US101634A - Nathaniel k - Google Patents

Description

@alluded gitarre @anni @hijita NATHANIEL K. LYNCH, OF NEW YORK, Y.

Lette/rs Patent No. 101,634, dated April 5, 1870.

VARIABLE CUT-OFF-VALVE GEAR.

Owo--w The Schedule referred to in these Letters Patent and making part of the same To all whom it 'may concern:

Be it known that I, NATHANIEL K. LYNCH, of the city, county and State of New York, have invented a new and improved Cut-oli' Gear for Steam-Engines, of which the following is a full,` clear, and exact description, reference being had to the accompanying drawing forming part of this specification, and in which- Figure 1 represents a iont or one-side elevation of my improved cut-oli' gear.

Figure 2 a vertical section of the same, taken, as indicated, in the line x a; in fig. 1, and

Figure 3 a holizont-al section thereof, taken, as denoted, by the line y y in iig. 2.

Similar letters of reference indicate -corresponding parts.

The object of this invention is to convert into a variable cut-olf, an ordinary throttle-valve, or any valve which, like it, is used outside of the engine to regulate the supply of steam to the steam-chest of the engine.

It consists in certain means, which, under ordinary speeds of the engine, operate to eiect a full opening of the governor-valve, and a varied closing of the same-during each stroke of the engine, such variation, in closing, being regulated by the speed of the engine through the action of the governor.

When the engine has a tendency lto run at an eX- treme speed, tast or slow, said valve maybe wholly closed, or kept wholly or longer open.

Referring to the accompanying drawing- -A represents a frame that is used to carry my improved cut-of gear, and l B a horizontal rock-shaft, supported by said frame, and which may be operated by a slotted crank or arm, C, through an eccentric on the main shaft of the en- This shaft B carries toes D D, which serve, as the rock-shalt is vibrated, to act against lifters E E, arranged to project from a vertically-sliding rod, F, that is suitably guided in its play through the frame A, and may Ahave its stroke adjusted to give any rcquiredpositive set or motion to the cut-off by means of the slotted connection of the driving eccentric with the crank or arm O. v

The lift of said rod F takes place in the early part of each stroke of the engine, for the purpose of lifting a rod, G, to open the throttle or governor-valve with which it is connected, said rod in its lift opening said valve to give a full. head or supply of .steam to the engine early in the stroke, and, when relieved from lift, which occurs at various periods during the stroke, as regulated by the governor, dropping by its own weight, or by weight attached to it, or connected with the valve, to close the latter so as to shut olf the operation of the rod F, onto a table or stop, H, con--V nected with the frame A., to secure the closing of the valve.

Its lift, to open the`valve, is effected by jaws or levers I I, pivoted, as at a a, to a platform, J, carried by the rod F, and through which the valve-rod G is free to play.

These jaws are closed by a spring, K, applied to their hack ends, and serve,v during the lift of the platform J by t-he rod F, to raise the valve-rod G to open the valve, by clipping said rod G under shoulders b b formed thereon, and said jaws are opened at different periods in the lift of the rod F to allow of the rodG dropping through them onto the table H to close the valve. The period of opening the jaws, thereibre, controls the time of shutting olf the supply of steam during the stroke of the engine, and this is regulated by the governor through a vertical bar, L, ot'a wedge form at its lower end c, which fits an opening in or between the jaws, and which, accordingly as it is raised or lowered by the action of the governor, (an increase in the speed of the engine lowering it and a decrease in thc speed raising it,) serves to open the jaws I Isooner or later in their upward travel,'along with the rod F, by the pressure of said jaws against and over the sides of the wedge c of the bar L, and thus cause the valve-rod G to drop sooner or later in the stroke ofthe engine and close the va-lvc.

The do\vn-.st1'okc of the rod F and jaws I I is such as always to bring the latter, when at the bottom of their stroke, under the shoulders b b of the valve-rod G, to secure its lift, although, under a tendency of the engine to run at an extreme quick speed, the har L is designed to be lowered to an extent that will cause its wedge c to keep open the jaws, so that, as the latter are lifted, they will not grip the valve-rod or bite on it under the shoulders l) b, which causes the valve to remain closed. Likewise, under an extremely slow speed of the engine, it is intended that the governorhar L should be soaised as to exert no opening action on the jaws, which will givc a positive or n'xed action to the valve independently of the =governor, and exclusively' by the operation of the rod F,which action does away with the closing of the valve during the stroke of the engine, or only slowly closes the sume toward theend of the stroke thereof. l

The bodies of the valve-rod G and governor-bar L,

v I, arranged to receive a. positive lip-and-down motion from the engine, the drop-rod G connected with` the valve designed to be Vcontrolled by the governor, and the bar L for operation by the governor7 and constructed to h ave an opening action on the jaws, substantially as specified.

NATHL. K. LYNCH.

Witnesses HENRY T. BROWN, HENRY PALMER.

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