IMPROVEMENTS IN MOTIVE- POWER ENGINES AND IN MEANS OF TRANSMITTING POWER FROM THE SHAFTS OF SUCH ENGINES, APPLICABLE ALSO TO TRANSMITTING POWER FROM OTHER SHAFTS
Year: 1877

page_text: LETTERS PATENT to George Williamson, of Saynor Road, Hunslet, Leeds, in the
County of York, Engineer, for the Invention of "IMPROVEMENTS IN MOTIVE-
POWER ENGINES AND IN MEANS OF TRANSMITTING POWER FROM THE SHAFTS
OF SUCH ENGINES, APPLICABLE ALSO TO TRANSMITTING POWER FROM OTHER
SHAFTS."
ealed the 15th March 1878, and dated the 23rd October 1877.
PROVISIONAL SPECIFICATION left by the said George Williamson at the
Office of the Commissioners of Patents on the 23rd October 1877.
GEORGE WILLIAMSON, of Saynor Road, Hunslet, Leeds; in the County of York,
Engineer. "IMPROVEMENTS IN MOTIVE-POWER ENGINES AND IN MEANS OF TRANS-
MITTING POWER FROM THE SHAFTS OF SUCH ENGINES, APPLICABLE ALSO TO
TRANSMITTING POWER FROM OTHER SHAFTS."
This Invention has reference to certain improvements in fluid-pressure engines,
which improvements are in part applicable to double-acting engines, but are more
particularly applicable to engines of the type known as "single-acting" engines,
wherein one end of each cylinder is in open communication with an exhaust chamber
in which the crank shaft revolves, such engines being worked by steam, compressed
air, water pressure, or other fluid pressure; furthermore, my Invention comprises
an improvement in transmitting power by grooved pulleys and ropes from the shafts
of such engines, which improvement is applicable also where power has to be trans-
mitted from other shafts.
The first part of my Invention has reference to a method of transmitting the
power in "single-acting" engines from the pistons or plungers to the crank shafts
in such manner as to dispense with the use of piston rods and connecting rods. To
this end I use pistons or plungers of a length which may about equal the length of
the cylinders (more or less), which pistons or plungers I cause to act directly with
their faces or fronts upon the peripheries of rollers or other parts carried by the
engine shaft, as herein-after described.
In engines where the cylinders are arranged side by side and parallel with each

page_text: other, whether in a vertical, horizontal, or other position, I prefer to construct the
pistons in the form of hollow plungers, which operate by pressure in succession with
their faces or fronts directly upon "rollers," which are free to rotate or revolve on
the crank journals in turning the shaft.
I do not confine myself to the number of cylinders or cranks used for such arrange-
ments, but I prefer in practice to use three cylinders with their pistons driving a
"three-throw" crank shaft by means of the said rollers. As is obvious the same
end may be attained in various ways, as by using segments of rollers in lieu of
rollers on the crank journals; or eccentrics formed with the shaft itself; or loose
blocks of a polygonal shape, whose flat sides in contact with the pistons will slide
to and fro on the piston faces in the effort of turning the shaft; but I prefer to use
rollers as likely to work with less wear and tear.
For reversing engines I make such rollers proportionate to the strength required;
whilst for non-reversing engines, I prefer to make them of considerable weight, so
that their momentum may act as and in lieu of a fly wheel.
In single-acting engines with multiple cylinders radiating from the centre of the
shaft, and in or about the same planes, I prefer to use a single roller (free to rotate
or revolve on the crank journal in turning the shaft), and of suitable size, that all
the pistons may operate in succession on its periphery by pressure, and remain in
constant contact with the roller.
Where the cylinders are arranged in different planes or sets, one or more cranks
with rollers may be used, according to the distance those planes are apart. In this
as in the preceding case, eccentrics or polygonal blocks may be used in lieu of rollers;
and when using a polygonal block, I prefer to place it to one side of the centre
of the piston's face, so that its sliding movement thereon may cause the piston to
rotate on its axis, and so wear more uniformly in the cylinder.
To balance the weight or momentum of the moving parts, I form with the crank a
counterbalance weight which revolves with the crank.
Another part of my Invention has reference to the means for regulating and dis-
tributing fluid pressure to one or a number of cylinders, for which purpose I use an
improved revolving valve, which with suitable modifications in its ports and in the
passages in the valve casing, is equally applicable to single or double-acting engines,
and for reversing such engines, and for varying the cut-off.
The valve is cylindrical and is revolved on its axis by suitable mechanism from
the crank shaft; an annular space is formed at one end of the valve for the admis-
sion of fluid pressure, which maintains it in partial equilibrium.
-For non-reversing engines, two separate chambers are formed within the valve,
one of which is open to the aforesaid annular space, and has ports in its portion of
the valve's periphery for distributing pressure to the cylinders in succession as it
revolves; the other chamber in the opposite half of the valve has also ports in its
portion of the valve's periphery for receiving the exhaust from the cylinders as it
revolves, and is in communication with the end of the valve leading to the exhaust
chamber, surrounding the engine shaft.
For reversing engines, an additional set of ports and chambers is required in the
valve; the two pressure chambers being in communication with each other,
and the two exhaust chambers also in communication with each other; both
the ports and chambers of this additional set required for reversing are of the same
shape, but placed in a reversed order to those previously mentioned, and are set off
in a different part of the valve's circumference, so that a lateral movement of the
valve places this reverse set in communication with the passages to the cylinders,
and in a position for reversing the engine (the first-mentioned set of valve ports
being then inoperative).
The openings of the several passages in the valve casing leading to each cylinder
are in the same plane, and evenly divided around its interior surface; to shorten the
lateral movement of the valve (in varying the cut-off), I prefer to divide each
passage, as well as the valve ports, into two or more small ports or "grids;" the
valve casing openings are "parallelograms," arranged at an angle with the axis of

page_text: the valve, their short ends (or "leading edges") being parallel with the axis of the
valve; the "cutting-off" edges of the admission and exhaust ports in the valve are
made to angles corresponding with the passages in the casing; the "leading edges"
of the valve admission and exhaust ports are parallel with the axis of the valve;
from this it will be seen that when the angular edges of the valve ports and passages
in the casing coincide, the opening is closed, and a small lateral movement of the
valve will cause this to take place sooner or later, according as it is moved; this
lateral movement does not affect the relative positions of the "leading edges" of the
valve and casing.
With the "reversing" modification of this valve, I prefer to use a hand wheel and
screw arrangement for moving the valve laterally from one extremity to the
other; a small intermediate movement at either end effecting an alteration in the
" cut-off."
With the non-reversing modification of this valve I attach the governor (here-
after described) to the valve, so that the governor revolves, with the valve and can
affect it laterally, or the valve may be worked by suitable connections from any
ordinary governor. It is not necessary in the non-reversing arrangements of this
valve that both edges of the openings in the valve casing should be angular; one
edge only being used to effect the "cut-off."
I also make a non-reversing modification of this valve with separate pressure and
exhaust ports for each cylinder, and arranged in different planes on the valve's
periphery, and communicating with passages in the casing more immediately in
connection with their respective cylinders; the ports in the valve casing being all
in the same line; the ports in the valve are divided around its periphery, so as to
supply each cylinder in succession as it revolves.
A spiral chamber within the valve, communicating with all the pressure ports, is
open at the end to the annular space; a separate and similar chamber communi-
cating with all the exhaust ports is open to the valve end, leading to the exbaust
pipe or chamber.
"It will be understood that both the ports and passage openings are shaped similarly
to those already described, or approximately so.
Another part of my Invention has reference to the governor. I use two thin
flat strips of flexible metal, bolted or fastened together at their extremities, and
separated a short distance at their centres on which they revolve; the axis of revo-
lution passing through the centre of each strip.
In some cases the bolts or fastenings at the extremities will suffice in point of
weight to give the necessary centrifugal force, but additional weights may be used.
When the governor is revolving above its normal speed, the two strips will be drawn
together, one strip being held by its centre from moving laterally, and the other
being attached at its centre to the valve, the governor is thus able to move the
valve laterally and will affect the "cut-off" automatically; to assist the return of
the valve a spiral spring, placed between the two strips, may be required; and,
instead of retaining laterally the end not attached to the valve, it may be attached
to an adjustable screw, and left free to revolve.
In some cases this governor, along with the valve, may be enclosed in its casing,
so as to avoid the friction of glands and packing,
Another part of my Invention has reference to means for transmitting power from
the shafts of my improved engines, or from the shafts of other descriptions of motive-
power engines, or from other shafts, by means of grooved pulleys and ropes, or a
series of grooves formed in the periphery of a fly wheel and a number of ropes; the
power being conveyed by the "bite" of the ropes in their respective grooves.
I am aware that transmitting power by ropes and grooved pulleys is now practised,
but I form the bottoms of the grooves so that the ropes, when laid in them, shall
assume a winding course, and so prevent slipping of the ropes, and afford a greater
grip" than obtains when the ropes are laid in ordinary straight grooves, as usually
practised.
The tops of the grooves in my plan do not conform to the winding shape of the

page_text: bottoms, but are made straight, like the grooves of an ordinary grooved pulley, for
the better entrance and exit of the ropes into and from the grooves.
Ropes of any material commonly used may be employed in conjunction with my
improved pulleys or wheels for transmitting power.
"
Another part of my Invention has reference to the pumps for raising the water to
feed the boilers. I fix or form on a shaft, blades of similar shape to those of a
screw propeller" used in propelling a steam vessel, and cause my propeller to
revolve within a barrel provided with inlet and outlet passages; when forcing
water against a pressure, I provide a non-return valve in the outlet passage; the
propeller shaft may be connected to or driven from the crank shaft of the engine or
other shafting by any suitable mechanism; and the propeller being held from moving
laterally by its revolution propels the water before it (in the direction of the axis of
the propeller) out of the barrel, and causes a partial vacuum behind it for the
admission of a fresh supply of water or liquid.
Pumps, as described, may be used for other purposes besides the feeding of
boilers.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said George. Williamson in the Great Seal Patent Office on the 22nd
April 1878.
GEORGE WILLIAMSON, of Saynor Road, Hunslet, Leeds, in the County of York,
Engineer. "IMPROVEMENTS IN MOTIVE-POWER ENGINES AND IN MEANS OF TRANS-
MITTING POWER FROM THE SHAFTS OF SUCH ENGINES, APPLICABLE ALSO TO
TRANSMITTING POWER FROM OTHER SHAFTS."
This Invention has reference to certain improvements in fluid-pressure engines,
which improvements are in part applicable to double-acting engines, but are more
particularly applicable to engines of the type known as " single acting" engines,
wherein one end of each cylinder is in open communication with an exhaust chamber
in which the crank shaft revolves, such engines being worked by steam, compressed
air, water pressure, or other fluid pressure; furthermore, my Invention comprises an
improvement in transmitting power by grooved pulleys and ropes from the shafts
of such engines, which improvement is applicable also where power has to be trans-
mitted from other shafts.
The first part of my Invention has reference to a method of transmitting the
power in "single acting" engines from the pistons or plungers to the crank shafts
in such manner as to dispense with the use of piston rods and connecting rods. To
this end I use pistons or plungers of a length which may about equal the length of
the cylinders (more or less), which pistons or plungers I cause to act directly with
their faces or fronts upon the peripheries of rollers or other parts carried by the
engine shaft, as herein-after described.
In engines where the cylinders are arranged side by side and parallel with each
other, whether in a vertical, horizontal, or other position, I prefer to construct the
pistons in the form of hollow plungers, which operate. by pressure in succession with
their faces or fronts directly upon "rollers" which are free to rotate or revolve on
the crank journals in turning the shaft, the pistons being maintained in contact with
the rollers by the pressure behind them.

page_text: I do not confine myself to the number of cylinders or cranks used for such
arrangements, but I prefer in practice to use three cylinders with their pistons
driving a "three-throw" crank shaft by, means of the said rollers. As is obvious,
the same end may be attained in various ways, as by using segments of rollers in
lieu of rollers on the crank journals; or eccentrics formed with the shaft itself; or
loose blocks of a polygonal shape, whose flat sides in contact with the pistons will
slide to and fro on the piston faces in the effort of turning the shaft; but I prefer to
use rollers as likely to work with less wear and tear.
In single-acting engines with several cylinders radiating from the centre of the
shaft, and in or about the same planes, I prefer to use a single roller, free to rotate
or revolve on the crank journal in turning the shaft, and of suitable size that all
the pistons may operate in succession on its periphery by pressure, and remain in
constant contact with the roller.
Where the cylinders are arranged in different planes or sets, one or more cranks
with rollers may be used, according to the distance those planes are apart. In this
as in the preceding case, eccentrics or polygonal blocks may be used in lieu of rollers;
and when using a polygonal block, I prefer to place it to one side of the centre of
the piston's face, so that its sliding movement thereon may cause the piston to rotate
on its axis, and so wear more uniformly in the cylinder.
To balance the weight or momentum of the moving parts, I form with the crank
a counterbalance weight, which revolves with the crank.
My above-described method of transmitting power in single-acting engines from
pistons or plungers to crank shafts, is illustrated in Figs. 1, 2, 6, 7, 9, 10, 11, and 13,
of the accompanying Drawings.
In Figs. 1, 2, 6, and 7, each piston or plunger acts directly with its face or front
upon the periphery of a separate roller A¹ acting upon R¹, A2 upon R², and As
upon R³
In Figs. 9, 10, and 11 the cylinders are arranged radially about the crank shaft,
and the several pistons act with their faces directly upon a single roller R, or it may
be upon a polygonal block R*, as shewn in Fig. 13.
Another part of my Invention has reference to the means for regulating and dis-
tributing fluid pressure to one or a number of cylinders, for which purpose I use an
improved revolving valve, which with suitable modifications in its ports and in the
passages in the valve casing, is equally applicable to single or double-acting engines
and for reversing such engines, and for varying the cut-off.
The valve cylindrical, and is revolved on its. axis by a pitch chain or other
suitable meaus from the crank shaft; an annular space is formed at one end of
the valve for the admission of fluid pressure, which maintains it in partial
equilibrium.
For non-reversing engines, two separate chambers are formed within the valve;
one of which is open to the aforesaid annular space, and has ports in its portion of
the valve's periphery for distributing pressure to the cylinders in succession as it
revolves; the other chamber in the opposite half of the valve has also ports in its
portion of the valve's periphery for receiving the exhaust from the cylinders as it
revolves, and is in communication with the end of the valve leading to the exhaust
chamber surrounding the engine shaft.
For reversing engines an additional set of ports and chambers is required in the
valve; the two pressure chambers being in communication with each other, and the
two exhaust chambers also in communication with each other; both the ports and
chambers of this additional set required for reversing are of the same shape, but
placed in a reverse order to those previously mentioned, and are set off in a
different part of the valve's circumference, so that a lateral movement of the valve
places this reverse set in communication with the passages to the cylinders, and in a
position for reversing the engine (the first-mentioned set of valve ports being then
inoperative).
-
The openings of the several passages in the valve casing leading to each cylinder
are in the same plane, and evenly divided around the interior surface of the casing;

page_text: to shorten the lateral movement of the valve (in varying the cut-off) I prefer to
divide cach passage as well as the valve ports into two or more small ports or
"grids;" the valve casing openings are parallelograms, arranged at an angle with
the axis of the valve, their short ends (or "leading edges") being parallel with the
axis of the valve. The "cutting off" edges of the admission and exhaust ports in
the valve are made to angles corresponding with the passages in the casing; the
leading edges of the valve admission and exhaust ports are parallel with the axis of
the valve; from this it will be seen that when the angular edges of the valve ports
and passages in the casing coincide, the opening is closed, and a small lateral
movement of the valve will cause this to take place sooner or later, according as it
is moved; this lateral movement does not affect the relative positions of the
"leading edges" of the valve and casing.
With the non-reversing modification of this valve I attach the governor (herein-
after described) to the valve, so that the governor revolves with the valve, and can
affect it laterally; or the valve may be worked by suitable connections from any
ordinary governor. It is not necessary in the non-reversing arrangements of this
valve that both edges of the openings in the valve casing should be angular, one
edge only being used to effect the "cut-off."
I also make a non-reversing modification of this valve with separate pressure and
exhaust ports for each cylinder, and arranged in different planes on the valve's
periphery, and communicating with passages in the casing more immediately in
connection with their respective cylinders, so as to reduce the space between
cylinder and valve to a minimum, the ports in the valve casing being all in the
same line; the ports in the valve are divided around its periphery so as to supply
each cylinder in succession as it revolves.
The pressure may be led from an annular space at one end of the valve by a
spiral chamber within it to all the supply ports, and all the exhaust ports to
communicate with a similar spiral chamber delivering the exhaust to the opposite
end of the valve.
The pressure may also be led through the centre of the valve to feed all the
supply ports, the exhaust ports leading into annular spaces surrounding the valve
which are in open communication with an exhaust passage.
This modification may be adapted for reversing engines by providing a duplicate
set of ports for each cylinder, and arranged in a reverse order.
It will be understood that both the ports and passage openings are shaped
similarly to those already described or approximately so.
Another part of my Invention has reference to the governor. I use two thin flat
strips of flexible metal connected by bolts, links, or rivets at their extremities in
the manner herein-after described, and separated a short distance at their centres on
which they revolve, the axis of revolution passing through the centre of each strip.
In some cases the fastenings at the extremities will suffice in point of weight to
give the necessary centrifugal force, but additional weights may be used. The one
strip is held by its centre from moving laterally, and the other is attached at its
centre to the valve. When the governor is revolving above its normal speed the
strip attached to the valve will approach the other strip, the governor is thus able
to move the valve laterally, and will effect the "cut-off" automatically; to assist
the return of the valve a spiral spring may be placed between the two strips, and
instead of retaining laterally the end not attached to the valve it may be attached
to an adjustable screw, and left free to revolve,
In some cases this governor, along with the valve, may be enclosed in its casing,
so as to avoid the friction of glands and packing, and to ensure its perfect
lubrication.
Constructions and arrangements of valves according to my Invention are
illustrated in Figs. 1, 2, 4, 5, 6, 7, 8, 9, 12, 14, 15, and 16 of the Drawings, and my
improved governors are shewn in Figs. 9 and 14.
In Fig. 1 the valve V is shewn at one extremity of its lateral movement, the an-
pular chamber B is open to pressure which passes through the chambers C¹ and C³

page_text: to the ports, which are open to the passage P', shewn in Fig. 2, the valve having
closed the communication with passage P. On the other side of the valve the
exhaust ports are shewn just opening to passage P2, and full open to P³. The
section of valve in Fig. 2 is through the line O, P, in Fig. 1, and a section through
R, S, is shewn in Fig. 5, from which it will be seen that the arrangement of that
part of the valve is exactly the reverse of that described; this last is brought into
operation by a lateral movement of the valve for reversing.
Fig. 4 shows an extended circumference of this valve, from which the arrange-
ment of ports will be understood.
Fig. 3 is a plan of valve chamber, shewing the manner in which the passages are
led from the centre of casing to the respective cylinders.
In the modification shewn in Fig. 6, the valve V is closed,, that is, it is in the
centre of its lateral movement, the pressure enters from the chamber B, and passes
to the centre of valve. When the valve is moved to one end, the pressure passes
through the ports p', p², p³, to the passages P1, P2, P3, as the valve revolves. In
like manner the exhaust passes through the passages P1, P2, P3, to the ports E¹, E³,
Es, as the valve revolves, and communicates by means of the passages e¹, e², e³, with
the exhaust chamber. It will be understood that by moving the valve laterally to
its full extent, a reverse set of ports is brought into operation, and the engine
reversed; when reversing is not required, only one set of ports need be used.
Fig. 8 shews an extended circumference of the valve shewn in Fig. 6 to explain
the arrangement of ports.
Fig. 9 shews a non-reversing modification of my improved valve V, with my
improved governor G attached.
Fig. 12 shews an extended circumference of this valve.
Figs. 14 and 15 shew a double-acting engine cylinder with my improved valve
and a double governor G, G, which is intended for cases where increased lateral
movement of the valve is required. For double-acting engines I sometimes make a
valve about the length of the cylinder, and place the cylinder and valve with their
axes parallel.
arranged similarly
double set of ports,
This valve
may be
The admission and exhaust ports at each end of the valve are
to those shown in Fig. 6, and can be provided with a single or
according as required for non-reversing or reversing engines.
worked by a shaft and bevel wheels from the crank shaft.
Another part of my Invention has reference to means for transmitting power
from the shafts of my improved engines, or from the shafts of other descriptions of
motive-power engines, or from other shafts by means of grooved pulleys and ropes,
or a series of grooves formed in the periphery of a fly wheel and a number of
ropes; the power being conveyed by the bite of the ropes in their respective
grooves.
I am aware that transmitting power by ropes and grooved pulleys is now
practised, but I form the bottoms of the grooves, as shewn at T in Fig. 1 of the
Drawings, so that the ropes when laid in then shall assume a winding course, and
so prevent slipping of the ropes, and afford a greater "grip" than obtains when the
ropes are laid in ordinary straight grooves, as usually practised.
It will be seen that in my plan the tops of the grooves do not conform to the
winding shape of the bottoms, but are made straight, like the grooves of ordinary
grooved pulleys, for the better entrance and exit of the ropes into and from the
grooves.
Ropes of any material, commonly used, may be employed in conjunction with my
improved pulleys or wheels for transmitting power.
Having described the nature of my said Invention, and explained the manner of
carrying the same into practical effect, I desire to have it understood that save and
except as herein-after mentioned, I do not intend to claim any of the mechanical
parts of the apparatus, herein-before shewn and described, when taken separately
and apart from the combination or application thereof, in manner and for the
purposes hercin described, but what I consider to be novel and original, and there-

page_text: fore claim as secured to me by the herein-before in part recited Letters Patent
is,-
1. Driving the crank shafts of single-acting engines by direct contact of the
pistons or plungers with the peripheries of rollers, polygonal blocks, segments of
rollers, or eccentrics on said shafts, such contact being maintained by the fluid
pressure behind the pistons or plungers, substantially as described.
2. The method of distributing motive fluid to, and exhausting it from a number
of cylinders by a cylindrical revolving valve having ports, whose inclined edges
"cut-off" at a certain part of the valve's revolution, substantially as described.
3. The method of varying the "cut-off" by causing the angular edges of ports
and passages to coincide earlier or later by a lateral movement of the valve without
altering the leading edges, substantially as described.
4. The method of forming the valve with reverse sets of ports, arranged in position
so that a lateral movement of the valve brings them into operation with the cylinder
passages for effecting the reversal of engine, substantially as described.
5. Regulating the supply of motive fluid to and its exhaustion from three or
more cylinders arranged in or about the same line by one cylindrical revolving
valve, constructed, arranged, and operating substantially as described.
6. The herein-described constructions of governors.
7. Attaching such governors directly to the valves, and arranging the whole to
work within the valve chests, substantially as described, and shewn in Figs. 9.
and 14 respectively, to avoid the friction of glands and packing, and ensure
lubrication.
8. The use, for transmitting power by ropes, of pulleys formed with grooves,
straight at their tops, and gradually conforming to a winding or zig-zig course for
the rope in the bed or bottom of the groove, substantially as described.
In witness whereof, I, the said George Williamson, have hereunto set my
hand and seal, this Eighteenth day of April, in the year of our Lord One
thousand eight hundred and seventy-eight.