Woolf Valve Gear Co. - Assigned Patents

Manufacturers Index - Woolf Valve Gear Co.

Woolf Valve Gear Co.
Minneapolis, MN, U.S.A.
Manufacturer Class: Steam and Gas Engines

Patents

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Patent Number	Date	Title	Name	City	Description
407,806	Jul. 30, 1889	Valve Gear for Engines	Ellis J. Woolf	Minneapolis, Hennepin County, MN	This patent was improved with patent #444,563. Abstract: Our invention relates to that class of radial valve-gear in which the amount of lead or advance, variable cut-off, and expansion and reverse action is sought to he obtained from one eccentric, crank, or radial pin to which an arm is attached, having its outer end pivoted in a guide. The general object of our invention is to obtain the nearest possible approximation to an absolutely perfect valve movement, in other words, to secure an almost absolutely equal alternate pressure behind the piston-head for both in and out strokes throughout the whole range of cutoffs and to deliver to the crankpin an equal rotative force at all corresponding points on both the in and out strokes. Claim: In a valve-gear, the combination, with an eccentric or crank, of a rigid arm actuated by the eccentric or crank, a guide for said arm constraining it to move in a definite path, and a rod for driving the valve attached to said arm at a point offset from the center lire of the arm's motion.
		Valve Gear for Engines	John Peebles	Minneapolis, Hennepin County, MN
444,563	Jan. 13, 1891	Valve-Gear for Engines	Ellis J. Woolf	Minneapolis, Hennepin County, MN	Abstract: My invention relates to radial valve-gear. It was especially designed for use in connection with the valve-gear described in United States Letters Patent issued jointly to myself and John Peebles, of date July 30, 1889, numbered 407,806, but is capable of use on other forms of radial gear wherein the restraining device for constraining the outer end of the strap to pursue a definite path is mounted on a standard or carrier supported on the eccentric-shaft. The leading feature of the invention has for its object to provide a carrier for the restraining device which will automatically adjust itself to the relative movements of the axle and the frame and which will always present a rigid base of resistance to the valve- thrust. The devices hitherto designed to permit the rising and falling of the axle have never, so far as I am aware, been rigid with reference to the valve-thrust. More or less loose joints have always intervened, impairing the motion and injuring the engine. For example, guide-pins fixed to the frame or boiler have been employed in cooperation with perforated lugs on the head of the standard, as shown in said former patent. Radius-bars have also been used pivotally connected at one end to the upper end of the standard and at the other to the frame. In both cases the necessary play at the joints, namely, between the pin and the lug in the one ease and at the pivots in the other-permits the standard to move with every thrust of the valve, progressively increasing in degree with usage. This imparts a succession of blows to the standard, the restraining device, the strap, and the engine-frame. The frame and all parts supported thereby are kept in a continuous tremble, greatly to the discomfort of the engineer and fireman and increasing the wear and tear on the entire locomotive. Tie lost motion at the joints of the carrier becomes cumulative at the restraining device and strap. The effect on the valve is to delay its movement, increasing with usage, rendering the engine loggy and impairing the distribution of the steam. The necessity for an automatically-adjustable carrier which should be free from the above-noted defects led to this feature of my invention, the efficiency of which for the purpose has been demonstrated by extensive usage. To these ends I construct the carrier in the form of a rigid bell-crank lever, the two arms of which are preferably of unequal length. The short arm or standard proper is loosely mounted on the axle and supports the restraining device, while the long arm is connected at its outer end to some support independent of the axle, preferably some part of the frame, in such a manner as to be permitted a limited to-and-fro motion in the direction of its length upon the rising and falling of the axle, but no motion whatever at an angle to its to-and-fro motion, and hence no motion whatever under the thrust from the valve. The carrier is therefore pivotal with reference to the relative movements of the axle and the frame, but is rigid with reference to the valve-thrust. I have shown two means of effecting the connection between the long arm of the carrier and the fixed support, so as to permit the requisite to-and-fro motion, one being a pair of jaws on the outer end of the arm embracing a crossbar on the frame and the other a pivotal connection with a pivoted hanger on the frame. Both will 9c work well; but the latter is my preferred construction. The long arms of the carrier may be of any suitable construction so long as it is rigid with the short arm or standard. Claim: A carrier for a valve-gear, consisting of a rigid bell-crank lever having one arm loosely mounted on the eccentric-shaft and the other connected to some independent Timo support, with freedom 'for a limited move-meat in tile direction of its length, but without freedom to move at an angle to the line of its to-and-fro motion, whereby, while automatically adjusting the gear to the rising and falling of the shaft, the carrier always presents a rigid base of resistance to the valve-thrust.
455,872	Jul. 14, 1891	Valve Gear for Engines	Ellis J. Woolf	Minneapolis, Hennepin County, MN	Abstract: Our invention relates especially to that class of valve-gears described in the United States Letters Patent issued to us of date July 30, 1889, numbered 407,806, and in the pending application of Ellis J. Woolf, under Serial No. 348,662, filed April 19, 1890, and allowed November 14, 1890. It was designed in order to get the best results on traction and some other forms of engines; but the improvement is also capable of general application to some other forms of valve-gear. It has for its object to provide an additional means of further overcoming the obliquity of the main rod with a view of obtaining a more equal distribution of the steam. This is done by extending the eccentric-rod from the strap in the opposite direction to the main rod from the crank, thus reversing their angularities and obtaining necessary compensation. In order to transfer the motion from the outer end of the eccentric-rod to the valve, a suitable transfer or directing device is provided adapted to support the outer ends of both the eccentric-rod and the valve-rod. This directing or transferring device may be either a straight-line guide or a pivoted rocker. If the eccentric be placed opposite the crank, the connection from the directing or transferring device to the valve must be direct. If, however, the eccentric be placed in line with the crank, the connection must be indirect, which can be readily effected by making the pivoted rocker a reversing-rocker or by making the transferring device in any other suitable form adapted to reverse the motion in its transmittal to the valve. Claim: In a valve-gear, the combination, with the crank and the main rod, of an eccentric, an eccentric-strap, an eccentric-rod extending from the strap in a direction opposite from the main rod, and a directing device for supporting the outer ends of the eccentric-rod and the valve-rod and transferring the motion to the valve.
		Valve Gear for Engines	John Peebles	Minneapolis, Hennepin County, MN
521,278	Jun. 12, 1894	Engine	Ellis J. Woolf	Minneapolis, Hennepin County, MN	Abstract: My invention relates to engines and has for its object to improve certain features of the construction, with a view of obtaining increased efficiency of fluid distribution. A number of the important features of the invention are directed to the valve mechanism; which improvements were especially designed for use in connection with compound engines. Other features of the invention are directed to a simple construction, for converting compounds into simple engines. My improved engines embody certain of the inventions described and claimed in my former patent, No. 475,427, of date May 24, 1892, entitled "single cylinder compound engine;" but involve additional new features of radical importance, as will hereinafter appear. Claim: In a compound engine, the combination with a valve-seat having a high and a low pressure port, of a valve having an internal fluid passage, which, in one position of the valve, is uncovered and serves to convey the fluid to the high pressure port, and which, in the opposite position of the valve, serves to convey, in a reverse direction the fluid from the high to the low pressure port, and means for final Exhaust operative to permit the exhaust from the low during the admission to the high pressure port.
531,285	Dec. 18, 1894	Engine	Ellis J. Woolf	Minneapolis, Hennepin County, MN	Abstract: My invention relates to engines, and is directed to improvements in the valve mechanism for the same, with a view of obtaining the most effective distribution, both on simpie and on compound engines. The engine herein disclosed embodies some of the features described and claimed in certain prior United States patents of mine, identified as follows, to wit: Patent No. 475,427, of date May 24, 1892, to Ellis J. Woolf, Entitled Single Cylinder Compound Engine, and Patent No. 521,278, of date June 12, 1894, to Ellis J. Woolf, entitled Engines. Claim: In a double compound engine, the combination with a valve-seat having a central final exhaust, port, a pair of low pressure ports, one-on each side of said final exhaust port, and a pair of high pressure ports, one external of each cooperating low pressure port and crossing the same, of a valve having outside laps over said high pressure ports, and provided with the two internal cavities c, each of which, in one position of the valve, connects one of said high with one of. said low pressure ports, and, in the opposite position of the valve, connects the same low pressure port with said final exhaust port; and whereby, the pistons will reciprocate together and are made to travel with the valve, both when the valve is cutting off admission to the high and to the low pressure cylinders.
627,219	Jun. 20, 1899	Air and Gas Engine	Ellis J. Woolf	Minneapolis, Hennepin County, MN	Abstract: My invention relates to air and gas engines, and has for its object to improve the same with a view of simplicity and compactness of construction, convenience of manipulation, increased efficiency in action, and greater economy in fuel. Claim: A compound engine comprising a single low-pressure cylinder, a pair of high-pressure o cylinders, with all of said cylinders coupled to a common shaft, a distribution valve or valves, and a single valve-gear, with said valve mechanism so arranged as to cause the two high-pressure cylinders to cooperate alternately with the single low-pressure cylinder.
627,220	Jun. 20, 1899	Air and Gas Engine	Ellis J. Woolf	Minneapolis, Hennepin County, MN	Abstract: My invention relates to air and gas engines, and has for its object to improve the construction with a view of increased efficiency. Claim: A gas-engine having a storage-chamber into which the' charge is compressed during each explosion stroke of the piston, and is held under pressure during each exhaust stroke thereof, and from which said charge is admitted, under pressure, to the explosion-chamber at the completion of said exhaust stroke, in combination with suitable valve mechanism for controlling said action, including an admission-valve to the explosion-chamber operated by the piston, substantially as described.
683,886	Oct. 01, 1901	Explosive Engine	Ellis J. Woolf	Minneapolis, Hennepin County, MN	Abstract: My invention relates to explosive-engines, and has for its object to provide certain radical improvements therein with a view of securing increased efficiency. Claim: In an explosive-engine, the combination with a compression-chamber having an inlet-valve for the explosive mixture, a charging-port leading from the compression-chamber to the explosion - chamber and a charging-valve controlling said charging-port, of a differential cylinder having its enlarged end in communication with said compression-chamber and a corresponding differential piston working in said differential cylinder, which valves operate under the action of the crankshaft end of the larger piston.
824,396	Jun. 26, 1906	Explosive Engine	Ellis J. Woolf	Minneapolis, Hennepin County, MN