Improvements in Multiple Cylinder Engines.
Year: 1892

page_text: COMPLETE SPECIFICATION.
Improvements in Multiple Cylinder Engines.
I, ELIJAH BAILEY BENHAM, of 87 Weybosset Street, in the City of Providence
and State of Rhode Island, United States of America, Mechanical Engineer, do
hereby declare the nature of this invention and in what manner the same is to
be performed to be particularly described and ascertained in and by the following
statement:-
This invention relates to improvements in motors or engines of the multiple
cylinder and compound type which are especially designed to be actuated by steam.
The object of the invention is to produce an engine of the class indicated which
as to its construction is comparatively simple and inexpensive, and which is
operative with the greatest economy of the motor fluid.
The invention is largely dependent upon the novel valve employed and otherwise
consists in constructions and combinations of parts, all substantially as will
hereinafter more fully appear and be set forth in the claims.
The improved engine is fully illustrated in the accompanying drawings in which
Figure is a front end view of the engine with the plate, which covers the
chamber that is centrally of the radially arranged cylinders and in which the crank
and pitmen move, removed.
Figure 2 is a longitudinal and general vertical section of the engine, the plane
of section which intersects the cylinders being taken, however, on the line, 2-2,
Figure 1.
Figure 3 is a sectional elevation and a partial section taken on the plane indicated
by line 3-3, Figure 2, and as seen from the rear end of the engine.
Figure 4 is a view of the valve gearing as seen in planes transversely of the main
shaft and
Figure 5 is a sectional view of said parts taken on line 5-5, Figure 4.
Figure 6 is an elevation taken at the rear end of the engine.
Figure 7 is a horizontal sectional view of parts of the cut off mechanism, as taken
on line 7-7, Figure 6.
Figure 8 is a vertical section the plane of which is indicated by the line 8-8,
Figure 7.
Figures 9, 10, 11, and 12 are perspective views of the separated parts of the
packing ring devices which are applied relative to the valve, and which shall be
hereinafter referred to.
Figure 13 is a face view of the assembled parts of the ring packing device
with the internal annular flange of the part shown in Figure 10 indicated as cut
away.
Figure 14 is a sectional view rearward, as taken through the steam chest of the
engine on the line 14-14, Figure 2, showing the face of the valve.
Figure 15 is a view of the rear side of the motor head showing the cylinder
ports, against which the forward end-face of the valve rotates.
Figures 16 and 17 are sectional views of the valve the former being taken
transversely of the valve axis and looking rearwardly and the latter along its axis;
the plane of section Figure 16, is indicated on Figure 17 by the line 16-16, and
the plane of section Figure 17, is indicated on Figure 16 by the line 17-17.
Figure 18 is, in part, a sectional view of a part of the valve taken transversely
of its axis and looking forwardly, and in part à rear view.
Figure 19 is an axial section through the valve taken on the plane indicated by
the line 19-19, Figure 18; and on this section Figure 19 is drawn the line 18-18
to more precisely indicate the line on which the sectional part of Figure 18 is
taken.

page_text: Figure 20 is a view more in the nature of a diagram than a conventional
mechanical drawing, inasmuch as it shows the forward face of the valve in its
relation to the cylinder ports which are understood as covered by said valve but
which cylinder ports are here indicated, for the purpose of avoiding confusion, by
shaded patches instead of by dotted lines. Said view, Figure 20, also shows in
section the cut-off ring and some of the mechanism which acts in conjunction
therewith.
Figure 21 is a perspective view to illustrate a part of the cut-off ring.
Figure 22 is a perspective view to illustrate a part of the cut-off ring.
Figure 23 is a diagram in many respects similar to Figure 20 but showing the
valve in a somewhat different position relative to the cylinder ports.
Similar letters and numbers of reference indicate corresponding parts in all of
the views.
Describing the engine in detail in connection with the drawings, the motor-head
consists of a substantially annular body A, with the cylinders A', extending radially
from said body, said cylinders being open at their inner ends but closed at their
outer ends, and bolted to the body A.
At a rear side or part of the motor-head there is a wall or body a, which has an
axially extended hub bearing, 2, for the support of the main driving and crank
shaft, B. The said wall a, encloses in part the circular space within the motor-
head, in which the crank disk, x, is located, the casting having, however, the
central opening for the passage therethrough of the shaft, yy indicate the cylinder
pistons, and the pitmen connecting the pistons and crank as usual in this type of
multiple cylinder motor, (see Fig. 2, Sheet 2).
There are, on the rear end face of the motor-head, eight ports, d, circularly
arranged at regular intervals which are the orifices of radial passages, d', formed
along and within the said casting, and which passages are further continued in the
side walls of the cylinders and enter the cylinder chambers at or near their outer
ends.
C represents the steam chest which is in the form of a suitable cylindrical casing
connected at the rear side of the part a, of the motor-head and contained within the
same steam chest easing, C, but separated from and to the rearward of the steam
chamber, c, is the exhaust chamber f, (see Figure 2, Sheet 2). The steam inlet
passage is indicated at g, and the outlet passage for the exhaust chamber is
indicated at i.
The valve D, is mounted concentrically about but caused to rotate independently
of the rotations of the crank shaft, and has its end-face upon the rear face of the
motor-head to overlie the cylinder ports. The valve in this engine is caused to make
one rotation only while the crank shaft makes nine, and has a series of eighteen
ports through its front end face, at regular intervals in circular arrangement,
certain of which as to the whole or portions of the area thereof, at a given instant
may register with certain of the cylinder ports for giving steam pressure to the
cylinders, or for conveying out the exhaust steam from the cylinders.
The valve consists of the tubular central portion or shank, 20, (which shank
closely fits for free rotation on the outer surface of the hub, 2, of the casting, a,
axially through which the crank shaft is passed) and the enlarged cylindrical
head, j, the forward end of which has the wall 23, in the form of an annulus, as seen
in Figure 14, (Sheet 5).
There is an annular space, k, extending around within the enlarged head of
the valve which is entirely closed except as to a certain nine of the valve ports,
which lead from said valve chamber through the front end wall of the valve.
Of said nine ports, three thereof are designated by *, three by 1, and three
by 12.
At the rear of the head of the valve and as an annular extension projected
beyond the rear wall of the said valve chamber, k, is the flange section 21, which
is of greater diameter than the tubular shank of the valve and is separated there-
from leaving the intermediate annular space, the rear mouth of which is in

page_text: communication with the exhaust chamber of the engine as seen in Figure 2,
(Sheet 2).
This annular passage is forwardly terminated by the web wall, 24, through
which, however, there are six openings, 25, in particular arrangement, forward of
which and within the valve chamber they are hooded, as at 26, whereby there
can be no communication between the rear exhaust passage and the annular valve
chamber, the said hooded passages terminating in six ports at the front end face of
the valve, three of which are designated by 1*, and three thereof by 2*.
There are three ports through the front end wall of the valve (designated by 1,
the same in the diagram, Figure 23, (Sheet 6) further having numbers 1, 2 and 3,
added to the indicating letter h, for especial designation,) back of which and in
communication with said ports, are the passage forming hoods, 27, the said hoods
occupying but a portion of the depth of said annular chamber, and these hoods and
likewise the hoods enclosing the other said passages form no partitions or barriers
in the valve chamber k, as to impede the free passage and circulation of steam
therein. The said hoods from the ports h, are extended around within the valve
chamber from the positions of said ports in a direction reverse of that in which the
valve rotates, to extend beyond the next two adjacent ports but the hoods being
narrower over the said next off-side ports do not materially cover them; and
28, 28, represent two apertures through the peripheral wall of the valve body for
cach port, h, whereby the steam is permitted to communicate from the steam
chamber with the said ports h.
Of the eighteen ports of the valve here shown, the three, h, thereof are arranged
at intervals of 120 degrees on the circular end face of the valve and are for giving
the high pressure steam to each cylinder as each of said ports, h, passes each of the
cylinder ports.
It is now seen that there are five valve ports between every two of said high
pressure ports, h, the first, hx, being for the exhaust of the steam from the
cylinder which had been supplied thereto through the preceding high pressure port,
into the valve chamber; the second 1, of these intermediate ports when it comes
opposite the cylinder port gives low pressure to the cylinder from the valve
chamber, or from another cylinder which had received high pressure and is at this
instant exhausting into the valve chamber; the third 1*, of these intermediate ports
is for the exhaust of the low pressure steam from the given cylinder through the
hooded passage, 25, and annular passage at the shank of the valve to the exhaust
chamber; the fourth valve port, 12, is for giving when it is brought to register with
the same given cylinder port a second low steam pressure to its cylinder from the
valve chamber (in which there is constantly established steam pressure by reason of
the exhaust thereinto of all the cylinders after they have received high pressure
steam through the ports, ;) and the fifth valve port, 2x, permits of the exhaust
of the low pressure steam from the port which it passes in the same manner as did
the port 1*.
It will therefore be seen that every cylinder works first by high pressure and
then by two successive low pressures. As a matter of fact the exhaust from each
cylinder which had just worked on high pressure is had practically simultaneously
through the valve chamber into two other cylinders which are at the same side of
the motor-head as that at which the crank at that time happens to be.
Every pressure port and every exhaust port of the valve has the same action
and permits the same ingress or egress of steam to or from the one cylinder port
that it does with respect to each of the cylinder ports. A high pressure port
after having given high pressure to any cylinder, does not again give high pressure
to the next cylinder until both of the other high pressure valve ports have
Successively acted to permit of the communication of high pressure steam to
cylinders at other sides of the motor head.
Under the running of the engine, steam is always permitted to enter through
the apertures, 28, and thence to and through the ports, h, whenever each of said
ports is over a cylinder port; and every ninth of a rotation of the valve will

page_text: ensure such successive effective pressures at all of the eight cylinder ports as to
force the crank and shaft completely around, or what is the same, the turning of
the valve to the extent of an eighth of a rotation, whereby a high pressure port is
changed from one cylinder port to the next cylinder port, will ensure the making of
one and one-eighth rotations of the crank and shaft.
Thus noting the diagram view Figure 23 and also the view Figure 20, (Sheet 6)
it will be seen that the cylinder ports d, are numbered from 1 to 8 inclusive and
the high pressure valve ports h, are further numbered successively in the direction
of the rotation of the valve, 1, 2 and 3; and it will be seen on particular reference
to Figure 23 that the forward edge of high pressure port, ', shown at the top of
the view is just at the rear edge of the first cylinder port, d, it being understood
that said ports are just coming into registry; (and it will be here noted that at the
instant the edge of a valve port is in the position above specified relative to a
cylinder port, the line, a', of the crank is in, or approximately in, a line with said
coinciding port edges). Now as the said first high pressure port, h', at the top
begins to move off from the first cylinder port as shown in Figure 20, the high
pressure port, h, numbered 2 in advance thereof, is shown as just going over the
cylinder port number 4 and by the time these last mentioned ports, 12, d, 4, have
been brought out of registry the high pressure port, 73, is brought over cylinder
port, d, 7, next in advance thercof, and while this valve port is giving its pressure
for the full stroke of the piston in the adjacent cylinder a complete rotation of the
crank shaft has been made, the valve up to this time having been turned but a
ninth of a rotation, and before the last mentioned port, ³, has been completely
passed out of coincidence with the cylinder port, d, 7, as last stated, the first
mentioned high pressure port, 4', will be just coming on to the next cylinder port to
the left of the one it herebefore acted on, viz., d, 2, at which time the crank will
then have made one and an eighth rotations.
The high pressures for the next rotation of the crank shaft are given first by ',
through d, 2, then 2, through d, 5, and then 3, through d, 8, and so on, the
pressure port, ', at cach successive complete rotation of the crank next proceeding
to registry with the cylinder port in advance, as do each of the other high pressure
ports, 2, and 3.
It will also be seen that the arrangement of the low pressure ports is such,
relative to the high pressure ports, that while a given high pressure port, h, is in
registry with a cylinder port, d, two low pressure ports toward the same side of the
valve as the working high pressure port, will be more or less in registry with
cylinder ports, the said high pressure port, h, and the two low pressure ports all
giving pressure at the same time into cylinders at the same side of the
head. When the port, h, is just coming on to a cylinder port the two acting low
pressure valve ports are behind such port, h, but as the high pressure port comes
well over the cylinder port a low pressure port in advance and a low pressure port
to the rear of the high pressure port are then the working ones, and it will be
further seen by studying the diagrams that these cylinder ports which are at the
opposite side of the motor-head to those receiving pressure and which are covered
at all by valve ports, are covered by exhaust ports.
The detail construction of devices for effecting the separation of the steam
chamber from the exhaust chamber, both of which are contained within the same
cylindrical steam chest, C, will be now described, in connection with Figures 2,
(Sheet 2) and 9 to 13, (Sheet 1) inclusive. The valve, while having its head
rotating within the live steam chamber, c, has its rear portion extended through the
partitioning devices to be now described:
The steam chest is intermediately provided with the annular flange, 40, against
the rear face of which is bolted the ring plate, 42, the inner circular edge of which
plate has a bearing upon the rear end of the annular flange, 23, of the valve.
There is screwed upon the forward face of the ring plate, 42, a thimble, 43,
more plainly shown in Figure 10, (Sheet 1) the inner flanged edge of which also has
a close bearing with relation to the said annular valve flange, 23. Enclosed within

page_text: the space between the ring-plate and the thimbles are two rings, 44, and n, the inner
one, n, being formed by two half rings, having at the extremities of the halves,
engaging tongues and sockets, as shown particularly in Figure 12 each half ring
or section has a pin, 45, fixed thereto which is extended laterally, one of which
pins enters the radially elongated slot, 47, in the said thimble. The ring 44, which
surrounds the separable section ring, n, is formed of asbestos or other suitable non-
rigid material. The inner flange wall of the thimble, 43, is shown as provided with
a series of perforations, 49, 49, through which steam may enter from the steam
chamber to a compressing action upon the outer edge of the asbestos packing-
ring, 44, and ensuring a compression thereof, also ensures a constriction of the
sectional ring, n, around the valve flange 23.
The rear of the exhaust chamber f, is constituted by the ring-plate 50, bolted
upon the rear end of the steam chest body and the inner circular edge of such plate
has a close bearing upon the rearwardly projected shank of the valve.
The devices here employed for securing from the rotations of the crank shaft
only one-ninth as many rotations of the valve will now be described.
The valve has on its rear end an internal gear, o, and the crank shaft has thereon
an eccentric, p, encircling which, with a close, but not tight fit, is a spur gear, 9,
which has eight-ninths as many teeth as the internal gear, o. (See Fig. 3
Sheet 3.)
represents a sleeve which loosely encircles the crank shaft and is adapted to be
held fixed in given adjusted position by means of the handle lever, 52, and the
confining devices therefor shown in Figure 6 (Sheet 4). The inner extremity of
the sleeve, r, is outwardly extended or flanged as at 2, at different places through
which at the same radial distances from the axis of the sleeve, r, and the shaft, are
circular openings, 54, within which are set disks or cylindrical pieces, 55;
(see Fig. 4 Sheet 1) and each disk has a pin, 56, passed through it at an eccentric
point thereof which is as far off its center as is the center of the eccentric, p, off from
the center of the shaft on which it is mounted, and said pins enter perforations
therefor in the spur gear wheel, which is mounted on the eccentric, and which lies
next to the flange of the sleeve.
Now the shaft rotating also carries around the eccentrics p, and secures a motion
of revolution of the spur gear about the axis of the shaft, the spur gear having no
rotational movement on its own axis, such motion being prevented by the
engagement of the pins, 56, with the disks which have circular movements around
the axes of the disks, 55, and cause only the disks to rotate. Each roving of the
spur gear around on the internal gear, fixed on the valve, without rotation, will
therefore effect a rotational forcing of the internal gear to such an extent as the
difference between the teeth of both gears is proportionate to the whole number of
teeth comprised in the larger gear. Therefore if there are eighty-one teeth in the
internal gear and seventy-two in the spur gear it will require nine rotations of
the shaft and nine complete rovings and forcing actions of the spur gear upon the
internal gear to effect one complete rotation of the valve.
The relative position of the valve may be modified with relation to the main
shaft, whereby under a given position of the crank the valve may have a slightly
varied relation with the cylinder ports, for consequently slightly varying the
distribution of effective pressures, by unloosening the fastening device for the
lever, 52, which is shown at 53, in Figure 6, (Sheet 4) and swinging such lever and
the sleeve parts in which the disks, 55, are set.
This change of relation of the valve may be effected whether the shaft is
immovable or rotating.
Thus far the description has been given without reference to the cut-off ring
which is shown at E, in Figures 2, 14 and 20, Sheets 2, 5, and 6 respectively and
also in part in Figure 22. This cut-off ring encircles the cylindrical head, j, of the
valve and has eight apertures, 60, through it, which are so arranged that just as a
high pressure port, h, is coming over a cylindrical port, d, and while it remains

page_text: over such port the ring apertures as to some portion of their area are over the
apertures, 28, 28, for the working high pressure port.
The ring, may, however, be so changed in its position relative to the valve that
the pressure may be given only after the pressure port has come partly to register
with the cylinder port or the cut-off may be had before the pressure port has
entirely passed out of registry with the cylinder port.
A means for effecting both automatically and when otherwise desired, changes of
the cut-off ring, as to the relations of its openings, 60, with the valve apertures, 28,
and the cylinder ports will be now described.
G represents a rock-shaft ranging parallel with and above the main shaft being
mounted in suitable bearings of the casing parts of the engine, the inner or forward
end of this rock-shaft carrying a section-gear, 70, which is in mesh with the arc-
shaped rack, 72, on the cut-off ring, E.
Loosely surrounding the end of the rock-shaft, G, is a sleeve, 74, on the outer
end of which is fixed a worm-wheel, 73, and a cup-shaped casing, 75, is keyed upon
the extremity of the shaft outside of the face of the worm-wheel, having its
flanged portions enclosing the edge of the wheel and its one edge portion thickened
to form bearings for the worm-shaft, 76, which is mounted for rotation thereon and
has its intermediately formed worm threads in mesh with the worm-wheel.
H represents a yoke comprising a split collar, 77, and binding screw (whereby it
is confined upon the sleeve, 74) and a bifurcated part which engages trunnion
studs, 78, of a collar, 79, that is immovably fixed on the vertical governor shaft, u.
This governor shaft at its lower end is spline engaged,-
,-as seen in Figure 2,
(Sheet 2) with the bevel gear, 80, which is in mesh with the bevel gear, 82, that
is formed as one with the internal gear, o, of the valve. This bevel gear, as
shown in Figure 2, (Sheet 2) has the elongated sleeve shank, 81, which is flanged
at its upper end and is supported for rotation and held against axial movement by
the bracket, 90, and strap, 92, (Figures 2 and 3 Sheet 2 and 3). The shaft u, may
therefore have a vertical movement, the bevel gear, 80, nevertheless being
constantly in engagement with the gear 82; and at J are represented governor
devices to which revolution is imparted as the valve, and consequently also the
shaft, u, rotate. The governor devices indicated at J, need not be particularly
described, it being merely explained that an excessive rotation of the main shaft
and valve, and therefore of the governor shaft, u, will generate such a centrifugal
force and outward movement of the rollers, 85, that they will be caused to ride up
on the funnel-shaped support shown therefor, and through connections which they
have with the governor shaft a raising thereof and consequently a rocking of the
shaft, G, and segment gear 70, to operate the cut-off and secure a retardation of
the running.
The rocking motions thus automatically imparted to the shaft by the governor
ensure corresponding bodily movements to the sleeve, 74, and the worm-screw and
wheel and the casing, all in unison, but it will be seen from the described
construction that if it is desired to change the position of the cut-off ring, so that a
greater or lesser lead may be given to the apertures, 28, and high pressure ports of
the valve, that this may be done independently of the governor by turning the
worm-shaft, 76, with a wrench or spanner.
In doing this it will be clear that the sleeve, 74, and the worm wheel being
immovable owing to their engagement by means of the yoke, H, with the governor
shaft, u, can not give to the worm-screw and therefore the worm-screw must give
to or crawl around on the worm-wheel, and with it the casing which will, of course,
by its key engagement with the rock-shaft effect a slight rocking of that shaft and
the consequent slight shifting of the cut-off ring.
While, as above intimated, the parts combined with the governor shaft, u, which
are generally indicated at J, do not constitute a part of this invention, the rack
provided cut-off ring, segment gear and its carrying rock-shaft and the devices just
above described as applied on the rock-shaft and serving as mediums of connection

page_text: between it and the governor shaft, are deemed to properly constitute a part of the
present invention in motors, for types of governors already well known may be.
provided with relation to the shaft, u, for effecting a raising thereof when the
excessive movements are imparted to the governor which substituted governor
would be capable of efficient co-action with the said rock-shaft devices.
While in the motor here illustrated and described a motor-head having eight
cylinder and cylinder ports is set forth in connection with a valve having eighteen
ports (three of which are for giving high pressure to each of the cylinders, three
for the exhaust of the high pressures into a temporary receiving chamber, or
transferring conduit, six for directing secondary pressures into the cylinders, and
six for the absolute exhaust of the secondary pressures), it is of course understood
that the invention is not to be confined to such number of cylinder and valve ports,
for it is entirely within the ability of mathematicians and steam or mechanical
engineers, after having made themselves familiar with the invention as hereinbefore
set forth, and without the exercise of the inventive faculty, to make a design of
engine in which there are a number of cylinders and cylinder ports different from
eight, and a valve for operation in conjunction therewith will have the features and
functions already set forth but embodying a different number of ports from
eighteen.
Having now particularly 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 :-
1. The combination with a motor-head comprising a series of cylinders and ports
therefor all of which latter are in the same circle of arrangement, and a steam
supply chamber, of a valve mounted for rotation with a portion against the port-
provided motor-head, and having several passages therein which are in com-
munication with the steam supply, and which terminate in ports that may register
with the cylinder ports, a series of exhaust ports respectively adjacent the high
pressure ports which may establish communication between the cylinder ports and
a chamber (which is provided, separate from the steam supply), other registering
ports which are in communication with said chamber, and registering ports which
are continued in passages through the valve for permitting the escape of the
exhaust steam, and all of the said valve ports being in the same circle of
arrangement to be brought successively into registry with each of the said cylinder
ports for the distribution of effective high and low pressures to the cylinders at one
side, and for the exhaust of cylinders at the opposite side of the motor-head and
the number of valve ports being equal to the number of cylinder ports, for the
purpose set forth.
2. The combination with a motor-head comprising a series of cylinders and ports
therefor, all of which are in the same circle of arrangement, and a steam supply
chamber, of a valve mounted for rotation with a portion against the port-provided
motor-head and having several passages therein which are in communication with
the steam supply, and which terminate in ports that may register with the cylinder
ports, a chamber contained within the valve having port openings which may also
register with the cylinder ports and several other registering ports which are
continued in exhaust passages through the valve and all of said valve ports being
in the same circle of arrangement to be brought successively into registry with
each of the said cylinder ports for the distribution of high and low pressures to
cylinders at one side and for the exhaust of cylinders at the other side of the
motor-head, the number of valve ports being unequal to the number of cylinder
ports, for the purpose set forth.
3. The combination with a motor-head having a series of cylinders and ports
therefor, all of which are in the same circle of arrangement, and a steam supply
chamber back of the motor-head and an exhaust chamber separated from the steam
supply chamber, of a valve mounted to rotate with a portion against the port-
provided head and having passages therein which are in communication with the

page_text: steam supply and terminate in ports for registry with the cylinder ports, an annular
chamber having ports which may register with the cylinder ports and several
registering ports which are continued in exhaust passages through the valve and
lead to the said exhaust chamber, the total number of valve ports being equal to
the number of cylinder ports and all in a coincident circle of arrangement, sub-
stantially as and for the purposes set forth.
4. The combination with a motor-head comprising a series of cylinders and ports
therefor, all of which are in the same circle of arrangement, a steam supply
chamber, and the crank shaft and cylinder-pistons in connection therewith, of a
valve having several registering high pressure ports which are in communication
with the steam supply chamber, and registering ports for the exhaust of the high
pressure steam, which lead to a chamber which is provided for receiving such
exhaust steam, registering ports which communicate with said receiving chamber,
and other registering ports continued in passages through the valve for ensuring
an absolute exhaust of the secondary pressure steam,-the total number of valve
ports being equal to the number of cylinder ports and all in a coincident circle of
arrangement, and mechanism for securing a rotation of the valve at a different rate
of speed from that of the crank shaft.
5. In a multiple cylinder motor the combination with a motor-head having the
series of cylinders and ports therefor, and a steam supply chamber, of a rotatable
valve having several passages through it which lead from its portion next to the
steam supply chamber, and terminate in ports for registry with cylinder ports,
and arranged to give during the rotation of the valve successive high pressures at
different cylinder ports, of a movable apertured cut-off device overlying the surface
of the valve in proximity to the steam chamber, and adapted to permit the passage
of steam through the valves at times of the port registry, and means for shifting
the cut-off ring whereby the periodicity of steam inlet to the valve passages may
be modified with relation to that of the port registries, for the purpose set forth.
6. The combination with the motor-head having cylinder ports therefor and the
rearwardly extended hub and the crank shaft therethrough, of a steam chest at
the rear of the head and surrounding the hub, the valve having a tubular shank
and cylindrical head which encloses an annular chamber, and having high pressure
passages in communication with steam chamber and terminating in ports, ½, other
ports which communicate with the said annular chamber, and further ports leading
through the valve for the discharge of exhaust steam, the valve being mounted for
rotation on the said hub, and means intervening between the valve and crank shaft
for securing a rotation of the valve differential to that of the shaft for the purpose
set forth.
7. The combination with the multiple cylinder port-provided motor-head and the
steam chamber, of the valve having a cylindrical head with ports in front end wall
for registry with the cylinder ports and which are extended in passages through
the valve head to the periphery, a cut-off ring located in the steam chamber
and surrounding the valve head and provided with apertures, 60, and the rack,
and a rock-shaft, and sector-gear which engages with said rack, substantially as
described.
8. The combination with the multiple cylinder port provided motor-head, the
crank-shaft, the steam chamber, and the valve having a cylindrical head with ports
in its front end wall for registry with the cylinder ports and which are extended in
passages through the valve head to the periphery for communication with the
steam chamber of a cut-off ring located in the steam chamber surrounding the valve
head and provided with apertures, 60, a governor adapted to be driven by the
running of the engine and connections between satne and said cut-off ring for
securing on the excessive running of the governor, a slight turning of the cut-off
ring, substantially as described.
9. The combination with the multiple port provided motor-head, a steam
chamber and the valve having a cylindrical head, the ports in its front end wall
for registry with the cylinder ports and which are extended in passages through

page_text: the valve head to the periphery, of a cut-off ring located in the steam chamber
and surrounding the valve, and provided with apertures, a governor adapted to be
driven by the running of the engine and connections between same and said cut-off
ring for securing on the accelerated movement of the governor a slight turning of
the cut-off ring and further devices and connection with the cut-off ring operative
to turn same independently of and without interference by the governor, sub-
stantially as and for the purposes set forth.
10. The multiple cylinder and port-provided motor-head, a steam chamber and
the valve having the cylindrical body with high pressure ports extended to the
periphery and the apertured cut-off ring having the rack, of the rock-shaft, G,
having the sector-gear, and provided with a sleeve having a worm-wheel fixed
thereon, a yoke connected with the said sleeve to have a swinging movement from
same as its center of motion, a governor-rod adapted to have a vibration and
engaged with said yoke, and a part carried on the said shaft having mounted
thercon for rotation a worm-shaft, the worm-screw of which is in engagement with
said worm-wheel, substantially as and for the purposes set forth.
11. The combination with the valve having the cylindrical body and the steam
chest and the passages leading from the steam chest through the valve of the
apertured cut-off ring having the rack, the rock-shaft, G, having the sector and
having connected thereon a yoke or arm, the governor adapted to be driven by the
running of the engine and embodying a vibratory shaft which has an engagement
with the said rock-shaft-arm, substantially as described.
12. The combination with a cylindrical valve and the cut-off ring surrounding
same provided with a rack of the rock-shaft, G, having the sector-gear, 70, and
the sleeve 74, with the worm-wheel, 73, fixed thereon, the vibratory governor
shaft, u, the yoke, H, connected on said sleeve to swing therefrom as its center
of motion and having the pin and slot engagement with said governor shaft, the
cup-shaped casing, 75, fixed on the rock-shaft adjacent to the worm-wheel and
having the worm-shaft, 76, rotatably mounted thereon to engage the worm-wheel,
all substantially as shown.
13. In a multiple cylinder motor the combination with a motor-head having a
series of cylinder ports in circular arrangement, the crank-shaft and the valve
mounted for rotation to lie against the part of the motor-head comprising the
cylinder ports and provided with a series of pressure and exhaust ports unequal in
number to the cylinder ports and all so arranged that the distribution of effective
pressures given through the valve will be at any given instant opposite to the
exhaust port registry of an internal gear on the valve, an eccentric on the main
shaft and a surrounding gear-wheel having a less number of teeth than said internal
gear, a normally stationary part through which the shaft rotates having a portion
which is located alongside of the eccentric-carried gear and with one or more
circular openings, cylindrical pieces set to rotate in said openings, and pins
eccentrically engaging the cylindrical pieces and also engaging the said eccentric
carried gear, substantially as and for the purpose set forth.
14. In a multiple cylinder motor the combination with a motor-head having a
series of cylinder ports in circular arrangement, the crank shaft and the valve
mounted for rotation to lie against the part of the motor-head comprising the
cylinder ports and provided with a series of pressure and exhaust ports unequal in
number to the cylinder ports and all so arranged that the distribution of effective
pressures given through the valve will be at any given instant opposite to the
exhaust port registry of an internal gear on the valve, an eccentric on the main
shaft and a surrounding gear wheel having a less number of teeth than said
internal gear, a normally stationary part through which the shaft rotates having
a portion which is located alongside of the eccentric-carried gear and with one or
more circular openings, cylindrical pieces set to rotate in said openings, and pins
eccentrically engaging the cylinder pieces and also engaging the said eccentric
carried gear, and a device connected to said normally stationary part for securing
B

page_text: at pleasure a rotational movement thereof, and means for locking said part against
movement, substantially as and for the purpose set forth.
15. In combination a multiple cylinder motor-head and ports therefor, a valve
of a general cylindrical form mounted for rotation against said motor-head, and an
annular body surrounding the valve with an intervening space, and packing and
partitioning appliances for dividing said intervening space into supply and exhaust
chambers, consisting of a ring-plate secured to the body, a thimble secured to the
ring-plate, metallic ring sections and a surrounding ring of compressible material
in the annular space formed between the thimble and ring-plate, the said metallic
sections bearing peripherally on the valve, and passages through the thimble for
the admission of steam to a contracting action upon said compressible ring, substan-
tially as described.
16. In a motor the combination with the annular body, and a valve of general
cylindrical form mounted for rotation concentrically therein, and a partitioning
appliance consisting of the ring-plate, 42, thimble, 43, with passage 49, the sectional
ring with engaging tongues and sockets, and the restraining pins, 45, and the ring
of compressible material surrounding the metallic packing ring, and all combined
and arranged for operation, substantially as set forth.
17. In a multiple cylinder motor the combination with a rotary valve having a
gear thereon of the stationary support, 90, and the removable strap, 92, the
pinion, 80, having the extended and flanged shank engaged by said support and
strap, and the governor-rod spline engaged with said gear.
18. A valve for a multiple cylinder motor having a head in the form of an
annular shell, and having at intervals of thirds around its front end wall high
pressure ports which are extended in hooded passages terminating at the periphery
of the valve head, and intermediate of pairs of said high pressure ports, two ports
through said end wall leading to the annular chamber within the valve, next a port
continued in a hooded passage through and terminating at the rear of the valve,
next another port communicating with the said valve chamber, and next another
port continued rearwardly in a hooded passage which terminates at the rear of the
valve-head, for the purposes set forth.
Sioned this 21st day of December 1891
ELIJAH BAILEY BENHAM.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, Agents for the Applicant.