Improvements in Rotary Engines.
Year: 1896

page_text: Date of Application, 23rd July, 1896-Accepted, 28th Nov., 1896
Improvements in Rotary Engines.
I ALFRED HOWARD of 10 Clifford's Inn, in the City of London, Solicitor 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:-
The principle of this invention is the construction of a wheel and certain fittings
in such a manner that the application of steam or any other kind of liquid pressure
gives regular and controllable power to the wheel without the backward strokes of
piston in the cylinder of an ordinary stean, gas or other fluid engine and without a
dead centre or the consequent necessity of a fly wheel.
I provide a wheel made of any hard metal, solid or with spokes, having on its
periphery a narrow rectangular projecting piece or edge hereinafter called the neck.
I mount the wheel between two pieces of steel plate or boiler plate of somewhat
larger superficial size thun the area of the wheel so that it runs rigidly true between
them.
These plates are fixed quite parallel and true to each other to a bed, and with
the bed are hereinafter called the frame.
On the neck of the wheel I fix 3 projections or cams consisting of round flat discs
set at right angles to the periphery and their planes at right angles to the plane
of the wheel and equidistant from each other and all exactly of the same size in
every respect.
I provide two tubes of hard non-oxidising metal and accurately bored to an
internal diameter sufficient to admit the discs, and having a slot, cut through from
outside to inside along the inner curve, to admit the neck of the wheel; these tubes
are curved to the circumference described by the discs, and are of rectangular
shape outside so that they can be securely fixed inside the frame at opposite sides
in such a position that the ucck will on the wheel being turned revolve in the slots
and carry the discs through each tube; they are of such a length that one or other
of the discs is always in one of the tubes with a little lap in tube between outgoing
and incoming discs: the ends of tubes where discs enter are carefully cut to the
concave segment of a circle, such circle being in the same plane as the wheel and
about half its diameter.
I provide two pieces of metal; one end of each is turned up to a convex segment
of the said circle and must be large enough to cover a tube end these, hereinafter
called shutters, I mount on spindles in the axis of the said circle. I fix one of them
in a pulley block or other suitable bearings on the centre of the aforesaid circle,
and inside the frame just clear of the discs as they revolve (which will give the
angle at which the concave segments must be cut) so that the convex seginent will
work or slide up and down in the concave segment of the tube end: the normal
position of a shutter is for its convex end to be pressed or fit close up to the concave
end of the tube, thus wholly closing that end of the tube, and at the same time
resting on the neck.
The other shutter is similarly fixed at the same corresponding end of the other
tube.
A steam port governed by an admission valve, worked by a reciprocating
movement, is made into and near that end of each tube which is closed by the
hutter

page_text: Whether the engine is at rest or running there is always in one tube or the other
a closed chamber, that is some part of one of the tubes is always bounded by a
shutter at one end and a disc at the other.
When steam is turned on it finds its way through whichever valve is open into
that particular tube where the aforesaid chamber is, and pushes the disc along the
tube and so moves the wheel-when the disc has travelled to the other end of the
tube and emerges therefrom the steam escapes.
As the wheel moves it brings another disc to the other tube, fixed as before stated
on the opposite side of the frame, and at the same time a similar shutter at the
same corresponding end of this tube is lifted: so that just before the disc in the first
named tube has travelied through it, the shutter of the second tube having been
lifted another disc has entered the (second) tube, the shutter has returned, and
steam has been admitted the discs in succession enter and are forced through one
tube or the other and a continuous motion is thus given to the wheel so long as
pressure is supplied.
All the parts must be accurately fitted, packed where necessary and made to work
stoom ticht
Sheet 1 is a representation of internal parts of engine-that is those parts
between sides of frame, viz. wheel, tubes, and shutters.
Fig. 1 shows;
A wheel; Fig. 2 in section.
B, C, tubes; Fig. 3 in section.
G is in
D, E, F dises fixed on wheel: F is in tube C: E is under shutter H.
G, H shutters; Fig. 4 plan-Fig. 4 cross section and Fig. 6 elevation.
its normal position; H is being raised to allow dise E to enter tube B.
a, a 1 are neck and thickened part next it and are shown in section on Fig. 2.
61, 62, 63, 1, 2, c3 are holes through solid part of tubes for through bolts to
hold tubes and plates of frame in position.
b4, c4 are the admission ports.
65, 66, 7 in Figs. 1 and 3 are an arrangement for packing the slot of the tubes
and neck of wheel: 65 and e5 are strips of metal or glaud-pieces fitting in the neck
of wheel along the length of the under curve of tubes each is bent to curve of
tube and held to tube by three screws, 66, c 6; Fig. 7 shows that these screws allow
gland-piece a little movement-a few spikes should be fixed along side of each
gland piece next neck (see Fig. 3) to prevent the packing from being carried along
with the wheel; b7 and c 7 are adjusting screws, two to each gland-piece, and serve
to push the gland piece against neck of wheel and by it compress the packing:
although this arrangement is not repeated in any of the following drawings it must
be supplied to every type of engine.
Fig. 4 is plan of a shutter showing the springs, h5 (5 in Fig. 1)-Fig. 5 is a
section across the dotted line ZZ in Fig. 4-Fig. 6 is an elevation of Fig. 4. I cut
away and hollow the shutters to save weight. The convex end of shutters should
he hollowed out as shown in Fig. 6 at 10 to a concave hollow of a slightly smaller
diameter than diameter of tubes, so that when a shutter is in its normal position
this concavity is exactly in centre of mouth of tube.
The neck of the wheel is carried halfway up the disc as at d 1, el and f1: this
is to arrest the sudden fall of shutter as the disc leaves it, especially when a strong
spring is used for speed, and to soften the concussion.
Sheet 2 is a representation of same engine fitted in frame.
Fig. 1 is one outer side of frame with engine inside shown by dotted lines.
10, 11, 10, 11 are square holes cut in frame to allow gland-pieces to be
adjusted do not repeat gland-pieces or fittings or these holes in following
-

page_text: representations of engine, but they and packing arrangement will be necessary in
every engine.
The reciprocating parts are the levers or triggers; 91 and 1 lifting shatters,
and 9 and c9 working the admission valves Nanl O. In order to actuate these
levers or triggers I fit on and pin to the main axle the wheel K which is shown in
section in Fig. 2: three studs are fixed on the outside of its flat rim. k 1, k 2, and k 3,
and work the triggers of valves N and O; anl thren other stals, k4, k 5, k 6, fixed
on inner side of same rim push up levers g1 and h1, which are keyed or pinned
on the spindles of the two shutters G and H. Fig. 1 shows & 5 lifting a shutter.
The axles of shutters are in bearing blocks, Figs. 1 and 3, g2 and 42, which are
fixed at the proper places quite true inside frame by fitting the ends of them in
holes cut through frame sides and leaving a shoul ler on the blocks: g3 anl 3 are
adjusting blocks fixed in same way, anl 94 and h 4 are adjusting screws which
press against the bearing blocks-the holes in the frame cut to receive the ends of
the bearings are slightly longer than such ends; this allows whe the blocks are
fitted a small space shown at a 9 and & 9, Fig. I for adjustment. The ends of blocks
being carefully fitted no bolts nuts or screws are required to keep them in
position.
To prevent the shutters from being ever lifted too high I fix through bolts g 6
and 6 through frame, which also serve the purpose of holding one end of the
springs.
Admission valves N, O, shown in Fig. 1, are connected by short rods to end of
triggers: the springs 68 and e8 keep the valves in position: these triggers work
on short pins screwed into the frame and they must be fixed to clear rim of
wheel K.
1, 2, 3, e1, e2, 3 are through bolts to keep tubes in position and with g 7
and A7 give lateral strength to them.
M and L are side pieces (shown in section in Fig. 4) fitting between neck and
frame and from end to end of tubes: they are secured in position by screws 11, 12,
m 1 and m 2, and serve to confine the used steam; though not perhaps absolutely
necessary it will be as well to fit them to every engine.
The size and shape of the frame is shown on Fig. 1 with straight cut base for
bolting or screwing to bed.
The other side of the frame is the same as Fig. 1 without the levers triggers and
wheel K.
REVERSING ENGINE.
The difference hetween this and the engine before described is that to run in
either direction, I provide four shutters and cut concave segments on the other two
ends of tubes: I also place the admission valves in centre of each tube with pipes
therefrom to each end of each tube and stop cocks at ends of each pipe.
Sheet 3 is a representation of engine inside frame, showing only sufficient parts
to illustrate requisite additions and alterations; it will be observed that compared
to Sheets 1 and 2 the engine has run forward a little and disc E is now in middle
of B tube and the other dises in proportionately different positions. I, J, are the
two additional shutters.
The dises have the neck continued up both sides.
P, Q are the openings from admission valves into pipes which run along the tubes,
and have stop cocks at R, S, and T, U.
All other internal parts and fittings are same as on Sheet 1 and Fig. 4 on
Sheet 2.
Sheet 4 is the same side of frame as on Sheet 2: the additions are levers to
shutters and the alterations are two centre admission valves and method of
opening them in lieu of the valves triggers and springs on Sheet 2.
laudj1 are the additional levers which (with shutters I and J) are moved by
same three studs as in Fig. 2: these additional triggers being pinned or keyed to
the axles of shutters are beld up by the reversing lever to allow the engine to run

page_text: in direction of the arrow the levers and studs are so regulated that the latter
will move the former the necessary distance in whichever direction engine is
running.
The admission valve at P is shown in section in Fig. 2-it is closed, being
pressed in by 7 of the wheel K, which wheel is similar to the one on Sheet 2,
except that in lieu of the three studs k 1, k2, k 3, the three cams, bent as shown in
Fig. 1 and of the section of 7 in Fig. 2 are fixed to the rim of it (K): the coiled
spring is set to open the valve, which it has done at Q: the ends of the valve
spindles which the cams operate on should have balls in them to lessen the
friction.
The blocks are let into the frame and fixed in position by overlapping plates j5
and 6 or any other suitable device: the face of the shutters must be hollowed out
as shown by dotted line in section drawing.
The springs may be the same as in Sheet 1, and the shutters are hollowed and
cut away in like manner.
As the shutters will be much smaller than in the single shutter engine and their
travel much shorter, I do not use the lifting levers shown on Sheet 2, but I make
the discs raise the shutters by fixing on each disc (at both sides for reversing
engines) the triangular plates 2, f3 in the middle as shown in Figs. 2 & 3: these
are concave in their planes.

page_text: In this type there must be a reversing lever on both sides of the frame for lifting
the shutters not used in driving the principle will be the same as on Sheet 5,
except that in lieu of levers I fix to each shutter spindle a stiff pin (or in large
engines a rod); 7, against which w 3 will act-the two reversing levers must be
joined at the top of frame by strong cross bar and the handle would be fixed in
middle of such bar.
The proportions of certain parts to each other as I use them are:
Wheel to top of discs, 12 inches in diameter: discs 1 inches in diameter.
Tube 5 inches long from one outside end of slot to the other measured in straight
line with slot inch deep.
Slot in. wide.
Shutter face (single shutter type) is section of 7 inch circle: double shutters
about one third smaller. But I do not limit myself to a rigid adherence to these
dimensions.
The spring power of the shutters may be increased as required: the greater the
speed of engine the quicker must be the return of the shutters and the springs
must be proportionally strong to effect the latter result: springs may be fixed on
the spindles or like S Fig. 1 Sheet 2 to the levers.
All the studs used for moving levers should have rollers on them.
Ball bearings should be used where possible.
The shutters may be cut away and reduced in size or altered in shape so long as
the convex face, working at the radius of the circle of which the face is a segment,
and fitting steam tight to end of tube, is maintained.
The neck may be carried up to the top of the disc, three-quarters, or half
way as shown on Sheet 1; the sloping part may be either straight, concave or
convex,
The admission must be regulated by the length of the sloping part of the neck.
I mean that the valve must not be opened until the whole of the sloping part is in
the tube.
The cut off will depend partly on what expansion will be desirable: but if the
cut off in one tube is made to precede admission in the other the engine may stop
between cut-off and admission: if the valves are thus set, an independent pipe
from the steam pipe opening into each tube near the admission opening must be
fixed, to be opened by a separate cock, to start an engine so stopped.
There must be some lap in the tubes, riz. a disc must have passed the admission
port before the dise in the other tube has emerged therefrom.
The use of a governor and even a fly wheel may be necessary in some cases to
ensure very steady running but in most instances neither will be required.
There is no exhaust port, the exhaust taking place as soon as the disc emerges
from the tube: I claim nothing in respect to the boxing up or casing in of the
engine, this should of course be so arranged as to confine used steam where steam
is used.
In large engines more tubes and discs may be used than here shown.
The frane may be strengthened by ribs to withstand the interal pressure of
steam &c. the shape in Fig. 1 Sheet 2 is only suggested: it (therefore the engine)
can be placed in any position.
All the discs should be hollowed as shown at Fig. 8 Sheet 1. A packing may
be also fixed round their edges to make them nearer steam tight in tubes: if so.
the sharp corners of the tubes at entrance should be slightly rounded off.
Fig. 5 Sheet 2 is given as an instance of how the tubes may be reduced to save
weight.
I claim nothing in respect to valves or any of the reciprocating movements:
I have shown them only to illustrate my claim of convex segment of shutter working
in concave segment of tube.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed declare that what I
claim is.
1. The device of cutting either end of a hollow curved tube of round bore, of
either annular or rectangular exterior shape, to the segment of a concave circle,
and applying to such end a piece of metal or hard substance called a shutter,
having one end thereof cut or shaped to a convex segment of the same circle, and
of superficial area large enough to cover the end of the said tube; and, by turning
but not rotating the shutter on the axis of the same circle, opening and closing the
said end of tube (as the same device is herein before described or in any manner
substantially similar thereto) for the purpose of obtaining with the use of other
mechanism (as to which other mechanism I make no claim) rotatory movement.
2. The use of the said device of concave ended tube and convex shutter with
curved tubes of elliptical bore for the purpose of obtaining rotatory movement as
aforesaid.
3. The use of double shutters instead of single shutters as shown in Sheet 6 of
my drawings, for the purpose of obtaining rotatory movement as aforesaid.
Dated this 23rd day of July 1896
A. HOWARD.