Improvements in Cylinders and Valves for Steam and other Engines.
Year: 1893

page_text: Date of Application, 28th Mar., 1893-Accepted, 17th June, 1893
COMPLETE SPECIFICATION.
[Communicated from abroad by HENRY ROLAND FAY, of No. 101, Union Park
Street, Boston, County of Suffolk, Massachusetts, United States of America,
Locomotive Engineer.]
Improvements in Cylinders and Valves for Steam and other Engines.
I, HENRY HARRIS LAKE, of the firm of Haseltine, Lake & Co., Patent Agents
45 Southampton Buildings, in the County of Middlesex, do hereby declare the
nature of this invention and in what manner the same is to be performed to be
particularly described and ascertained in and by the following statement :-
-
My invention relates to slide valves for engines, especially of the locomotive
class, such as the ordinary locomotive engines, and "cross" compound engines.
66
"
It has for its object, when applied to the ordinary locomotive engine, the
releasing of compression within the cylinder, and when applied to a cross
compound engine, with the crank pins set at right angles (as is usual in an engine
of this class) also the controlling of a positive point of admitting a predetermined
quantity of steam through the high pressure cylinder into the receiver and low
pressure cylinder. These advantageous results are effectively accomplished in a
simple manner.
In the use of this invention upon high pressure locomotive cylinders, the amount
of compression release is controlled by the design of the valve and the location and
size of the extra ports in the valve and cylinder. By the releasing of compression
within the cylinders, especially at early points of cut-off, the efficiency of the
locomotive will be increased, especially as to its speed and ease of running at high
speed.
66
"
In the use of this invention, the valve, especially when at its full travel, upon
the high pressure cylinder of a cross compound engine; the point of steam
admission, and the amount of steam admitted, through the high pressure cylinder,
into the receiver and low pressure cylinder, is determined and controlled by the
design of the valve and the location and size of the extra ports. By admitting a
predetermined amount of steam, into the low pressure cylinder at a period when
the low pressure piston is at or near the beginning of its stroke, the pounding of
the low pressure side of the engine will be diminished, thereby increasing the
efficiency and ease of running of the engine.
In the accompanying drawings.
Figure 1 represents the upper half of an ordinary locomotive cylinder in
longitudinal section. The valve is shown in section, on the line C D of Figure 6.
The extra ports and valve being designed for a high speed passenger locomotive; the
piston and valve are shown in their correct relative position, at or just before
the point of release, the direction of travel, of both piston and valve, being
indicated by arrows.
In this view the extra ports entending from the valve seat to
the cylinder bore are shown as passing through the vertical centre of the cylinder;
but these ports actually extend down through the sides of the valve sent and
cylinder as correctly represented in Figures 3 and 4.
Fig. 2 is a sectional view, similar to Figure 1 except that the front half of the
valve, is shewn in section C D of Figure 6, and the back half in section E F of
Figure 6 and except also, that the piston and valve are represented in their correct
relative position, immediately after the point of release, the direction of travel of
both piston and valve are indicated by arrows. This view shows, by means of
arrows, the path of the released compression.
Figure 3 is a full plan view of Figure 1, the steam chest cover and valve being
removed and the walls of the steam chest shown in section. In this view the extra
ports are shown in the valve seat.

page_text: Figure 4 is an end view of the cylinder with the front head removed, showing in
dotted lines, the extra ports, which extend from the valve seat to the bore of the
cylinder.
Figure 5 is a central longitudinal full section of the valve and of the valve seat
showing ports and extra ports, upon an enlarged scale.
Figure 6 shows the valve in an inverted plan, upon an enlarged scale.
Figure 7 is a sectional view on line A B of Figure 6.
Figure 8 illustrates the construction of a false valve seat, showing the manner
of constructing the extra ports in applying my invention to an ordinary cylinder
having a false valve seat.
Figure 9 is a section of Figure 8 on line G H.
Figure 10 is a plan view of the valve seat of a locomotive cylinder of a common
type showing the manner in which the extra ports may be made, to illustrate the
method of applying my invention to cylinders already in use.
Figure 11 is an inverted plan of a common D valve adapted for use upon the
valve seat shown in Figure 10, showing the extra valve ports.
.
:
Figure 12 is a sectional view of Figure 10 on line IJ the valve (Figure 11)
being shown in side elevation, and a portion of the steam chest is shown in
section.
Figure 13 is a sectional view of Figure 10 on line KL the sectional view of the
valve being that on line M N of Figure 12.
Figure 14 is an end view of the upper portion of the cylinder the front head
being removed, a small portion of the steam chest being shown. This view shows
in dotted lines, the extra ports, represented by Figures 10-12 and 13, which extend
(indirectly) from the valve seat to the bore of the cylinder. It also shows, on the
left hand or outer side of the cylinder, by broken lines, an arrangement of piping,
by means of which, the extra ports may extend through pipes around a portion of
the cylinder from the upper part of the cylinder to the bore of the cylinder.
Figure 15 is an inverted plan of the valve designed for use upon the high pressure
cylinder of a "cross" compound engine. It is constructed same as the valve shown
in Figures 1, 2, 5, 6 and 7, except that it has a portion of its face cut away at the
sides of the exhaust cavity, this exception or difference will be clearly manifest by
comparing this valve with the valve shown by Figure 7, and
.
Figure 16 is a sectional view, similar to Figure 1, of the high pressure cylinder
of a "cross" compound locomotive engine. The construction and arrangement of
the extra ports is the same as shown by Figures 1, 2, 3, 4 and 5 and the valve is
shown in section, the front half of the valve is a section on line OP of Figure 15,
and the back half is a section on line QR of Figure 15, and the direction of travel
of both valve and piston is indicated by arrows. The piston and valve are located
in their approximately correct relative positions, on the longest travel of the valve;
the path of steam admission from the steam chest to the exhaust is indicated by
arrows. It is well known that, in "cross" compound engines, the exhaust of the
high pressure cylinder is connected with the receiver and low pressure cylinder,
which are not shown in the drawings. The locomotive cylinder 20 shown in
Figures 1, 2, 3, 4, 5, 10, 12, 13, 14 and 16 is of an ordinary type and it is provided
with the following, all of which are of the usual construction and arrangement :-
Front head 21, back head 22; provided with the usual stuffing box; piston 23 ;
piston rod 24; steam chest 25; provided with a common stuffing box; steam chest
cover 26 valve rod 27; steam admission ports 28 and 29; and steam exhaust
port 30.
The extra cylinder ports 31 and 32, which extend from the valve seat 33 to the
bore of the cylinder, may be constructed and arranged as shown in Figures 1, 2, 3,
4, 5 and 16. These ports starting from a point between the admission and exhaust
port, the entering point of the ports into the bore of the cylinder may be varied to
suit the conditions under which the locomotive is designed to run. So also, for the
same reason may the size of the ports be varied, and. they may be located on one
side of the cylinder only.
.

page_text: The valve 34, represented in Figures 1, 2, 5, 6 and 7 which is like an ordinary
D valve, except in respect to the extra valve ports 25 and 36, which are constructed
and arranged as follows: Both ports are alike, and each port is made within the
valve face, the recessed rectangular openings in each side of the valve are con-
nected together by means of a groove as shown in the drawings. It will be observed,
referring especially to Figures 1, 2 and 7, that the sides of the valve 37 and 38,
extend between and are wider than the rectangular openings of the extra valve
ports. This is for the purpose of preventing the passage of steam into the exhaust
port, from the cylinder, through the extra cylinder and the valve ports. For the
purpose of preventing the uncovering of the extra cylinder ports to the steam
pressure within the steam chest, at the full travel of the valve, the lugs 39 are added
to the valve.
The operation of the invention, referring to Figures 1 and 2, is as follows: In
Figure 1, the piston and valve are represented in their approximately correct
positions at or just before the point of release, on the short point of cut-off of the
valve, the travel of piston and valve being indicated by arrows. In Figure 2, the
piston and valve are represented in their correct relative positions, just after passing
the point of release, and just after the commencement of compression, between the
piston and front cylinder head, and, as indicated by arrows, the compression is
released from the cylinder and steam admission port 29, through the extra valve
ports 36 and extra cylinder port 32 into the cylinder from which the released com-
It is evident,
pression passes to the exhaust port through the admission port 28.
that both ends of the cylinder and valve being alike, the release of compression will
be accomplished at each stroke of the piston.
In a new cylinder, the extra cylinder ports may be readily made in the cylinder
casting; but, when it is desired to apply my invention to a cylinder having a false
valve seat, the extra cylinder ports, in the false valve seat, may be made as shown
by Figures 8 and 9, as follows. The false valve seat 40, of regular construction, is
provided with the four like extra cylinder ports 41, each of which is made by
drilling and grooving the seat as shown by Figures 8 and 9, the length of the groove
is sufficient to extend directly over the point of entrance of the port into the
cylinder, upon which the false valve seat may be placed.
In the application of my invention to locomotive cylinders such as are in common
use, the extra cylinder ports and extra valve ports may be constructed as shown by
Figures 10, 11, 12, 13 and 14. The extra valve ports 42 and 43 of the valve 44
are made the same as in the valve represented by Figures 1, 2, 5, 6 and 7, except,
that as the extra cylinder ports are round in section, the recessed openings forming
the ends of the extra valve ports are semi-oblong in form, instead of being rect-
angular. In the cylinder, the extra valve ports 45 are made by drilling holes
using a common drill and afterwards plugging such a portion of each of the holes as
may not be of use in the making of each port. Each port 45 commences on the
valve seat 46 then down, out, and up to a space (which forms a portion of the port)
directly under the wall of the steam chest 47 and between the copper gasket wires
which are formed into rectangular shape at this point, and then downward into the
bore of the cylinder. On the outer side of the cylinder 20, each extra cylinder port
may be carried around a portion of the cylinder if desired, by means of the pipe 48
as shown by broken lines in Figure 14.
The application of my invention to the high pressure cylinder of a cross compound
engine is illustrated by Figures 15 and 16. In these figures the cylinder 20 is
the same and the extra cylinder ports 31 and 32 are the same, as shown in
Figures 1, 2, 3, 4 and 5 and the valve 34¹ and the extra valve ports 35 and 36¹
are constructed same as shown by Figures 1, 2, 5, 6 and 7 the only difference
between the valve 34' and the valve 34, is that the valve 341 has its sides 37¹
and 38' cut back, as shown in Figure 15, opposite the exhaust cavity, this is for
the purpose of permitting the passage of the steam from the steam chest, through
the admission port, a part of the cylinder, and the extra cylinder port 32 into the
exhaust port, from which port the steam may pass into the receiver and low

page_text: pressure cylinder, which are not shown. The path of the steam from the steam
chest to the exhaust cavity is indicated by arrows in Figure 16. It is obvious,
that, as both ends of the cylinder and valve are alike in their construction, so far
as relates to the extra ports, the steam admission from the steam chest to the
exhaust port will take place at each stroke of the engine, after the piston has
passed the mouth of the last extra cylinder port, in the direction of its stroke, on
the full or nearly full travel of the valve.
The construction and arrangement of the extra cylinder and valve ports of an
engine should be such as will meet the requirements of the design of that engine,
and the extra valve ports may be readily applied to the so called Richardson, valve,
the Allen-Richardson valve, piston, and other slide valves by making such slight
changes in the size and location of the extra valve ports as may be necessary to
accomplish the results sought to be obtained, as duly set forth. So also may the
inside and outside lap of the valve, relative not only to the steam admission and
exhaust ports, but to the extra ports, be increased or diminished.
The following are some of the advantageous results that may be obtained by the
use of my invention, by reason of relieving compression: First: Inside lap may
be added to the valve, thereby producing highly economical results obtained by a
greater or more expansion of the steam due to the increased inside lap. Second:
Especially when applied to a locomotive, a less sharp and a more continuous
exhaust being obtained, the draft, due to the exhaust, is less violent, thereby
preventing to a great extent the lifting of the coals and producing greater economy
in the consumption of the same due to more perfect combustion. Third The
relieving of compression into the exhaust end of the cylinder maintains a higher
temperature within the cylinder thereby reducing cylinder condensation. Fourth:
The valve may be more evenly balanced as the compression is relieved or reduced,
thereby reducing the valve friction. Fifth As the compression is released or
reduced the valve will not lift. This is a feature of great importance as it permits
the valve to travel with a minimum amount of friction upon the lubricated valve
seat. The common valve, especially of a locomotive in operation is frequently
lifted, and as a result, the lubricant is blown from the frictional surfaces, the steam
being wasted into the exhaust, and the reseating of the valve is accompanied by
destructive blows. All these destructive features are eliminated by the use of my
invention. Sixth It has been demonstrated, that the relieving of compression, by
the use of my invention almost entirely prevents the racking or kicking of a
locomotive, especially at high speeds, from side to side. This is a highly important
economical feature as it lessens the wear and tear of the rolling stock and track
and permits high speed with greater safety. Seventh: My invention permits the
use of a smaller per cent. of steam clearance room in the cylinder of an engine than
it is now generally considered necessary or advisable to use.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed as communicated to me
by my foreign correspondent, I declare that what I claim is :-
:-
1. In an engine the cylinder provided with the extra cylinder ports, in com-
bination with the valve provided with the extra valve ports, by means of which,
compression release is accomplished, substantially as specified.
2. In an engine, the cylinder provided with the extra cylinder ports, in com-
bination with the valve provided with the extra valve ports, by means of which
steam admission into the exhaust port may take place, substantially as specified
and for the purposes set forth.
3. In an engine, the cylinder provided with the extra cylinder ports, in com-
bination with the valve provided with the extra valve ports, by means of which,
on the short points of cut-off of the valve, in which case the compression is excessive,
compression release is accomplished, substantially as set forth.
4. In an engine, the cylinder provided with the extra cylinder ports, in com-
bination with the valve provided with the extra valve ports, by means of which,

page_text: on the long points of cut-off of the valve, steam admission into the exhaust port
may take place substantially as specified and for the purposes set forth.
5. In an engine, the cylinder provided with the extra cylinder ports 31 and 32,
in combination with the valve 34 having the extra valve ports 35 and 36 by
means of which, compression release may take place, the path of the travel being
from the cylinder and admission port around the piston through the extra valve
and cylinder ports into the other end of the cylinder, and from the cylinder through
the admission port, and exhaust cavity into the exhaust port, substantially as set
forth.
6. In an engine, the cylinder provided with the extra cylinder ports 31 and 32,
in combination with the valve 34 having the extra valve ports 35' and 36' by
means of which steam admission from the steam chest into the exhaust port may
take place, the path of travel of the steam admission being from the steam chest
into the cylinder, through the steam admission port into the cylinder and from the
cylinder through the extra cylinder port into the exhaust cavity and port, sub-
stantially as set forth.
7. The combination of the cylinder 20 provided with the extra cylinder ports 31
and 32, with the valve 34 provided with the extra valve ports 35 and 36, and
having the sides of the valve, 37 and 38 of some considerable width, substantially
as and for the purposes set forth.
8. The combination of the cylinder 20 provided with the extra cylinder ports 31
and 32, with the valve 34¹ provided with the extra valve ports 35 and 36¹ and
having the sides of the valve 37¹ and 38¹ cut back, substantially as and for the
purposes set forth.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.