US424659A - Motor - Google Patents

Description

(No Model.) v 3 Sheets-Sheet 1.' R. SOLANO.

' MOTOR. No. 424,659. Patented Apr. 1. 1890.

WITNESSES: INVENTOR aw a/mwm 2?;

. ATTORNEY N. PEYERS. PhuIv-Lhhanpher. Wanhinpon. .x;

(No Model.) 3 Sheets-Sheet 2. R. SOLANO MOTOR.

No. 424,659. Patented Apr. 1, 1890.

zmllgllll WITNESSES: Z INVENTUR ATTORNEY N. PETERS, PMuLflhoraphur. Washmgwn. n. c.

(No Model.) 3 Sheets-Sl1eet 3.

R. SOLANO.

' MOTOR.

UNITED STATES PATENT OFFICE.

RENALDO SOLANO, OF BROOKLYN, NEW YORK, ASSIGNOR OF THREE-FOURTHS TO JOIIN IV. I'IOIVARD AND DAVID R. MORSE, OF SAME PLACE, AND LUCIUS G. FISHER, OF CHICAGO, ILLINOIS.

MOTOR.

SPECIFICATION forming part of Letters Patent No. 424,659, dated April 1, 1890,

Application filed lilareh 13, 1889- Serial No. 303,147. (No model.)

To all whom it may concern.-

Be it known that I, RENALDO SOLANO, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements in Motors, of which the following is a specification.

My invention relates to steam or other motors having a plurality of sin gle-acting cylinro ders radially arranged about a driving-shaft, and wherein the pistons act successively upon a common crank, and also wherein the mo tive fluid is distributed and exhausted from the several cylinders by means of a rotary distributing-valve fixed to the shaft.

In order that others may understand my invent, I, I will proceed to describe the construction of my invention in detail, reference being had to the accompanying drawings, in

which Figure l is a vertical sectional elevation of the machine, taken 011 the line 00 0c, Fig. 2; Fig. 2, an elevation, partly in transverse section, on the line y 3 Fig. 1; Fig. 3, an en- 2 5 larged cross-section on the line ,2 ,2, Fig. 1;

Fig. 4, a further enlarged detail view pertaining to Fig. 3; Fig. 5, an enlarged sectional view of the rotary valve, showing the location and construction of the relief-valve therein being taken on the line as m, Fig. 6; Fig. 6, a transverse section on the line 3 y, Fig. 5; Fig. 7, a sectional view of the rotary valve, taken partly in a plane at right angles to the plane of Fig. 5 following the line 5 .2", Fig.

3 5 8; Fig. 8, an end view, partly in section, on the line 00 00 Fig. 7; Fig. 9, a sectional view corresponding to Fig. 5, showing amodified construction of the relief-valve and taken on the line g g Fig. 10; and Fig. 10, a transverse section on the line .2 2 Fig. 9.

A A A are the multiple cylindcrsin the present instance three in number. The driving-shaft B is journaled at O and D, and also at E in the neck of the packing-gland F.

G is an incasement, which envelops the working parts. The lid II of the casing G is removable, together with the journal-box O upon it. The crank'pin I is retained lengthwise by the cap-screw a, by the removal of which, when the lid 11 is removed, the crank J and the portion K of the countenbalance, with the section B of the shaft, may be removed also. The portions K and K of the counter-balance are in duplicate, being located directly opposite one another in corre- 'sponding relation to the position of the opposite sections J J of the crank.

As seen in Fig. 3, which corresponds with the position of the machine in Fig. 1, the counter-balance is fixed at an angle to the ra- 6o dial line of the crank, being in advance of an opposite position thereto. The pressure of the pistons upon the crank in a continuous direction approximately tangential and the centrifugal force of the crank itself and connected parts in a direction radial to the shaftcombine in a resultant to which the offset weight is a diametrically-opposite counterbalancing element.

The heads I) of the connecting-rods are seg- 7o mental, having bearing-surfaces that fit the sleeve 0, common to all of said heads, thelatter being of dimensions that admit of the necessary play at varying angles. The sleeve 0 acts as an abutment, against which the cranks are clamped by the cap-nut a. The heads 1) are retained upon the sleeve by the concave or bevel-faced disks d fitting upon the beveled surfaces at the backs of the heads I). The disks (Z are retained toward one another by means of screw-bolts e, which are looked in the position of setting by the screw-niched locking-heads 1', having a niche h, that permits the turning of the screw 6 when turned toward it, but looks the same when turned to fill the niches g g of the screwhead 6 in the position illustrated by Fig. 4. The disks (Z are thereby adjusted to bear snugly without undue friction against the connecting-rod heads, and the disks are ro- 9o tatively retained with relation to one of the beads by means of a stud j.

The rotary distributing-valve L has its induction-port at M and its eduction-ports in the journal-bearing D at N. The circumferential port 71 of the valve L gives constant communication of its steam side to the port M.

m is the (listributing-port, and a a two sections of the exhausting-port, divided by the deflecting-partition 0. The deflectingpartitiono extends to the end of the valve, the opposite sections of the port connecting beyond the partition into a common chamher, the said partition acting to deflect the inertia or blow of the exhaust-steam to retard the same from access from one cylinder to another when the valve is in position such as illustrated in Fig. 2. The partition p being offset, as clearly shown in Fig. 7, the ports on and n n in their respective connection with the steam and exhaust sides of the valve are separated, and the radiating cylinder-ports P are therefore successively connected with steam and exhaust as the valve L rotates, and the openings m and main and supplemental exhaust-ports n n come opposite them. The valve rotates in the direction indicated, and at that portion of the valve-seating surface which follows the exhaust-openings n n in order of rotation there is provided a supplemental port 0', controlled by a relief-valve s. The valve 8 is made, preferably, in the form of a puppet-valve and retained on its seat by a spring with sufficient force to resist the desired amount of cushioning compression between the piston and cylinder-head of each cylinder. The relief-valve connects with and opens toward the exhaustchamber of the rotary valve, and should condensed steam or other liquid have accumulated within the cylinder during a previous stroke, or should the cushioning compression otherwise become higher than that desired, the relief-valve will permit the escape of such liquid or excess of pressure into the exhaustoutlet, thereby preventing disastrous results which might otherwise arise from a positive confinement of the fluid against the cylinderheads.

The feature of cushioning the pistons is essential to balancing the motion of an engine of the present class where high speed is acquired, reducing vibration incident to high speed and reducing the wear of the parts. The amount of such cushioning allowable with safety is materially increased by the employment of the relief-valve located as herein specified.

The valve .9 may be located in a thickened portion of the partition 19, as shown in Figs. 5 to 8, inclusive, or maybe located,as shown in Figs. 9 and 10, in the periphery of the rotary valve directly facing the cylinder-ports when opposite the same. the back of the relief-valve connects with the exhaust-space through the passage 25, Fig. 6.

The valve L fits loosely upon the shaft B, having its hub a bored in excess of the size of the shaft.

In the former instance R is a collar clamped to the shaft by a screw win its side, or secured by other suitable means, and having sockets v. The projections q upon the hub of the valve engage with the sockets in the collar, the latter carrying the valve with it in its rotation. I find in practice that such a construction insures greater evenness of Wear of the valve upon its seat, since any slight tendency of the shaft to a side thrust when its bearings become worn will not impart a valve.

The valve L is confined endwise between the driving-collar R and the journal-bearing D.

What I claim as my invention, and desire to secure by Letters Patent, is

1. In a motor, the combination of a rotary induction and exhaust valve, radiating cylinder-ports entering the valve-seat in a common plane perpendicular to the axis of the valve, a supplemental exhaust-port in the rotary valve following the main exhaust-port in the order of rotation, a relief-valve following said port in order of rotation, and a resisting-spring for retaining said relief-valve in its closed position as opposed to a normal cushioning compression in the cylinders.

2. In a motor, the combination of the rotary distributing-valve and cylindrical valveseat to which it is fitted, the driving-shaft axial to said valve and upon which the latter is fitted loosely, a driving-collar fixed to the shaft opposite the end of the valve, andpro- 9 jections and recesses located upon thtiadjacent faces of the valve and collar adapted to interlock, for the purpose specified.

3. The combination, in a rotary distributing and exhaust valve for a multiple-cylinder motor, of an exhaust-port in the periphery of the valve extended to embrace aportionof two successive cylinder-ports simultaneously, and a deflecting-partition dividing such exhaustport within the valve into two sections communicative only by indirect passage through the exhaust-chamber exterior to the exhaust end of the valve.

4. The combination of the crank-pin, the segmental connecting-rod heads thereon, having beveled backs, the concave disks fitting and embracing the said beveled backs on 0pposite sides, and the adj usting-bolts inter-- secting said disks and having niched heads and niched locking-studs arranged to engage, substantially as described.

RENALDO SOLANO.

\Vitnesses:

C. W. FORBES, H. F. PARKER.

lateral thrust to the

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