US501983A - worron - Google Patents

Description

.' 4 Shets-Sheet 1.

(No Model.)

L. C. WOR'RON.. MULTI-CYLINDER ENGINE.

No. 501,983. Patented .ru-1y 25, 189s.

m'bzsses 4 sh-eetssheen 2. L. G. WORRON. MULTI-CYLINDER ENGINE.

Patented July 25, 1898.

(No Model.)

WM. Mm. I lx ,k f mv ,i wm En N mm N 2v um mv 2 n um La m irlmiem-,edf my 25, 1893.'

L. C. woRRoN. MULTI-CYLINDER ENGINE.

(No Model.)

No. 501,983y

L Cf Worron, @y bis #il-m2@ P In ven/"or Witnesses:

(No Model.) 4 Sheets-Sheet 4Av L. G. WORRON.

MULTI-CYLINDER ENGINE.

Patented July 25, 1893.

.WN UNL.

[I2 Denial' fVfzesses 32am,

Unirse Sterns armar Ormes.

LEW'IS C. WORRON, OF HARTFORD, CONNECTICUT, ASSIGNOR TO ABRAHAM VANDERBEEK, OF SAME PLACE.

MULTI-CYLINDER ENGINE.

SPECIFICATION forming part of Letters Patent No. 501,983, dated July 2.5, 1893.

Application iiled December l 1892. Serial No. 454,708. (No model.)

To all whom it may concern: in positions corresponding to the position of Be it known that I, LEWIS C. WORRON, a the valve in Fig. 1l. Fig. 13 is another end citizen of the United States, residing at Hartelevation, showing the valve advanced oneford, in the county of Hartford and State of quarter of a revolution from its position in 55 5 Connecticut, have invented certain new and Fig. 11. Fig. 14 is another diagrammatic side useful Improvements in Multi-Cylinder Enelevation, showing the series of pistons in pogines, of which the following is a specificasitions corresponding to the position of the tion. l valve in Fig. 13. Fig. is an enlarged,ver

This invention relates to thatclass of multitical, longitudinal section through the valve- 6o ro cylinder engines havinga series of single-actmechanism. Fig. 16 is an end elevation (the ing cylinders connected with a Single crankvalve-chest cover being removed) of the parts shaft through a rocking-beam common to all `shown in Fig. 15, as seen from the left-hand of the cylinders. in said figure. Fig. 17 is a side View, and

The object of the invention is to furnish an Fig. 1S an end view, of the regulator-carrier. 65

r 5 engine of the class specified of improved con- Fig. 19 is a side View of the annular valve. struction and adapted for using the steam by Fig. 20 is an edge viewr of the valve, partially successive expansions. in section, and drawn in projection with In the drawings accompanying and form- Fig. 19. ing a part of this specification, Figure 1 is a Similar characters designate like parts in 7o zo plan view of a compound steam-engine emall the figures.

bodying my present invention. Fig. 2 is a The framework of my improved compound side elevation of the engine, partially in secengine may be of any construction adapted tion, as seen from below in Fig. 1. Fig. 3 is for carrying and supporting the several fixed an elevation of the rear end of the engine, and operative details.

drawn in projection with Fig. 2; the steam- In the drawings I have shown a preferred chest cover being removed to show the valveform of framework, which is designated in a mechanism. Fig. 4 is a side view, correspondgeneral way by B, and'consists of a base-plate, ing approximately to a portion of Fig.2, and 3, the rearward end-wall 4', the forward endshowing the rocking-beam connected with the wall 5, and a connecting guide-bar, 6, set be- 8o 3o pistons. Fig. 5 is an end elevation of the tween said end-Walls at the upper sides thereparts shown in Fig. 4, as seen from the rightof and held in vplace by means of suitable hand of said figure. Fig. 6 is an enlarged secscrews, as 7 and 8, 7 and 8. For carrying tional elevation, in line cl, b, Fig. 3. Fig. 7 is the main-shaft 9,'this is shown fitted within aview similar to Fig. 3, showing the regulaa tubular bearing, 33, fixed to the forward 8:

tor-mechanism removed from the valve-shaft, end-wall 5 by-1neans of suitable bolts, as S. u and showing the valve in one of its quarter The outer end of the main-shaft 34 carries a positions. Fig. 8 is a diagrammatic side view suitable driving-pulley, as A, which is shown of the cylinder end of the engine, showing held in place on the shaft by means of the the series of pistons in positions correspondnut 35, and having the tubular hub 36 fitting 9o 40 ing to the position of the valve in Fig. 7. Fig over the DI'OECt'ng tubular bearing 33, (S90 9 is an end elevation similar to Fig. 7, show- Figs. 1 and 2,) for furnishing an additional ing the valve advanced one-quarter of a revosupport and bearing-surface for said drivinglution from its position in Fig. 7. Fig. 10 is pulley. a diagrammatic side view similar to Fig. 3, The inner end of the main-shaft 37 carries 95 4 5 showing the series of pistons in positions corthe crank-disk C rigidly fixed thereto; this responding to theposition of the valve in Fig. disk has on one side thereof a bearing for a 9. Fig. 11 is an end elevation similar to Figs. tubular journal-socket, 38, which is shown 7 and 9, showing the valve advanced oneheld in place in said bearing by means of the quarter of a revolution from its position in bearing-block 39,the cap 40, and thescrews 41. roo

5o Fig. 9. Fig. 12 is a side elevation similar to For communicating power from the pistons Figs. 8 and 10, showing the series of pistons of the engine to the crank-disk C, I provide a rocking-beam, designated in a general way by E, and adapted to have a universal rocking movement. Said beam E is carried upon the driving-spindle, or lever-shaft, 42, whose projecting stem 43 engages and revolves in the aforesaid j carnal-socket 38, as shown best in Fig. 6. The driving-spindle 42 is supported to have (together with the rocking-beam itself) a universal rocking motion, by means of a spherical journal, 38, formed on said stem and journaled in a corresponding bearing formed in the framework; said journal 44 being held in place by means of the cap 45 screwed into the framework as illustrated in Fig. 6. The spherical journal of said rockerspindle is shown located in the plane substantially of the ends of the four beam- arms 49, 49', 49 and 49 of the main-beam E. Beyond said spherical bearing thereof, the driving-spindle has a rearward projecting stem, 50 (see Figs. 4 and 6) for driving the valvemechanism of the engine, as hereinafter described.

For controlling the movements of the rocking-beam E and preventing rotation thereof, this beam is shown provided with a guide-arm, 51, carrying a guide-block, 52, located in a longitudinal plane bisecting or intermediate to the angle or planes of the beam-arms49 andV 49', as illustrated by the detail views Figs. 4 and 5. The guide-block 52 is fitted to work in the slot 52 of the guide-bar 6, as illustrated in Figs. 1 and 2. Said guide-block being pi votally supported on the guide-arm of the rockingbeamby means of some suitable stud, as 53, permits of the sidewise movement of the rocking-beam as shown in Fig. 1. And said guideblock being located in a plane intermediate, as set forth, relatively to the crosswise beamarms, so controls the motion of the beam that all of said arms have substantially the same swinging movements both longitudinally and laterally of the engine.

The cylinders of the engine may, if preferred, be constructed separately from the framework and from each other, but I have herein shownA all of the steam -cylinders formed integrally with the framework. The two high-pressure cylinders, 26 and 26', are shown at the upper side of the engine, while the two low-pressure cylinders, 27 and 27', are shown located near the lower side of the engine; all of the cylinders are preferably grouped or arranged with their axes substantially parallel with, and at equal distances from, the axis (continued) of the main-shaft. The said cylinders are provided with pistons designated in a general way by 54, 54', 54, and 54', respectively. As the construction of all of the pistons may be the same,a detailed description of one of them will be understood to apply to all of them, with the exception of the indices of the reference-characters. The piston 54, in the preferred form thereof herein shown, consists of the piston-head 54, tted with one or more piston-rings, as 55, and constructed forconnection with the rocking-beam.

For this purpose the piston-head 54 is centrally bored to receive the spherical end 56 of the connecting-rod 58; this rod is held in place in the piston by means of the cap 57 shown firmly screwed into the piston-head for receiving the thrust of the piston. The cap 57 being screwed into the inner end of the piston-head, as shown best in Fig. 6, is accessible through the cylinder when the cylinderhead l0 (hereinafter described) is removed. At its opposite end, the connecting-rod 58 is similarly connected with the rocking-beam by means of the spherical end 59 of said rod journaled in the end of the rocking-beam arm 49 under the cap 60, this being held inplace by means of the screws 6l and 62, in a wellknown manner. The spherical end 59 of said rod is shown constructed separate from the rod, and removably fixed thereto by means of a screw-thread on the rod; this is for the purpose of putting the rod through the cap 60 of the beam-arm before assembling the engine. The rod being put through the cap, the spherical end 59 is then firmly screwed onto the arm, after which this is set in place in the beamarm-bearing and the cap 60 secured in place by the screws shown therefor. The details of each of the piston-connections are shown of the same construction and arrangement as hereinbefore described, each detail of the series being designated by the same reference-character with the addition of an index-mark corresponding to that of the reference-character of the particular piston to which the connecting-rod is applied. The series of cylinders being grouped, substantially as shown, around the axis (continued) of the main-shaft, the rearward endsv of the cylinders are closed by a single plate, l0, serving as a cylinder-head and carrying the steam-chest, the valve, and the valve-actuating mechanism. In practice, said plate may be locatedon the frame B by means of the projecting bearing 63, fitting a corresponding bore shown in the framework. In the present instance, said projecting bearing is centrally bored for receiving the driving-shaft64 of the valve-mechanism; which shaft is also designated as the valve-shaft, Said shaft 64 is driven from the rocking-beam through the aforesaidv stem of the beam-spindle 50, which stem fits in a corresponding inclined bore in the head 65 of the valve-shaft, this head being usually (as shown in Fig. 6) a separate piece rigidly Xed to the aforesaid end of the valve-shaft 64. The stem 50 should be tted into the valve-shaft head in a manner so as not to cramptheparts, but to secure the free running thereof.4 l

Upon the outer side of the cylinder-head or plate 10 is placed the steam-chest 66; upon this, again, is placed the steam-chest cover 67; which cover is formed hollow for receiv- IOO ing the regulating apparatus of the valvel mechanism, and is itself covered on the outer side thereof by the plate 68. The valve-chest and its cover,and also the outer cover 68, are

(or may be) held-in place by a series of ordinary studs, 69, passing through all of` said parts and screwed into the cylinder-head plate l0, thesev stndsbeing provided at their outer endswith the usual nuts, 70. Y

` The Y steamdistribution valve, which is shown of an annular form, is designated in a general way by N, and isv constructed to tit closely between the vrearward surface of the cylinder-head 10 and the forward surface of the valve-chest cover 71, as will be understood by comparison of Figs. 6 and 15. The valve N is connected with the valve-shaft 64 to have a uniform rotary movement with said shaft, andY in the present instance is also adapted to have a sliding movement transversely of the valve-shaft-for Vthe purpose of varying the ratio of vexpansion of the vsteam by changing thetime of port-closure. For this purpose the valve-ring N has therein the driving-bar 22, in which is formed the slot 72 for the passage through the valve of the valve-shaft 64. Said bar has also formed therein suitable notches or recesses, as 73 and 7 3 for receiving` theendsof the valve-driving arms. The valve-shaft 64 is furnished with a suitable hub 74, (removably fixed thereto by means of the set-screw 75 or other 'like devices,) for carrying, pivotally supported therein at 76, the counter-weight lever 86, whose forward end engages in the recess '73 of the driving-bar 22 of the valve N, and whose rearward end carries the counter-weight or regulatorweight 77. On the rapid rotation of the valvemechanism, said Weight acts byits centrifugal momentum. As a means for sliding the valve N Ytoward the regulator-lever 86, the

- regulator apparatus is provided with the lever 78, whose inner end engages in the recess 78' of the valve-driving bar 22 whose outer end bears upon the valve-shaft and upon the middle portion of which lever the regulatorsprng 81 takes its bearing; said spring reacts against the nut 79 of the stem 85 formed Von said hub for carrying said spring pressure bar 7S, as illustrated in Figs. 15 to 18, inclusive.

When the valve-shaft and the mechanism carried thereby'is rapidly revolved, the centrifugal force of the regulator-weight 77 acting through the lever 86'carries the valve transversely of the valve-shaft. toward the pressure-bar 7 8, until the force of said Weight is counterbalanced by the resistance of the regulator-spring 81, and the valve therebyV bronghtto rest (as to its said transverse movement) ata position corresponding to the rotary speed thereof and to the force of the Yweight and spring. This action, it will be observed, follows in a general way the operation of other shiftable-eccentric valve-regulating apparatus .now used on high-speed steam-engines; but contrary to the practice heretofore. adopted, the Weight-and-spring regnlatingapparatus herein described 1s here applied directly to the rotating valve, and this is done in a simple and effective manner; and the connection between the Weight and spring engine.

is vsuch (as hereinloeforel pointed out,') that while running, all of the partsare held in close engagement with each other, so th at there is no free play between them, and consequently no rattling or jarring detrimental to the mechanism.

Steam is appliedl to thevalve-chest 66 through the supply-pipe 82and a passage-Way, 82-82, Fig. l5; said pipe in Figs. 1 and 2 is shown furnished with an ordinary stopvalve, 82', for the usual purpose.- Within the steam-chest thelive steam passes around the outside of the valve-end until it comes to some open port through which it can pass into the high-pressure cylinder or cylindersof the On the dischargeof the steam from the high-pressure cylinder, it is exhausted through the interior space 2O ot' the valve into the exhaust-chamber S3 of the valvechest cover, whence it passes out through the exhaust-pipe 82 and is finally disposed of.

The distribution of the steam to the respective cylinders is effected by means of suitably-arranged ports co-acting with the valve and the passage-way within the valve; through which passage-Way the steam is conveyed from the high-pressure to the low-pressure cylinders.

` The high-pressure cylinders, 26 and 26', are

provided each with a port, 15 and l5,1e

spectively, which are successively uncovered by the movement of the vvalve to open communication between the steam-chest (outside of the valve N) and the interior of the cylinder. Similarly, each of :the low-pressure cylinders is provided with a steam-port, 15 and 15', respectively, for opening communication between the spacewithinv the valve and the interior of the cylinder. Said low,- pressure ports are, however, shown located at alesser distance from theyvalve-shaft, so that the valve always protects the same against the admission thereto of the live steam. The relative location of said several ports is also such that on the movement of the valve to cover thevhigh-pressure ports, the interior annular passage-way` of the valve is brought into communication simultaneously with the portuof a high-pressure cylinder and the port of a low-pressure cylinder, as shown in Fig. 13, thereby opening communication between the two cylinders and conveying the partially-expanded,steam from thehigh-pressure cylinder, to be further expanded in the low-pressure cylinder, after the usual manner of using the steam in other types of compound engines. On the further eccentrically rotating movement of` the valve, this again opens communication between the high-pressure and low-pressure cylinders, and the steam-chest and the; central valve-space, respectively, for Arepeating the foregoing operations.

ple) brought against both sides thereof. This is done through the medium of auxiliary IOO passage- Ways 11, 11', 11" and 11', connecting the principal ports formed in the cylinder head-plate, and also through the medium of a series of transverse openings or passageways 23 communicating with the passageways 83 formed in the inner and outer faces of the valve, as clearly shown in Figs. 6, 16,19 and 20. l

For a more particular understanding of the cycle of operations, reference is made to Figs. 7 to 14, inclusive, representing four successive quarter positions of the valve and pistons. The revolution of the crank C is divided into quarter stages or cycles, the valves N being successively in each of the four quadrants, e, j", g and h, and moving in the direction of the circular arrow. It should be noted that the steam-chest, as shown in Figs. 7, 8, 9,10, 11, 12,13 and 111, is open; this is to show the successive positions of the valve N, but when considering its operation, the steam-chest may be regarded as closed, as in Fig. 6.

Ffirstpositon, (Figs. 7 and 8.)-The mechanism of the engine having been properly assembled, with the crank C set at an angle of ninety degrees (modied only by the usual lead of the valve) from the line of the transverse (or regulating) movement of the valve, the operative parts are then in the first quarter stage or cycle of their revolution. At this time the center line or radius of the crank may stand, for instance, in the quadrant e, and coincide with the line a b; the corresponding position of the valve N is in the quadrant f, and its line of transverse movement parallel with the line c d. In this position the valve N closes (ordinarily) to the live steam the ports of both high-pressure cylinders, and opens communication through the interior passage of the valve between the high-pressure cylinder 26 and the low-pressure cylinder 27 during this stage the live steam already in the high-pressure cylinder 26 is expanding, as also the low-pressure 'steam in the low-pressure cylinder 27.

Second posit/5071.,.(Figs. 9 and 10.)-In this position, the valve has advanced to open the port of the cylinder 26 to the' live steam; to open communication between the low-pressure cylinder 27 and the exhaust-chamber 83 through the middle space of the valve 7 3; also, to begin to open cylinder 26 to live steam, and to open cylinder 27 in the exhaust steam chamber through the valve-passage 73. At this time the piston 54 is being operated directly by the high-pressure steam, and the piston 54 is being operated bythe steam exhausted from the opposite, high-pressure cylinder 26.

Thrdposz'tion, (Figs. 11 and 12.)--In this position the valve has advanced to the quadrant h, thereby opening the cylinder 26 to the live steam, exhausting the cylinder 27, and beginning to open communication fromA the highpressure cylinder 26 to the low-pressure cylinder 27.

Fourth position, (Figs. 13 and 14.)-In this position the valve has advanced into the quadrant e, thereby cutting oiI" the live steam from the cylinder 26, opening communication from the high-pressure cylinder 26 to the low-pressure cylinder 27, and completing the exhaus` tion of the cylinder 27.

In Figs. 8, 10, 12 and 14, the movements of the several pistons are represented by arrows, those of the pistons 26 and 27 being shown by solid-line arrows, and those of the pistons 26 and 27 by dotted-line arrows. In Figs. 7 and 8, the cylinders 26 and 27 are shown exhausting, the opposite cylinders 26 and 27 being at work. In Figs. 9 and 10, the pistons of cylinders 26 and 27 are shown at opposite ends of their strokes respectively; the pistons of the intermediate cylinders 26 and 27 being approximately at mid-stroke. In Figs. 11 and 12, the cycle of piston movement has advanced through one quarter,7 bringing the pistons of the cylinders 26 and 27 to the opposite ends of their strokes respectively, and the pistons of cylinders 26 and 27 to mid-stroke. In Figs. 13 and 14, the pistons of cylinders 26 and 27 are shown at the opposite ends of their strokes respectively, the pistons of the intermediate cylinders 26 and 27 being at mid-stroke.

Having thus described my invention, I claim- 1. In a compound engine, the combination of a high-pressure and a low pressure cylinder having their ports located in the valve seat, a valve shaft, a valve mounted upon and rotating with said shaft and having transverse movements thereon, and a spring-and-weight governor in direct connection with said valve and shaft, substantially as and for the purpose described.

2. In a compound engine, the combination with two high-pressure and two low-pressure cylinders arranged in pairs about the valve axis and having their ports located in the valve-seat at different distances, respectively, from said valve axis, of the valve-shaft,'the rotating valve transversely-movable upon the shaft and having an interior passage eccentric to the valve axis, whereby the exhaust of the high-pressure cylinder is conveyed to the opposite low-pressure cylinder, and a springand-Weight governor in vdirect connection with the valve and shaft, substantially as and for the purpose set forth.

3. In a compound engine, the combination with the series of cylinders having their ports located in the valve-seat at different distances from the axis of the valve movement, and with the shaft, of an eccentrically-disposed rotating-valve having the annular passageway formed in its inner and outer faces eccentric to its axis for opening communication between opposite cylinders, and having transverse openings therethrough in communication with said passage-way to admit steam to both sides thereof, and a governor to regulate the movement of the valve transversely of its IOO IIO

pendent central driving-spindle provided with' a tubular journal socket at one end and supported in a bearing in a crank-disk secured to the main-shaft and provided with a spherical journal at its opposite end which is supportedin the frame of the engine centrally with relation to the axis of the main-shaftv and in alignment transversely with the ends of the'rocking-beam,a rotary-valve and an independent valve-shaft, one end of which is connected with the rocking-beam spindle, substantially as and for the purpose described.

5. In an engine, the combination with the cylinders, the pistons, the main-shaft, and a rocking-beam intermediate to the pistons and main-shaft, of the valve and valve-shaft, and the valve-shaft-aetuating stem 50 carried by the rocking-beam and operatively connected with the valve-shaft for actuating the same, all organized and co-acting substantiallyT as described.

f 6. In an engine, the combination with the main-shaft and rocking-beam, of the drivingspindle having a spherical journal at one end supported in a journal-bearing in the frame of the engine and axially-aligned with the main-shaft, and having the tubular journal socket at its opposite end, the crank-disk iixed to said shaft and having a journal -bearing for said tubular socket, and a bearing-block and fastening for securing the said socket in place, substantially as described.

7. In an engine, the combination with the cylinder, of the piston, the main shaft, the rocking-beam, and the independent supporting-spindle for said rocking-beam having a spherical journal at one end supported in the frame and indirectly connected with the main-shaft at the opposite end, and capable together with the rocking-beam .of a universal rocking movement to actuate said shaft, the connecting-rod spherically journaled at one end thereof in the piston land having the spherical journal-socket removably-secured to its opposite end and seated in a spherical bearing in the end of the rocking-beam, and

caps securing the ends of the connecting-rod in placein their respective bearings, substantially as described.

8. In a multi-cylinder compound engine, the combination of four cylinders arranged equidistant and parallel with relation to the axis of the-main-shaft, the main-shaft the crank or crank-disk secured to said shaft, the rocking-beam supported upon an independent spindle journaled at one end in the engineframe, and at its opposite end in the crankdisk upon the main-shaft and capable of universalrocking movements for actuating the main-shaft, and having four cross-wise arms connected at their ends by balls and sockets with the pistons of the several cylinders, respectively, and the guide-arm 5l secured to the rocking-beam intermediate to the planes of said beam-arms, and a guide-bar onthe engine-frame engaging said guide-arm for controlling the movement of the rocking-beam, substantially as described.

9. In a compound engine, the combination with the high-pressure cylinder and its port, and the low-pressure cylinder and'its port, of the steam-chest, the valve-shaft, the valve vhaving the elongated central opening movably-mounted upon said shaft and dividing the steam-chest into two parts, one for the live-steam, and one for the exhaust-steam, and having a transverse movement upon the shaft, substantially as described, for intermittently opening communication with the livesteam space and the high-pressure cylinder, and the exhaust-steam space and the lowpressure cylinder and adapted between these times for opening communication between the two cylinders through a passage-way in the valve, substantially as set forth.

l0. The combination with the valve-chest shaft and bearing upon the valve, the lever 78 bearing at one end against the'shaft, and at the other end against the valve in opposition to the normal action of the regulatorweight, andthe regulator-spring carried by the shaft and bearing against said lever78, whereby the valve is movable transversely of the shaft and the slack of the joints is taken up, substantially as described. l

l1. In a'compound engine, the combination withthe high-pressure and the low-pressure cylinders and their pistons, and the mainshaft, of the rocking-beam having the independent supporting-spindle journaled at one end in the engine-frame and indirectly'connecting the main-shaft at its opposite end, connecting-rods having aV universal-connection with the arms of the rocking-beam and pistons,`the independent valve-shaft connected at one end with the rocking-beam spindle, the rotating-valve having the elongated central opening which embraces the valve-shaft, and having passage-ways therein arranged and operating as described, to first open communication for the live-steam to the highpressure cylinder, then cut off the live-steam, and open communication from the high-pressure cylinder to the interior of the valve to the low-pressure cylinder and then exhaust the with the frame, of the cylinders havinga main and auxiliary ports, as described, the steamchest having the inlet and exhaust ports, the annular valve having the elongated central opening, and having the eccentric passage- Ways 83 formed in its inner and outer face with the transverse openingsl 23 communieating therewith, the valve-shaft extended through the elongated central openingin the valve,` a governor directly connecting said valve and valve-shaft, the pistons, the mainshaft, and the Walking-beam mounted upon an independent spindle and indirectly connected with the main-shaft, pistons and valveshat't, substantially as and for the purpose described.

13. In an engine, the combination With the valve-chest and its ports, the valve-shaft, the revoluble valve movable transversely on the shaft, of a governor comprisinga hub adjustably-secured to the shaft, a lever pivoted to said hub at one side and engaging the valve at one end, a counter-weight pivotally-supported at the opposite end of said lever, an oppositely-disposed regulator-lever engaging the valve at one end and bearing upon the shaft at its opposite end, and a spring bearing upon said lever to counter-balance the centrifugal force of the counter-Weight and regulate the transverse movement of the valve, substantially as and for the purpose described.

14. In an engine, the combination with the valve-chest and its ports, and the valve-shaft, of the revoluble valve having the central elongated opening through Which the valve-shaft extends, and transverse recesses 73, 73 a governor for said valve comprising a hub adjustably-secured to the shaft, a lever pivotallyconnected to said hub having a bearing at one end in the recess 73 of the valve, and having a counter-weight pivotally-secured to the opposite end, a stem secured to the hub at the opposite side, a lever movably-mounted on said stem, bearing at one end upon the valveshaft, and having a bearing at its opposite v end in the recess 73' of the valve, a spiral spring mounted upon said stem and bearing upon the said lever, and a nut screwed upon the end of the stem and bearing against the spring to regulate the tension thereof, all coacting to regulate the transverse movement of the valve upon its shaft, substantially as and for the purpose described. v

l5. In a multi-'compound-engine, the combination with the engineframe, of a series of cylinders radially-disposed around a common center, a steam-chest intermediate to, and in communication with, said cylinders, a revoluble valve having a central elongated opening, and independent valve-shaft extended through said opening having a bearing in the cylinder head-plate located between the cylinders and steam-chest, a main-shaft, a rocking-beam interposed between the main-shaft and valve-shaft, and mounted upon an independent spindle indirectly connected with the main-shaft through the medium of acrank at one end, and supported by a spherical journal in the engine-frame at the opposite end and connected to the valve-shaft by a stem projecting beyond the said spherical bearing engaging a head upon the valve-shaft, (the said rocking-beam having a series of ar1ns,)

: the pistons located in said cylinders, andthe piston-rods having ball-bearings at each end,

and connected with the arms of the rockingbeam and the pistons, respectively, all combined and co-acting, substantially as and for the purpose described.

16. In a compound-engine, the combination of a high-pressure and a low-pressure cylinder having their ports located in the valveseat, of the valve-shaft, the rotating valve .transversely-movable upon saidshaft having lan annular passage eccentric to the valve axis, whereby the exhaust of the'high-press` l ure cylinder is conveyed to the low-pressure cylinder, and a spring-and-Weight governor in operati-ve connection with the valve and shaft, substantially as described and for the purpose set forth.

LEVVS C. WORRON.

Witnesses:

FRANCIS H. RICHARDS, E. J. PERKINs.

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