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Патент USA US2137551

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Nov. 22, 1938. '
w. P. VALENTINE
2,137,551
MOTOR
Filed Oct. 21, 1935
5 Sheets-Sheet 1
Nov. 22, 1938.
w. P. VALENTINE
'
2,137,551
MOTOR
Filed Oct. 21, 1935
~
5 Sheets-Sheet 2
452
6
77 7a’
Nov. 22, 1938..
'
_ w. P. VALENTINE ;
’
2,137,551
MOTOR
v
Filed Oot._21, 1935
5 Sheets-Sheet 5
£924
JW: #5
gm;
Nov. 22, 1938.
W. P. VALENTINE
2,137,551
MOTOR
Filed Oct. 21, 1935
5 Sheets-Sheet 4
I?”
1/0
19
04M MM»
Nov. 22, 1938.
'
w. P. VALENTINE
2,137,551
MOTOR
Filed Oct. 21, 1935
5 Sheets-Sheet 5
Patented Nov. 22', 1938
2,137,55i
UNITED STATES PATENT OFFICE
2,137,551 ‘
-
MOTOR
Warren P. Valentine, Philadelphia, Pa., assignor
to National Transit Pump _& Machine Com
pany, Oil City, Pa., a corporation of Pennsyl
vama
Application October 21, .1935, Serial No. 45,991
17 Claims. (C1. 121-—115)
The present invention relates to a method and Figure 1. Their cylinders appear at l0 and II
apparatus for securing substantially synchronous mounted upon a suitable base ‘l2.
step by step operation of preferably duplicate
' Steam from a steam supply line l3, (shown
engines, generally analogous to the operations of
5 the engines of a duplex pump.
A purpose of the invention is to provide a novel
method and apparatus of the character indicated
that will be at once inexpensive and effective and
Well suited to the needs of manufacture and of
10 service.
A further purpose is to synchronize two engines
by control of the exhaust of each by the other.
A further purpose is to use the engines of a
pair of the character indicated alternately at
15 corresponding portions of their strokes, each to
reversely adjust the exhaust of the other, each
adjustment tending to somewhat slow the adjust
ing engine or/and to accelerate the other engine
which, in turn, reacts similarly on the ?rst.
20
A further purpose is to slow down each engine
at the completion of each stroke of its valve
mechanism by suitably throttling the engine ex
haust.
A further purpose is to use each stroke of valve
25 mechanism of one engine to additionally open
the exhaust of another engine to be kept in step
With the ?rst.
A further purpose is to provide a complete re
lease of the engines from their mutually reactive
30
control.
'
Further purposes will appear in the speci?ca
tion and in the claims.
_
I have elected to illustrate my invention in
one only of its many forms, selecting a form how
35 ever that is at once practical and effective in
operation and which well illustrates the prin
ciples involved.
Figure 1 is a fragmentary sectional plan, in
part diagrammatic,illustrating a pair of engines
40 cooperatively connected for operation in accord
and reaches suitable or usual pilot valve steam
chests l8; l9 through-valves 20, 2|.
The pilot valve pistons are shown at 22, 23, 22',
23',rcjontrollin_g steam inlet and exhaust passages
24, 25, 26,12l'by which steam is conducted to and 10
exhausted from the main valve. In the main
valve are'pistonsiZB, V29, 28’, 29’, by which slide
Valve 3!], or 30* is shifted to control inlet‘and
exhaust torand from~ the main cylinders through
the vports 3|, 32, 3|’, 32" with exhaust through 15
passages 33, 33’; controlled by hand-operated
valves 34, 34', to a control cylinder 35 in which
operates a control valve 35. The control valve 36
is open at one end to the exhaust pipe 31 and may
be partly closed at the other endor open but is 20
there attached to a valve stem 38 operating
through a suitable stu?ing box.
'
The pilot valves are connected through stems
39, 39' shown ‘as adjustable for ‘length at 4|], and
intermediate levers 4|, 42, with main piston rods 25
43, 43’, of the respective engines, so that each
engine as its piston 44 or 45 approaches an end
of a stroke effects its oWn reversal by shifting the
corresponding pilot valve, which, in turn, reverses
the steam admission and steam exhaust connec 30
tions at opposite ends of the main valve chests I4
and|5.'
'
As thus far described the operation is in many
respects 5 similar to that disclosed in United
States Patent 933,952 to Bird, with which con 35
struction there are other similarities in the pres
ent case along with marked differences.
’The levers 4|,‘ 42 are pivoted upon or about
the axes of pins 46, 46’ which are carried by ?xed
brackets 41 mounted in any suitable way, as by 40
with a desirable form of my invention.
Figures 2 and 2a are sectional perspectives of
rods-48.
details of Figure 1.
Figures 3, 4i, 5 and 6 are sectional views show
pivots‘, the lever arms 4| and 42’ are forked at 49
" ing different critical positions, of structure cor
responding generally with that of Figure 1, but
lacking the detail of that view and intended to
be chie?y diagrammatic.
Like numerals refer to like parts in all ?gures.
50
diagrammatically) reachesthe main valve steam
chests |4, |5 through main throttle valves I6, I‘!
Describing in illustration and not in limitation
and referring to the drawings:-
'
Parts of two engines of the character indicated
paired and suitably duplicate except that their
corresponding operating parts are not simul
55 taneouly. in their same positions, are shown in
_
‘
.
‘At their outer ends, those farther from the
to engage at variant lever lengths‘with rollers 55
and 5| supported from brackets 52 of general 45
crosshead type, which are clamped or otherwise
attached to piston rods 43 and 43’. It has not
beenrconsidered necessary to‘ show any guides
for the crosshead, which will‘ be used or not ac
cording to the need.
50
At their inner ends’ levers 4| and 42 carry
rollers, 53 and 54 which engage with limiting con
tacts 55 and 56, movable with pilot valve piston ,
rods 39, 39’ so that the pilot valve piston rods
are moved forward and backward by engagement
55
2,137,551
2
of the rollers at 53, 54 with the contacts 55 and 55.
Pins 4-5, 46', or any other suitable guides, may
support the walls of slots 51 and thus support the
contacts 55 and 56. Stems 58, 59 of the main
valves are pivotally connected with any desirable
play to opposite ends of a lever 68 whose middle
point is pivotally connected through the rod 6!
with the control valve 36.
One important difference from the Bird Patent
10 No. 933,952 referred to above, lies in the character
and point of operation in the sequence of oper
ation of the control valve used. In the present
form the control valve operates upon the exhausts
of the cylinders successively so as to permit
15 comparatively free exhaust and hence compara
tively free operation of the one engine cylinder
while the other engine cylinder is slowed up by
restricting its exhaust and then reversing this I
condition to restrict the exhaust of the ?rst
mentioned cylinder while permitting compara
tively free exhaust of the second cylinder, with
corresponding operation of its engine.
The exhaust takes place from the respective
engine cylinders l0 and II through the control
25 valve, passing through its cylindrical outer shell
by ports 63 and 64 which register in different po
sitions of the control valve with relatively free
valve port 65 and restricted valve port 66 respec
tively, when this valve is in the position shown
30 in Figures 1 and 3 at the extreme right; with re
stricted valve port 61 and relatively free valve
port 68, respectively, when the control valve is in
its central position, as in Figures 4 and 6, and
with relatively free valve port 69 and restricted
valve port 10, respectively, when the control
valve is in its extreme left hand position.
In Figures 3, 4, Sand 6 I have shown in a much
more diagrammatic form the various positions
of the engine pistons, pilot valves, main valves
and control valves in engines l0’ and II’ to ex
plain the operation of the engines. Inthese ?g
ures the pilot valves are shown at 222, 232 con
trolling steam admission and exhaust to and from
main valve pistons 282, 292. The slide valves 31‘!2
are thus shifted to provide inlet and exhaust
from the engine cylinders l0’, H’ having pistons
44’, 45'. Steam passages are shown at 25', 21’,
312, 322 and 332. Hand-operated cut off valves,
one for each exhaust, are shown at 342.
The control valve 36,’ is shifted by rod 38' and
the pilot valves are shifted by rods 392 controlled
by levers 4|’, 42’ set in operation by piston rods
432.
The levers4 I ’, 42’ are pivoted at 462 about pins
supported at 48'. These levers are swung by en
gagement of their forked ends 49’ with pins 50',
5|’ carried by the piston rods.
The noses 53’,
54’ ‘of the lever engage with limiting walls 55’,
55' to shift the pilot valves, the spacing between
60 these walls providing lost motion between these
shifting movements.
The control valve 36’ is-substantially identical
with that shown in Figure 1 and the various ports
55
from it as well ‘as into it have therefore been
given the same reference characters, as in Figure
1, but with primes.
-
There is a slight difference at the back of the
valve 36' as compared with valve 36. The back
of valve36’ is wholly open and the rod 38' is at
tached to the walls of the valve, which walls
serve as ears.
I
In both of the control valves, ports ‘II have
been shown as located in opposite sides of the
valve spaced 90° with respect to the ports 65-10,
775 65’40’. In connection with this, turning mech
anism has been shown here (and also in Fig
ure 1) at T2 operated through a handle '13, where
by the rod 38’ can be turned a quarter turn with
respect to the position of the lever 30, displacing
the ports 65-10, 65’—10’, and substituting in front
of the ports 63 and 64, 63’ and 64' these ports ‘H,
with the result that exhaust through ports 63
and 64, 63' and 34' takes place freely whatever
the longitudinal position of the control valve 36
or 36’. This permits both engines to operate 10
freely and independently.
Separate exhaust from the pilot valve cylinders
is shown in Figure 1 through pipes 16, shown dia
grammatically in the other ?gures at 16’.
The usual packing and sealing devices for the 15
several rods and heads are intended to be used
as indicated. The lining for the control valve
cylinder 35, Figure 1, permits greater accuracy
in ?nishing the cylinder.
In operation, starting with the parts in the po
20
sition shown in Figures'l and 3: piston 44 or 44’
is shown at an intermediate point in the engine
cylinder ID or ID’ and has just moved there from
the left-hand end in the illustration. This cylin
der in advance of the piston (at the right of the
piston) has comparatively free exhaust through
the ports 53 and 65, the control valve being at its
extreme right-hand position and both ends of
the lever 60 occupying their extreme right-hand
positions.
3.0
The piston 45 or 45' is at its extreme left-hand
position and movement to theright is restricted
by the fact that exhaust from the right end of
this cylinder through the passages 32, 33' is re
stricted because of the small size of the port '66.
Under these conditions the piston 45 or 45'
moves but slowly to the right whereas the piston
‘It’
a
44 or 44' completes its stroke at a much higher
rate. With completion of the stroke of pistons
44 or 44’ lever 4| or 4|’ is shifted with corre
sponding movement of the pilot valve ‘control
ling thecorresponding cylinder. This throws the
pilot valve to the left, allowing steam inlet to
the right—hand end of the main valve for cylin
der In or ID’. Meantime piston 45 or 45’ has been .1‘:
slowly moving to the right. The parts thus come
into the position seen in Figure 4 in which piston
44’ is at the extreme right hand, the piston main
valve for cylinder [0' has been thrown to the left
carrying slide valve 302 to the left and piston 45’ 50
is at an intermediate point in its stroke which
may or may not be the middle of the stroke as
shown.
Shift of the main valve for cylinder ID as in
Figure 4 not only admits steam to the right hand
end of the piston 44 or 44’ but at the same time
shifts the end 60' of the lever 60 through the
movementof rod 58 or 58'.
The lever GOshifts about the end 652 as a pivot
with the result that the middle of the lever at
603, is shifted to half the distance, rod 38 or 38’
is moved to the left and the control valve 36 or
36’ is drawn to the left to its middle position
where port 61 or 61' now restricts exhaust from
the cylinder 10 or l0’.
65
The same movement of the piston which brings
port 61 into restricting position in front of port
63 brings port 68 in front of port 64 so that en
gine II or H’ can exhaust more freely, allowing
piston 45 or 45' to move to the right.
70
The coincident shifts of piston, valves. and lev
er which takeplace as piston 44 or 44’ reaches
the right hand end of its stroke are shown as
having been accomplished in Figure 4.
Withcontinuation of the movement of piston 75
2,137,551
45 or 45' to the right-permitted by the larger
exhaust opening 68 or 68'—-piston 45 or 45' comes
to the right hand end of the cylinder I l or II’
causing the pilot valve for cylinder l l or I l' to
shift to the left, which admits steam to the cor
responding main valve at the right hand end in
3
movement of thepistonv in that cylinder and in
relieving the restriction of the exhaust in accord
ance with the operation of the piston ‘of the
other cylinder during its intervening stroke, and
so on.
2. The method of maintaining substantial syn
the ?gures, causing this piston valve to move to
chronism between the operations of a pair of
the left. Movement of this piston valve, through engines, each engine having its individual oper
rod 59 or 59’ shifts the end at 602 of the lever ating equipment, which consists in reversely ad
60 to the left, causing a further movement of the justing the freedoms of exhaust of the respective
control valve 36 or 36’ to the left, to its extreme engines in timing with the successive engine 10'
left hand position.
strokes and toward the completions thereof, each
Meantime, the main piston 44 or 44’ in cylin
adjustment tending to lessen‘ the speed of the
der Ill’ begins its movement to the left and the
engine in which the adjustment is made and to
15 parts assume momentarily much the positions
increase the speed of the other engine.
15
seen in Figure 5, where exhaust from cylinder
3. The method of maintaining substantial
10 or ID’ is comparatively free and exhaust from synchronism
between
the
operations
of
a
pair
of
cylinder II or II’ is seriously restricted.
engines, each engine having its individual oper
With movement of the piston,“ or 44' from
20 the position of Figure 5 toward the left hand, ating equipment, including an exhaust and a
end of the cylinder and consequent shifting of valve adapted to determine the engine strokes, 20
the main valve pistons to the right, the end at which consists in momentarily slowing down
each engine at the completions of the strokes
60' of the rod 60 is drawn to the right, the con
trol valve is brought back to the middle of its of its valve by throttling the engine exhaust.
4. The method of maintaining substantial syn
stroke and piston 45 or 45' is started on its stroke
to the left.
30
This position is shown in Figure 6. , ‘
chronism between the operations of a pair of 25
engines, each engine having its individual oper
When the piston 45 or 45' completes its stroke, ating equipment, including an exhaust and a
to the left the pistons of the main valve are
returned to the right hand position shown in valve adapted to determine the engine strokes,
Figures 1 and 3, the lever 60 is thrown to its 1 which. consists in additionally temporarily open
position of Figures 1 and 3 and the control valve ing the. exhaust of the one engine near the end 30
of the stroke of the determining valve of the
is thrown all the way to the right so that the
parts again occupy the position at which the other engine in order to‘ cause temporary rela
tive increase of speed of the second engine with
cycle started, as seen in Figures 1 and Figure 3.
respect to the ?rst.v
'
When it is desired to operate one engine only
5.
The
method
of
maintaining
two
engines
the corresponding valve 34 or 34' may be closed
in substantial step, each engine having its in 35
wholly to shut off the exhaust from the corre
sponding engine cylinder.
It will be evident that a quarter turn of the
control valve for the special ports and a selective
use of the valves 34, 34' make it possible torun
either engine alone on free exhaust or to run
both engines at the same time on free exhaust.
When it is desired to run one engine freely and
independently, without running the other en
gine, the stoppage of the other engine can be
e?ected alternatively by closing the main intake
or shutting 01f the exhaust of the engine to be
dividual operating equipment, which consists in
adjusting the exhausts of each near the end of
the stroke of the other somewhat throttling the
exhaust of the engine just completingv the stroke
and additionally pening the exhaust of ,the 40
other.
'
Y
6. The method of operating two steam engines
in relative step, each engine having its individ
ual operating equipment including pistons and
exhaust ports, which consists in decreasing the
45
speed of each engine as it completes its stroke
shut down before it reaches the port ‘II. The by restricting its exhaust and concurrently in
_ creasing the speed of the other by relatively free
valves 34, 34’, 342 afford convenient means for ing its exhaust.
this purpose.
7. The method-of maintaining two engines in 50
It will be evident that the circumferential substantial step which consists in regulating the
shift of the control valve to present ports 65-10
exhaust of each according to the position of the
or 55'-'Hl' alternatively to ports ‘H may be pro
piston in theother, reducing the speed of one
vided with a detent Tl which will engage from one
part with the other in‘ full stroke position to hold while increasing the speed of the other, ?rst upon 55
one engine and then upon the other engine and
the parts reliably againstaccidental shifting to -S0
on.
intermediate position.
8.,
A pair of engines having inlets, exhausts,
In view of my invention and disclosure, varia-. operating
valves, pilot valves and means for al
(Til tions and modi?cations to meet individual whim
or particular need will doubtless become evident tering the resistance to exhaust at a point be 60
to others skilled in the art to obtain part or all yond the normal engine exhaust, and connec
tions, between a movable part of each engine and
of the bene?ts of my invention without copying the controlling valve of the same engine, adapt
the structure shown, and I, therefore, claim all ing the shifts of the respective valves to eifect
such in so far as they fall within the reasonable
spirit and scope of my invention.
Having thus described my invention, what I
claim as new and desire to secure by Letters Pat
ent is:
l. The method of operating two engines hav
ing separate cylinders, pistons, inlet and outlet
passages and operating valves, and maintaining
each at the average speed of the other, which
consists in restricting the exhaust for the next
stroke in each cylinder in agreement with the
reverse changes in the exhaust pressures of one
of the engines, each shift tending to increase the 65
exhaust pressure of the engine making the shift
and to‘ decrease the exhaust pressure of the
other engine.
9. -A pair of engines having inlet and exhaust
ports and supplemental adjustable exhaust ports 70
and operating valves, pilot valves and connec
tions between a movable part of each engine
and the controlling valve of the same engine,
adapting the shifts of the respective valves to
75
2,137,551
4‘.
reversely adjust the exhaust ports, each shift
tending to somewhat. close the exhaust port of
the engine having the valve making. the adjust
ment, and to additionally open the exhaust port
cylinders and connections from the respective
piston rods to the pilot valves whereby'the pilot
valves and by them the .main valves are shifted
with‘movemen’t‘of the piston rods for the same
engine cylinder.
- of the other engine.
10. In a multiple cylinder unit, a pair of cyl
inders, pistons and piston rods for the'respective‘
cylinders, walls forming inlet and exhaust pas
sages to and from the said cylinders, a main
10' valve for each of said cylinders, a pilot valve and
?uid connections for each main valve, an ex
haust control valve common to the two cylin
ders, connections between the main valve op
erating mechanisms and the control valve and
15" connections between the respective piston rods
and the pilot valves, whereby the operation of
the main valve by the pilot valve for each stroke
of one cylinder shifts the control valve part of
its stroke in one-direction and operation of the
main valve by the pilot valve of the other cyl
inder by movement of the piston rod of said‘
cylinder completes movement of the control
valve in said direction.
'
11. Multiple engine cylinders, pistons and pis
ton rods for the cylinders, main valves and'walls
forming inlet and exhaust passages for the cyl
inders, pilot valves for the main valves, a con
trol valve having ports restricting the discharge
from one cylinder and providing fuller discharge
in the other cylinder with different positions of
the control valve, interconnection between the
main valves and control valve whereby the con;
trol valve is moved due to shift of the main valves
and means for operating the pilot valves by
~ reason of movement of the pistons, to shift the
control valve position after each operation of a
piston in one cylinder a direction such that the
control valve restricts subsequent exhaust from
that cylinder and facilitates exhaust from the
40' other cylinder.
12. A pair of separate engine cylinders, pis
tons and piston rods for the cylinders, main
valves and pilot valves controlling inlet and
discharge of steam to and from the respective
,- cylinders, connections between parts movable
with the pistons and the pilot valves whereby
the pilot valves are controlled in position by the
movement of the pistons, exhaust control mech
anism for restricting or facilitating exhaust from
the several engines alternately and connections
between the main valves of the cylinders and
said exhaust control mechanism whereby the
exhaust control mechanism restricts exhaust
from each cylinder after it has made its stroke
:1 until the opposite cylinder has moved and sub
stantially permits enlarged exhaust from said
cylinder.
'
13. In a multiple engine, a pair of engine cyl
inders, pistons and piston rods therefor, main
valves controlling inlet and exhaust passages
to and from said cylinders, pilot valves for said
main valves, a valve for additional control of
the exhaust from said cylinders, having ports
providing, in each of its positions, for relatively
;. free exhaust from one of said cylinders and rela
tive restriction of exhaust from the other of
said cylinders, alternating the control valve’s suc
cessive positions as to the exhaust from which
cylinder is restricted, lever means movable at
' its ends with the main valves and movable at an
intermediate point with the control valve Where
by the position of the control valve is deter
mined by the positions of the main valves, to
successively vary the position of the control valve
and alternately restrict exhaust from the two
'
-
14. In a multiple engine, a pair of cylinders,
pistons and piston rods therefor, main valves
controlling inlet and exhaust passages to and
from said cylinders, ‘pilot valves for said main
valves, a control valve for the exhaust from said 10
cylinders having ports providing in each of its
positions for relatively free exhaust from one of
said cylinders and relative restriction of ex
haust from the other of said cylinders, alter
hating its successive positions as to the cylinder
from which exhaust is restricted, lever means
movable at its ends with the main valves and
at an intermediate point with the control valve
whereby the position of the control valve is
determined by the positions of the main valves to 20
successively vary the position of the control valve
and alternately‘ restrict exhaust from the two
cylinders, connections from the piston rods to the
pilot valves whereby the pilot valves and by them
the main valves are shifted with movement of 25
the piston rods of the same engine and separate
valve means for closing off the exhaust of each
of the cylinders at will.
15. In a multiple engine, a pair of cylinders,
pistons and piston rods therefor, main valves 30
for inlet and exhaust passages to and from said
cylinders, pilot valves for said main valves, a
control valve for the exhaust from said cylin
ders having ports providing in each of its posi
tions for relatively free exhaust from one of
said cylinders and relative restriction of ex
haust from the other of said cylinders, alternat
ing its successive positions as to the‘ cylinder
from’ which exhaust is restricted, lever means
movable at'its ends with the main valves and
at an intermediate point with the control valve,
whereby the position of ' the control valve is
determined by the positons of the main valves
to successively vary the position of the control
valve and alternately restrict exhaust from the
two cylinders, connections from the piston rods
to the pilot valves whereby the pilot valves and
by them the main valves are‘ shifted with move
ment of the piston rods of the same engine,
means for separately shifting the control valve
and additional ports in the control valve where
by both cylinders may exhaust freely through
the control valve in all positions of the control
valve.
‘
16. In a multiple engine, a pair of cylinders,
pistons and piston‘ rods therefor, main valves
controlling inlet‘ and exhaust passages to and
from said cylinders, pilot valves for said main
valves, a control valve for the exhaust from said
cylinders having ports providing in each of its
positions for relatively free exhaust from one
of said cylinders and relative restriction of ex
haust from the other of said cylinders, alternat
ing its successive positions as to the cylinder
from which exhaust is restricted, lever means 65
movable at its ends with the main valves and at
an intermediate point with the control valve,
whereby the position of the control valve is deter
mined by the positions of the main valves to
successively vary the position‘ of the control
valve and alternately restrict exhaust from the
two cylinders, connections from the piston rods
to the pilot valves whereby the pilot valves and
by them the main valves are shifted with move
ment of the piston- rods of» the same engine,
2,137,551
means for separately shifting the control valve,
additional ports in the control Valve whereby
both cylinders may exhaust freely through the
control valve in all positions of the control valve,
and separate valve means for closing oif the ex
haust of each of the cylinders at will.
17. A pair of engines having inlets, exhausts,
operating valves and means for altering the re
sistance to exhaust at a point beyond the normal
is engine exhaust and connections between the
5
valves adapting the shifts of the respective valves
to e?ect reverse changes in the exhaust pressures
in one of the engines, each shift tending to in
crease the exhaust pressure of the engine mak
ing the shift and to decrease the exhaust pres
sure of the other engine, in combination with
means for selectively eliminating the alteration
of resistance to exhaust at the point beyond the
normal engine exhaust.
WARREN P. VALENTINE.
l0
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