A NEW OR IMPROVED TROCHILIC OR ROTARY ENGINE
Year: 1883

page_text: LETTERS PATENT to Henri Adrien Bonneville, of the British and Foreign
Patent Offices, 8 rue de la Chaussée d'Antin, Paris, France, Patent Agent, for
an Invention of A NEW OR IMPROVED TROCHILIC OR ROTARY ENGINE A
communication from Isaac Newton Forbes, a person resident in Lawrence
County, in the territory of Dakota, United States of America,
COMPLETE SPECIFICATION filed by the said Henri Adrien Bonneville at the
Office of the Commissioners of Patents on the 27th March 1883.
HENRI ADRIEN BONNEVILLE of the British and Foreign Patent Offices, 8-rue de
la.Chaussée d'Antin, Paris, France, Patent Agent; A NEW OR IMPROVED TROCHILIO,
OR ROTARY ENGINE, communicated to me by Isaac Newton Forbes, a person
resident in Lawrence county, in the territory Dakota, United States of America,
The subject of the invention is an Engine in which Steam or other motor fluid
actuates upon teeth placed radially upon a wheel, which latter is keyed to its shaft.
One or more engines may be used to act in unison with each other. Motor fluid
inay be used, either with its full force direct from the boiler or otherwise, or it
may be worked expansively. Valves and ports are placed in such a position 'as
always to admit steam upon the teeth simultaneously from two opposite quarters.
If desirable, the valves can be omitted, in which case the steam would act with the
full force from the boiler upon the rotating teeth. The use of reversing levers and
gearing would be dispensed with in such instance.
Each feature in the invention will be described separately, reference being made
to the accompanying drawings in which like parts are designated by like letters.
In what is termed a double reversible Trochilic or Rotary Engine two cylinders
are employed, securely bolted together and provided with three heads, separating
two independent cylinders, each of the latter encasing a piston wheel with two or
more piston teeth. These piston wheels are mounted upon and secured to the
saine main shaft. Abutment rollers recessed for the passage of the said teeth are
geared to the piston wheels so as to rotate in unison therewith, without slip
between their peripheries-The piston teeth are located at diametrically opposite
points on the periphery of the piston wheels, so that they perfectly counterbalance
each other, both as to weight and pressure.

page_text: same.
The abutment rollers may be of the same diameter as the piston wheels, or any
desired multiple thereof, but are preferably of one half the diameter, as in the
present illustration. In any case, they must be geared together that the speed of
motion of the peripheries of the piston wheels and abutment rollers is to be the
The abutment rollers revolve in steam tight casings. The surfaces of the
piston wheels and abutment rollers are provided with fine grooves or creases,
extending from end to end for the same purpose as the circumferential water creases
or cuts, commonly used in pistons, pumps, plungers, and other joints to prevent
leakage. The journals of the main shaft and of the abutment rollers run in
bearings in the chambers of the beads, which chambers also contain oil or other
lubricant for lubricating said journals. Bearings adjustable, automatically or
otherwise, are provided to support the abutment rollers against the steam pressure
to keep them up to their proper relative positions in contact with the piston
wheels, in order to prevent leakage between them. This engine is provided with
four fourfold valves to each cylinder, each valve having four automatically
adjustable surface pieces forming valve faces at opposite points and a steam cavity
or recess between each piece. These cavities are connected by steam passages to
admit of equal pressure on opposite sides, two being connected by live, and two by
exhaust steam, thereby counterbalancing the pressure. The valves may be worked
as cut-offs or otherwise, as preferred: the piston wheels of this engine having each
'two piston teeth when the steam is to be worked expansively, and four teeth when
-used without cut-off: For reversing the engine, the valves are reversed by gearing
operating on them all simultaneously from a common center and actuated by means
of a single lever from without. Whether two or more piston teeth be used on each
wheel, the teeth on their respective wheels are set at bisecting angles, that is to
say, the teeth of one wheel are opposite the spaces between those of the other
wheel. In order to adjust and set up the main shaft bearing in the center head,
the said bearing is constructed in segments which are pressed inward simultaneously
by the partial revolving motion on an encircling ring carrying within, a series of
curved wedges or eccentric segments, pressing on corresponding eccentric backs of
the bearing segments. This ring is provided on a part of its periphery with worm
teeth so as to be actuated by an endless screw or worm gear upon a shaft which
extends to the outer surface of the head through a stuffing box or otherwise, to
prevent the leakage of oil from the reservoir in the head. The main bearings in
the end heads are also constructed in segments with radial projections extending
through mortises in their respective bearings, casings, or housings in which the
bearing segments are held, and having inclined backs to provide for this adjustment,
or setting of the segmental bearings by the longitudinal movements of the
encircling ring formed on its inner periphery with inclined faces corresponding,
and pressing against the inclined backs of the aforesaid projections of the bearing
segments. The required longitudinal movement of this adjusting ring is imparted
by screw bolts fitted in a base flange or projection of the said ring, which bolts
are turned by means of keys or wrenches inserted through apertures in the main
connecting gear wheel, and in the external end covers of this engine.
In order that these parts of this invention may be fully understood, it will now
be described with reference to the accompanying drawings, in which Sheet 1,
Figure 1 is a vertical longitudinal section of a double engine illustrating the
invention. Figure 1 is a detail sectional view upon a larger scale through the
water cock, showing the mode of discharging water of condensation from the
cylinder into the hollow base or partial condenser of the engine. Figure 2 is a
horizontal longitudinal section of the engine on the line 2, 2 of figure 1 partly in
elevation. Figure 3 Sheet 2 is a rear end elevation of the engine. Figure 4 is a
vertical transverse section on a larger scale through the cylinder casing and parts
contained therein on the line 4 4 of figures 1 and 2. Figure 5 is a top view of
the center head. Figure 2ª is an enlarged detail view of a bolt and its appendages
for adjusting the bearings, showing part of the bearing casing broken. Figure 16.
is a perspective view of one of the curved wedges or eccentric segments detached.

page_text: Figure 16 is an interior view partly in section, showing part of the ring which
carries tbe said curved or eccentric wedges with one of the latter fixed therein.
Figure 16º is an end view of an eccentric ring from which two eccentric pieces are
made. Figure 16d is a face view of an abutment roller ring, and part of a packing
ring for the rim of the piston wheel. Figure 6, Sheet 3 is a face view of a centre
head, partly in section. Figure 7 is in part a vertical transverse section through a
centre head, and in part an elevation of said centre head illustrating a modification
under which steam is taken into the cylinder through the centre head. Figure 8
is a transverse section through one of the end heads, looking towards the centre of
the engine. Figure 9 is a vertical transverse section of an engine illustrating the
invention adapted for working the steam expansively by means of a cut-off valve
gear, and corresponding to the centre head illustrated in figure 7. Figure 10,
Sheet 4 is a face view of an end head shewing a reversing gear. Figure 11 is a
face view of an end head illustrating cut-off gear, and part of the cylinder and
valves beneath, showing cut-off levers, and trips, and part of the reversing gear,
part of the gear being omitted to expose the cut-off gear. The two right hand
valves, valve seats, ports, and parts of the cylinder broken through down into the
cylinder valves and seats, to shew their relative position to the valve gear.
Figure 12 is an elevation of the rear end of an outer cover on a reduced scale,
corresponding in scale with the following figures: 13, 14 and 15. Figure 13 is an
elevation of a front cover with reversing lever and stops. Figure 14 is a view of
the inner face of one of the end heads. Figure 15 is a bottom view of the
cylinders and center head. Figure 17, Sheet 5 is a vertical longitudinal section of
a single engine complete, mounted upon its base. Figure 18 is in part a central
transverse view, and in part a full view of a cylinder and casing with piston wheel,
abutment rollers, and valves in position. Figure 19 is a detached longitudinal
view of a piston wheel mounted upon the main shaft broken and abutment rollers
and helical gear in their position, partly in section. Figure 19ª is a face view of
the helical gear. Figure 19b is a section of an abutment roller through the
recesses, showing end plates and their packing rings, and a portion of its bearings.
Figure 20 is a central longitudinal section of a main shaft bearing in the end head,
and a portion of the head witli appurtenances enlarged. Figure 20 is an outside
view of an adjusting screw bolt in a portion of the head. Figure 20 is a tooth or
ratchet ring upon a smaller scale, in which the toothed part of the adjusting screw
bolt fits, to prevent the latter from unscrewing. Figure 21 is a bottom view of a
packing ring, showing the springs in position, and one of the stops. Figure 21° is
a perspective view of part of the packing ring showing water creases on the outer
surface. Figure 21 is a broken sectional portion of the packing ring, shewing a
spring in position. Figure 21° is a perspective view of a piece of the ring showing
a stop for holding the ring from turning. Figure 22, sheet 6 is a longitudinal
section through the valves on the line 22, 22 of figure 23. Figure 23 is a cross
section through the casing and cylinder, illustrated partly in full with abutment
rollers, piston wheels, valves. Figure 24 is a cross section, partly in full, through
the centre bead of the engine. Figure 25 is a top view of the same, partly in
section. Figure 26 to 20¹ inclusive illustrate detail views of valves used in this
engine. Figure 26 is a full face view of a nut securing the piston wheel to its
Jongitudinal position upon the main shaft. Figure 27 is a sectional view of the
end of a valve frame broken away, valve and stem and bolt, with bearing, packing
ring, springs, and part of the outside head. Figure 28 is a sectional view of the
ends of the valve stems, showing portions of the two kinds of frames, valve
journals, and their bearings, packing rings, springs, and a broken portion of the
center head. Figure 29, Sheet 7 is a plan view of the piston wheels mounted
upon the main shaft broken, and abutinent rollers with shafts and helical gearing
upon one end attached and in section upon the other. Figure 30 is an outside
view of one of the outer heads, illustrating the reversing gear, with part of the
cut off mechanism and the valve stems in place. Figure 31 is an outside view
of an outer lead showing the cut-off gear with a part of the cylinder beneath

page_text: ·
with valves in position, wheels and abutment, rollers, and their tappets, and-their
valve lever arm in position relative to the valves and the ports in the cylinder with
the head over two valves broken through, down into the cylinder, showing the
steam ports and valves in position, and the valves, valve casings, and portion of
the cylinder in section. Figure 32 is a longitudinal section on the line 32, 32,
Figure 34 of mechanisin.for throwing the cut-off valve lever in and out of gear in
reversing the engine, as hereinafter described, the mechanisin being here shown out
of gear. Figure 33 is a longitudinal section of the same parts at the line 33, 33,
figure 35, shewing the mechanism in gear. Figures 34 and 35 are transverse
sections of the same parts in the position shown in figures 32 and 33 respectively.
Figures 36 and 37 are elevations of a cam sleeve clutch for throwing the valves in
and out of gear, showing the cam pins in the different positions which they occupy
in throwing the valves in and out of gear, figure 37 being viewed at right angles
to dotted lines 39, 39, figure 34, and figure 36 being viewed at right angles to
dotted line 38, figure 35. Figures 38 and 39 are longitudinal sections of the same
parts in position shown in figures 36 and 37 respectively. Figure 40 is a
longitudinal section of the reversing toothed gear on dotted line 40, 40 figure 34 of
the reversing gear case. Figure 41 is a top view. of the clutch sleeve 27ª.
Figure 42 is a bottom view of the clutch sleeve 27. Figure 43 is a feathered ring
fitting on the sleeve part of the clutch. Figure 44 is a plan view of a removable
surface piece constructed in one part for the ends of the piston teeth to work
against. Figures 45 and 46 are sectional views of the same on the lines 45, 46
respectively of figure 44. Figure 47 is a plan view of a similar surface piece
constructed in two parts designed for the same purpose. Figures 48 and 49 are
sectional views of the same on linės 48, 49 respectively, figure 47. Figure 50 is a
plan view of one of the main packing rings, showing water creases, on a reduced
scale. Figure 51, sheet 8 is a vertical longitudinal section of a double non-
reversible cut-off engine, the base not being shown. Figure 52 is a horizontal plan
view of the engine, partly in section. Figure 53 is a transverse. section through
the casing and cylinder, illustrating the shaft, piston wheel, abutment rollers,
valves, Figures 54 and 55 sheet 9 are outside views of outside heads, showing
reversed methods of tappets and cut-off gear. Figure 56 is a detached vertical
central sectional view of one of the end heads with main shaft bearing complete
and a portion of the main shaft broken, and in position reversing gear and
adjustable bolts and main gear which connects the abutment roller gears and drives
them also, surface bearing pieces and packing rings. Figure 56 is a full view of a
toothed gear, connecting two adjusting screw bolts, for turning both by the
application of a wrench to one bolt if desired, thus ensuring the equal draft upon
both sides of the adjusting ring for. pressing the bearings alike upon each side of
the main shaft, shown in position in figure 56. Figure 57 is a longitudinal central
sectional view of a main shaft bearing in one of the outside heads, partly broken.
Figure 58 is a top view, with cap in parts thereof, broken, showing pinion with
gear full, with shaft gearing and ring in section on the line 58, 58 figure 57. This
cap being shewn in section in figure 57. The cap forms the inner bearing of the
pinion shaft, and a protection for the tooth gear upon an adjustable ring from
interruption of the capillary material, if used in the oil chamber of the head.
Figure 59 is a transverse section of the bearing segments detached, on the line 58, 58,
figure 57. Figures 60 and 61 are bearing pieces, shown in full, and in section.
Figures 62 and 63 are sectional views of a central head, including main bearing.
Figure 64 is a detached sectional view of an outside head with bearings removed.
Figure 65 is a detached sectional view of the main bearing and adjuncts removed
from figure 64. Figure 66 is a view of the end of valve stem broken showing the
method of securing it to the reversing gear, and the gear included in section.
Figure 67 is an end view of figure 66, with nut removed. Figure 68, sheet 10 is
a cross section through one of the engine casings, showing piston wheel, abutment
rollers. Figure 69 is a similar view, shewing a modified form of steam induction
when but a single engine is used. Figures 70 and 70° are detail sectional views of

page_text: a piston wheel, and teeth, showing their relative positions to the recesses in the
abutment rollers. Figures 71 and .71ª are detail views of piston teeth detached.
Figures 72 to. 72 inclusive are detail views of piston teeth, illustrated partly in
full, and partly in section. Figure 72 is a full top view of a piston tootli
detached.
•
.
1 is the main shaft of an engine upon which two piston wheels 2, 2ª are secured;
the main shaft 1 extending through the engine, which is, in its main casings,
composed of a centre head 12, two cylinder casings 30, 30, and two outer heads 44,
which latter are provided with suitable end coverings 30*. Wheel 2 is keyed
solidly to the shaft 1, while the other slips upon a tapered portion of the same and
is held securely to its position by one or more stops. on the shaft, which fit in
recesses in the wheel, and prevent it from turning thereon. This wheel is held
longitudinally by a nut 1b screwed upon the shaft against the outer portion of the
wheel. The piston wheel 2. is provided with a boss inside, corresponding, with
the recesses for the nut 1" outside, which, latter is held by a hollow pin 1 which
fits a hole through the nut passing into the wheel, see figures 22 and 20 of
sheet 6. This pin is provided with a thread inside, by which it is withdrawn
when required. The main shaft I may be extended through both ends of the
engine for the purpose of receiving.cog or clutch gearing, pulleys or other means
of transmitting power, in which case,. the base also, if necessary; would "be
extended into the opposite direction as illustrated, for the purpose of, sustaining
bearings at the. opposite end of the main shaft 1, similar or otherwise to those
shown. In the present example, a heavy band pulley is shown secured to one
end of the shaft, and. supported. by universal jointed bearings. The piston'
wheels 2, 2ª are each provided with two or more piston teeth 3, 3, revolving within
the cylinders 30b, and made steam tight by suitable packing 5 and 175. These
packing pieces 5 are situated on the faces of the teeth 3,13; and are. pressed
outward by springs or steam or both (see detail illustration. on sheet: 10,
figures 71 and 72, the end packing, pieces 175 illustrated in detail on figure 72)..
In all instances, the sides of the packing strips and packing pieces, and inner.
surfaces of the teeth should be water creased or grooved where convenient, to
prevent leakage; the said pieces are pressed. in contact with the inner surfaces
of the cylinders 30%. 66 represent abutment rollers, connected by gearing with
the main shaft 1, so as to rotate in unison with the piston wheels 2, 2 without
any slip between their peripheries. For this purpose it.is preferred to use the
helical. gearing shown in figures 1 and 2, Sheet 1 and figure 29 sheet 7 being:
helical cogged wheels 7 keyed on the main shaft 1, and 8, 8, pinions with.
corresponding helical teeth on the shafts of the abutment.rollers 6,. 6,. These
helical. gears are of special advantage in Rotary engines, when properly made
and adjusted; they avoid the possibility of back-lash or lost motion, and act:
one, upon the other with accuracy and uniformity of pressure and movement in
all parts of the revolutions, or straight gear may be employed upon one end of.
the shaft if desired, and helical gear upon the other end, as shown' in figures 51
and 52 sheet 8. In the abutment rollers 6, 6, see figure 4,' are récesses 9,, 9, to
admit the passage of the piston teeth 3, 3, of the piston, wheels. The abutment
rollers should be one half the diameter of the piston wheel, or they may be of equal
diameter. Any other relative diameters will not effect the best results for high.
speed engines. They must be so geared together, that their peripheries will move:
at the same speed and without slip, as above stated. With a two toothed piston
wheel and abutment rollers of one half the diameter of said wheel a single recess, 9,
see figure 9, sheet 3, in each roller will serve to pass the two teeth upon the piston.
wheel, or two recesses in each roller will be used with a four toothed piston
wheel, as seen in figure 4 of sheet 3, of drawings. When the piston wheel and
abutment rollers are of equal diameter, the recesses in the latter must of course be
equal in number to the teeth upon the former.
•
Figures 1. 2, sheet 1, and figure 3, sheet 2 show the embodiment of the invention
in an engine with two piston wheels 2, 2ª on the shaft 1, the piston teeth 3.ofrone

page_text: wheel being arranged opposite the spaces between those of the outer wheel, with
recesses in the abutment rollers corresponding. To each piston wheel are four,
fourfold oscillating valves 10, 10%, fitted in seats adjacent to the abutment rollers 6.
The said valves being constructed with recesses at diametrically opposite quarters
of their surfaces connected by ducts, a connected pair of these recesses or cavities a, a,
see figure 4 in Each of the induction valves 10, 10, being in communication with
the live steam, and a connected pair b, b, in each of the same valves 10, 10, with
the exhaust steam; thereby counterbalancing the same. The other two exhaust
valves are similarly connected by steam ducts, so that the pressure on the opposite
quarters of the valves may be precisely balanced. This engine may be made with
four teeth to each piston wheel, as illustrated in figure 4, sheet 3, or figure 18,
sheet 5, or with two teeth on each piston wheel as shown in figure 9, sheet 3, or
figure 23 sheet 2, Figure 53, sheet 8, for working steam expansively, in which case
the induction valves are used as cut-offs, as hereinafter described. The induction
steam passage is shown at 11 figures 1 and 4 extending longitudinally in each
direction to about the center of the respective cylinders 30b, 30. It may, if
preferred, be introduced through separate pipes with proper fittings, or through
the centre head itself, as illustrated in figure 7, instead of outside the top of the
centre head, as shewn in figures 1, 3, 4, 5 & 6.
The direction of the induction, and the exhaust currents are indicated by arrows.
The valves, whether inlet or exhaust, are constructed in the same manner, and by
being moved on their axis, are made to stop, start, or reverse the engine; those
which were induction valves, becoming exhaust valves when reversed, or vice versa.
The valves are four fold, that is, they have four adjustable bearing faces, which
work against the valve seat. All the valves are at rest, unless in the act of
reversing the engine, or to cut off the steam at the desired proportion of revolution,
as hereinafter described. The valves are moved by means of segment pinions 13,
secured to projecting ends of the valve journals, gearing with the toothed
segments 14, carried by arms 14, projecting from a ring 15, which is fitted in a
suitable bearing concentric to the main shaft 1, and is rotated to the necessary
extent through the medium of a toothed segment 16, by a segment pinion 17,
carried by a rock shaft 18, which is actuated by an arm 19, fixed in any position
to which it is set by a spring catch 22b, engaging at the extremities of the permitted
*movement with notches 21º in a curved rack 21, and retracted by pressure upon the
handle 22 of the arm 19. Said handle is fitted to the arm by a socket, permitting a
relative. longitudinal movement, and is pressed outwardly by a spring 22. The
spring catch before referred to, consists of a pin 22b fastened through the socket of
the handle 22, and projecting from the side thereof so as to engage with either
of the notches 21° and 23 as before stated, and thrown up by the action of the
spring within the socket, as before described. The central notch 23 is employed
for holding it on an intermediate position, at which point the valves are closed, so
as to stop the engine before reversing it, if required. The lever 19, as illustrated
in figure 17 sheet 5, differs from the one above described, and is composed of two
main parts, that which is secured to the rock shaft 18, and the movable handle 22,
19ª is fixed to the rigid portion of the rock shaft 18, and bored out for the end of
the lever 19 to play in-In the end of the bore, beneath the shank of the lever is
a coil spring which throws the catch pin, rivetted to the shank of the handle 19 in
and out of gear with notches in the rack 21 by the downward pressure of the
hand on the end of the handle. The outer end of the handle is bored out for the
reception of a tapered plug 22 made of some non-conductor of heat, fitted in the
end, and secured by a pin running through it and the handle. A recess is cut in
the side of the plug, and a cord fitted therein, and the plug being driven in, holds
the end fast. This cord is wound around the handle, over a non-conducting
substance, and covers the entire substance of the handle proper. At the lower part
of the handle, a tapered hole is bored transversely through the handle, and the
cord passing therein, is held by the recessed plug 22 driven in along side of it.
Figures 66 and 67, sheet 9 illustrate in detail, the mode of fixing the segment.

page_text: pinions 13 on the tapered end of the stems of the valves 10, 10 by pins 301, and
a cap nut 302, locked by a flexible disk or washer 303. Before the nut is applied,
the washer 303 is punched down into holes 304 formed in the hub of the pinion 13,
and after the nut is screwed home, one or more portions of said washer are turned
up in the recess in said nut, as shown in figure 66. The simple reversing gear
above described, by which a simultaneous movement of 45 degrees is imparted to
all the valves, is illustrated in figure 10. Figure 11 shows an automatic cut-off
mechanism by which the valves are closed when the piston teeth reach the desired
proportion of their revolutions between the induction and exhaust ports, so as to
work the steam expansively. For working the power expansively, the valves are
opened for the induction of steam by a tappet plate or disc. 24 fastened to the
inner side of the main gear wheel 7, having on its periphery double faced
tappets 25, which engage with arms 26, one to each valve connected to their
.respective valves by automatic clutches 27 illustrated in detail in figures 34 to 43
inclusive, sheet 7 and more fully described hereafter; so that the opposite pair of
valves 10, 10, which are for the time being, the induction valves, are connected to
their respective arms 26, for example, while the intermediate valves 10%, 10° which
are for the exhaust, are disconnected from their arms 26°, for example. The
abutment rollers 6 carry reversing double faced tappets 28, which at the proper
moment engage with arms 29 or 29" as the case may be, to close the valves, to cut
off the steam at the required point.
זי
+
The cut-off levers 26 and 29, and 26 and 29%, are provided with curved
slots 26 through which the bolts of the engine pass. The latter have sleeves on
them as a protection against injury from the levers. These slots allow the valves
to play 22 degrees, the proper distance for cutting off and letting on steam.
The adjustable bearing pieces of the abutment roller journal bearings in the centre
head are shown at 39 in figures 6, 7, and 8. The end heads are also fitted with
adjustable bearing pieces for said abutment roller journal bearings, in similar
manner as those in the centre head. These bearings 31, are preferably of Babbitt
or other suitable metal, poured in the bearing cases around the journals, and
secured to the cases by screws, or holes in the same, for the Babbitt to pass through,
or both, leaving a space extending radially outwardly, equal to the diameter of the
shaft. which is occupied by an adjustable bearing piece 39. These bearing pieces
are pressed in by springs 41, bearing inward against a screw cap 43, held by
a spring catch 43. An additional spring 42 may be placed within the
screw cap, as illustrated in figures 6 and 7: The spring follower affords
automatic adjustment to maintain tight joints between the abutment rollers
and the piston wheel. 12° see figures 24 and 25 sheet 6 represent movable
portions of the center head extending radially from the abutment bearings to the
outer surface for the purpose of permitting the centre journals of the abutment
rollers to be inserted, after which the pieces 12°, 12° are replaced in their positions,
and then secured to the head by bolts 12 as shown in figures 24 and 25. These
pieces 12 may have tongues upon each side, which fit corresponding grooves in
their respective seats in the heads, or they may each be grooved, receiving a
separate tongue inserted therein, which secures them in their proper position
laterally. The center head and the two end heads are all provided with central
projections in which the main shaft bearings rest, which projections, being convex,
extend within the concave ends of the piston wheels, thereby affording greater
length of bearing, and greater length and area of piston teeth without increasing
the length or diameter of engine. In order to ensure steam tight joints between
the ends of the piston teeth and their surface bearings of the heads, the latter have
been provided with removable hard surface pieces 142, 142 against which the
ends of the piston teeth work. These surface pieces can be replaced when worn
too much. They are preferably made of steel, which may be hardened, or they
may be made of hard brass or other suitable material. They are snugly fitted
into recesses in the heads, provided with tongues or grooves to fit, and are secured
thereto by means of the natural pressure between the cylindors and heads, and
•

page_text: are prevented from turning by dowell pins. They also project outwardly into and
fit, the cylinders; the object being to secure to the different main shaft bearings,
a central position to their cylinders. These end surface pieces 142 142b are
illustrated in detail in figures 44 to 49, sheet 7, and in the longitudinal sectional
views of the engine to show their relative position to the other parts of the
mechanism. Two classes of surfaces pieces are employed, which vary but a
little in their construction. The end surface piece 142ª is illustrated in figures
44, 45 and 46 in detail detached; it fits in respective grooves in the head, and is
made of one piece. The semi circular, cut at the two opposite sides admits the
ends of the abutment roller to work in 142b illustrated in detail, figures 47, 48,
and 49, is constructed of two parts and is so arranged as to serve. the same
purpose. In the construction of this class of surface pieces the same are turned
out of one piece first, and then separated by the partly. semi-circular cut at
opposite sides for the admission of the abutment rollers. To prevent displacement,
these surface pieces are secured to the heads by means of dowel pins 142°, thereby
preventing the same from turning. For packing the joints between the cylinder
heads, and the rims or ends of the piston wheels 2, 2ª, a. ring 5° is employed at
each rim, illustrated in figure 17 sheet 5 in general view and in figure 20 in
enlarged sectional view, and in figures 21, 21% and 21%, and 21° in detail views. The
said ring is pressed out by semi-elliptical springs 101, inserted in the hollow face
of the ring 5 and is formed with a number of water packing creases 102 on its
face as shown in figure 21. To secure the said packing ring against turning in the
head, stops 103 are employed at opposite sides, inserted in the recess in the head in
which the packing ring 5° fits, secured therein by means of screws or pins.
Corresponding recesses are cut;in the bottom of the ring which fit over the stops,
illustrated at 103 with stop in position and 103 with stop removed. The recessed
abutment rollers are provided with end plates 9%, see figures 18, 19b covering, the
ends of the abutment roller recesses for forming tight joints and preventing leakage
of steam between the ends of the abutment rollers, and the plates, and between the
ends of the teeth and the plates, and in connection with packing rings, similar in
construction to those, hereinbefore described and shown in enlarged views at
21 to 21° inclusive, and made to fit the recesses in the heads, and abutment rollers.
In figure 2 sheet 1 longitudinal and sectional view, and figure 57 in. enlarged
sectional view, and figure 16d in detail views, is illustrated a form of solid packing-
ring designed for the same purpose as above described, that is, in bearing against
the rims of the piston wheel and the ends of the abutment rollers, they form a
steam tight joint at these points. These packing rings 45 and 45° are fitted into
recesses of the respective heads, which latter are provided with bosses, in which
holes are bored for the reception of coil springs 45° either with or without
plugs 45 or connection. therewith. Care should be taken to prevent the spring
from getting beneath the plug. The head of the plug 45d being pressed out by the
spring and bearing against the packing rings 45 and 45, brings the same in close
contact with the rim of the piston wheel, or the plate 9, covering the end of the
recess 9 of the abutment rollers 6, as the case may be, and forms steam-tight joints
therewith. These plugs may extend entirely through the springs in the recess
below, allowing free end play. The packing rings must have play beneath the
recesses in which they fit. Steam may be used in combination with the coiled
spring to press the rings out if necessary, or if preferred, steam may be used and
springs dispensed with for doing the same thing. When steam is used, the
periphery of the rings should be water creased or grooved, and it would be well, if
convenient, to water groove the peripheries of the recesses also and thus secure
steam tight joints. The packing rings may be made solid or grooved upon their
inner or outer surface or bottom or all, if necessary, the object being to ensure
strength and stiffness. The packing rings are secured from turning by stops in
the recesses, pins or other devices. Similar recesses for similar packing rings are
also employed for packing the ends of the valves, and providing for end motion.
These recesses may be in the heads or in the ends of the valve case bearings, or
:

page_text: .
partly in each if necessary, for receiving the packing rings 45, and if placed in the
heads, bosses in which holes are inserted for the reception of coil springs, if they
are used, similar to those above described for the abutment rollers or piston wheels,
springs, or steam may be used for the same effect. All working joints' where.steam
is employed are provided with water cuts or fine grooves to assist in maintaining
steam tight joints. The construction of the casing of the cylinders and the
arrangement of the steam passages, and ports through the same, are very simple.
The outer and inner casings illustrated in the cross sectional views as at figure 4,
are united with partitions, or bridges and ties, as may be desired, which will form
rigid cylinders and casings for the working parts of the engine. The inlet and
exit channels for the receive and exhaust steam are indicated by arrows, in all
figures. The respective walls at the inlet and exhaust ports are united firmly by
bridges connecting the same together at short distances apart, leaving sufficient
area for inlet and exhaust ports. A horizontal longitudinal central section of the
centre head 12 is illustrated in figure 62, sheet 9 of drawings with the convex
movable part 12 of the head, which supports one end of the main bearing case,
and bearing removed which latter is illustrated in detail in figure 63. This part
is made separate and screws into the main part of the centre head, and forins a
part thereof.
It also fits upon the end bearing case and forms a support
thereto, thus completing the head, which when secured to its position, answers
the same purpose as when cast solid in one piece. The object of casting
this piece separate, is for the purpose of inserting the center bearing, without
which it would be impossible to do so, as herein shown. Dowel pins 12m.are
fitted at proper distances to prevent the main bearing from turning in the
casing. The adjustable bearings 31, and removable pieces 39, illustrated in
detail and in connection with the other portions of the centre head in
figure 6, are not shown in this view, thereby permitting the center journals of the
abutment rollers to slip into their respective bearings, whereupon these adjustable
bearings 31 and removable pieces 39 are placed in their positions, as heretofore
described. A horizontal central sectional view of one of the outer heads with
bearing casings and bearings complete removed, is illustrated in enlarged
view in figure 64. The main bearing case with bearing therein, is separately.
illustrated in figure 65. The adjustable bearing pieces 48, figure 16 of the main
shaft in the centre head are in, segment form; fitted in radial mortises in their.
casings 49, to permit their concentric adjustment upon the shaft, which is effected
by a series of curved wedges or eccentric segments 50, and carried by a ring 51
encircling the bearing case or housing 49; and each projection of the bearing
pieces upon their backs are made eccentric to fit the eccentric pieces 50 in the outer
ring upon which they rest and by which they are adjusted upon the shaft by the
revolving movement of the outer ring, given by the worm gear on the shaft,
extending to the surface of the head for that purpose. This ring has on its outer.
periphery, worm teeth 52, acted on by an endless screw 53, see figures 6 and 7,
carried by shaft 54, extending downward to the exterior of the head 12, where it
is made oil-tight by passing through a suitable stuffing-box and gland and is
operated by a wrench adjusting the bearings. Triangular pieces 49ª which may
be made of Babbitt metal, poured through openings in the bearing case, or other
metal, may be fitted in the casing and secured thereto, which assist the bearing
case 49 to form guides for the bearing segments 48. The bearing cases for the
main shaft in each head, are all bored out and dressed to the proper shapes, and
the adjustable bearings fitted and put in position before the Babbitt is poured in,
thereby securing true and accurate adjustable bearings, which is indispensable.
Figure 59, Sheet 9 of drawings illustrates the position of the end head bearings
removed from the case, in a cross sectional view. Figures 60, 61 are longitudinal
elevations of the same, partly in section. The sectional views in figure 16 adapted
for a centre head, 57, 58, 59, 60, and 61, show methods of manufacturing the
different bearing segments, two of these segments being babitted, and two shown,
solid. Either the solid or the babbitted "bearing pieces should be adopted, but not;

page_text: co-jointly, but a harder bearing piece may be used in the bottom to sustain the
extra wear produced by the weight of the piston wheel. The inclined projections
in two of the bearing segments are smaller showing the different methods of con-
struction only. The main shaft bearings in the end beads are likewise formed of
radially adjustable segments, fitted in their cases, similar to those above described.
These segments have one or more inclined projections extending through mortises
in a bearing case or housing, and receive outward pressure from a ring having
inclined faces to suit the inclined radial segments, which ring is drawn endwise by
screw bolts, bearing against the outer face of the bearing case which forms part of
the end head, and screws into the flanged base of the said ring'at opposite points.
Figure 2 Sheet 2 is a detached view upon a large scale of one of these bolts with
its appendages, shown in position in a portion of the bearing case. 55 is the bolt
proper. 56 is the adjustable pin which fits in the bolt, 57 is the rivet, which passes
through and through a slot in the bolt, and through a ratchet toothed ring 58,
which is rivetted thereon, 59 is the cap ratchet ring which is rivetted or otherwise
secured in the recess in the bearing case, the said cap ratchet ring being a fixture
to the casing which latter forms part of the end head of the engine. The bolt 55
has a slot for the rivet 57 to play in longitudinally and a coil spring 61 in the
hollow of the bolt around the pin 56 for keeping the ratchet ring 58 and the cap
ratchet ring or plate 59 in engagement. By a pressure of the "wrench upon the
end of the pin 56, the ratchet ring 58 is thrown out of engagement with the cap
ratchet ring or plate 59 and the bolt left free to turn with the ratchet ring 58, in
order to adjust the main shaft bearing segments, as described.
Apertures which
are described at 8" in figures 1 and 2 passing through the main gear wheel 7 and
tappet wheel 24, to admit wrenches, or keys for turning the bolts; and corre-
sponding holes are made in the covers 30 of the outer heads to admit the wrench.
The smaller holes indicated in figure 11 in the tappet wheel 24 are for bolts or
rivets for securing the tappet wheel to the gear wheel. Two bolts as illustrated
in figure 20, sheet 5 of drawings, should be employed simultaneously to draw the
ring or cylinder 51 endwise in order to force in the bearing segments 48 evenly.
A modified form of bolts is designed in this illustration from the one previously
described. The solid bolt 55 screws into the end flange of the encircling ring 51
and is held against unscrewing by means of the toothed or serrated flange 59.
engaging with ratchet tooth ring 58, which latter is prevented from turning with
the bolt 55 by fixed feathered keys or pins 55%, passing through holes 55b, (see
figure 20) and permitting a longitudinal, but not a rotary movement. This
ratchet toothed ring is pressed outward by a spiral spring 61 into engagement
with the fixed disc or flange 59 of bolt 55. Longitudinal pins 55d pass through
holes into the toothed flange 59 and have heads which move in the annular
recess 55 (see figure 20b) when the bolt is turned, which serve, to press the disc 58
out of engagement with the teeth on the flange 59 when pressed inward by the
key or wrench on pins 55°. The screw bolts 55 are kept in place by rings 55
fastened to the outer surface of the bearing case by screws or rivets. In figures 57
and 58 an adjusting bolt 55 is illustrated in another modified form as in gear, by
means of a pinion 55 with the adjustable toothed encircling ring 51 with all the
appendages in the casing complete. To the hollow bolt or shaft 55 as heretofore
described, is rivetted the pinion 55 and in gear with the ring 51. It is evident
that when the wrench is applied to the end of the bolt or shaft firmly, with the
inner portion pressing against the outer end of the adjustable pin 56, that it will
play in the seat of the bolt and carry the ratchet ring 58 in the recess in the
casing, and thereby throw the two serrated faces out of gear and allow the bolt to
turn freely, which carries the pinion 55 and thereby also turn the adjustable
toothed ring 51 upon the screw 51 thereby giving end motion to the encircling
ring, which adjusts the bearing pieces as heretofore stated, to take up the wear
upon the main shaft bearing. When the wrench is withdrawn, the ratchets at
once are thrown in gear by the spring 61 pressing outwardly upon the shoulder of
the pin. In figures 56 and 56; two bolts 56, 50* are employed but are geared

page_text: together on the outside of the bearing case in such a manner that by the
application of the wrench to one of these bolts, say to bolt 56, rotating movement
will be given to both bolts simultaneously, which latter, screwing into the outer
flange of the encircling ring 51 at 56ª, will draw the same end wise, and thereby
pressing upon the inclined backs as heretofore described, will adjust the end
bearing of the main shaft. The two bolts 56, 56° are provided with pinions
56, 56 engaging with the toothed wheel 50, which latter revolves around the
main shaft, held down into position by means of a projecting flange 568 over-
lapping the same. This flange 50 is fastened to the removable portion of the end
head by means of pins 56. A spring catch 56 is shown, which engages with
indentures in the rim of the connecting gear wheel 50' preventing its turning
unless thrown out of engagement by the introduction of a key or wrench on
bolt 56. The bolt head 56 might be dispensed with entirely. The invention is
not confined in this instance, as well as in those heretofore described and having
relation to the employment of bolts for the purpose of drawing the encircling ring
end wise, to only two bolts; but three or more such bolts may be employed,
placed at an equal distance apart, and when acted upon simultaneously will
give a more uniform endwise movement, which would be especially advantageous
in machines of large dimensions. All the engine heads are made hollow for the
reception of oil, which is supplied through oil holes in the upper portion of the
heads, fitted with plugs 4, and suitable ducts lead to all the bearings of the piston
wheel, abutment rollers, and valves. The oil chambers of the various heads may
be fitted with cotton waste or other capillary material to retain the oil and supply
it gradually and uniformly to the various bearings. The engine is held together
by longitudinal bolts 32 extending completely through from end to end, preferably
formed with heads as shown at 33 in figures 1, 2, 17, 51 and 52, and with screw
threads to receive nuts 34 bearing on the cylinder heads, and nuts 35, 35 at both
extremities for securing the outer cover through which the bolts extend. The
inner surfaces of these covers 30 form oil tight joints with the outer surfaces of
the cylinder heads which have raised bearing surfaces dressed off for that purpose.
The extremities of the bolt heads 33, projecting from the surface of the cylinder
heads, constitute dowels for locating the cover at the end next to the pulley
through which the main shaft passes; thus the concentric position of the
bearing 1 of the main shaft may be better secured. All the inner surfaces of
the cylinder heads are provided with dowel pins as shown in fig. 5, to engage with
respective holes in the cylinders to ensure a correct relative position of the several
parts of the engine. A hollow bolt is shown at 36 on the upper side of the engine,
said hollow bolt performing the same office as the solid bolt 32 except for fastening
the outer cases. It also receives within it the rock shaft 18 for operating the
valve gear at the opposite end of the engine simultaneously with the one next to
the reversing lever. The end chamber 37 of the engine in which the gear
wheels 7. 8 work, is an oil receptacle to keep said gear wheels constantly clean
and lubricated and free from injury, dust, or accident. When the bolts 32 are
exposed to steam, they may be protected with tubes passing through the engine
casings. The outer end of the main shaft contains a heavy driving pulley 60,
which assists in producing a steady motion, and upon each side thereof is an
adjustable bearing 61, supported on universal joints, which permit adjustment
of the bearings both vertically and horizontally. The bearings have receptacles
for oil at the top, and both are mounted by horizontal pivot screws 67, and
swivelled by the pivot-screws at 68, sustained by bracket arms 65, which arms
are united at their base by a sleeve 64, which being bored out, fitted to and
sustained by a vertical standard 63, the upper end of which passes through the
sleeve 64 and collar 62, which fits in the recess in the upper end of the sleeve and
through which the upper end of the standard passes and is rivetted on. The
standard may extend upwardly and receive nuts instead of being rivetted to hold
the sleeve in position vertically. Both these methods leave the bracket sleeve free
to turn in the standard, in order to adjust itself and the bearing to the line of the.

page_text: •
.
main shaft of the engine. The lower end of the bracket sleeve rests upon the
collar of the standard 63, upon which a wrench may be applied, to screw the
standard up or down, for the vertical adjustment of the bearing. The nut 66 is
secured to its position by a lock washer 66* upon a stand 68 which projects up
from the base of the engine. These stands are cast on the base, but may be made
of a separate piece and secured thereto, if desired. The standard 68ª and bracket
sleeve 64 have chambers as shown, which may be used for oil receptacles to
lubricate the vertical standard 63, which latter is provided with a screw thread at
its lower end, which fits another thread cut in the lower end of the stand 68°.or
the engine base, by means of which the vertical movements of the standard are
made.
For convenience of construction, the threaded hole passes entirely through
the upper part of the base of the engine, and a boss is formed around the lower
end in which a screw plug is fitted with an elastic ring or washer to form steam
tight joints, or the joints may be dressed and made steam tight to prevent the
leakage of steam and the consequent corrosion of the screw threads upon the
standard 63. The lateral adjustment of the bearing in line with the engine shaft
is made by the pivot screws 67. By the use of a suitable proof templet, the lower
ends of which rest on the seats 71, figures 1. 2, and 3 assisted by dowels 72, the
upper end of which fits the end of the main shaft, thereby enabling the bearings to
be set accurately in line with the cylinders with the utmost facility and expedition.
The proof templets may be hinged to the ends of the engine base for greater
convenience. These attachments described also prevent the engine bearings
proper from lateral strain and sustain the draft of the driving bolt and may be
proved and readjusted at any time.. A supplemental box 1ª containing another
bearing for the main shaft is fitted and bolted to the outer face of the
end cover to 'sustain the draft of the governor or other belts, if desired.
This bearing box is designed to combine an oil chamber and bearing. case.
The adjustable part is put in and Babbitt or other. suitable metal is
poured around the journal, thereby forming an inner guide for the adjustable
bearing piece. This bearing piece is properly adjusted by a set screw; which is
held by a lock, or jam nut. In constructing this auxiliary bearing 1° shown in
figures 1, 2 and 12, the bearing case is first bored out, and the end properly dressed,
the adjustable bearing piece is then finished and slipped in position in the case
which is fitted with screws or pins to hold the Babbitt. The shaft or templet, and
the adjustable piece being in position in the bearing case, the Babbitt or other.
metal is poured in. The governor shaft is indicated running in a bearing.c on a.
standard which is supported by a brace. On this shaft is a pulley from which the.
governor is driven by a belt from the main shaft I as is fully illustrated in figure 1.
of the. drawings. The hollow base upon which the engine is mounted forms à
receptacle for a series of connected pipes through which cold water passes. This
arrangement serves the purpose of creating a partial vacuuin by the condensation.
of the steam, which exhausts at a point 20 into the hollow base, on the coòl pipes
and this assists the steam in working the engine to the extent of the vacuum thus:
produced. A double purpose may be served by using the water for making steam>
in the boiler and thus save the heat, imparted in the act of condensation. The
illustration of these pipes is shown in figure 1;-73 shows the inlet and 74 the
exhaust pipe leading off. The water of condensation is taken from the steam:
cylinders by ducts through the end surface bearing of piston teeth of the head and
thence into the hollow base by water cocks as shown in figures 1, 1a and 17. These
water cocks are fixed to the end heads at the under side thereof and may be
opened and closed by hand. An exhaust pipe 74ª is screwed or otherwise fastened.
to the bottom of the base through which the exhaust steam passes. Figure 17,
sheet 5 of drawings, illustrates the engine, consisting of one main cylinder for the
piston, wheel abutment rollers, and one set of valves, with two outer heads and
suitable end coverings. The different parts in the mechanism are substantially
the same as heretofore described, except that. the steam induction passage .enters.
direct into the cylinder The steam then acts after passing through. the valves
:

page_text: "
and ports on the piston wheel which has. two or more piston teeth upon its surface,
standing an equal distance apart, which revolve in the main cylinder in the tracks
of the steam passage through, from the inlets to the exhaust ports respectively, and
pass by the abutment rollers in the recesses, which work in connection therewith
as above described. The supply pipe 12b and steam passages 12ª are preferably
located, as shown, in the center of the cylinder casing between the heads thereof,
and likewise, the exhaust passages 20 and outlet 20ª. But the supply pipe 12b may
be nearer one end than the other if desired. In all other respects in the construc-
tion of the valves, piston teeth, abutment rollers, bearings, the different parts are
identical with those heretofore described. On sheets 6 and 7 of drawings, are
illustrated in detail, as well as in general views the cut-off mechanism and reversing
gear heretofore alluded to, and partly described. Several portions of the engine
already described and illustrated have been repeated in order to more fully show
their relative position towards each other and towards the cut-off mechanism
particularly. Four fourfold oscillating valves 10, 10" which belong to each
cylinder vary a little in construction as illustrated in figure 22 and in detail in
figures 26, 20° to 26 inclusive and may be used collectively, or either construction
may be used, as desired. They are arranged in pairs in cylindrical seats, two
opposite valves at the same time for exhaust. The valve; journals 10 within the
center head are arranged in a bearing end to end as shown in figure 28. Packing
rings 10 are pressed outward in opposite directions by springs 10s to form tight
joints with the collars of the valve shaft. In like manner the end journals turn
in bearings in the end heads, as shown in figure 27 and are packed by rings 10" and
springs 10%. The valve seats when too small, or when desired for dressing
the ports accurately, are bored out larger for the purpose of receiving bushings
therein for forming the valve seats. These ports are cut through, corresponding
with the ports of the engine and valves, with bridges to connect the bushing
together corresponding with those in the main casing, thus uniting the bushing
completely. These bushings may be removed and replaced by new ones when
required. They should be of sufficient thickness to set firmly upon their seats.
Water cuts may be inserted in the bushings on each side of the ports both inside
and outside of the bushing, and may also be inserted in the bushing seat, if desired,
in order to assist in forming steam tight joints. Dogs are shown at 104 in
figure 30 sheet 7 of drawings to assist the limiting the play of the cut-off
movement, previously described, of the induction valves, there being one for each
valve which regulate the cutting-off and letting on of the steam. These dogs
belonging to the cut off valves are in use only while those of the exhaust valves
are out of use, for the time being. When the valves are reversed for reversing the
engine, the dogs are also reversed by the rim or flange 15ª of the armed ring 15
which extends inwards towards the head and which is provided with recesses,
which engage with the arm of each respective dog, which extends in a nearly
opposite direction from its hinge or fulcrum towards the center of the main shaft
the end of the arms being in their respective position in the recesses of the rim or
flange of the ring 15 with the ends striking either one or the other side of the rim.
This moves the dog in or out respectively of the recesses of the valve case gearing
as they become induction or exhaust as the case may be. These dogs 104 are
designed to assist in limiting the oscillating movement of the valves in letting on
and cutting off steam, which oscillating movement is limited by the bolts 32 of the
engine extending through the slots of the valve lever arm 26, 26, 29 and 29ª.
These dogs may be dispensed with entirely if desired, but in that case, the wear
upon the sleeves of the bolts and the valve lever arm would necessitate an often
renewal of the sleeve through lost motion caused by momentum, which these dogs
are designed to prevent. The motion of the valves either for cutting off or letting
on steain as shown therein is 22, degrees, while the full motion of the valves for
reversing the engine is 45 degrees, or as the full motion of each respective valve
steam gear casing, for reversing the engine and throwing the valves in and out of
gear, is required for induction and exhaust valves, is 90 degrees-45 degrees play

page_text: are allowed in the cam sleeve clutch, hereafter to be described, 222 degrees play
of the valve in letting on and cutting off steam and 22', degrees allowed for end
motion of the clutch, for throwing the previous exhaust valves in gear to become
inlet valves and vice versa, the foriner inlet valves out of gear to become exhaust
valves. The relative distance of movement of either valve or valve gear may be
varied if required, being governed by the relative size and location of the ports and
size and make of valves and valve gear. The mechanism for throwing the
clutches carrying the arms 26 and 29, each bearing members of the same piece in
and out of gear, with tappets 25 and 28 is shown in detail in figures 32 to 43
inclusive, sheet 7 of drawings. One member 27 of the clutch is secured by means
of pins and bolts to the stem 10% of the valve, the valve stem being tapered and
the clutch tapered to fit, by which means they are easily secured in position and
can be removed when required, while the other member 27* constitutes a sleeve,
which slides longitudinally in the clutch 27, assists to hold in gear therewith. The
coil springs 105 between the clutch sleeves 27, 27° are employed to assist in
holding it in position during the operation of cutting off and letting on steam and
yields for a longitudinal motion, throwing it out of gear, when the valves are
reversed. Each end of the spring 105 rests between two rings 106, 106° which
oscillate with the valve; the upper one 106 figure 43 has two feathered keys in it
for sliding in corresponding grooves on the outside of clutch sleeve 27 to carry it
with the clutch, see figure 42. To permit the independent movement of the inlet
steam valves, and to impart a longitudinal movement to the clutch sleeves in
throwing the cut-off tappets in and out of gear, pins or studs 107 are employed,
projecting inwardly through the outer clutch sleeves as illustrated in figures 32, 33,
in longitudinal, and in figures 34 and 35 in cross section, and in detail in figures 36
to 40, inclusive. These studs engage with regular cam slots or openings 108 in the
sliding clutch sleeve, as seen in figures 34 to 39 inclusive. The said cam slots or
openings 108 are of such form as to permit the oscillating movement imparted
to the inlet valves by the cut-off arms 26 and inlet arms 29, without moving the
sleeves longitudinally, but in the event of a rotary movement being imparted
to the reversing pinion segments 13, thereby carrying the pins or studs 107
against the oblique portion of the cam slot or opening, the required longitudinal
movement is imparted to this clutch sleeve 27" whereby it is placed in and out of
gear as the case may be with the valve sleeve clutch 27.
The operation of this mechanism may be described as follows: Taking for
example, the position of the valve connections, when the cut off apparatus is in
gear, as illustrated in figures 33, 35, 36, 38 and at 26 and 29 in figure 31, it will
be evident that the clutch sleeve 27° can oscillate freely under the action of the
cut-off mechanism to a distance of one sixteenth of a revolution which is required
to cut off and let on the steam at each passage of the respective tappets, in
connection with the valve levers, and that this movement does not change longi-
tudinally the relative position of the two parts 27, 27% of the clutch. But if now
the pinion segment 13 be moved by the action of the reversing gear, so as to cause
the clutch sleeves to bear and ride up on the pins 107, the clutch sleeve 27ª will be
drawn down to the position shown in figures 32, 34, 37, and 39, the effect of which
is to remove the arms 26, 29 out of the way of the tappets 25, 28, thereby
throwing the cut off mechanism out of gear with this pair of valves, which now
constitutes the exhaust, and remain constantly open for this purpose. Simul-
taneously the other pair of valves are turned into inlet valves, and are then acted
upon by the reverse inovement of the opposite pair of automatic clutch sleeves.
The above described reversing gear and cut off valve gear is placed in both
outer heads of the engine, as shown in illustration figure 22 of sheet 6 of drawings,
and reversed by the same rock shaft, 18, as shown in figure 1 sheet 1, and figure 17
sheet 5. On sheets 8, and 9 of drawings are illustrated in detail as well as in
general views, the same engine heretofore described and illustrated, with the
difference, that instead of four valves, there are but two employed for each cylinder.
This being non-reversible, hence the reversing gear is omitted. The live steam is

page_text: introduced into the top of the center head 12 through inlet 84, and thence
conveyed to points 85 about midway hetween the end heads 4, and centre head 12,
and thence into the respective parts of the cylinders. The live steam passages are
conducted partly around the cylinder, where it is delivered through the valve
seats and the recesses in the valves into the cylinder, at diametrically opposite
points in close proximity to the abutment rollers 6 by means of fourfold oscillating
cut-off valves 10, 10°. The exhaust ports are shown at 86, and constantly open,
the escape of the steam to said exhaust ports being prevented by the closing of
the cut-off valves 10, 10%, and their remaining closed until the piston teeth 3 have
passed the abutment rollers 6 and cover the inlets 88 respectively. Whereupon
the valves are being re-opened and steam admitted behind the teeth, that is,
between the latter and the abutment rollers, thereby continuing the force
alternately upon the respective piston wheels. The exhaust steam passage 87
extends around the circumference of the cylinder casing on the outside of the live
steam passage, after entering the casing proper so as to protect the latter
from cooling and consequent loss of pressure of steain. 83 represents holes or
chambers in the abutment rollers for counterbalancing the recesses 9 of the abutment
rollers. The automatic gear for operating the cut off valves is shown in figures 54
and 55, that in figure 54 consisting of valve levers 26, secured by pins, to the end
of valve stems and each constructed with two arms d and h, formed with curved
fingers, adapted to receive the impact of tappett plates 24 and 28 which are
connected respectively with the underside of the main gear wheel on the main shaft 1,
and the undersides of the piston gear wheels on the abutment roller shaft, in such
manner that the contact of the main gear wheel tappet plate 24, with tappet
faces a, a, will close the cut-off valves when the tooth has performed the desired
part of its movement between the abutment rollers; and when the teeth cover the
inlet ports 88, the abutment roller tappets 28 having come in contact with the
arms d re-open the valves 10. Dotted lines for the respective teeth indicate
the position when steam is first let on, the second dotted lines indicate their
position when the valve is sufficiently open to let the steam in between the teeth
and the abutment rollers. In figure 54 full lines indicate the position of the valve
gear when the valves are open for full head of steam, while dotted lines of the valve
levers indicate their position when the valves are closed for using steam expansively.
The reverse method of cutting off and letting on steam of that shown in figure 54
is illustrated in figure 55. In figure 5 the cut off tappets were secured to the
main gear wheel and the let on tappets to the two abutment-roller wheels, while-
in figure 55 the let on tappets are on the main gear wheel and the cut-off tappets
on the abutment roller gear wheels. In figures 54 and 55 there are two classes
of valve levers, their shapes for contact with the tappets being about the same.
Levers 26 receive two engine bolts in the curved slots 26b, limiting the motion of
the latter to the proper distance for letting on and cutting off steam. The opposite
valve lever 26 has but one bolt extending from the head in the slot up between
the arms to perform the same function of limiting the play of the valve. It will
here be noticed that the valve tappets both in figures 54 and 55, have much more
of the continuous circumferential surface, than those used on the previously
described four valve cut-off reversing engine. The object of this is to hold the
end of the valve levers in their proper positions, either open or closed, as the case
may be, until their opposite tappets are ready to take the opposite arin, when the
tappet leaves the one arm, the others take the opposite end to reverse the valve.
On sheet 10 of drawings is illustrated an engine without any valves, cut off or
reversing gearing, the remaining parts being essentially the same as heretofore
described, except in the necessitated changes in the construction of the main casing.
This constitutes what is termed the valve less, non reversible trochilic or rotary
engine. The induction passages are arranged to admit steam into the piston-wheel
cylinder at diametrically opposite points. The exhaust ports are also arranged at
diametrically opposite points to each other, all being in close proximity to the
abutment rollers on the opposite sides thereof. The steam inlet is shown at 11

page_text: and the live steam passages at 85 extending partially around the engine and
.delivering steam upon the piston teeth. into the cylinder, through constantly open
ports 88 at diametrically opposite points, thereby utilizing the entire force of
power applied on the spaces between the induction and exhaust ports. 86 represent
exhaust ports which are also constantly open. The engine being without valves
as heretofore described; the escape of steam being effectually prevented by the
contact of the piston wheel teeth 3, 3, and the abutment rollers 6, 6, the successive
piston teeth 3, which are for the time being, passing through the spaces between
the respective inlet and exhaust ports, being under full pressure of steam. The
exhaust passages 87 into which the ports 86 deliver, extend around the chamber
between the inner and the outer shell of the cylinder casings so as to cover the
live steam passages and to prevent radiation of heat from the steam therein.
Arrows indicate the direction of the steam currents. The engine casing proper,
in which the piston wheels and abutment rollers are located, and the several steam
channels are situated, may be bridged with walls, extending through from the
outer to the inner portions of the casing, with proper holes for core supports which
would form a very rigid and safe casing for the steam cylinders. The ports,
induction and eduction, are all provided with, and united by bridges at proper
intervals, strengthening the cylinder in addition to the above described walls.
Figure 69 represents the engine with the casing as adapted for a single engine, in
which the pipe conveys the steam direct to the cylinder through the induction
channels in the engine casing upon the piston teeth as shown therein. In the
different figures 70, 71, 72.. respectively, the piston teeth used in the different
forms of engine heretoforo described are illustrated in detail. They may be used
in either instance collectively or separately. The teeth are provided in their faces
with packing strips 5 which being pressed outwards, come in close contact with
the inner face of the annular chamber in which the piston wheel and teeth rotate.
This annular chamber may either be bored out smoothly for the packing strips of
the teeth to work against, as shown in figures 4, 9, 18, 23, 68 and 69 or suitable
bushing or lining of. Babbitt or other metal may be inserted therein as shown at
80 figure 53. Similar covering is introduced upon the outer surface of the piston
wheel, as seen at 81 figure 53, which being water grooved will make a steam tight
fit with the abutment rollers, which latter are revolving in similar bushing shown
at. 82, fastened to the encircling casing as seen in figure 53. Various modes of
adjustment of packing pieces in the faces of the piston teeth may be employed such
as by means of springs or steam ducts, as illustrated, or both. These packing strips 5
are grooved in their sides to receive corresponding tongues, in the recess of the tooth
in which they fit, so as to confine the packing strips within their seats in the teeth but
allowing sufficient play radially to compensate for contraction and expansion of metals
also providing for wear and thus secure steam tight joints upon their surfaces, and
may be assisted by water cuts in the cylinders or their surface packing pieces. The
ends of the teeth are provided with packing pieces 175, which have a little end
play beneath their surfaces, thereby providing for the difference of expansion and
contraction of metals and preventing end binding of the tooth. These pieces fit in
the recesses in the ends of the teeth and are pressed outward by springs 176 or
stean, or both may be employed if desired, to press the packing pieces in contact
with the surface bearing pieces 142, 142b, see longitudinal sectional views of
engines and detached detail views in figures 44 to 49, sheet 7-and form steam
tight joints therewith. Figures 70 and 70 show the relative position of the abut-
ment rollers and piston teeth in the recesses of the same, with a broken portion of
the wheel to each respective tooth, the adjustable packing strip 5 in figure 70 is
differently constructed from that in figure 70°, the latter being T shaped at the
outer surface. The sides being grooved fit the recess and corresponding tongues in
the teeth which hold it in its position. In figure 76 steam in conjunction with
springs is used to keep the packing strips 5 upon the surface of the cylinder, there
being sufficient play in the grooves and between the bottom of the packing and
the teeth to permit the adjustment of the packing pieces 5 to the surface of the

page_text: same.
A sufficient number of water creases are provided in the respective packing-
pieces and the surfaces in which they work to prevent leakage of steam. The
construction of the teeth as represented in figures-72 to 72' inclusive is as follows:
In figure 72° is shown in section the tooth, spring and packing-pieces 5 corre-
sponding with figure 72 which is an end view with the end packing pieces in place.
They are also both constructed without any provision upon their concave surface
for holding them in position on the piston wheel, (in opposition to the one
previously described which is provided with a shank, dove-tailed into the piston
wheel;) and are manufactured from a solid ring bored out a little less than the
diameter of the piston wheel and turned the requisite size for the depth of the
tooth. To get them in exact position on the piston wheels, they should be placed
in a templet provided for the purpose holding each other in their exact position.
In this case, extra, that is a greater number of bolts should be used in the teeth
than in those that is dovetailed and is shown in figure 70. Figure 72d represents
an end view of a tooth with a different shaped piece for the end packing than that
shown in figure 72. Figures 72. bef represent the different views of the end
packing pieces. Figure 71 represents the end view of a dovetailed tooth with
the end packing piece removed. Figure 728 represents a central longitudinal
sectional view of part of a tooth with springs, bolts and end piece in elevation and
figure 72 illustrates the same with bolts removed and springs and packing in
section, and showing an additional strip 177 which partly fitting into a recess cut
into the under or concave side of the tooth also fits with its protruding portion
into a similar recess cut longitudinal into the piston wheel. The bolts passing
through the tooth, the strip 177 and entering the piston wheel will firmly unite all
parts together and secure a rigid and firin connection with each other. The end
pieces 175 for longitudinal packing are made as shown in figures 71, 72gh, inclusive
with shouldered stems to fit within sockets at the ends of the teeth and by means
of the shoulders of the stems to confine the springs 176 completely within their
sockets, preventing as the packing pieces 175 are pressed out, any possibility of the
coil of the spring to protrude out of the socket which would be liable to interfere
with the free movement of the packing piece by catching between it and the end
surface of the tooth. Fig. 72 represents a face view of the piston tooth with
packing strips 5 and 175 in position illustrating the water cuts thereon.
Having thus described the nature of the said invention and the manner of
carrying it into effect I claim and desire to secure by the said Royal_Letters
Patent.
1st A reversible trochilic or Rotary engine, with two piston wheels secured to the
main shaft containing two or more piston teeth, placed at opposites sides at equal
distances apart, and secured firmly thereto by bolts or endwise, and with two
abutment rollers to each piston wheel, recessed for the passage of the piston teeth
by the abutment rollers in their revolutions, the piston wheels and abutment rollers
being geared together so that their peripheries shall form steam tight joints, and
move at the same speed without slip between their peripheries, in combination
with the respective piston wheel- cylinders abutment roller cylinders. or casings,
containing steam and exhaust passages, arranged as shown, and reversible valves,
substantially as and for the purpose set forth.
2nd A double reversible trochilic or rotary engine, with two piston wheel
cylinders, two abutment rollers and four reversing valves to each cylinder, with
one center head and two end heads, substantially as and for the purpose set forth.
3rd In combination with a toothed piston wheel and opposite abutment rollers, a
cylinder or casing having inlet steam passages 11 and 12a, opposite induction and
exhaust ports 11, 11 and 11, 11° paired valves 10, 10 and 10°, 10° and exhaust
passages 20 as herein shown and described.
4th A single reversible trochilic or rotary engine having one main cylinder or
engine casing, containing one piston wheel cylinder, two abutment roller casings and
four valve seats, with suitable induction and eduction steam passages, ports and

page_text: channels, and a piston wheel, two abutment rollers and four valves, substantially
as and for the purpose set forth.
5th A trochilic or rotary engine, consisting of a main engine casing, a piston
wheel, two abutment rollers, recessed as described, with four reversing valves and
gear, at one or both ends of the engine with covers for the head and a main shaft,
substantially as set forth.
.
6th A double reversible cut-off trochilic or rotary engine having two piston-
wheels provided with two piston teeth upon each and secured to a main shaft, two
abutment rollers to each, having recesses for the passage of the piston teeth in their
revolutions by the abutment rollers forming steam tight joints between the surface
of the piston wheels and abutment rollers, and eight reversible cut off valves with
operating gear, two main casings, three heads and two outside covers for the end
heads all substantially as specified.
7th A double non-reversible trochilic or rotary engine, constructed with two
pistón wheels on one shaft, each having two piston teeth with the teeth on one
wheel opposite the spaces between the teeth of the other wheel, two cut-off valves
.at opposite points in each cylinder, two valveless discharge ports at two other
opposite points, and automatic cut off gear, all substantially as herein shown and
described.
8th A non-reversible valveless trochilic or rotary engine, having one or more
piston wheels provided with four or more piston teeth upon each wheel, having.
adjustable packing strips therein with two abutment rollers to each wheel recessed
for the passage of the piston teeth, geared to rotate in unison with the piston
wheel, in combination with the casing; containing cylinders for the piston wheel
and abutment rollers and automatic adjustable bearings for the abutment rollers,
substantially as shown and described.
9th Abutment rollers provided with renewable surface pieces 6b, 64, 6' and 6h and
the respective abutment roller frame work upon which they are fitted in combination
with cylinder casings substantially as and for the purpose set forth.
10th A center head, cast hollow, consisting of an oil or other lubricant reservoir
therein for a continuous lubrication through ducts of the engine casing and bearings
therein located, and a supply duct and plug 4 in the upper surface of the head for
supplying lubricant to the reservoir therein, in combination with the bearings
therein as described.
11th Hollow end heads of the engine containing closed chambers for oil or other
lubricant from which the engine bearings therein are constantly lubricated by
means of ducts through the respective bearing casings and bearings with inlet
ducts and plugs, to suit in the upper surfaces of the head through which lubricant
is supplied to the reservoirs of the heads in combination with the bearings therein,
substantially as and for the purpose described.
12th An adjustable center bearing for the main shaft in the center head, composed
of adjustable segment bearings for the purpose of securing a continuous central
position of the main shaft at its central bearing and piston wheels thereon to
their respective piston cylinders as and for the purposes set forth.
13th The combination of the bearing segments 48 and housing 49 and 498,
through which the said bearings project radially as set forth, the curved
wedges or eccentric segments 50 and the toothed ring 51, said wedges or
eccentric segments 50 for adjusting or setting up the bearings, substantially as
set forth.
14th The combination of the adjustable main shaft bearing in the center head
and rotary mechanism for adjusting said bearing with the adjustable main shaft
bearings in the end heads, and the main shaft of a trochilic or rotary engine,
substantially as and for the purposes set forth.
15th The combination with the cylinder heads having central projections upon
which the respective cylinders are secured in a position concentric with the
main shaft and piston wheels in the respective cylinders as and for the purposes
set forth,

page_text: 16th The combination with segmental bearings 48 with their eccentric backs,
ring or housing 49 and guides 49 secured therein, substantially as described.
17th The combination of a ring 51 having one or more recesses, with corre
sponding eccentric segments 50 secured to said ring by means of rivets or
equivalents, as shown, at one end, while the other end is held in a recess formed
in the end of each eccentric segment and the ring substantially as specified.
18th The combination of the segmental bearings 48 having eccentric backs, ring
or housing 49 and guides 49ª eccentric segments 50, worm toothed ring 51, with
the worm 53 and shaft 54 all substantially as set forth.
19th The combination with one or more piston wheels, the main shaft 1, on
which said wheel or wheels are mounted and bearings for said shaft in the cylinder
heads; one or more bearings external to the cylinder adjustable vertically and
horizontally to set or adjust the outer extension of the main shaft on a line with
the main bearings of the engine proper, and prevent unequal stress or wear
thereon, substantially as set forth.
20th In combination with the main shaft bearings in the heads; a bearing
housing secured to the outside of the cover and having bearing case and bearing 1º,
provided with an adjustable bearing piece at its upper side, substantially as and
for the purpose set forth.
5
21st In rotary engines, the method of adjusting the main shaft by means of
a proof templet supported on lugs 71 on the end of the base, and dowel pins 72
for securing its position or hinged, substantially as and for the purpose described.
22nd In a rotary engine the combination of a ring with inclines for setting up
the adjustable bearing segments of the main bearing in the end head with a hollow
bolt 55, spring bolt 50, rivet 57 and plate 59 and ring 58, serrated on their faces as
and for the purpose set forth.
23rd In a rotary engine adjustable bolts with serrated flange 59 and serrated
ring 58, stops 55, ring 558, for holding the bolts in position, springs 61 to hold the
Berrated ring in contact and headed pins 55d in combination with ring 51 and
bearing pieces 48, as and for the purpose set forth.
24th In a trochilic or rotary engine in combination with the ring and main
shaft bearing in end head of the two pinion bolts 56 and 56 and gear 56b con-
necting them together, said gear secured to the head of the bearing case for
operating said pinion bolts simultaneously and thereby adjusting the said ring and
bearing, substantially as specified.
25 The adjustable bearing segments 48 for the main shaft bearing and housing
or casing 49, in which they fit, and a ring 51 having inclines corresponding with
the inclines of the backs of the bearing segments to fit and adjust the same with
screw thread 51 therein, fitting the screw thread of the bearing casing or housing
and a tooth gear upon the outer surface of the ring with pinion 55h, hollow
shaft 55, pin 56, spring 61, gear or ring 59, having serrated face with corresponding
serrated ring 58 and rivet 57, substantially as and for the purpose set forth. ;
26th The combination of the end head, the shaft bearing therein and the
removable casing covering said bearing, substantially as and for the purposes set
forth.
27th The adjustable segment bearings with one or more inclined backs thereon,
and housing or casings having mortises corresponding with the projections of the
segment backs, and an encircling ring or rings fitted as described, tooth gear
thereon and a pinion with its adjuncts to hold all in position, substantially as and
for the purposes set forth.
28th A reversing valve gear ring 15, concentric with the main shaft or valves,
with its bearing secured to the surface of the outer head or bearing case therein,
and arms 14 and toothed segments 14, geared with segment pinions 13, which
pinions are secured to the valve stems and toothed arms 16, toothed lever 17, rock
shaft 18 and suitable operating mechanism.
29th A reversing valve gear ring 15 concentric with the main shaft or valves,
with its bearing secured to the surface of the outer head or bearing. case, therein,
J

page_text: and arms 14º, and toothed segments 14, geared with segment pinions 13, which
pinions are secured to the valve stems and toothed arm 16, toothed lever 17, rock
shaft 18 and lever 19 and reversing socket lever 22, with a non conductor handle,
coil spring 22", catch 22b, and semi-circular rack with recesses 21°, 21, 23 in which
spring catch 22 may be thrown out of gear by pressure of the hand upon the
handle and moving the lever to either one of the recesses for placing the valve gear,
valves and engine in any desired position required, substantially as and for the
purpose set forth.
30th A reversing valve gear ring, concentric with the main shaft or valves with
bearing secured to the surface of the outer head or cover or both, provided with
arms connected by suitable mechanism for operating the valves in combination
with the reversing lever and rock shaft 18, substantially as and for the purpose
set forth,
31st In combination with a rotary engine, substantially as described of a lever 19,
socket handle 22, nonconductor handle, coil spring 22, spring catch 22 and semi
circular rack 21, with recesses 21°, 23, substantially as set forth.
32nd In a rotary engine a central main shaft provided with a tapered portion for
securing a piston wheel, having stops therein and corresponding recesses in the
wheel a thread and nut with internally threaded pins, substantially as and for the
purpose specified.
33rd In combination with a piston wheel or wheels and main shaft 1 and
bearings in the heads, adjustable bearings 61 mounted on universal joints,
consisting of stands 68, standards 63, sleeves 64, bracket arms 65 and adjustable
bearings 61, pivot screws 67, substantially as and for the purposes set forth.
34th In a rotary engine the combination of cylinder heads provided with packing
rings and abutment rollers, provided with removable plates 9 on their ends, to
form packing joints between the said, packing rings and rollers and surface
bearings for the ends of the piston teeth, substantially as set forth.
35th In a rotary engine in combination with a head, a packing ring provided
with a recess in its inner surface, as shown for the reception of springs 101 with
stops 103, substantially as specified
36th A removable convex and concaved end of a center head for the purpose of
inserting a main shaft bearing, substantially as and for the purposes set forth.
37th The combination of convex projections of the respective heads of a trochilic
or rotary engine with the concaved ends of the piston wheel or wheels and engine
case or casings substantially as specified.
38th The combination of a toothed piston wheel and recessed abutment rollers
geared together and grooved or creased longitudinally on their peripheries to adapt
them to work together steam tight as described.
39th The combination of a toothed piston wheel, two abutment rollers on
opposite sides of said wheel recessed for the passage of the teeth thereof and helical
gears at each end connecting the shaft of the piston wheel and the abutment rollers,
substantially as and for the purposes set forth.
40th The combination with a toothed piston wheel and cylinder head of the
concentric annular surface pieces 142", 142, against which the ends of the piston
teeth work, said surface pieces being renewable when worn as described.
41 In a rotary engine one or more toothed piston wheels with concave ends, in
combination with heads having convex projections between which the said wheels
rotate and adjustable bearings within said convex heads, the concavity of the
piston wheels giving greater length and consequent area to their piston teeth, and
the convexity of the heads affording greater length for the bearings, substantially
as set forth.
42 A trochilic or rotary engine piston wheel, provided with surface pieces 81,
piston teeth 3 assisting to secure the ends of said surface pieces, packing strips 5
and springs in combination therewith, and springs and packing pieces 175,
substantially as and for the purposes set forth...
43 In a trochilic or rotary engine the combination of one or more toothed

page_text: piston wheels, two or more recessed abutment rollers for each of said piston wheels,
straight toothed gear wheels, connecting the shafts of the piston wheel and abut-
ment rollers at one end thereof and helical gear wheels connecting said shafts at
the other end thereof to prevent lost motion, substantially as set forth.
44th The combination of a toothed piston wheel, recessed abutment rollers,
tappets, valve levers and stops constructed and operating as and for the purposes
herein set forth.
45th In a center head of a rotary engine a removable piece 12° having flanges
and boss, with bolts 12' for securing it in place and provided with tongues and
grooves followers 40, springs 41 and 42, spring catch 43a and hollow cap nut 43
substantially as and for the purpose specified.
46th In a rotary engine, the combination of automatically adjustable bearing
segments with the abutment roller journals in the heads substantially as set forth.
47th In a trochilic or rotary engine the oscillating valves having live steam
passages leading to opposite recesses, and also passages to opposite recesses for
exhaust steam and provided with adjustable packing pieces, substantially as
specified.
48th The combination with the end head and the valve stem passing through
the same of the packing ring and springs, substantially as herein shown and
described.
49th The combination with the center head of the valve stems nearly meeting
end to end, the bearings in which they work and the packing rings and springs,
substantially as set forth.
50th A center head with four valve stem bearings, two on each side, and valve
packing rings, and with adjustable abutment roller bearing and their automatic or
screw followers, in combination with two toothed piston wheels and abutment
rollers for the purpose set forth.
51st The end heads having two valve stem bearings in each head with valve
packing rings, springs., for forming steam tight joints endwise and prevent end
binding and the adjustable abutment roller journal bearings with their automatic
or stationary followers in combination with abutment rollers, two toothed piston
wheels and condense water channels and cylinder cocks, substantially as and for
the purposes set forth.
52 Fourfold balance valves with connecting ducts crossing each other through
the valves permitting steam to pass freely to the four opposite recesses in the
valves and thus counterbalance the pressure thereon, substantially as and for the
purposes set forth.
53 A valve seat either with or without bushing in combination with a fourfold
balance valve having steam ports through the seat, substantially as and for the
purposes set forth.
54th In a trochilic or rotary engine a ring 15 having a flange 15, provided with
recesses to engage with the dogs 104 to assist in limiting the motion or play of the
cut off valves, substantially as set forth.
•
55th In a trochilic or rotary engine a tapered valve stem 10%, frame 13, ring 106
and 106, spring 105, clutch 27, bolt having lock washer and pins for securing the
valve stem to the reversing connections, substantially as set forth.
56th The valve stem and bolt, and its lock washer, pins for securing the stem in
position, sleeve clutch 27 and 27, rings 106 and 106ª, spring 105, segmental
gear 13, bolts 107 and valve levers 26, 29, substantially as specified.
57th The valve stem and its connection as described with the valve levers 26,
20 in combination with the double faced tappets 25, secured to the main shaft, and
double faced tappets 28 secured to the abutment rollers, journals, substantially as
and for the purpose set forth.
58th A rotary piston tooth 3 in combination with packing strip 5 springs and
end packing pieces 175, spring 176 and water creases therein, substantially as and
for the purposes set forth.
59th A valveless cylinder casing having steam inlet 11, passages 85, ports 86, 88

page_text: and exhaust chamber 87, in combination with the toothed piston wheel and
recessed abutment rollers 6, substantially as and for the purposes set forth.
60th A valveless casing in combination with a center head 12, and end heads 4,.4
piston wheel or wheels and abutment rollers 6, and helical gearing 7 and 8, sub-
stantially as and for the purposes set forth.
61 A valveless engine casing, containing steam passages 85 an exhaust
chamber 87 in combination with end heads 4, piston wheel, shaft 1, abutment
rollers and gearing 7, 8, substantially as and for the purposes set forth.
62 The combination with a piston wheel of longitudinal strips 5, set in the
face of the teeth for packing them radially and end packing pieces 175 for packing
the teeth longitudinally, said end packing pieces being received in grooves or
sockets as may be in the ends of the teeth and in the packing strips 5 substantially
as and for the purposes set forth.
63d The combination with piston wheel teeth of end packing pieces 175 having
shouldered stems in sockets in the ends of the teeth and springs 176 also contained
in said sockets and confined therein by the shoulders of the stems, substantially as
set forth.
64th The applications of the several parts, their modifications and combinations
as claimed for all purposes for which trochilic or Rotary Engines are or may be
useful for the benefit of man.
In witness whereof, I, the said Henri Adrien Bonneville have hereto set my
hand and seal this twenty-fourth day of March in the year of our Lord One
thousand eight hundred and eighty three.