US593994A - Steam-motor - Google Patents

Description

3 SheetsSheet 1. V. H. ERNST. STEAM MOTOR.

(No Model.)

Patented Nov. 23,1897.

INVEVNTOR WNW BY 954mm &2 ATTORNEYS WfTNESSES: ,10% M 3. Sheets-Sheet. 2.

Patented Nov. 23, 1897.

V.H.BRNST. STEAM MOTOR.

I "I I (No Model.)

m: NORRIS PE WITNESSES: A5

(No Model.) 3 Sheets-Sheet 3. V. H. ERNST. STEAM MOTOR.

Patented Nov. 23,1897;

Jw'a ATTORNEY I/WHIIJ WITNESSES:

JJWM

UNITED STATES.

PATENT OFFIGE.

VICTOR H. ERNST, OF JERSEY CITY, NEW JERSEY.

STEAM-MOTO R.

SPECIFICATION forming part of Letters Patent No. 593,994, dated November 23, 1897.

Application filed March 13, 1896. Serial No. 583,077. No model.)

To all whom it may concern:

Be it known that I, VICTOR H. ERNST, a cit izen of the United States of America,and aresident of Jersey City, Hudson county, State of New Jersey, have invented an Improved Steam-Motor, of which the following is a specification.

My invention relates to steam-motors, more especially such as are adapted for use on roadvehicles and for other such purposes; and the object of myinvention is to make as economic ally as possible a simple and reliable construction of such steam-motor.

In the accompanying drawings, Figure 1 is a side elevation of my improved steam-motor. Fig. 2 is a plan view with a part in section. Fig. 3 is a longitu din al vertical section through the steam-cylinder on the lines 3 3, Figs. 2 and 4, but drawn to a larger scale. Fig. dis a transverse section on the line 4 4, Fig. 3. Fig. 5 is a View, drawn to a smaller scale, illustrating the manner of constructing the steamcylinder and valve-chambers. Figs. 6 and 7 are detail views illustrating parts of the valveoperating mechanism. Fig. 8 is a View of another detail. Figs. 9 and 10 are views of parts of one of the valves. Fig. 11 is a view of another of the valves, and Figs. 12, 13, and let-31136 views of the cross-head and guides for the piston-rod.

In the present instance I have shown my invention as embodied in a single-cylinder double-acting engine with a reciprocating piston, 0 being the cylinder, P the piston, having a piston-rod 19, connected to a sliding cross head S, guided above and below in guides G in the frame F of the motor. This sliding cross-head is connected by a rod R to a crank-pin of the divided crank-shaft A, which turns in bearings a at the end of the frame F. This shaft preferably carries a flywheel f and has a wheel W to transmit the power by any suitable means. In the present instance I have shown this wheel W as in the form of a sprocket-Wheel to transmit power by means of a chain to to the proper shaft of the motor-vehicle or other shaft to which power is to be transmitted.

At the opposite end of the crank-shaft from that carrying the fly-wheel and driving-wheel there is mounted an eccentric E, which transmits motion to the valves of the engine-cylinder through the medium of the eccentricrod E, sliding cross-head H, and connecting links and levers, which will be hereinafter described, and which impart to the valves an oscillating or partial rotating motion about their axes.

With this general statement of the main parts of my steam-motor and their relation to each other I will now proceed to describe the details, first referring to the manner of constructing the frame of the engine and then to the manner of constructing the steam-cylinder and valve-chambers, and then I will pass to the construction of the valves and their operating-levers, the sliding cross-head to which the piston-rod is connected, and, finally, the eccentric for imparting motion to the valves.

First, with reference to the motor-frame F, I wish to point out that this is constructed in two parts or halves 5 and 6, the dividing-line being in this case longitudinal and vertical. The two parts are secured together by screwbolts passing through lugs 7 7 above and below, as indicated in Figs. 1 and 2. For the more convenient fitting of the two parts together I prefer to fit into some of the lugs 10- cating-thimbles 8, which project beyond the meeting faces of their respective lugs on one part, and a recess 9 is counterbored in the meeting face of each corresponding lug on the other part 6, so that the two parts of the frame can be quickly fitted together and the bolts 9 also fitted.

As a further means of firmly holding the two parts of the frame together and to strengthen the general construction of the motor I form a threaded portion at the end next the motor-cylinder, onto which can be screwed a threaded collar formed upon the adjacent cylinder-head 10, as will be understood on reference to Fig. 3. This collar, it will be seen, embracing the ends of the motor-frame, makes a very solid connection between the frame and cylinder and assists in holding the two parts of the frame together.

For economy of construction and in order that the parts may be made of drop-forgings I make the steam-cylinder, or rather the outer casing thereof, in two parts precisely alike, so that one set of dies will serve for both halves. The division in this case is made horizontally, as will be understood on reference to Figs. 1, 4, and 5. The meeting edges of the two halves of the cylinder-casing are of course flanged, so that they can be bolted together, and on the side upon which the valve-operating levers are to be arranged each part of the cylinder-casing is formed with a half-socket, so that when put together they will form a socket 14 to receive a supportingstud 44 for the guide-rods 42 for the crosshead H, which transmits motion to the valves. Each half of the cylinder-easing is formed with four longitudinal recesses 15, extending along their inner faces from near the center to near the ends of the cylinder. At their inner adjacent ends passages 16 are formed through the casings from these grooves to the exterior to match like passages in the valve-casin gs.

There are two valve- casings 18 and 19, one above for the steam and one below for the exhaust. These casings are arranged centrally on the steam-cylinder with their axes at right angles to the axis of the cylinder. In this instance the valve-casings are preferably formed separately and to be fitted onto the two halves of the cylinder-casing and have openings in them forming continuations of the corresponding passages 16 in the casing.

Between the two parts of the steam-cylinder I provide an inner steel cylinder or shell 20, within which is fitted and moves the piston P, Fig. 3. As shown in Fig. 3, this steel cylinder closes up the inner faces of the grooves 15 and converts them into steam-passages, openings 21 being formed in the inner shell near the ends to admit steam back of the piston on the steam side and to allow it to exhaust from behind the piston on the exhaust side.

As the grooves 15 and passages 16 can all be formed in the forging or casting operation, and as the two halves of the cylinder are precisely alike and the only machine-work needed will be to match the meeting faces and to face off the ends of the cylinder or to mill out some parts of the grooves or passages 15 16, and as all milling for either half of the cylinder-casing can be done at a single operation, it will be evident that the steam-cylinder' can be very economically and simply constructed. The outer end of the cylinder is to be closed, of course, by any suitable head 22.

Referring now to the valve-chambers, it will be seen that there are two valves for the steam side 18 and two for the exhaust side 19. The valves are hollow cylindrical valves open at their inner or adjacent ends and in communication there with the steam-inlet 30 on the steam side, and similarly in the case of the exhaust side the valves are in communication with the exhaust-outlet 31. The opposite ends of each valve-chamber are closed by screw- caps 23 and 24, one of these caps 23 being provided with a stuffing-box for the passage therethrough of the steam-stem 25, which carries the rotary valves 26 and 27 Each of these valves turns within ahardened and ground removable seating 28, fitted within the valve-casing, such seating being provided with openings corresponding with and forming continuations of the passages 16. Each of these valves has passages 29 through it to register at the proper time with the passages 16, leading to the ports 15. One of the valves, say 26, may be secured to the valvestem 25, so as to be non-adjustable thereon, while the other, 27 can be adjusted thereon in a rotary direction. For this purpose there is formed on the valve-stem 25 a collar 32, Figs. 4 and 11. This collar has notches 32" cut in it, and the valve is clamped to the collar by screws passing through a clamping ring 33 on one side of the collar into threaded openings in the base of the valve 26, as seen on reference to Fig. 4. The stems of these securing-screws, as will be seen on reference to Fig. 11, pass through the notches 32, so that the valve cannot turn on the stem even if the securing-screws be not perfectly tight.

Referring now to the adjustable valve 27 I prefer to mount this on the valve-stem in this way: I form the outer end of the valvestem 25 polygonalin this instance with opposite flattened faces-and I fit over the polygonal end of this stem a flanged collar 34, Figs. 4 and 10, so that while the collar can be free to move longitudinally upon the stem to allow for expansion and contraction it must turn with the valve-stem. To the flange of this collar I secure, by means of screws 35, the valve 27 but the securing-screws 35 pass through segmental slots in the base of the valve 27, so that when these screws are loosened the valve can be adjusted rotarily upon the valve-stem 25 to a limited extent, about equal to the size of the ports 29 in the valve 27. This can be done at any time upon taking off the cap 24, Fig. 4. By this capacity of adjustment of one of each pair of valves I can arrange the cut-off at any point within all desirable limits 011 the steam side, and similarly I can arrange the cushion on the exhaust side at any point within all desirable limits, and as the two valves are on the one and the same stem I am enabled to have the simplest possible construction of links and levers to operate the valves. On the other hand, the necessity of employing in connection with these two valves two sets of ports leading to the ends of the cylinder where one is ordinarily used does not complicate the construction or operation orincrease the cost, because, as I have pointed out, my mode of constructing the motor makes it just as easy to make at one and the same time two sets of ports as it would be to make one.

lVith reference now to the mechanism for operating the valves, I secure to the ends of the stems 25 of the valves arms 40, connected by links 41 to the ends of the crosshead II, which slides on the guide-rods 42. These latter are carried by the block 43, which has a stud 44 resting and supported in the socket IIO 14 of the steam-cylinder casing. The opposite ends of rods 42 are supported by a plate 39, bolted to a projection 38 on the engineframe. The manner of connecting the opposite ends of the links 41 to the arms 40 and the ends of the cross-head will be-understoodon reference to Figs. 6, 7, and 8. The link 41 is'at its opposite ends provided with right and left handed threads, onto which are screwed steel balls 45, which fit within the two-part ball-sockets 46 47, carried by the corresponding parts. The twohalves of the ball-sockets are to be secured together by bolts and nuts 48. Pins 49 may be passed through one half of each socket into the contained ball to prevent the latter from working loose, but without interfering with theproper movement of the parts. By turning the link 41, however, in one direction or the other it will be seen that the parts may be adjusted as found desirable.

The cross-head H is fitted with hardenedsteel bushings or bearings 50, Fig. 7, where it slides upon guide-rods 42, and these bearings are preferably split in order to make up for wear. This wear can be made up by tightening up the clamping-piece 51, hearing against one side of each bushing, this clamping-piece being secured by a bolt 52, passed centrally through the cross-head and having a securing-nut 53, Figs. 6 and 7, at its outer end, while on its inner end it has a ball-andsocket connection with the eccentric-rod E. Screw-pins 54 prevent the bearings 50 from changing position in the cross-head and serve as an additional means of taking up wear on the guide-rods.

I havean improved construction of an eccentric and eccentric-strap, which will be understood on reference to Figs. 1 and 2.

Upon the endof the crank-shaft A there is keyed a split conical bushing 60, adjustable longitudinally on the shaft. To this bushing the eccentric E is firmly secured by a nut 61. Instead of splitting the eccentric-strap 62 in a plane at rightangles to the plane of the eccentric, as usual, I split the strap in the plane of the eccentric, as will be seen on reference to Fig. 2, and the peripheral bearingface of the eccentric is coned or beveled in opposite directions, the cone-faces being at about right angles to each other, as shown. The two halves of the strap fit these faces and are secured together by bolts in such a way that they can be tightened up to make up for wear. lVith this construction the wear is uniform. There is no tendency to wear out of round and no danger of binding, as is not uncommon with the ordinary construction of eccentric.

The construction of the cross-head and guides for the piston-rod will be understood on reference to Figs. 12, 13, and 14. The

- guides G G are secured to the upper and lower parts of the frame by screw-bolts 65, and grooves 66 may be formed in the back of the upper guide to receive oil through an opening 67, Fig.22, in the upper part of the motorframe. From these grooves 66 there lead passages 68 to the inner bearing-face of the guide. The opposite ends of the cross-head are provided with shoes 70, having stems 71 in sockets in the ends of the cross-head. The outsides of these socket ends are threaded to receive screw collars 72, hearing against shoulders at the back of the shoes 70, so as to allow of the shoes being adjusted outward toward the guides to make up for wear. The lower of the two shoes may be provided with a lubricating opening (indicated by dotted lines at 73 in Fig. 13) closed by a screw-plug 74, and grooves 75 (indicated by dotted lines in Figs. 12 and 14) may lead out to the bearing-face of the shoe.

I claim as my invention 1; A frame for a steam-motor havingbearings for the crank-axle at one end and divided in halves bolted together in combination with the steam-cylinder at the other end of the frame, having a part embracing the divided ends of said'frame, substantially as described.

2. A steam-motor having a frame divided in halves threaded at the cylinder end, in combination with the steam-cylinder having its head with a threaded flange to screw onto the threaded end of the divided frame,'substantially as described.

3. A frame for a steam-motor, divided in halves, one part having locating-thimbles and the other recesses therefor 011 the meeting faces, and bolts passing through the thimbles to secure the parts together, substantially as described.

4. A steam-motor having its cylinder-casing made in two halves divided longitudinally,in combination with an inner shell form- 'ing ports in conjunction with grooves in the casing, substantially as described' 5. A steam-motor having its cylinder-casing made in two halves having grooves on their inner faces to form ports in combination with" an inner shell, and valve-casings fitted to the outer sides of the two-part casing, substantially as described.

6. A steam-motor having a cylinder with two sets of steam-ports for the steam side, in combination with a valve-stem carrying two rotary valves to control said ports, one of said valves being rotarily adjustable whereby any variation of steam-supply may be secured, substantially as described.

7. A steam-motor, having a cylinder with two sets of steam-ports for both the steam and the exhaust sides in combination with a valve-stem for each side carrying two rotary valves controlling said ports, one of said valves being rotarily adjustable, whereby any variation of steam-supply on the steam side and cushion on the exhaust side may be secured, substantially as described.

8. The combination of a valve-stem having a notched collar with a hollow valve, a clamping ring and screws passing through the clamping-ring and valve, and also the notches of the collar, substantially as and for the purpose set forth.

9. The combination of a valve-stem having a polygonal part with a piece fitted thereon and a hollow valve having segmental slots in its head and securing-screws passing through said slots into the fitted piece, substantially as described.

10. A motor having a steam-cylinder with rotary valves in combination with a sliding cross-head, links and levers connecting the latter to the said valves, and guide-rods for the cross-head supported by the steam-cylinder, substantially as described.

11. A motor having a steam cylinder formed with a socket on one side, and having rotary valves in combination with a sliding cross-head controlling said valves, a guiderod part for the cross-head provided with a stud fitting in said socket, substantially as described.

12. The combination of the guide-rods, of

the valve-gear with the sliding cross-head having hardened split bearing faces surrounding said rods With a clamping-piece, and bolt and nut to tighten the bearing-faces to make up for Wear.

13. A motor having an eccentric With beveled bearing-faces in combination with a twopart eccentric-strap correspondingly beveled and split in the plane of the eccentric, substantially as described.

14. A motor having a crank-shaft with a clamping split conical bushing keyed thereto longitudinally adjustable on said shaft and an eccentric fitted on the bushing, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

VICTOR H. ERNST.

Witnesses:

EDITH G. GRIsWoLD, IIUBERT HOWSON.

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