Improvements in Engines Worked by Elastic or Non-elastic Fluids or by the Explosion of Mixed Gases, applicable also to Apparatus for Pumping.
Year: 1894

page_text: Date of Application, 21st Aug., 1894
Complete Specification Left, 18th May, 1895-Accepted, 3rd Aug., 1895
PROVISIONAL SPECIFICATION.
Improvements in Engines Worked by Elastic or Non-elastic Fluids
or by the Explosion of Mixed Gases, applicable also to Apparatus
for Pumping.
I ARTHUR RIGG Engineer of 42 Old Broad Street in the City of London
do hereby declare the nature of this invention to be as follows:-
My present invention relates to improvements in the construction of revolving
engines or pumps driven by elastic or inelastic fluids, such engines or pumps having
separate independent cylinders revolving around a common centre as fully described
in my Patent Specification Number 6047 dated 16th May 1885. In this engine
each cylinder is carried on a boss through the centre of which there is bored a
circular hole fitting upon a fixed stud around which all the cylinders revolve :
Number 1 cylinder being regarded as that cylinder whose boss is next adjacent to
the valve face the other cylinders being numbered 2, 3, and 4, in their successive
order. Ports for inlet and exhaust are generally provided in the sides of these
bosses, and outside the diameter occupied by these ports, there are placed packing
rings for the purpose of maintaining pressure-tight joints between adjacent bosses
and between number 1 cylinder boss and valve face & also between the boss of
No. 3 or 4 cylinder & the plate or piston by which it is secured. According to
one part of my present improvements I make each recess for receiving one of these
packing rings of a depth (measured along the line of the shaft) equal to or
somewhat greater than the thickness of packing ring which may be of a rectangular
section and of leather, cast iron, or other suitable material.
The inner diameter of this recess together with one of its sides will be con-
structed out of one cylinder boss while the outer diameter and the other of its sides
will be formed out of the adjacent boss, or of the valve face in the case of No. 1
cylinder front. Thus each packing ring would lie in a recess partly formed out
of adjacent bosses of a depth equal to or greater than itself and any internal
pressure will have a tendency to expand and press it to one side, & maintain a tight
joint after the manner of an ordinary engine piston packing ring.
Another of my present improvements relates to arrangements by which the
cylinder bosses and valve face are all held together by the driving pressure in the
case of a motor or by the pressure produced in the case of a pump. In my former
Patent dated 16th May 1885 it was mentioned that the further end of the cylinder
bosses might constitute an arrangement for enabling the cylinders to work in
equilibrium or nearly so "and that if the diameters of such outer packing rings
be the same or different the conditions of equilibrium under which the cylinders
rotate would be affected thereby." My present improvements consist of a
systematic arrangement by which the conditions of a working equilibrium are
maintained with sufficient margin of pressure against the valve face so that the
working faces throughout shall be held together by a firm but elastic pressure.
This improvement I carry out in the following manner; that is say: A shallow
cylinder which may conveniently form part of the boss of No. 3 or 4 cylinder
whichever may be furthest from the valve face is provided with a piston and
suitable packing ring, such piston being preferably fitted to a long bolt that may
conveniently pass through a hole bored along the main stud around which all the
cylinders revolve and the bolt being provided with lock nuts or other means of

page_text: adjustment at its outer or exposed end may serve to make adjustments whether the
engine be standing or running.
The total pressure underneath the piston should be in excess of that which
comes upon the boss of No. 1 cylinder and thus it will tend to hold all the cylinder
bosses and their faces together by an amount dependant upon its area & the
pressure upon it. In order that this pressure per square inch shall be similar to
that which drives the engine, 1 find it convenient to bore a passage through the
main stud & cause it to communicate between the piston and the inlet port on the
valve chest where the actual driving pressure will be found. The proper action
of this balance piston would become disarranged should any excessive accumulation
of pressure arise between. the faces of adjacent bosses,. and to prevent any risk of
this contingency, I provide passages through the cylinder bosses of Nos. 1 & 2
cylinders where a three cylinder engine is concerned and between the bosses of
Nos. 1, 2, & 3 cylinders where a four cylinder engine has to be so provided.
These passages are so arranged as to communicate through the boss of
No. 1 cylinder that during revolution they communicate with exhaust or otherwise,
& serve to relieve any excessive pressure that might in the absence of such
provision accumulate between the bosses & throw an excessive pressure & friction
upon the valve face or piston. Some or all of these passages may be provided
with check or non-return valves, or they may be opened & closed at proper times
by the sliding action of cylinder bosses among themselves or the opening & closing
may be secured partly by the sliding action, & partly by check valves.
Another of my further improvements upon the engine described' in my former
Specification consists of improved methods for balancing the cylinders. According
to the method described in my Patent No. 6047 of 16th May 1885, each cylinder
served to balance the others, but as the bosses carrying such cylinders would not
be all in one line with the centre of gravity, there would arise an indirect strain
or couple tending to throw the outermost cylinders, where three are used to one
side or another. "I adopt one or other of two methods to overcome this evil.
According to one method the three cylinders are balanced against each other as
heretofore, but I add or attach a bar or attachment on each boss and opposite the
corresponding cylinder, such bar crossing or extending along all the bosses of
adjacent cylinders and thus distributing the strain due to centrifugal force, evenly
so as to counteract wholly or in great part the irregular strain that is produced in
the absence of such provision. According to another improved method for
balancing the cylinders of my revolving engines, I attach opposite to each cylinder
(when three are used) and upon its boss, either near to, or exactly opposite its
centre of gravity, a balance weight, whereby the balancing of each cylinder
becomes independent of all the others.
In order to reduce the clearance spaces in revolving engines where the rotating
boss of No. 1 cylinder determines the inlet & cut off points, I add in cases where
such refinement is desired, tongues, or projecting pieces upon the pistons so
arranged as to fill in the larger proportion of the ports into which such tongues
may enter and thus diminish the space which otherwise would have to be filled
with compressed exhaust or live steam.
In cases where a still further reduction in clearance spaces may be desired, I use
the bosses cast on each cylinder for inlet only & exhaust into the bed or case
surrounding the engine. To regulate the proper distribution of steam inlet or
exhaust and variation in the rate of expansion (compressed air or other elastic fluid
being covered under the denomination "steam ") I add a slide valve or cylindrical
Corliss type of valve to each cylinder and all these valves may be driven from one
pin or excentric ring. The rate of expansion being determined by sliding the
centre of such excentric backwards or forwards so as to give corresponding
distribution with variation in the rates of expansion for either direction of motion,
much akin to the results of an ordinary locomotive link motion. Governing such
engines, as are constructed with the Corliss or cylindrical valve may be accom-
plished by a throttle valve, or by such mechanical arrangements as permit the

page_text: governor to vary the rate of expansion by moving the centre of the excentric
driving the valves.
My next improvements relate to arrangements for governing hydraulic engines
constructed according to my invention by altering the stroke through an auxiliary
engine acting as a relay as described in my former Patent.
When governing engines driven by inelastic fluids such as water, I provide a
weight or other system by which the engine shall be held at its full stroke until
the action of its governor lifts such weight, & thereby closes the valve that was
held open by it: Then as the governor balls continue to extend another valve is
opened and the stroke reduces in relationship to such movement of the governor.
When required to govern the speed of a hydraulic reversing engine in either
direction of its movement, I add an arrangement of levers &c., by which any
extension of the governor balls shall so act upon the valves of the relay engine,
as to move the slide, & central stud around which the cylinders revolve towards
the centre around which the pistons revolve, thus shortening the stroke: For such
an application I generally provide that the reversing handle or tackle shall by
weight or spring or otherwise, resist in some degree the extension of the governor
run. Such
balls according to whichever direction the engine is intended to
reversing tackle determines the direction in which the engine shall run and the
speed below that which is limited by the governor.
Whether constructed for elastic or inelastic fluids, this engine becomes a pump
when driven backwards by some extraneous power and the improvements already
described or at least such of them as are applicable are intended to apply to this
revolving engine when it becomes used as a pump.
It is not however intended that everyone of the foregoing improvements shall
necessarily be adopted in any one engine or pump, whether driven by elastic or
inelastic fluids, but that these improvements shall be applied with a proper mechanical
discretion, wherever they can advantageously be brought into use.
Dated this 21st day of August 1894.
Improvements in Engines Worked by Elastic or Non-elastic Fluids
or by the Explosion of Mixed Gases, applicable also to Apparatus
for Pumping.
I ARTHUR RIGG Engineer of 42 Old Broad Street in the City of London
do hereby declare the nature of this invention and in what manner the same is to
be performed, to be particularly described and ascertained in and by the following
statement:--
In order to explain the nature of my invention and in what manner the same
may be carried into effect reference may be had to the descriptions following and
to three sheets of drawings hereto annexed.
Figure 1 is a front elevation: Figures 2, 3, and 4 are vertical sections shewing
my improvements in the construction of cylinders and their belongings for revolving
cylinder engines.
Figures 5, 6, 7 and 8 are sections and elevations illustrating my improved valve
arrangements for revolving cylinder engines and Figure 9 is a front elevation
shewing their regulating and reversing arrangements.
My present invention relates to improvements in the construction of revolving
engines or pumps driven by elastic or inelastic fluids such engines or pumps having
separate independent cylinders revolving around a common centre as fully described
in my Patent Specification Number 6047 dated 16th May 1885.
In this engine

page_text: each cylinder is carried on a boss through the centre of which there is bored a
circular hole fitting upon a fixed stud around which all the cylinders_revolve:
Number 1 cylinder being regarded as that cylinder whose boss is next adjacent to
the valve face the other cylinders being numbered 2, 3 and 4 in their successive
order.
Vrepresents the fixed valve face and S the stud around which all the cylinders
revolve. A gives a section of the cylinder whose boss is nearest to the valve face
its three ports are illustrated in front view by Figure 1, the one marked A. supplies
No. 1 cylinder while the ports B and C pass through the boss or bosses each to one
of the cylinders further away from the valve face V.
Whether the engine be worked by elastic or non-elastic fluids or be used as a
pump corresponding ports are employed with obvious modification as to their
number and angular length depending upon whether expansion or non-expansion
is employed.
Ports for inlet and exhaust are generally provided through the centre and sides
of these bosses and outside at an enlarged radius there are recesses in which are
placed packing rings for the purpose of maintaining pressure tight joints between
adjacent bosses and between number 1 cylinder boss and valve face and also between
the boss of number 3 or 4 cylinder and the plate or piston by which it is secured in
place. According to one part of my present improvements, I make each recess for
receiving one of these packing rings of a depth (measured longitudinally, along the
line of shaft) equal to or somewhat greater than the thickness of packing ring,
which may be of a rectangular section and of leather, cast iron, or other suitable
material.
The inner diameter of this recess, together with one of its sides, will be
constructed out of one cylinder boss, while the outer diameter and the other of its
sides will be formed out of the adjacent boss of the valve face in the case of
number cylinder front or of the back of the last numbered cylinder and the piston
or pressure plate hereafter to be described. Thus each packing ring would be in a
recess partly formed out of adjacent bosses, of a depth generally greater than itself,
and any internal pressure will have a tendency to expand and press it to one side
and maintain a tight joint after the manner of an ordinary piston packing ring.
This construction of packing rings is further explained by Figures 2, 3 and 4 of
Sheet I where they are shewn of rectangular form black in section with the recesses
in which they are nested being made somewhat deeper measured along the axis
than the packing rings themselves.
Another of my present improvements relates to arrangements by which the
cylinder bosses and valve face are all held together by the driving pressure in the
case of a motor or by the pressure produced in the case of a pump. In carrying
out this part of my present improvements I use a systematic arrangement by which
the conditions of a working equilibrium are maintained with sufficient margin of
pressure against the valve face, so that the working faces throughout shall be held
together by a firm, but elastic pressure. This improvement I carry out in the
manner following: that is to say,-A shallow cylinder D, which may conveniently
form part of the boss of number 3 or 4 cylinder which ever may be furthest from
the valve face, is provided with a piston P and suitable packing ring, such piston
being preferably fitted to a long bolt E that may conveniently pass through a hole
bored along the main stud S around which all the cylinders revolve and the bolt
being provided with lock-nuts, or other means of adjustment at its outer or exposed
end, may serve to make adjustments, whether the engine be standing or running.
The total pressure underneath the piston should be in excess of that which comes
upon the boss of number 1 cylinder, and thus it will tend to hold all the cylinder
bosses and their faces together by an amount dependent upon its area and the
pressure upon it. In order that this pressure per square inch shall be similar to
that which drives the engine, I find it convenient to bore a passage such as that
marked m in Figures 1 and 2 Sheet I. This passage or such other arrangement of
passage as may be carried out serves to communicate between the piston P and the

page_text: inlet port or any other convenient place where the actual driving pressure will be
found.
The proper action of the balance piston would become disarranged, should
any excessive accumulation of pressure arise between the faces of adjacent bosses,
aud to prevent any risk of this contingency I provide passages through the cylinder
bosses of number 1 and 2 cylinders where a three cylinder engine is concerned, and
between the bosses of number 1, 2 and 3 cylinders where a 4 cylinder engine has to
be provided. These passages marked P and 9 in Figure and p in Figure 4 are
arranged to communicate through the boss of number 1 cylinder so that during
each revolution they come opposite to and relieve any excessive pressure that in the
absence of such provision might accumulate between the bosses tending to force
them apart, not only permitting pressure to escape but causing an excessive amount
of friction upon the valve face A and piston P.
Some or all these passages such as p and q may be provided with check or non-
return valves as illustrated by Figure 4 which allow pressure to escape into
exhaust from between the valve faces but prevent any pressure coming between the
valve faces when the passages p or 9 are open to the inlet port and would without
the provision of such check valves receive pressure through these passages. The
operation of these check valves may be assisted by taking advantage of the angular.
variations occurring between the adjacent cylinders during their revolution or in
some cases the passages p and q may be opened and closed at proper times by the
sliding action alone of the cylinder bosses amongst themselves or the opening and
closing may be secured by a combined action of the check valves and of the relative
angular movements of the cylinders amongst themselves.
Another of my further improvements upon the engine described in my former
Specification consists of improved methods for balancing the cylinders. According
to the method described in my Patent No. 6047 of 16th May 1885, each cylinder
served to balance the others but as the bosses carrying such cylinders would not be.
all in one line with the centre of gravity there would arise an indirect strain or
couple tending to throw the outermost cylinders, where three are used to one side
or another. I adopt one or other of two methods to overcome this evil, according
to one method the three cylinders are balanced against each other as heretofore,
but I add or attach a bar or attachment on each boss and opposite the corresponding
cylinder such bar crossing or extending along all the bosses of adjacent cylinders,
and thus distributing the strain due to centrifugal force evenly so as to counteract
wholly or in great part the irregular strain that is produced with cylinders whose
supporting bosses are not in direct line with their centres of gravity.
This arrangement is illustrated by Figure 3 which represents a section of the
lower end of cylinder number 1 shewn in complete section by figure number 2.
Here a stud designated by the letter N serves to attach the bar K to the boss A of
cylinder number 1 or any of the other cylinders assuming numbers 2 or 3 to be
illustrated in corresponding section, an extension of this bar across the other
cylinder bosses spreads the bearing and affords a better resistance to centrifugal
force than can be had when such a provision as this is absent.
According to another improved method for balancing the cylinders of any
revolving engines, I attach opposite to each cylinder (when three are used) and
upon its boss, either near to or exactly opposite its centre of gravity, a balance
weight whereby the balancing of each cylinder becomes independent of all the
others. This system is illustrated by Figures 1 and 2 plate I where a pillar R is
fixed opposite each cylinder screwed as shewn by Figure 2 or in any other
convenient manner, and this pillar carries on its outermost end a counter balance
weight W which may be made to balance the cylinder to which it corresponds,
statically by its mass and dynamically by its position being so arranged that its
centre of gravity shall be opposite or nearly opposite to and in line with that of the
cylinder to which it belongs.
Another of my improvements relates to a method for reducing the waste, or
clearance spaces of revolving cylinder engines, and this is performed by adding

page_text: tongues or projecting pieces such as shown by the letter T dotted in Figure 1 and
in full lines on Figure 2, which tongues being attached to the pistons fill up a
proportion of the ports into which they enter and thus diminish the clearance space.
Wherever a still further reduction in clearance spaces may be desired 1 provide an
inlet only within the bosses of each cylinder and I let the exhaust pass away into
the bed surrounding the cylinders or directly into the atmosphere or into a
condenser. To regulate the proper distribution of inlet and exhaust I add any
suitable form of valve such as a slide valve or one of the Corliss class made
tapered or parallel, a parallel or cylindrical valve being illustrated upon Sheet II.
Here Figure 7 gives a section of all the cylinder bosses while Figure 8 may be
taken to represent any one of them.
-
. Only pressure is admitted to these bosses and is distributed throughout them by
means of channels and holes for the passage thereof so that the cylinders run in
equilibrium. Referring to Figure 8 it will be seen that a cylindrical-slide-valve V,
shewn black in section, serves at the moment illustrated for exhausting from the
cylinder into the atmosphere or elsewhere. An oscillatory movement-may-be com-
municated to such a .valve as this and also to corresponding valves upon all the
other cylinders by means of links shewn in plan by Figures and 7 also in back
elevation marked A B and C by Figure 6, their acting lengths and relative
positions.being shewn as thick lines for cranks ortlevers a b c and as dotted lines for
connecting links A B and C.
At O will be found the centre of that stud around which all the cylinders revolve
and a crank pin I set at a proper angular position and of suitable excentricity in
relation to the required valve movements serves to actuate the cranks-a b and c
whereby all the cylindrical valves are moved as the cylinders themselves revolve in
their respective cycles, corresponding results would follow if the valve cranks a band c
were moved to the opposite ends of their respective valves and driven by an
excentric such as indicated by a dotted circle I having its centre at I. A cam
might be used instead of-an-excentric-if-preferred. Should it be desired to vary
the rate of expansion after the manner of an ordinary excentric moving along a
tangential line of constant lead, it is only necessary to move the centre I along a
line such as I, II.in Figure 8 and whether this be done by moving the excentric
or the crank pin which occupies its corresponding centre the general results are
.similar.
After passing the neutral point or middle of its travel the excentricity moves
towards II along the dotted part, I, II Figure 8 and the direction in which the
engine runs becomes reversed, this arrangement permits also of variable expansion
in either direction of motion. Thus the rate of expansion becomes determined by
sliding the centre of suob excentric backwards or forwards so as to give corre-
sponding distribution with .variation in rates of expansion for either direction of
motion much akin to the results of an ordinary locomotive link motion.
Governing such engines as are constructed with the Corliss or cylindrical valve,
may be accomplished by a throttle valve, or by such mechanical arrangements as
permit the governor to vary the rate of expansion by moving the centre of
excentric driving the valves.
My next improvements relate to arrangements for governing hydraulic engines,
constructed according to my invention by altering the stroke through an auxiliary
engine acting as a relay as described in.iny former l'atent. There the governor is
arranged for moving a valve shewn in section by Figure 12 in that Patent, its total
movement in either direction thus being determined in relation to any corresponding
position of the governor balls.
But according to my present improvement a weight or other contrivance is
provided to keep the relay engine valve or valves in such a position as gives to the
main engine its longest stroke and maximum power or to restore it to such a
position after being moved.
This weight can be lifted by the governor which action first closes the valve that
was held open by the weight and the action continuing effects a gradual reduction

page_text: in stroke until the power and load arrive at such an equilibrium as may be
determined by the governor.
By this kind of combination variation in power can be accomplished by a han!
lever independently of the operations described in connection with the governor
and if so desired the engine can be altogether reversed by hand without any
interference by the governor which thus ready to prevent the engine runuin
beyond its intended speed in one direction only but possesses no influence when the
engine is reversed by hand.
When however it is required to govern the speed of a hydraulic reversing
engine to a constant speed in either direction of its movement, I add an arrange-
ment of levers &c. by which any extension of the governor balls shall so act upon
the valves of the relay engine as to more the slide and central stud around which
the pistons revolve, thus shortening the stroke. For such an application I generally
provide that the reversing handle or tackle shall by weight or spring or otherwise
resist in some degree the extension of the governor balls according to whichever
direction the engine is intended to run. Such reversing tackle determines the
direction in which the engine shall run and the speed below that which is limited.
by the governor.
Figure 9 on Sheet III shews an arrangement of governing apparatus by means.
of which the above described requirements may be carried out.
Here the engine illustrated combines those features which are necessary when..
for example, it is intended to be used for driving an elevator, this being one of the
cases where it may be desired to prevent the winding being performed beyond a
given speed by the action of a governor without interfering with regulation or
reversing by hand. In Figure 9 C C shews part of an engine bed in front
elevation with its central stud O carried by a shifting block H and placed at the
moment in a middle position having no excentricity and no stroke.
R, is a ram containing both the exhaust passage and a smaller ram to serve as
inlet and to be subject to a constant pressure. R is a ram or plunger of about
double the area of this inlet ram and both R, and R belong to the relay engine
which furnishes the necessary power whereby the block H is moved or held at any
given spot. V and V, are the actuating valves of this secondary engine and both
are shewn as being closed in the illustration. But either of them can be lifted to
open, or closed again by movements of a double ended lever T which is itself put
into operation by adjustable buffers 1₁ and 11.
When the double bell crank lever T is pressed by 1₁ it lifts and opens the corre-
sponding valve V₁ admitting pressure underneath the ram R which possesses a
larger area than the constant pressure ram contained within R₁. There is caused
therefore a movement of the block H which continues so long as the buffer 1, is
advanced until the stop is reached and the engine runs with varying power as the
excentricity changes and in a left hand direction.
But should the other buffer 111 slide into operation it opens the valve V permitting
an escape from the ram R so that constant pressure from the smaller ram already
mentioned expels water from R and so moves the block H backwards so long as
the buffer 11 is advanced or the other stop is reached and the engine runs right
hand and at its full power.
The spring buffers 1, and 1 are carried by a sliding block which may be worked
by the crank shewn or in any other convenient manner, and in such a case as that
of an elevator it may be desirable to convey the connection by means of a rope K
or otherwise to the cage or elsewhere.
Thus far the description explains how hand regulation can be employed for
determining the speed power and direction of motion and it will now become
necessary to follow each arrangements as the illustration shews whereby the
governor interferes whenever a speed arises in excess of that which has been
limited by its proportions.
The lower end of the lever T is extended to t and on each side of t are bell

page_text: crank levers A and B shewn in full at their middle position and by dotted lines at
their extreme positions which correspond with the governor balls closed or
extended. Any extension of the governor balls is communicated to both bell
crank levers moving them towards their common centre line.
Assuming now the engine to be running at full stroke in either direction and
speed to increase so that the governor balls fly out, their action is first to overcome
such resistance as may be offered by one or other of the spring buffers 1, or 111 and
then commences a movement of the cross lever T towards the same centre line
whichever be the direction in which the engine happens to be running. This action
of the governor shortens the engine stroke in proportion as the balls extend and
effects the desired regulation.
When one of these engines is driven backwards by some extraneous power its
valves being suitably arranged it becomes a pump and the inprovements already
described so far as they are applicable are intended to be used whenever this
revolving engine is intended to be used as a pump.
Revolving engines provided with such of these improvements as are suitable can
be arranged to work by the explosion of mixed gases such as atmospheric air and
coal gas. The mixture can be compressed by one or more of the engine cylinders
or by an independent pump as desired and its distribution in the cylinders can be
regulated by suitably arranged valves.
The foregoing description illustrates practical methods by which my invention
can be carried out but it is not intended to restrict its application to any particular
number of cylinders nor do I confine myself to the exact and only details of
construction which have been described and illustrated nor to the use of all details
or any special detail only to such an engine with which it has been described but I
hold myself free to make use of any known or convenient mechanical contrivance
or combination that may be useful in conjunction with the main or essential features
of my invention.
Having now practically described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is,―
First. In revolving cylinder engines or pumps in which revolving cylinders are
used such cylinders being free to take up different relative angular positions among
themselves as they revolve. The construction of recesses for packing rings partly
in each adjacent boss or in the case of the outer bosses partly between such boss
and the valve face or pressure piston substantially as illustrated and hereinbefore
described.
Second. On the class of revolving cylinder engines already mentioned a com-
bination of pressure piston adjustment and other details arranged for the purpose
of maintaining the bosses and other working faces at a proper contact generally as
illustrated and described.
Third. The addition to the cylinder bosses of revolving engines or pumps of the
class herein before mentioned or described of relief passages through suitable
parts of such bosses for the purpose of relieving or permitting to escape any
pressure coming between these bosses and tending to force them apart. Such
passages being altogether open or being opened and closed at proper times by
Bliding of the bosses among themselves or being provided with check or non-return
valves or being constructed so as to operate partly by the aforesaid sliding action
and partly by means of such non-return valves.
Fourth. Distributing the effects of centrifugal force caused by the revolution of
any one of the cylinders over the bosses of the remaining cylinders and thence to
the main bearing as illustrated by Figure 3.
Fifth. Balancing each cylinder independently of the others by a balance weight
fixed upon each cylinder boss opposite to each cylinder generally as illustrated by
Figures 1 and 2.

page_text: Sixth. The application of tongues or projecting pieces underneath the several
engine pistons to fill up partially the cylinder port clearance spaces generally as
illustrated by Figures 1 and 2 and lettered T.
Seventh. Applications of slide or cylindirical valves to revolving cylinder
engines such valves being driven by crank excentric or cam and where desired
having the capability of working at fixed or variable rates of expansion if so
desired and being constructed generally as applied to the class of engine illustrated
and in the manner hereinbefore described and illustrated.
Eighth. In revolving cylinder engines with separate cylinders intended to be
driven by non-elastic fluids and having their common stroke controlled by the
movements of a relay or secondary engine the valves of which are regulated by
band or otherwise claim arrangements substantially as described whereby a
load or other pressure acts on such relay engine valves in such a direction as
will keep the main engine at full stroke or return it to full stroke or move it in
that direction after any extraneous pressure may be sufficiently reduced or
altogether removed.
Ninth. The regulation of such relay engine valves by a governor which shall
lift the load referred to in the eighth claim whenever its centrifugal force suffices
and so serve as a regulator of speed or a combined regulation by hand and
governor either for one or both directions of motion substantially as illustrated
and described.
Tenth. The several constructions or arrangements of parts constituting the
engines or pumps hereinbefore described under the several modifications and
illustrated by the accompanying drawings.
10 1 100%
ARTHUR RIGG.