US731126A - Compound engine. - Google Patents

Description

No. 731,126. PATENTED JUNE 16, .1903. G. B. PETSGHB.

COMPOUND ENGINE.

APPLIOATION nun JULY 1a, 1902.

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PATENTED JUNE 16, 1903.

G. B. PETSGHE. COMPOUND ENGINE.

APPLIOATION I'ILED JULY 18, 1902.

2 SHEETS-SHEET 2.

N0 MODEL.

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UNITED STATES Patented June 16, 1903.

PATENT FFICE.

GUSTAV B. PETSOHE, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THE SOUTHWARK FOUNDRY & MACHINE COMPANY, OF PHILADEL- PHIA, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

COMPOUND ENGINE.

SPECIFICATION forming part of Letters Patent No. 731,126, dated June 16, 1903.

Application filed July 18, l9(l2- Serial No. 116,020. (No model.)

To ail whom it may concern.-

Be it known that I, GUSTAV B. PETsoHE, a subject of the Emperor of Germany, residing in the city and county of Philadelphia, in the State of Pennsylvania, have invented a certain new and useful Improvement in Oompound Engines, of which the following is a true and exact description, reference being had to the accompanying drawings, which form a part thereof.

- My invention relates to steam-engines, and particularly that class of steam-engines in which the exhaust-steam from one cylinder is led into and used to actuate the piston in another cylinder, two .cylinders being thus compounded; but more particularly my invention has reference to that class of compound engines in which engines or cylinders, usually compounded, are also adapted to work independently, and the particular object of my invention is to provide simple and efficient mechanism whereby the two engines can be thrown intov compound relations with each other or made to work independently.

The nature of my improvements will be best understood as described in connection with the drawings, in which they are illustrated, and in Which Figure l is an elevation, partly in section, of two compound engines set to work independently, while Fig. 2 is a similar elevation showing two engines operating compound. Fig. 3 is an enlarged sectional view of the valve G, as shown in Figs. 1 and 2, with its appliances, while Figs. 4 and 5 illustrate modified forms of said valve G, also adapted for use in and embodying my invention.

A and B are the two engines, which I will refer to, respectively, as the high-pressure and low-pressure engines or as the first and secondengines. A and Bindicatc the steam-chests of the engines.

0 is the steam-supply pipe, leading directly through its extension 0 to the steam-chest of the first engine and connecting through a branch C and its connection C to the steamchest of the second engine.

0 is a steam-conduit leading from the exhaust of the first engine, preferably through a reheater, (indicated at D,) to the steam-chest of the second engine, the connections being indicated at C and O C and O are the exhaust-pipes of the first and second engines, respectively.

E is a valve by which the steam-conduit O can be closed; E, a valve or gate by which the steam-conduit O can be closed, and E a valve or gate by which the exhaust-conduit O can be closed.

F and F are regulating-valves controlled by governors, (indicated at K and K.)

G (see Figs. 1, 2, and 3) is a valve adapted Lo-close the steam-conduit 0 when seated on its seat, (indicated at I.) As shown in the above figures, this valve is secured to a spindle J, which is operated through a connecting-rod J by a lever J secured to ashaft J from which extends a second lever-arm J having secured to it a weight J or any equivalent device.

H (see Figs. 1 and 2) is a reducing-valve situated in the conduit O Referring to the governor construction illustrated in Figs. 1 and 2, L is a longitudinally movable and rotatable spindle moving in bearings (indicated at S and S and having secured to it a friction-disk L, which normally rests upon a friction wheel N, driven, as shown, by a shaft N, having at its end a pulley, (indicated at N which pulley is driven by a belt N from the main shaft N of the engine. L indicates the ordinary weights of the governor, to whic'his secured the sleeve L having attached to it the grooved collar L, which through a lever M and connecting-rod M actuates the throttle-valve spindle M of either throttle-valves F or F. Zindicates the lower end of the governorspindle, and Z a collar around the spindle situated below the grooved collar L 0 is an adjusting-screw moving in a threaded bearing S and actuated by a hand-wheel O.

In the construction shown in Fig. 4 a hinged valve G is shown, which is adapted to seat itself on a seat I in the conduit C and is hinged on a spindlej from which extends the lever-arm j, having a weightj attached to it.

In the modification shown in Fig. 5 a cylindrical valve is provided in the conduit 0 having openings 1 and the piston-valve G is provided to niovein this cylindrical valveseat, said valve being attached to a spindle J, actuated like the similarspindle in Fig. 3 by a connecting-rod J.

In the position shown in Fig. 1 the valves E and E are open, so that steam can pass from the conduit 0 through the branches 0 and G to the steam-chests of both engines. The valve E in the exhaust-conduit C is also open, so that the first engine A can exhaust into this conduit, and the valve G is seated so as to cut off the passage of steam through the conduit 0 The governors K and K are also both indicated in operative position. It will be noticed that the valve G is in the in dicated position held to its seat with a certain pressure due to the weight J on the lever-arm J andthat the steam delivered to 'the high-pressure engine B is properly re duced in pressure by passing through the reducing-valve H and that a certain desirable reserve of steam for the low-pressure or large cylinder engine is provided in the reheater D, the pressure of this steam acting, in addition to the weight J to hold the valve G seated. Obviously the two engines in this adjustment'will work entirely independent of each other. When it is desired to combine the two engines A and B, the valves E and E are closed, as indicated in Fig. 2. The exhaust steam then from the first or high-pressure engine A passes into the conduit C and lifts the valve G from its seat I. The liftingof the valve bythe steam throws the weigh ted lever J to somewhat beyond a vertical position, whereupon this weight causes it to move over to the position indicated in dotted lines in Fig. 3. In the position shown in Fig. 2 this motion of the weighted lever resulting in a still further elevation of the valve G above its seat and in locking and holding the valve in elevated position. The engines then work as a compound engine; but, as will be readily understood, it is no longer necessary or desirable that each engine should be provided with an independent governor, and consequently one of the governors should be thrown out of operation and the valve controlled by it set to some determined and proper point. This in the construction I have indicated is accomplished by the simple expedient of screwing up the screw 0 by means of its hand-wheel O, the said screw abutting against the lower end Z of the spindle L and raising the spindle until the friction-disk L leaves contact with the frictionwheel N, which at once disconnects the governor from the moving parts of the engine by which it is normally driven. The adjustment of the throttle or other valve controlled by this disconnected governor is also, in the construction I have indicated, effected by the screw 0, the spindle having secured to it a collar or other device, (indioatedat Z,) which,

as the spindle is elevated, carries with it the sleeve and collar L and L and through the collar actuates the lever M and rod M, which, as already explained, is connected to the regulating-valve. This governorand the devices by which it is thrown into and out of operation are not'broadly claimed in this application, but form the subject-matter of another application'for Letters Patent, filed July 18, 1902, Serial No. 116,019.

In place of the valve G (shown in Figs. 1, 2, and'3) other modified forms of valves having the same capacity for action may be used. For instance, in Fig. 4 Ihave shown ahinged valve having attached to its hinged spindle the weighted lever j. This valve is lifted from its seat by the exhaust-steam, and after the weighted lever has passed the vertical position its weight causes it to move still farther downward, raising the valve entirely out of the conduit, as is shown in full lines, the closed position of the valve being shown in dotted lines.

In Fig. 5 the same principle is shown as applied to a piston-valve, the connecting-rod J being connected, as in Fig. 3, the valve being,when the engines are not com pounded, in the lower part of the casing I and being raised by the pressure of steam when the engines are connected to work compound. The weighted lever J, as in the case of the valve shown in Fig. 3, will raise the valve to the position shown in full lines in Fig. 5. The conduit 1 indicated in this figure has simply the function of maintaining the pressure above the valve at the same point as below the valve when the valve is in elevated position.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. The combination with two steam engines of a steam-conduitleading from the exhaust of the first to the admission of the second, a valve in said conduit adapted when seated to prevent passage of steam from the valve-box of the second to the exhaust of the first engine and to be lifted from its seat by the passage of the exhaust-steam from the first to the second, a retainingdevice operating to hold the valve open when raised by the exhaust-steam, an independent valve-controlled exhaust-passage from the first engine, and an independent valve-controlled highpressure steam-conduit leading to the second engine.

2. The combination with two steam-engines of a steam-conduit leading from the exhaust of the first to the admission of the second, a valve in said conduit adapted when seated to prevent passage of steam from the valve-box of the second to the exhaust of the first engine, and to be lifted from its seat by the passage of the exhaust-steam from the first to the second, a device, set in operation by the opening of the valve, acting to further open and to retain the valve in open po- IOC sition, an independent valve-controlled ex-v haust-passage from the first engine, and an independent valve-controlled high-pressure steam-conduit leading to the second engine.

3. The combination with two steam-engines of a steam-conduit leading from the we haust of the first to the admission of the second, a valve in said conduit adapted when seated to prevent passage of steam from the valve-box of the second to the exhaust of the first engine, and to be lifted from its seat by the passage of the exhaust-steam from the first to the second, mechanism arranged to press the valve to its seat and to be overcome by steam-pressure tending to raise the valve, said mechanism being adapted also to further open and hold open the valve after it has moved beyond a certain point, an independent valve controlled exhaust passage from the first engine, and an independent valve-controlled high-pressure steam-conduit leading to the second engine.

4. The combination with two steam -engines of a steam-conduit leading from the exhaust of the first to the admission of the sec ond, a valve in said conduit adapted when seated to preventpassage of steam from the valve-box of the second to the exhaust of the first engine, and to be lifted from its seat by the passage of the exhaust-steam from the first to the second, a retaining device operating to hold the valve open when raised by the exhaust-steam, a reheater set in the conduit between the valve and the second englue.

5. The combination with two steam-engines of a steam-conduit leading from the exhaust of the first to the admission of the second, a valve in said conduit adapted when seated to prevent passage of steam from the valve-box of the second to the exhaust of the first engine, and to be lifted from its seat by the passage of the exhaust-steam from the first to the second, a retaining device operating to hold the valve open when raised by the exhaust-steam, an independent valve-controlled exhaust-passage from the first engine, an independent valve controlled high pressure steam-conduit leading to the second engine, and a reducing-valve in said high-pressure conduit.

6. The combination with two steam engines of a steam-conduit leading from the exhaust of the first to the admission of the second, a valve in said conduit, adapted when seated to prevent passage of the steam from the valve-box of the second to the exhaust of the first engine and to be lifted from its seat by the passage of the steam from the first to the second engines, a pivoted lever J connected with said valve, means acting on said lever and acting to draw it to either of its extreme positions after it has passed a neutral line corresponding to a partially-opened position of the valve.

7. The combination with two steamengines of a steam-conduit leading from the exhaust of the first to the admission of the second, a valve'in said conduit adapted when seated to prevent passage of steam from the valve-box of the second to the exhaust of the first engine, and to be-lifted from its seat by v the passage of the exhaust-steam from the first to the second, a retaining device operating to hold the valve open when raised by the exhaust-steam, an independent valvecontrolled exhaust-passage from the first engine, an independent valve-controlled highpressure steam-conduit leading to the second engine, a governor for each engine adapted to be operated by a moving part of the engine, and to operate a regulating-valve,- and means whereby one of said governors can be disconnected from the moving part of the engine and whereby its controlled regulatingvalve can be set to any required point.

GUSTAV B. PETSOHE. Witnesses:

CHAS. F. MYERS, D. STEWART.

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