them, for converting reciprocatory motion into rotatory
motion, or vice versa, as herein-before described under the first head of our
said Invention.
Fourth, the system or mode of arranging and constructing motive power
_ engines, wherein a first motion shaft with one or more oblique journals or work-
ing surfaces fixed or formed upon it, for the purposes herein-before explained,
runs past one, or through between two or more reciprocatory action cylinders
.placed round it, with their axes parallel to it, as herein-before described under
the first head of our said Invention.
Fifth, the application and use in motive power engines of the mechanical
contrivances for guiding the pistons of such engines, herein-before described
. under the second head of our said Invention.
Sixth, the system or mode of arranging and working the valves of motive
power engines so as to preserve their rubbing surfaces in efficient working
order, by giving a lateral motion to them in addition to their longitudinal
motion, as herein-before described under the second head of our said
Invention.
Seventh, the system or mode of constructing motive power engines to be
worked by steam or other fluid, wherein the motive agent is made to act

page_text: upon a reciprocating cylinder which slides upon a fixed piston and pipe or
tubular support, as herein-before described under the third head of our said
Invention.
In witness whereof, we, the said Alexander Morton and Edmund Hunt,
have hereunto set our hands and seals, this Third day of December,
One thousand eight hundred and fifty-five.
ALEXANDER MORTON. (L.B.)
EDMUND HUNT.
(L.S.)