US231446A - Oliver s - Google Patents

Description

woman.

0. S. PRESBREY.

Patented Aug. 24,1880.

6 n 1 g n E 0 1 t aw m u. DU D P UNITED STATES PATENT OFFICE.

OLIVER S. PRESBREY, OF PORT HENRY, NEW YORK.

PNEUMATIC ENGINE.

SPECIFICATION forming part of Letters Patent No. 231,446, dated August 24, 1880.

Application filed March 26, 1880.

To all whom it may concern:

Be it known that I, OLIVER S. PE sBEEY, a citizen of the United States of America, residing at Port Henry, in the county of Essex and State of New York, haveinvented certain new and useful Improvements in Pneumatic Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specification.

My invention relates to that class of engines which are employed both for hoisting or driving and for compressing air; and the object of my invention is to automatically throw the compressing apparatus out of and into action in proportion as the work required of the driving apparatus is increased or diminished. This object I effect by arranging the relief-valves to open outwardly from the compressor-eylinder, and by combining therewith a governor operated positively from the engine and appliances connecting the governor and valves, whereby the latter are positively controlled by the governor, all as hereinafter set forth.

In the drawingsltbrming part of this specication, Figure l is a plan of an engine and compressor; Fig. 2, an enlarged elevation, part in section, of the compressor, showing my improvement.

In the plan shown in the drawings the engine-cylinder A is in line with the compressorcylinder B, the piston-rod a being attached to the piston of each cylinder and to the connecting-rod b, which operates upon the wristpin of the crank-wheel D of the driving-shaft of hoisting mechanism. (Shown in Fig. 1.)

Any other arrangement may, however, be employed whereby the same engine is made the means of operating both the driving and compressing apparatus.

The compressing-cylinder is provided with suitable air-inlets z and outlet z, the latter communicating with the pipe or receiver N,

and has at or communicating with each end a casing, I, in which fits nicely a piston, E, forming the head of a relief-valve, K, smaller (No model.)

in diameter than the piston, and havingjts seat in the head of the cylinder, or ot rwise, as may be necessary, to close and open communication between the cylinder and the easing, which is provided with an outlet, H. Each casing I communicates, through a pipe, D, or otherwise, with a chest, L, containing a balanced valve, P, with two heads, 11 d. The chest communicates with a port, 0, leading to the pipe or receiver N, into which the com pressed air is forced, and has two ports, t i, arranged as shown.

The valve P is under the control of any suitable governor, deriving its motion from the engine or moving part of the elevating apparatus. In the presentinstance a ball-governor, J, is shown, so arranged that when the speed increases the valve P is thrown downward.

The port '5 is an outlet. The port i affords communication with the pipe j, leading to the loaded valve of the receiver or discharge-pipe, for a purpose described hereinafter.

When the engine is at its maximum speed the position of the valve P puts in communication the port 6 and pipes D D, so that the pressure of the air in the discharge-pipe or receiver is transferred to the heads of the relief-valves, and the latter are maintained upon their seats, the operation of the compressor being continued. 7

Whenever the engine is so loaded as to decrease the speed the governor alters the position of the valve P, so as to put the pipes I) in communication with the outlet-port i, when the valves K will be relieved of outward pressure, and will yield to the pressure within the cylinder and permit the air to escape through the outlets H, thus throwing the compressor out of action and rendering the whole power of the engine available in operating upon the load.

It will be obvious that a slide-valve, or other construction of valve or valves which willcontrol the communication of the respective ports from the movement of the governor, may be used with like effect as the valve P, and that the governor may operate the valves K directly by rods and levers with like result.

Should an undue pressure occur, or the governor belt break, the accumulated pressure in the discharge-pipe or recciverwill lift theloaded valve thereof, permit the air to flow through the port 2", raise the valve P, and put the pipes D in communication with the outlet, instantly relieving the pressure. By thus connectinga governor with the relief-valves I avoid the necessity of using an engine large enough to operate simultaneously both the hoisting and compressing mechanism, avoid any loss of time or efficiency in transferring the power from the hoisting machinery to the compressor, or vice verse. I also obviate the objections incident to the use of ordinary relief-valves.

I claim- 1. The combination, in a combined engine and compressor, of relief-valves arranged to permit the air to escape from the compressor, a governor arranged to be operated from the engine,and operatingapplianees,substantially as described, whereby the valves are controlled by the governor, as set forth.

2. The combination, with the compressorcylinder, of relief-valves arranged to open un l der pressure from within the cylinder and to be closed by the pressure from the dischargepipe or receiver, and appliances,substantially as described, for automatically relieving the latter pressure as the load increases, as specitied.

3. The combination of the compressor-cylinder, its valve K, outlet and pipe I), and the chest L, its ports and passages, and the valve 1 and governor connected to and controlling said valve, substantially as set forth.

4. The combination, with the compressorcylinder, its valves K K P, pipes D, and ports i 0, of the pipe j, leading from below the valve P to the loaded valve m of the air-receiver, substantialh as set forth.

In testimony whereof I aflix my signature in presence of two witnesses.

OLIVER S. PRESBREY.

Witnesses:

WILLIAM PITT HYDE,

AnLToN II. MERRILL.

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