Improvements in valves and valve gear for Marine Locomotive and other motor engines
Year: 1886

page_text: Date of Application, 7th July, 1886
Complete Left, 6th Apr., 1887.
Complete Accepted, 6th May, 1887.
I JOHN WESLEY HACK WORTH of Victoria Road Darlington in the County of
Durham Consulting Engineer do hereby declaro the nature of this invention to be as
follows:-
―
Improvements in valves and valve gear for Marine Locomotive and other motor
engines.
This invention ("designated Hackworth's paragon valves and valve gear") relate to
a series of improvements further conducing to the perfecting of the mechanism
comprised in my several inventions for which Letters patent were granted me
December 15th 1849 No. 12892, October 26th 1859, No. 2448 November 2nd 1876
No. 4246 and January 7th 1882 No. 87 and may be said to consist in a selection of
the primi features and principles of the above cited patent inventions modified, com-
bined and suitably adapted to their respective uses in Steam and other Motive Power
engines requiring frequent reversal or to run one or both ways round at uniform or
gradational speed and varying degrees of expansion, regulated by hand or motive
power and thereby worked automatically under the control of governors and capable
of such variations by manipulation as expediency may determine.
The mode of carrying the above into effect may be ascertained from the following
description.
Instead of a separate
Firstly Valves (per No. 12892 No. 87 Specifications.
Chamber at each end of the Valve the two Chambers are combined by a passage
through or at the back of the intervening portion of the valve whereby the special
induction ports at both ends of the Cylinder face, as well as the ingress opening
afforded by the valve over shooting the face, contribute their quota to enlarge the
admission area and quicken the induction unto alternate ends of the Cylinder.
This device renders the "passover" principle available which is effected by the face
bars of the Central portion of the Valve having suitable "lap" on the Cylinder face
bars at the exhaust side and Corresponding negative "lap" (or opening) on the Steam
side. These improvements are equally eligible for valves worked by a directly opposite
movement.

page_text: In such cases the Cylinder faces are arranged vice versa i.e. with the special induc-
tion ports in the middle, an exhaust port at each end (two exhausts) and the regular
induction ports intermediately. Thus by a Corresponding adaptation of the valves, each
having a passage at the back uniting the two exhausts, and coincident "lap" and
negative "lap' on the bars of the Cylinder and valve faces: a precisely similar
distribution of induction expansion, passover and eduction is obtained as with the
valves above described. Both arrangements being applicable to single port, double
port, piston or any class of slide valve for admitting motive power into the Cylinder.
Secondly Valve gear (per No. 87 Specification). These improvements will apply
to Valves placed at any point of the Circumference of the Cylinder and requiring
directly opposite movement.
The source of Motion, eccentric Crank or radial pin, imparts movement to the
central portion of the eccentric rod, instead of one end as heretofore. One end of
the said rod is moved longitudinally to and fro on a fulcrum pin guided in parallel
bars or vibrating links, while the opposite end describes an ellipse. The contour of
the ellipse may be varied to suit circumstances by the source of Motion being increased
or diminished, applied in or out of the centre of the eccentric rod and suitably disposed
relative to the Main Crank.
In a direct action gear the valve rod is extended-in line with the Main Shaft-
from the valve Chest to the eccentric rod, the two running in the same lino and not
as originally at right angles and are coupled together at the end describing the ellipse
by the reverse plane.
The reverse plane consists of a parallel Motion, preferably of the "grasshopper"
type, having a transverse movement which may be angled some 30 to 35 degrees on
either side of its central position whereby variable expansion is worked and the engine
reversed. This is effected by attaching one end of the parallel Motion lever to the
eccentric rod as named above, and the other end, by the usual link and spanner to
the reverse shaft while the half length radius rod couples the middle of the Motion lever
to the Valve rod thus completing the Connection between the Valve and Motor.
When the reverse plane, by manipulation, is thrown to its opposite extremes the
engine goes head or back way respectively with full induction charge, the charge
being reduced as the lever of the reverse plane recedes from one side or the other
to its central position (Zero) when the valve opens the "lead" only answering for
both head and back way round.
In the above arrangement the Valve rod, at the end coupled to the half length
radius rod, may be guided to and fro in its lineal reciprocations by parallel bars or
a swinging arm on a fixed centre.
In other cases the swinging arm is used as a right angle valve lever, performing
the functions of either an overend" or Millers lift" lever, having the fixed centre
as a fulcrum the valve rod attaching to the lever inside or outside the fulcrum as
may coincide with the position of the valve, and the Source of Motion correspondingly
changed to meet the varying circumstances as above described. Where the main
shaft changes its position-as in Locomotives arising from the action of the bearings
Springs the shaft and gear are so united as to retain their relative positions.
Dated this 7th day of July 1886.

page_text: COMPLETE SPECIFICATION.
Improvements in Valves and Valve Gear for Marine, Locomotive,
and other Motor Engines.
I JOHN WESLEY HACKWORTH of Victoria Road Darlington in the County of
Durham Consulting Engineer 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 :—
This invention designated "Hackworth's Paragon Valves and Valve Gear"-
relates to a series of improvements further conducing to the perfecting of the
mechanism comprised in my several inventions for which patents were granted me
December 15th 1849 No. 12,892, October 26th 1859 No. 2448 November 2nd 1876
No. 4246 and January 7th 1882 No. 87 and may be said to consist in a selection of
the prime features and principles of the above cited patent inventions inodified,
combined and suitably adapted to their respective uses in steam and other motive
power engines requiring frequent reversal or to run one or both ways round at
uniform or gradational speed and varying degrees of expansion regulated by hand or
motive power and thereby worked automatically under the control of governors and
capable of such variations-by manipulation-as expediency may determine. The
mode of carrying the above into effect may be ascertained from the following
description.
First. Valves (per No. 12892 No. 87 specifications) instead of a separate chamber
at each end of the valve, the two chambers are combined by a passage through, or at
the back of the intervening portion of the valve, whereby the special induction ports
at both ends of the cylinder face as well as the ingress opening afforded by the
valve overshooting the face at alternate ends-contribute their quota to enlarge the
admission area and quicken the induction into alternate ends of the cylinder.
"
This device renders the "passover" (per No. 12892 specification) available, which
is effected by the face bars of the central portion of the valve having suitable "lap
on the cylinder face bars at the exhaust side and corresponding negative "lap" (or
opening) on the motive power, or steam side. These improvements are equally
eligible for valves worked by a directly opposite movement.
In such cases the cylinder faces are arranged vice versa-i.e. with the special
induction ports in the middle, an exhaust at each end (two exhausts) and the regular
induction ports intermediately.
Thus by a corresponding adaptation of the valves each with, or without a passage
at the back uniting the two exhausts-and co-incident "lap and negative "lap" (or
opening) on the cylinder and valve faces, a precisely similar distribution of induction,
expansion "passover" and eduction is obtained as with the valves above described.
Both arrangements are applicable to single port, double port, piston or any class of
slide valve for admitting motive power into cylinders.

page_text: "
Second. Valve gear (per No. 87 Specification). These improvements will apply to
valves placed at any point of the circumference of the cylinder and requiring directly
opposite movement.
The Motor or source of motion-eccentric, crank or radial pin-imparts movement
to the central portion of the eccentric rod, or motor lever-instead of one end as
heretofore One end of the said rod or motor lever reciprocates longitudinally to and
fro on a fulcrum pin guided in parallel bars, or vibrating links on a fixed centre, while
the opposite end describes an ellipse.
The conture of the ellipse may be varied to suit circumstances by the motor or
source of motion being increased or diminished, applied in or out of the centre of the
eccentric rod or motor lever, and its climax suitably disposed relative to the main
crank.
In a direct action gear, the valve rod extends from the valve chest to the eccentric
rod, or motor lever the two run in line central with the main shaft, and not at right
angles as originally-and are coupled together by the reverse plane. The reverse
plane, or path may consist of any class of guide-such as "radius rods" "bars"
"crowther" or any other kind of "parallel motion" susceptible of being modified to
work in a rectilineal, or curvilineal manner in either direction and thus perform the
functions of inducting more or less motive power on either side of the piston, or an
equal distribution and answer as a mode for adjusting the irregularity (at half stroke)
resulting from the angularity of the connecting rod-preferably a plane of the
Grasshopper" type with suitable transverse movement and capable of being angled
some 30 or 35 degrees on either side of its central position, whereby variable
expansion is worked and the engine reversed. This is effected by attaching one end
of the transverse plane or motion lever to the eccentric rod, or motor lever (as named
above) and the other end linked to a spanner on the reverse shaft or to a hand lever,
or screw and hand wheel, or a cylinder, for performing the various manipulations and
working automatically whilst the half-length radius rod couples the middle of the
lever of the reverse plane, or motion lever to the valve rod, thus completing the
connection between the valve and motor. When the reverse plane or path (by hand
or motive power) is thrown to its opposite extremes the engine goes head or back way
respectively with a full induction charge, the charge being reduced as the lover of the
reverse plane or path recedes from one side, or the other to its central position
(zero) where the valve opens the "lead" only, answering for both head and back way
round.
.
In the above direct action arrangement, the end of the valve rod coupled to the
reverse plane may be guided in its reciprocations to and fro by any class of guide, or
by a radial arm working on a fixed centre. But in cases of the valve being placed
at a point of the cylinders circumference other than in line with the main shaft, the
radial guide arm performs the functions of a right angle valve lever of either the
"Overend or "Millers lift" class. The lever and fixed centre fulcrum pin being
made correspondingly stronger and the valve rod attached to and guided by the lever
inside or outside of the fulcrum as may best coincide with the position of the valve,
and the motor or source of motion correspondingly changed to meet the varying
circumstances as above described.
In circumstances where the main driving shaft changes its position-as in locomo-
tives, arising from the action of the bearing springs-the gear is carried on a
transverse frame hinged on, or suspended from the bearings, or axle boxes; Thus in
the rising and falling of the main shaft, the relative positions of the shaft and gear
are retained; And in such circumstances, the various modifications described above
will apply.
In order that my invention may be clearly understood I now proceed further to
explain and describe how the same is to be practically carried into effect by the aid
of the accompanying drawings wherein the several figures are numbered and
correspondingly lettered for reference to like parts, or parts performing similar
functions in the respective arrangements.
Figure 1 is part vertical elevation, showing a direct action arrangement.

page_text: Figure 2 part plan of main shaft sectioned through main crank journal and outside
the eccentric.
Figure 3 side or front elevation of the above with valve and cylinder faces in
section. E is main shaft, the eccentric (or motor) L motor lever; K the fulcrum
link on fixed centre guiding motor lever pin in its reciprocations; V valve rod, guided
by radial arm P on fixed centre ; G "grasshopper" lever of reverse plane coupled at
the lowest end to motor lever L and upper end to the reverse link N, while the half-
length radius rod H couples the middle of reverse plane lever G to the foot of valve
rod V, W hand wheel and screw, which being connected to the reverse link N, the
engine is thereby reversed and worked at varying degrees of expansion, B and A.
valve and cylinder faces in section.
Figure 4 part vertical elevation and Figure 5 plan of main shaft-similar to
figures 1 and 2 (Figure 3 being partly representative) showing "Miller's lift"
arrangement. The valve rod V attaches to the "Miller's lift" valve lever Pat
45 degrees of a circle from the centre of main shaft.
Figures 6 and 7 and partly Figure 3 are similar views to the above representing
an "Overend " valve lever Pat 90 degrees of a circle from the centre of main shaft.
This with intermediate arrangements-compasses one quarter of a circle; Thus the
valves may be worked at any point of the circumferences of the cylinders, which will
likewise apply to locomotives.
By attaching the reverse links N to hand lever, hand wheel and screw, or motive
power put under control of any class of governor-(the engine may be worked
automatically,) reversed or worked at various degrees of expansion when suitably
manipulated as expediency may determine.
Figure 16 enlarged section of valve and cylinder faces (opening the usual
way) A cylinder face, B valve,
Y shows "passover" opening X exhaust.
Figure 8. Enlarged section of valve B and cylinder face A (opening the opposite
Y shows " passover" opening X exhaust with passage at back of
way)
valve.
Figure 9. Enlarged section of valve (similar to figure 8) but without exhaust
passage at back.
Figures 10, 11 and 12, part side and end elevations and plan views of direct action
gear as applied to locomotives. O is a transverse frame-for carrying gear-hinged
on axle boxes-K fulcrum link with fixed centre on gear frame guiding motor
lever L in its reciprocations; V valve rod guided by radial arm P and having a
special joint to meet the rising and falling of the bearing springs. G Grasshopper
lever of reverse plane coupled at one end to motor lever L, at the opposite end to the
reverse link N while the half-length radius rod H couples the middle of the lever G
to the end of valve rod V. By the straight lever T fulcrumed on the double eye M
and connected at its inner-end by a rod to the vertical end of bell-crank T while its
horizontal end attaches to the reverse links-N. Thus the engine is reversed and
variable expansion worked by screw and hand-weeel operating on the out-end of the
straight lever T at the pleasure of the driver.
Figure 13 plan of Bell-crank lever T. Figure 14 side elevation of same and
showing top of radial arm P. Figure 15 end elevation of radial arm P and Bell-crank
lever Tenlarged scale.
The various modifications above described for working the valves at any point of
the cylinders circumferences will apply equally to locomotives.
Having more 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 in the
valves and valve gear for " Marine, locomotive and other motor engines as set forth
and described herein is

page_text: Cylinder. The usual exhaust in the middle one or more special induction ports at
each end and the regular induction ports intermediately.
22
Valve. The usual exhaust cavity in the middle, one or more special induction ports
at each end (corresponding with those in the cylinder face) communicating with the
combined chambers and the regular induction ports enlarged intermediately. Thus
when the valve reciprocates-to and fro the extent assigned for "lap" and "lead"
the motive power is inducted from both ends of the valve chest-through the
cylinder and valve faces into the combined chambers of the valve, thence alternated
into the respective ends of the cylinder through the regular intermediate induction
ports. Hence as the special induction ports open simultaneously at both ends, instant
and enlarged induction into alternate ends of the cylinder is effected, which is further
augmented by the valve overshooting the face, as hereinbefore described and illustrated
per Figure 16.
2nd. Similar improved induction by valves opening the opposite way.
In such cases the cylinder and valve faces are arranged vice versa, i.e. Two or
more special induction ports through the middle of the cylinder face (admitting the
motive power from the chest beneath)-an exhaust at each end (two exhausts) and the
regular induction ports intermediately. The valve having two or more special
induction ports in the middle united behind the face and an exhaust at each end (two
exhausts). Thus by a directly contrary movement of the valve to that explained
above the motive power is inducted from the middle of the valve chest-through
the cylinder and valve faces by the special ports and is alternated into the respective
ends of the Cylinder by the regular induction ports.
The exhaust being discharged at each end separately or unitedly by a passage at
the back of the valve (as per Figs. 8 and 9). It follows that by the simultaneous
opening of the special induction ports, instant and enlarged induction is obtained
substantially as hereinbefore described and illustrated.
3rd. The use of the above in combination with the "passover" principle. This is
effected when the valve is in the centre of its traverse and the piston nearing the
end of its stroke-by partially opening and combining-under the valve the regular
induction ports and prior to opening the exhaust-transferring a portion of the motive
power from the back to the front of the piston-and on its being closed-acts as an
elastic cushion to gradually restrain the momentum of the reciprocating machinery,
as hereinbefore described and illustrated per Figs. 8, 9 and 16.
4th. Largely reducing the pressure on the valves by inducting the motive power
beneath and maintaining a pressure in the end chambers passages and united openings
in the valves for "passover "-whereby the valves are considerably balanced and with
the enlarged face surfaces the wear and power to work the valves are correspondingly
reduced as herein before described and illustrated Figs. 8, 9 and 16 of enlarged scale.
5th. The application of the above improvements to single port, double port, piston
or any class of slide valve for admitting motive power into cylinders, as hereinbefore
described and exemplified.
6th. Valve gear improvements applying the motor to the central portion of the
motor lever.
The motor, or source of motion, being crank eccentric or radial pin, is applied in
the middle or any intermediate point of the motor levers length; One end of the said
lever is guided in its longitudinal reciprocations by a fulcrum link on a fixed centre-
or guide of any type the other end describes an ellipse, which may be varied in
contour and from which the movement of the valve is derived and the functions of
reverse and variable expansion adduced, as hereinbefore described and illustrated per
Figs. 1, 4 and 6.
7th. A valve gear adaptable to the working of valves located at any point of the
circumference of the cylinders as hereinbefore set forth and described.
8th. Direct action arrangement. Has a rigid valve rod i.e. not virtually
oscillatory extending from the valve chest to the motor lever where the two are
coupled together by the reverse plane, or path. The valve rod is guided at the foot
by a suitably proportioned radial arm on a fixed centre (a slide, or guide of any type

page_text: may be used). The reverse plane or path-preferably of the "Grasshopper" type
works transversely and is susceptible of gradational angling on either side, by hand
or motive power (or put under Governor control for working automatically) whereby
reverse variable expansion and automatic working may be performed at the pleasure
of the manipulator as hereinbefore described and illustrated per Figs. 1 and 3.
9th. "Millers lift" arrangement-Applied at 45 degrees of a circle from the
centre of main shaft. Has a rigid valve rod descending from the valve chest to the
valve lever, is attached thereto and guided thereby in its to and fro reciprocations,
the said lever-being suitably proportioned for working the valve-is fulcrummed at
one end on a fixed centre and is actuated at the other by a similar reverse plane or
path to that of the direct action gear, which with the like manipulation will perform
similar functions substantially as hereinbefore set forth described and illustrated per
Fig. 4 and partly by Fig. 3.
10th. Overend lever" arrangement-Applied at 90 degrees of a circle from the
centre of main shaft. Has a rigid valve rod extending from the valve chest to the
valve lever, the lever is fulcrummed on a weigh shaft, or rocking shaft, the valve rod
being attached thereto outside of the fulcrum and the reverse plane or path actuating
the valve lever at the opposite end (per Figs. 6 and 7).
Thus by being manipulated in a similar manner-as in the two former arrangements
-the like functions are performable.
These three arrangements-with intermediate modifications-compass one fourth of
the circle and are representative of the other three fourths. Thus the valves may be
worked at any point of the cylinders circumference.
11th. Application to Locomotives The valves are worked in precisely similar
manner as in the various modifications described above, but with the specialities of a
joint in the valve rods and transverse frames suspended from or hinged upon the
bearing or axle boxes to maintain intact or unimpaired the relative positions of the
gear and main shaft and to allow free action in the rise and fall of the bearing
springs substantially as hereinbefore described and illustrated per Figs. 10-11-
12-13-14 and 15.
12th. Special mode of adjusting the distribution of the motive power in the
Cylinder.
Inducting more or less motive power on either side of the piston. This implies the
correction of the irregularity arising out of the angularity of the connecting rod at
half stroke and more especially in cases where the angularity of the motor lever
increases the irregularity instead of correcting, or partially correcting it. The
required adjustment is effected by constructing the reverse plane or path with straight
or suitably curved "bars" in either direction, or by varying the proportions of the
radius rods and levers of the sundry parallel motions which may be used for reverse
planes so as to work lineally or curvilineally-i.e. with any required are in either
direction; thus obtaining the desired distribution of motive power as hereinbefore
particularly, ascertained described and set forth.