Year: 1887

page_text: Date of Application, 17th Aug., 1887
Complete Specification Left, 17th May, 1888
Complete Specification Accepted, 17th Aug., 1888
A communication from abroad by WILLIAM K. AUSTIN, of Brooklyn, King's County,
State of New York, United States of America, Inventor.
I, WILLIAM PHILLIPS THOMPSON F.C.S., M.I.M.E., of the Agency for Foreign
Patent Solicitors, 6 Lord Street, Liverpool, and 6 Bank Street Manchester, both
in the County of Lancaster, & 323 High Holborn in the County of Middlesex,
Civil Engineer, do hereby declare the nature of this invention to be as follows:-
This invention relates to rotary steam engines and to the application of the same
to motors, and the object of the invention so far as it relates to the construction of
the rotary engine, is to reduce the internal resistance of the engine and to balance
the moving parts thereof as perfectly as possible; also to remedy the defects in the
construction of rotary engines, which have' heretofore interfered with their practical
utility, such as rapid wear of the moving parts, unequal resistance in the cylinders
and difficulties in adjusting the engine and taking up wear. A further object of the
invention is to economize the use of steam in running rotary engines.
The object of the invention as it relates to the rotary engine motor, is to make a
compact and powerful motor in which the coal bunkers, water tanks, engines and
connections, shall be arranged in a single cab thus doing away with a tender, a
further object of the invention is to apply the principle of the rotary engine to the
propulsion of cars without increasing the expense of running the same.
The main parts of the engine with their novel points of construction and arrange-
ment will be first described.
The cylinder: The bore of the cylinder is formed of arcs or segments of three
circles or cylinders struck from different centres, two of which forming the steam cylinder
proper have the same radius but are eccentric to each other, while the third which
forms the head of the steam cylinder, or in conjunction with the spider or hub and
the pistons, the abutment dividing the steam from the exhaust side of the cylinder,
has a shorter radius than the other two segments, and is concentric with the pistons
and spider. The cylinder proper is of slightly oval form, its greater diameter
being somewhat longer than its shorter diameter. (In reckoning the proportions the
are of the abutment is not included as this is part of a circle of less radius than the
arcs of the cylinder and is formed in the upper intrados of the cylinder.) These

page_text: proportions should be adhered to in the construction of practical engines as thereby
abrupt changes of curvature are avoided and resistance to the movement of the
pistons is in a great measure overcome. The bore of the cylinder is described from
two centres. The regular periphery of the oval bore is varied at the top or upper
intrados by describing an arc from a centre, which coincides with the axis of the
spider or hub which carries the pistons. The part of the case included in this arc
constitutes the abutment by which the cylinder is divided into two equal parts, in one of
which, namely, that part to the right of the vertical axis, are situated the induction
ports, and in the opposite part the exhaust ports. The abutment extends from the
points or lines of intersection of the steam cylinder, or the two sides of the steam
cylinder, with the abutment, and at these points also the walls of the steam cylinder
approach nearest to the centre of the spider or hub and the axis of the pistons."
In the cylinder, on one side, are formed the steam induction ports of which there are
three, and on the opposite side are the exhaust ports. The upper induction port opens
into the cylinder just below the terminus of the abutment, and the lower or main port
below the horizontal axis of the cylinder. And the third port opens into the cylinder
at a point intermediate of the other two. The exhaust ports open from the cylinder
in similar positions on the opposite side.
°
The object in making the cylinder in the peculiar manner described, is to reduce
the resistance to the movement of the pistons to the lowest possible point. The
periphery of the cylinder beyond the abutment is perfectly regular, there being no
abrupt changes of curvature, but only a gradual enlargement on the steam side,
forming an incline down which the pistons move with less resistance than if they
moved in a perfect circle owing to a peculiarity in their construction which will be
described hereafter. This construction avoids also all abrupt changes in the position
of the pistons; and the resistance consequent thereon. The only points where the
pistons meet with a change of curvature are at the intersection of the abutment
and the cylinder. The point or line of intersection on the exhaust side is where
the pistons meet with the greatest resistance, as it is at this point that they leave
the surface, which by its shortening curvature with respect to the spider or hub
causes them to retire gradually within the spider, and at this point by reason of the
change of curvature, the pistons are forced back into the slot until their outer ends
are flush with the surface of the spider. It is at these points therefore, that the
greatest resistance is encountered; but this resistance is almost destroyed, by an
arrangement whereby the pistons are prevented from bearing with any retarding forco
against the walls of the cylinder on the exhaust side. This will be described presently.
Another object in making the bore of the cylinder of a slightly oval form is to
provent the pistons from binding when passing through certain parts of the cylinder
where a binding effect would occur if the cylinder were circular, owing to the
eccentricity of the spider or hub and piston. This will be more fully referred to
hereafter.
The heads of the cylinder. These are disks having sleeves or pillow blocks pro-
jecting from their outsides at a point above their centres. The said sleeves or pillow
blocks form the bearings for the main shaft, which is passed through them and carries
the spider or bub inside the cylinder. Suitable boxes are placed in the sleeves. The
heads rest on curved bearings in the bed plates on either side of the cylinder, and
they are connected with the cylinder by bolts passing through the rim into flanges
formed on the cylinder, and into the bed plate below or under the cylinder. The
arrangement of the bolts is such that the heads can be moved vertically to a slight
extent. This is for the purpose of adjusting the spider and pistons, the spider being
fastened to the shaft, which in turn rests in the sleeves, so that when the heads are
raised, the shaft and spider are raised with it. This facility of adjusting the heads is
obtained by slightly elongating the bolt holes in the heads, or leaving a slight play
therein, and to prevent strains on the bolts after the heads are raised, a packing strip
of paper or other suitable material equal in thickness to the space formed between
the periphery of the head and the curved bearings, is inserted between the heads and
the said bearings. The heads are provided with steam ports for induction and

page_text: eduction. There are ports in either side close to the sleeves which are curved: these
are intended to be covered by the disk when rotating, except at certain intervals.
On one side these ports are for induction and on the opposite for exhaust. The ports
are mainly in the steam space and just above the induction and exhaust ports. The
main steam ports opening through the sides of the cylinder, communicate with the
curved ports near the sleeve by an interior passage within the heads, and the exhaust
ports with the curved ports on the opposite side in a similar manner. Both heads
are provided with these ports so that steam is inducted and exhausted by these ports
at both ends of the cylinder equally.
The pistons; These are connected with a cylindrical spider or hub, which is fixed
to the shaft and therefore occupies a position eccentric to the longer axis of the
cylinder. The diameter of the said spider or hub, and the position of the axis are
such that a segment of its periphery enters and fills the arc of the abutment and
thus forms a steam tight joint at the abutment and divides the cylinder into equal
parts.
The periphery of the spider is provided with radial slots parallel to the axis and of
a little more than half the radius of the spider. The depth of the slots should be
such that when the spider rotates the slots will uncover the ports in the heads when
they pass over them.
The pistons, of which there are four coupled together in pairs, are placed in the
radial slots in the spider or hub. The pistons on opposite sides of the spider are
coupled together by two or more spindles which are passed diametrically through the
spider and the shaft, a bushing being inserted in the hole in the spider and shaft as a
bearing for each of said spindles, the said bushing being secured or fastened in
place by pins or other devices. In the bushing, the piston spindles, slide freely.
The pistons are thus directly coupled in pairs and work together from opposite sides
of the spider and cylinder. By this arrangement the pistons are made to adjust them-
selves positively as they revolve, so that the piston on the induction side is forced out
against the receding walls of the cylinder below the induction ports by the opposite
piston which is forced in towards the axis of the disk by the gradually decreasing
curvature of the walls of the cylinder relatively to the disk, and the direct positive
movement thus obtained forces the piston on the opposite side outward against the
recoding walls of the cylinder. The pistons carry on their cylindrical ends vibrating
plates, being connected therewith by a hinge or rolling joint which permits the plates
to vibrate or rock freely, but does not allow them to become disconnected otherwise
than by drawing off endwise. The faces of the plates are curved to the same radius
as the cylinder so that they will bear with their whole surface against the walls of the
cylinder continually when rotating. As the pistons revolve they are continually
changing the angle of their sides and ends to the walls of the cylinder owing to their
eccentric position. This, if the ends of the pistons were rigid, would cause resistance
to their motion, uneven wear, and prevent a steam tight connection between the pistons
and the walls of the cylinder. But by providing the ends of the pistons with the
vibrating plates, the position or angle of the pistons relatively to the walls of or face
of the cylinder is immaterial, as the said plates always maintain the same position of
parallelism to the walls or face of the cylinder whatever the position of the pistons,
and bear with their entire surface against the cylinder. This arrangement makes
imposssible any resistance from the changing angles to the cylinder which the pistons
assume while rotating. The spindles are socketed in the pistons and preferably springs
are placed in the ends of the spindles and bear against the pistons forming thus spring
cushions. By this device the pistons are made more elastic, their movements are
produced with greater ease and the wear is taken up. By passing the connecting
spindles diametrically through the disk and shaft in addition to the advantages above
enumerated, the spindles and bushing serve as keys for fastening the disk and shaft
together.
The packing. The spider is packed on the sides adjacent to the heads to prevent
escape of steam through the bearings. This packing is arranged in the following
manner. Around the shaft on each side of the spider are annular grooves, and in the

page_text: bottom of the said grooves are sockets parallel to the axis of the spider, which sockets
form spring seats. Into the socket are placed spiral springs, coiled around studs,
which project out of the springs and are passed through packing rings. These rings
are placed in the annular groove, and the first which is at the bottom of the groove
and bears against the springs is preferably made of iron, the next of rubber or
similar elastic material, and the last or outer ring, which bears against the head of the
engine, may be made of steel. The spiral springs keep the steel ring pressed closely
against the heads and thus form a steam tight joint around the bearings while the
pressure expands the elastic ring between the iron and steel rings, and thereby
causes it to fill the annular groove and stop the passage of steam into the groove and
around the packing.
The pistons are packed to prevent the steam from the steam space around the spider
from passing between the pistons and the sides of the slots in which the pistons move,
and also to prevent the steam under the pistons from passing out. For this purpose
the pistons are provided with longitudinal grooves close enough to their inner ends to
avoid being uncovered when the pistons are out to their further point. In the said
slots are placed flat steel packing plates. The smooth exterior surface of the plates
are pressed by the springs against the sides of the slots and pack the space on either
side and prevent the passage of steam either way.
The motor consists of a cab, in which is placed an upright boiler. This boiler is
located at about the centre of the cab and the furnace is let in the floor so that the
ash-pit opens under the cab. On either side of the boiler filling the space between
the boiler and the sides of the cab are the coal bunkers which connect the boiler with
the sides of the cab and serve as lateral braces for the boiler. Back of the boiler is
placed the water tank and the feed water heater, which are connected together
by suitable pipe or pipes while a pump or injector is used to force feed water from the
water heater into the boiler. The connections of the water tank with the feed water
heater and of the latter with the pump and boiler are not shown, as any suitable
arrangement and construction of these parts may be adopted.
In order to compensate for the motion of the cab and prevent strain of the joints or
connections between the boiler and the engine certain novel features in the connections
have been adopted, but these will be explained after the engines and the manner of
mounting them on the motor has been described.
The cylinders of the engines which are three in number, have on their exteriors,
lugs, which are placed on the transverse stringers of an iron frame which is hung on
the axle, which forms the shaft of the engine. The frame being provided with longi-
tudinal pieces or stringers, two of which pass between the middle engine and the side
engines, and two others between the side engines and the wheels. Boxes are formed
by means of these stringers and the pillow blocks, which connect the frame with tho
shaft. Thus the frame has no connection with the cab except through the axle on
which it is suspended. To give steadiness to this frame, and hold it against following
the motion of the shaft, it is bolted or otherwise fastened to another frame formed of
angle iron, and connecting the frame with the forward axle, by an universal joint so
that the engines maintain a position of parallelism to the axles of the motor, and are
not affected by the motions of the cab. These lugs are connected with the stringers
by bolts so that the cylinders are firmly and iminovably connected with and supported
by the frame. The rear axle of the motor, is at the same time the shaft of the engines,
being passed through the same and connected with the spiders or hubs in substantially
the same manner as the shaft heretofore described. There are no pillow blocks such
as are employed in engines for ordinary purposes as the ends of the shafts are journaled
in boxes like ordinary car axle boxes. The adjustment of the spider and pistons for
taking up wear, is effected in the case of the engines used in this motor by changing
the space between the lugs and the frame on which they rest, thus adjusting the
cylinders to the pistons instead of raising or lowering the heads of the cylinders as
beretofore described. But as the engines, or rather two of them occupy a position
the reverse of the third, it follows that the cylinders of two of them must be moved in
the opposite direction from the third, in order that this tightening may be effected.

page_text: The engines, as before stated, are placed upon the rear axle of the motor in line
with each other. The high pressure engine, which acts as a cut-off, is placed at the
centre, and the low pressure engines on either side thereof, the former being placed
with the steam chest up or above the shaft, and the latter with their steam chests below
the axle. The object in thus arranging them with relation to each other is to bring
about a balancing of pressure on the bearings and the walls of the cylinders. Thus
when the engines are running, the high pressure steam on its admission to the steam
space of the centre engine presses against the spider or hub in an upward direction,
thereby tending to bear the shaft against the upper side of the bearings, and the spider
or hub and the pistons against the upper side of the cylinder and the abutment, but
this upward pressure is counteracted by the pressure in the low pressure engines, the
steam being led from the former to the latter, below, or on the opposite side of the
shaft from the former, and thereby the pressure of the steam is exerted in a downward
direction or in a direction opposite to the pressure in the high pressure engine. It
will be readily understood that the object is to direct the pressure in the engines
oppositely, that is, the pressure in the high pressure engine must be opposite to that
in the low pressure engines. The steam is led from the boiler through a pipe to the
steam chest of the high pressure engine, while the exhaust is conducted from the
engine through ports, which connect with two pipes, one leading to the steam chest
of one low pressure engine, and the other to the steam chest of the second low
pressure engine. The steam is exhausted from the low pressure ongines through pipes
which lead to the feed water heater, from whence it passes through a pipe to the smoke
stack. The high pressure steam is thus exhausted from the main engine into the two
low pressure engines, where it is used expansively as in ordinary compound engines.
The object in using two low pressure engines is to ensure a balancing of the weight
and pressure, and thus reduce the resistance and friction to the lowest possible limit,
and obtain the full duty of the engine. The universal joints between the engines and
the boiler consist of a coupling composed of two truncated spheres which fit into
each other, one forming the inside section of the coupling is composed of a single
part connected with the steam pipe, and the other forming the outside section being
composed of two parts, the first being the bell or cup into which the wide part sits,
and having a projecting flange, and the second being a flanged ring, which joins the
first, and is connected therewith by bolts. In the bell or cup and the ring, are
circumferential grooves into which are placed packing rings, thus making the joint
steam-tight. By the use of these joints, between the engine and the boiler, in the
steam pipe, and in the exhaust pipe straining of the joints, couplings etcetera, as the
result of the vibration, and shaking of the cab is prevented. Similar joints are
placed in the exhaust pipe between the engines and the cab and feed water heater.
The steam valve is a hollow balanced piston valve placed in the steam chest, so that
it forms a steam tight connection with the walls of the steam chest, between which
points a space is left for the exhaust. The valves of the respective engines are coupled
together by a shaft, which shaft is connected by a rod with a lever in the cab. The
feed water heater has a double object, namely, to heat the feed water by the exhaust
steam passing through it, and in turn to expand the exhaust steam as it passes
through the water, so that it will escape noiselessly, as the exhaust pipe opens into the
water. To increase the power of the motor the engines can be duplicated on the front
axle, or on as many axles as the cab may have, so that the power can be applied
directly to every axle.

page_text: A communication from abroad by WILLIAM K. AUSTIN, of Brooklyn, King's County,
State of New York, United States of America, Inventor.
I, WILLIAM PHILLIPS THOMPSON F.C.S. M.I.M.E. of the Agency for Foreign
Patent Solicitors of 6, Lord Street, Liverpool, and 6, Bank Street Manchester both in
the County of Lancaster & 323 High Holborn, in the County of Middlesex, Civil
Engineer do hereby declare the nature of this invention and in what manner the same
is to be performed, to be particularly described and ascertained in and by the following
statement :-
This invention relates to rotary steam engines, and the object of the invention is to
reduce the internal resistance of the engine and to balance the moving parts thereof
as perfectly as possible; also to remedy those defects in the construction of rotary
engines that have heretofore interfered with their practical utility, viz., rapid wear of
the pistons and cylinder, varying resistance to the moving parts of the engine in
different parts of the cylinder and difficulties of adjusting the engine and taking up
wear. The invention also has for its object to economise the use of steam in rotary
engines by exhausting the steain from a primary engine into secondary engines and
using it in these latter engines expansively, thus producing a compound rotary
engine.
In the accompanying drawings,
Figure 1 represents an end elevation of the rotary engine, the head being removed.
Figure 2. a side elevation of the same.
Figure 3. a transverse section of the engine taken on line aa, of Figure 2.
Figure 4. one of the heads, inside view.
Figure 4 a section of the head on line y, y.
Figure 5 an enlarged view of a piston.
Figure 5 a sectional view of the piston packing.
Figure 6 a plan and Figures 6 and 6° sectional views of the packing of the hub.
Figure 7 a diagram of the cylinder and hub.
Figure 8 a diagram of the bore of the cylinder and the abutment arch.
Figure 9 a longitudinal section of the cylinder and steam chest of one of the
engines forming part of the compound rotary engine.
Figure 10. an end elevation of the compound engine.
Figure 11. a rear elevation, and Figure 12 a plan of the same.
Figure 13 a transverse section of the primary engine of the compound rotary
engine.
Referring to the drawings, C represents the cylinder of the engine, HH the heads,
S the steam chest, E the exhaust chamber.
The cylinder: The bore of the cylinder is formed of arcs or segments of three

page_text: circles or cylinders, two of which forming the steam cylinder proper, have the same
radius, but are eccentric to each other, whilst the third, forming the head of the
cylinder, or, in conjunction with the hub forming the abutment has a shorter radius
than the other two segments, and is concentric with the pistons and spider.
The cylinder proper is of a slightly oval form, the line d, d indicating the greater
diameter, and d¹ the lesser. The diagram of the bore of the cylinder (Figure 8)
correctly represents the proportions, the dotted lines between the points a a¹ showing
the line of the cylinder while the solid line is the arch of the abutment. (In reckoning
the proportions the abutment is not considered). The ratio represented of the two
diameters is considered the best as experience has demonstrated that with these
proportions the most perfect separation of the two sides of the cylinder is obtained
compatible with the least internal resistance.
The centers from which the two arcs or segments of the cylinder are described are
indicated by (Figure 8).
The regular periphery of the ovoid bore is varied at the top or upper intrados by
an arch, the centre of which at Z' coincides with the axis of the hub carrying tho
pistons.
The hub E is hung in the cylinder so that a segment of the same length as the arch
enters the arch and forms a steam tight joint, but revolves freely against the surface
thereof.
The abutment A (Figure 7) extends from a to a', intersecting at these points with
the segments or arcs of the bore of the cylinder; at a a' also the walls of the cylinder
approach nearest to the centre of the hub and the axes of the pistons.
In the cylinder on one side are the induction ports P P¹ P; and on the opposite
side the exhaust ports p p² P. The port P* opens into the cylinder below the
abutment, port P below the horizontal line d; and port P¹ between these two. The
exhaust ports open from the cylinder in similar positions on the opposite side.
The object of making the cylinder in the manner described is to obtain as little
internal resistance to the movement of the pistons as possible. The lines of the
cylinder beyond the abutment are regular, that is to say, there are no abrupt changes
of curvature, but only a gradual enlargement below the axis of the hub. This
construction by avoiding abrupt and forcible retiring of the pistons reduces the
resistance to the working of the engine. The only changes of curvature met with by
the pistons in revolving are at a a, where the cylinder intersects with the abutinent.
The greatest resistance occurs on the exhaust side as on that side the pistons are
caused to retire within the hub by reason of the change to the abutment until their
faces are flush with the periphery of the hub. This resistance is, however, reduced
and almost destroyed by an arrangement whereby the pistons are prevented from
bearing with any retarding force against the walls of the cylinder on the exhaust side.
This will be described presently.
Another object in making the bore of the cylinder of a slightly oval form is to
prevent the pistons from binding when passing through certain parts of the cylinder,
where a binding effect would occur if the cylinder were circular owing to the eccentric
position of the hub and pistons. This will be more fully described hereafter.
My correspondent is aware that cylinders of rotary engines have been constructed
with the bore formed of curves struck from three points in a line coincident with the
longer axis forming thereby an oval bore, the surface of which in line with the shorter
axis is tangental to the hub, the tangental contact of the spider with the surface of the
bore forming the abutment. That construction is not claimed. The advantage of the
construction adopted is that a considerable segment of the cylinder is parallel to the
periphery of the hub and the contact of the parallel surfaces forms a segmental abut-
ment which in addition to perfectly dividing the steam from the exhaust side of the
cylinder also by the great extent of surface bearing affords a firm support for the hub
and thereby ensures steadiness in the running of the engine.
The cylinder heads. These are disks having pillow blocks B B projecting from
their outsides at a point above their centers. The said pillow blocks form the bearings
for the main shaft S¹, which is passed through them and carries the hub inside the

page_text: cylinder.
The
Suitable boxes are placed in the said sleeves or pillow blocks.
heads H H rest on the curved bearings in the bed plate on either side of the cylinder,
and they are connected with the cylinder by bolts passing through the rim into flanges
formed on the cylinder.
The arrangement of the bolts is such that the heads can be moved vertically to a
slight extent. This is for the purpose of adjusting the hub and pistons, the hub being
fastened to the shaft S¹ that rests in turn in the blocks B, so that when the heads are
raised the shaft and spider are raised with it. This facility of adjusting the heads is
obtained by slightly elongating the bolt holes in the heads, or leaving a slight play
therein (see Figure 4) and to avoid straining the bolts after the heads are raised, a
packing strip 2 of paper or other suitable material is inserted between the heads and
the said bearings.
The heads are provided with certain steam ports for induction and eduction; those
on the right in the present case being for induction and those on the left for eduction
ports. The curved ports 3, 4, are close to the shaft S', they are intended to be
covered by the hub when rotating except at certain intervals. The ports 5. 6. are
mainly in those parts of the heads forming the ends of the steam spaces and just
above the induction and exhaust ports Pp. The ports 7, 8, also lie beyond or partly
beyond the periphery of the spider, and just below the ports P3 p². The ports 3, 5, 7,
communicate with each other by an interior passage 9 within the heads, which is
indicated by dotted lines in Figure 4 and partly shown in Figure 4. The ports 4, 6, 8,
likewise communicate with each other in the same manner. Both heads are provided
with these ports so that steam is inducted and educted through them at both ends of
the cylinder equally.
The pistons. These are connected with a cylindrical hub E fixed to the shaft S',
and occupying a position eccentric to the longer axis of the cylinder. The diameter
of the said hub, and the position of the axis are such that a segment of its periphery
enters and fills the arch of the abutment, and thus forms a steam tight joint at the
abutment and divides the cylinder into two equal parts.
The periphery of the hub is provided with radial slots parallel to the axis and of
a little more than half the radius of the hub. The depth of the slots should be such
that when the hub rotates the slots uncover the ports 3, 4, in the heads when they pass
over them as shown in Figure 1. Tare the pistons of which they are four coupled
together in pairs, or two double pistons. They are placed in the radial slots » fitting
closely. The pistons on opposite sides of the spider are coupled together by two or
more spindles 10 passed diametrically through the hub and the shaft, a bushing 11
being inserted in the hole in the hub, and shaft as a bearing for each of said spindles,
the said bushing being fastened in place by pins or other devices. In the bushing the
piston spindles slide freely. The pistons are thus coupled in pairs and work together
so that while the piston on the induction side bears against the receding walls of the
cylinder below the induction ports, the opposite piston is held against the walls of
the cylinder on the exhaust side, the pistons sliding in and out, as the walls of the
cylinder recede on one side and curve towards the centre of the hub on the other,
the pistons in this manner being kept perfectly steady and sudden changes of position
prevented.
The pistons carry on their cylinder ends rocking plates 12, and these are connected
therewith by a hinge or rolling joint that permits the plates to rock freely, but does
not allow them to become disconnected otherwise than by drawing them off endwise.
The faces of the plates are curved to the same radius as the cylinder so that they bear
with their whole surface against the walls of the cylinder continuously when rotating.
As the pistons revolve they continually change the angle of their sides and ends to
the walls of the cylinder owing to their eccentric movement. This, if the ends of
the pistons were rigid would cause resistance to their motion, uneven wear, and a
steam tight connection between the pistons and the walls of the cylinder would be
impossible. But by providing the ends of the pistons with the rocking plates the
angle of the pistons to the walls of the cylinder is immaterial as said plates always
maintain their parallelism to the walls of the cylinder whatever the position of the

page_text: pistons. In Figure 1, this feature is clearly shown, where it will be observed, the
rocking plates are turned in different directions with respect to the pistons. one of
which has passed the exhaust port, and the opposition one is just about to pass the
induction port. In both instances it will be observed the pistons are at a sharp tangent
This arrange-
to the walls of the cylinder, while the plates are parallel to the same.
ment makes impossible any resistance from the changing angles to the cylinder which
the pistons assume while rotating.
The spindles 10 are socketed in the pistons and preferably, springs 13 are placed in
the ends of the spindles and bear against the pistons forming thus spring cushions.
By this device the pistons are made more elastic, their movements are produced with
greater ease and the wear is taken up.
By passing the connecting spindles 10 diametrically through the hub and shaft,
the spindles and bushing serve as keys for fastening the disc and shaft together.
The packing. The hub is packed on the sides adjacent to the heads to prevent
oscape of steam through the bearings. This packing is made as follows: (Soc
Figures 6 to 6). Around the shaft at each end of the hub is an annular groove 14,
and in the bottom of the grooves are sockots 15, parallel to the axis of the hub, in the
sockets are placed spiral springs 16, coiled around studs 17, that project out of the
springs, pass through the packing rings 18, 19, and are fastened to the outer ring 20.
These rings are placed in the annular groove, and the first 18 is preferably made
of iron, the next 19 of rubber or other elastic material, and the last 20, which bears
against the head of the engine is made of steel. The springs keep the steel ring
pressed closely against the heads and form thereby a steam tight joint around the
bearings; the pressure expands the elastic ring 19 and causes it to fill the annular
groove and stop the passage of steam into the groove and around the packing.
The pistons are packed to prevent the steam in the steam space s, from passing
between the pistons and the sides of the slots r, and also to prevent the steam under
the pistons from passing out. For this purpose the pistons are, provided with
longitudinal grooves 21, close enough to their inner ends to avoid being uncovered
when the pistons are out to their furthest point. In the slots are placed the flat steel
packing plates 22 one of which is shown enlarged in Figure 5ª. It consists of a plate
of steel of the width of the grooves 21, and, having projections 23 at the ends as deep
as the grooves or nearly so. Between the projections 23, springs 24 are placed..
These plates of steel are placed in the grooves 21 with the projections 23 and the
springs 24 against the bottom of the grooves. The smooth exterior surface of the
plates is pressed by the springs 24 against the sides of the slots r, and thus pack
the space on either side and prevent the passage of steam either way.
The following is a general description of the operation of the engine :
Let it be supposed that the pistons are in the several positions indicated in Figure 1,
and it is desired to start the engine. For convenience the pistons are numbered 1', 2¹,
31, 4. The steam induction ports P, P2 are partly open and port P¹, entirely open,
piston 1' being just past the upper side of port P2. The valve being opened steam
Hows to the ports and into the cylinder. From the upper port P2 the steam passes
behind the rocking plate 12 and presses on the top of the disk and also against the
rear edge of the plate exerting thereby some power against the upper piston. At the
lower port P the steam flows into the steam space between pistons 21 and 3¹ and
acting against piston 3 turns the engine. Steam also flows from port P¹ between
pistons 1 and 21 and presses against piston 2 thereby tending to give impetus to
piston 2¹ before it is acted upon by the steam from the port P, which pressure and
impetus are sufficient to carry the piston past the said port, and also to balance the
pressure against the front of the piston. A continuous pressure of live steam is thus
exerted against the pistons on the steam side of the cylinder from the abutment
around to the piston which is about to exhaust. When piston 1, passes far enough
to uncover ports 7, the steam from the upper induction port, enters the ports 7, and
passes through the interior passages 9, to ports 3, 5, from ports 3 steam passes into
the radial slot under pistons 1 and 21, and from port 5 steam passes out into the
steam space behind piston 21. The effect of directing the steam in the manner
B

page_text: described is as follows; As before stated the pistons are adjusted positively, that is
when opposite connected pistons are approaching respectively the shorter and longer
radii of the cylinder, the piston approaching the shorter radii is retired towards the
axis of the hub and the other or opposite piston is forced out. If this positive motion
were alone depended on there might be more or less resistance from pressure of steam
friction or other causes. To facilitate this adjustment steam is admitted under the
pistons at the moment they commence to move out after passing the upper port, and
the steam pressing against the pistons on the steam side forces them out of their slots,
and thus aids their movement and relieves the opposite piston to a great extent,
whereby the pressure of the opposite piston against the walls of the cylinder on the
exhaust side is reduced to zero. The pressure of the steam against the underside of
the piston continues until the piston reaches and passes the point where it has moved
out to the greatest extent possible and presented the whole effective surface to the
pressure of the steam, after which, it commences to rotire into its slot, and at this
instant the slot reaches the exhaust port 4, on the opposite side and the steam is
exhausted from under the piston through the said port and thence by internal con-
necting passages and ports 6, 8, to the exhaust ports p¹, p². At the moment therefore
that the steam begins to flow from the port 3, under piston 1', the steam is exhausted
from under its opposite piston 31. Thus a perfect balancing of the pistons is obtained
and friction against the face of the cylinder is almost destroyed. Another effect pro-
duced by admitting steam under the piston is that it aids the pistons in their rotary
motion. At the moment the steam is admitted under the piston, the latter reaches a
part of the cylinder where the radius is constantly lengthening, and the surface
against which the piston prosses is similar to an inclined plane. The pressure of the
steam is perpendicular to this plane, and as the rocking plate maintains its parallelism
with the surface the two forces are at an angle to each other whence there is a
resulting motion which in this instance coincides with the direction of the motion of
the pistons.
"
Another result of admitting steam into the ports 3, 5, 7, is that a part of the
steam flows out of port 5, behind the piston 2', before the latter is acted upon by the
steam from the main port, and pressing against the piston aids in supplying steam
behind piston 2, and balancing the same. The admission of steam from the upper
'port P against the hub is an important feature in this engine. The point of greatest
resistance is at the abutment, for the reason that here the hub must press against the
abutment forcibly enough to form a steam tight joint and prevent back action.
Furthermore the greatest pressure against the hub is directly opposite the abutment,
as it is there the full force of the steam is exerted.
This pressure is borne partly by the bearings and partly by the abutment. By
admitting steam from the upper port against the top of the hub, a counter pressure is
obtained which in a measure counterbalances the friction of the hub, against the
abutment and the pressure against the underside of the hub and the consequence is that
the resistance at the abutment is to a great extent overcome.
;
The oval form given to the cylinder has this further object. The hub being occentric
to the axis of the cylinder, the radius of the cylinder relatively to the centre of the
hub varies consequently if the cylinder were formed of a true circle, when one piston
reached say the horizontal or long diameter of the cylinder, the opposite converted
piston would be at a point considerably above the said diameter consequently the
pistons which have no independent movement and must touch the faces of the cylinder
on opposite sides would bind as soon as they passed the vertical axis of the cylinder
and produce such resistance that the engine would probably be brought to a stop. To
avoid this the cylinder is made oval and in that manner the eccentricity of the hub and
pistons is compensated for.
The compound engine (Figures 9 to 13) is constructed from three single rotary
engines of same internal construction as the engine just described but the shaft is
supported differently, and the steam and exhaust connections are specially arranged.
The primary engine M, that receives steam directly from the boiler, is placed between
two secondary engines MM², which take the exhaust steam from the primary engine.

page_text: The three engines are supported by flanges f, projecting from the cylinders, resting
on and bolted to the side pieces, of a frame F. The shaft S passes through all the
engines and connects with the hubs as heretofore described, and its ends are
supported by pillow blocks B B on the ends of the frame F. Between the engines
are blocks B¹ B¹, connected with the sides of the frame, that support the shaft and
steady its motion. To adjust the hubs, the cylinders are moved to place the arch
of the abutment closer to the hub instead of moving the hub as in the single
engine. This is rendered necessary because the shaft has its bearings in the frame F
instead of pillow blocks connected with the heads of the cylinder. By reference to
Figure 9 it will be seen that the heads HH have no sleeves or blocks projecting.
from them but only a hole for the shaft.
The secondary engines are arranged the reverse of the primary engine, that is to
say, the primary engine has its steam chest and abutment on one side of the shaft S,
and the secondary engines have theirs on the opposite side. In the present instance
the steam chest of the primary engine is above the shaft and those of the secondary
engines below the shaft.
The steam pipe 25 from the boiler connects with the steam chest of the primary
engine (Figure 9), and the exhaust chamber E is connected by pipo 26 with the steam
chest of engine M₁ and by pipe 26' with the steam chest of engine M2; the exhaust
chambers of engines M¹ M³ connect by pipes 28, 29, with a pipe 30, through which the
exhaust steam is conveyed to the stack or elsewhere as desired.
The movement of the steam is as follows; from the steam pipe it enters the steam
chest of primary engine M, thence through the induction ports into the engine; from
the exhaust chamber the steam expanded to twice its volume after leaving the primary
engine, passes through pipes 26 and 26¹ into the secondary engines M² M². Thus the
two secondary engines are run by means of the exhaust steam from the primary ongine.
The steam is used expansively in the secondary engines, and by increasing the number
of such engines that is, by exhausting from one to another the exhaust steam may be
utilized down to the pressure of the atmosphere.
The steam chamber S, and exhaust chamber E, are enclosed in the same chest N.
The valve V is a hollow cylinder and works by a longitudinal movement in
seats 31, 32, 33, 34, to start, stop and reverse the engine. The cylindrical ends 35 36
only work in the seats, the valve between these ends being contracted to permit tho
steam to flow around it to the exhaust chamber. In Figure 13 the valve is adjusted to
run the engine to the right, the valve being pushed in until its end 35 is in seat 31
and 36 in seat 33. The live steam passes from the steam pipe 25 into and through the
valve to chamber S and thence through opening 37 to the steam ports P² P¹P; and
the exhaust steam passes out of ports p, p', p², thence through opening 38 and between
the valve and seat 32 to chamber E whence it passes to pipes 26, 261, which connect
with the steam chambers of engines M², M². To reverse the engine the valve is drawn
back until the end 35 is in seat 32 and end 36 in seat 34 thus shutting off the steam
from passing through the valve or around the same to the steam chamber S which
communicates with the ports on the right side of the engine but opening the way to
ports p, p, p, on the left side; and also opening the way for the steam to exhaust
from ports P P1 P2 and pass the valve and seat 33 to the exhaust chamber.
To slow the engine, the valve is moved until its end closes so far as may be necessary
the port or opening in its seats 33 and 34 or 31 and 32 as the case may be. To stop
the engine the valve is moved until its ends close the ports or openings between
seats 31 and 32 and 33 and 34 respectively.
In the compound engine as the valve of the primary engine is on one side of the
shaft and the valves of the secondary engines are on the opposite side the valves are
moved in opposite directions in order to admit steam to the same sides of all the
engines. To effect this adjustment of the valves, the valve rods 38 are connected by
arms 4) with a rock shaft on the frame F which is operated by a suitable lover. In
Figure 10 the position of the arms is shown when the valves are adjusted for running
the engine to the left; and in Figure 13 the position when the engine is running to the
right

page_text: By arranging the engines in the manner described that is, the primary engine with
its abutment on one side of the shaft and the secondary engines with their abutments
on the opposite side, it will be seen that the pressure of the steam in the primary
engine is directly opposed by the pressure in the secondary engines and thus the
pressure is balanced.
The valve above described is used with the single engine, and when so used it is
operated directly by a suitable lever.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, as communicated to me by my
foreign correspondent, I declare that what I claim is :
1. In a rotary steam engine, a cylinder having a bore formed of the arcs of three
circles, two of which, forming the steam cylinder proper, have the samo radius, but
are struck from different centres, so as to intersect and form, an oval cavity, and the
third, forming the abutment is of less radius than the other two and is concentric
with the spider or hub and piston, substantially as specified.
2. A cylinder having the bore formed of the arcs of three circles, two of which,
forming the steam cylinder proper, have the same radius, but are stuck from different
centres, so as to intersect and form an oval cavity, and the third, forming the
abutment, is of less radius than the other two and is concentric with the spider or hub
and the pistons, in combination with a cylindrical spider or hub carrying the pistons
hung eccentrically in the cylinder, with a segment of its periphery set in the cavity
of the abutment, substantially as specified.
3. The combination of the cylinder provided with the ports P, P1, P2 arranged as
described and suitable exhaust ports, the abutment A formed of the segment of a
cylinder of the same radius as the spider, the spider hung eccentrically in the cylinder
with a segment of its periphery set in the segmental cavity of the abutment, and the
pistons connected with the spider, substantially as specified.
4. The combination of the oval cylinder, the abutment formed on the arc of a circle
of the same radius as the spider, the intersecting point of the steam cylinder and
abutment on the exhaust side, the spider, the pistons held in radial slots in the spider,
and coupled together through the same, said pistons having less depth than the slots,
so that a steam space is left under the pistons when retired within the slots, and the
steam and exhaust ports in the heads of the cylinder communicating at intervals with
the space under the pistons, substantially as specified.
5. The combination of the oval cylinder, the spider having radial slots, the pistons
placed in the slots and having less depth than the slots, so that a steam space is left
under the pistons, which communicates with steam-ports at intervals, and from which
the steam cannot escape when the pistons are on the steam side of the cylinder and the
rocking face plates on the ends of the pistons, substantially as specified.
6. The combination of the cylinder, the spider provided with radial slots, the
pistons placed in the said slots, and having less depth than the slots, and steam
induction and eduction ports, 3 & 4, so arranged that when steam is let into the space
under one of the pistons, it is exhausted from the space under the opposite piston,
substantially as specified.
7. The combination of the oval cylinder, the spider, the coupled pistons placed in
slots in the spider, and having less depth than the slots, so that a steam space is left
under them when retired, rocking face plates on the cylinder ends of the piston, steam
induction ports communicating with the space under the pistons for a portion of their
movement, and the oval cylinder provided with steam ports opening directly into the
space behind the pistons, substantially as specified.
8. In combination with the cylinder provided with induction ports opening directly
into the steam space of the cylinder, the spider carrying the pistons in radial slots,
and the heads of the cylinder provided with steam ports which communicate with each
other and with the steam space of the cylinder, and the slots in the spider under the
pistons, substantially as specified.
9. The combination of the cylinder provided with steam induction and exhaust

page_text: ports opening directly into the cylinder, the spider hung eccentrically in the cylinder,
pistons placed in slots in the spider and coupled together through the spider, said
pistons being of less depth that the slots in which they are held, so that when retired
a space is left between the pistons and the bottoms of the slot, and induction and
exhaust ports communicating with the said space under the pistons and with the steam
space of the cylinder, substantially as specified.
10. The combination of the steam cylinder, having induction ports, P, P₁, P³, and
suitable exhaust ports, the heads of the cylinder provided with steam ports 3, 5, and 7,
communicating with the steam space of the cylinder, and suitable exhaust ports, the
spider E, provided with the longitudinal radial slots which communicate alternately
with the steam port 3, and the exhaust port 4, and piston placed in the said slots, and
connected together in couples, said pistons having less depth than the slots whereby,
when they are retired, a space is left between the pistons and the bottom of the slots
for the entrance of steam when the pistons are on the steam side, and from which the
steam is exhausted when the pistons reach the exhaust side, substantially as specified.
11. In combination with the spider provided with the annular groove around the
main shaft and the heads of the cylinder, an annular packing composed of the
rings 18, 19, 20, spiral springs 16 and stud 17, substantially as specified.
12. In a rotary engine wherein the cylinder is connected with the bed plate, the
adjustable heads or ends, in combination with the hub or spider and shaft, substantially
as and for the purpose specified.
13. A compound rotary engine consisting of a primary engine which takes its
stoam directly from the boiler and has its abutment on one side of the shaft, and
secondary engines into which the exhaust steam is conveyed from the primary engine
and used expansively therein, said secondary engines having their abutment on the
opposite side of the shaft from the abutment of the primary engine.
14. Operating the primary rotary engine by steain taken directly from the boiler,
and the secondary engine by the exhaust steam from the primary engine.
15. The combination of a primary rotary engine, two secondary engines, and pipes
connecting the exhaust chamber of the primary engine with the steain chambers of the
secondary engines.
16. In combination with a rotary engine a hollow cylindrical valve constructed and
operated as described.
17. In combination with a compound rotary engine constructed as described and
their steam and exhaust chambers, hollow cylindrical valves connected with a rock
shaft by which they are simultaneously moved to admit steam to the engine and cut
it off and to reverse the running of the engine.
Dated this 16th day of May 1888.
WM. P. THOMPSON & Co.,
Agents for the Applicant.