Improvements in Rotary Steam Engines.
Year: 1890

page_text: Date of Application, 7th Feb., 1890-Accepted, 15th Mar., 1890
CUMI LEID
DIMIFICATION.
Improvements in Rotary Steam Engines.
I HERBERT JOHN HADDAN of the firm of Herbert & Co., Patent Agents of
18 Buckingham Street, Strand W.C. in the County of Middlesex Civil Engineer do
hereby declare the nature of this invention, a communication to me from abroad by
Joseph Henry Daw of Cleveland in the United States of America Manufacturer
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 rotary steam engines in which the engine
is of the double variety having a casing enclosing stationary discs facing outward, and
rotating discs facing inward the latter being mounted on a shaft in common.
The
stationary discs each have two or more series of curved chutes or wings arranged on
the faces thereof the chutes of each series being arranged in concentric order with the
engine shaft. The rotating discs have respectively, series of curved buckets arranged
with the inner faces thereof in order concentric with the shaft such series corre-
sponding in number with the series of chutes, the different series of buckets being
made to travel in annular paths between or radially outside the respective series of
chutes but without contact the relative width of the annular paths and of the buckets
and chutes operating therein being such as to leave annular steam passage ways
between adjacent buckets and chutes. The chutes are slightly separated the one
from the other leaving curved passage ways or vents between them and the same
arrangement is had with the buckets, the curves of these passage ways respectively
of the chutes and buckets being in reverse order. By means of the curved vents,
the steam is directed against the buckets at the proper angle to propel the latter
by impact or momentum of the steam the direction of the latter being reversed
from chute to bucket and from bucket to chute throughout the system and the
series may be multiplied or compounded to any extent necessary to utilize substantially
the expansive energy of the steam, to the end that high speed of engine is attained
and great power developed as compared with the amount of steam used and that
the engine is approximately frictionless and can be made at a small initial cost per
horse power.
The invention also relates to details of construction hereinafter described.
In the accompanying drawings Fig. 1 is a side elevation. Fig. 2 is an end elevation,
Fig. 3 is a side elevation partly in section through the centre of the engine. Fig. 4
is an elevation in section on line y y. Fig. 3. also portions of disc C are broken away
on line z. z. of Fig. 3. Fig. 5 is an enlarged elevation showing the inner face of a
disc C detached and showing also the inner end of sleeve d to show the relative position
of these parts when assembled. Fig. 6 is an edge view in section on line xx. Fig. 5
showing more especially flange c of hub C'.
A represents the body or shell of the engine to which are detachably secured
heads B B the latter having suitable boxes hereinafter described in which boxes are
journalled the engine shaft D. The engine shell is provided with an internal
centrally located annular flange a the same being faced off on either side and
screw threaded at the internal periphery to receive from opposite sides discs C C
the latter having hubs screw threaded externally for respectively engaging the
screw threads of flange a. The inner faces of hubs C are separated to form an
annular steam chamber a¹ the latter by means of a hole a extending through flange a
being in open relation with induction steam pipe a³. Flange a is cored laterally
below as shown in Fig. 3 to connect the two exhaust chambers A¹ with the exhaust
pipe A'.
The shell of the engine terminates below in a supporting base A³.
Plug.a closes a small hole leading to the bottom of the steam chamber for draining

page_text: the latter for instance when the engine is to remain idle for a time. The larger
plug A closes an orifice extending into the steam chamber opposite the shaft for
purposes of adjustment. The discs CC on their outer faces are provided each
with two or more series of curved wings or chutes c arranged in order concentric
with shaft D the ends of adjacent chutes of a series overlapping and being slightly
separated from each other to form vents or ports c¹. On shaft D is mounted
sleeved this fitting the engine shaft snugly only at the central section of the sleeve
the end sections thereof having slight clearance from the shaft this sleeve being
further secured on the shaft by pins d' (see Fig. 3). The outer ends of this sleeve are
screw threaded and provided with nuts d². On sleeve dare respectively mounted with a
snug fit the rotating discs or wheels E E these wheels having long inwardly projecting
hubs E'. These wheels are further secured from turning on the sleeve by means of
internal notches at the inner ends of their hubs that receive the protruding ends of pins d'
aforesaid. Nuts d² by abutting these wheels, hold the latter rigidly in place and also
serve in forcing the wheels onto their seats on the sleeve. Wheels E have on their
inner faces buckets e arranged in concentric series as shown more clearly in Fig. 4 each
series of buckets being made to run in annular paths had between the chutes or
radially outside the chutes. The buckets are separated the one from the other so
as to leave vents or ports el and these are arranged in the reverse order, to the
vents c. The chutes and buckets do not come in contact with each other, the annular
paths between the different series of chutes and the different series of buckets being
considerably broader than the respective series of buckets and chutes operating:
therein whereby a portion of each annular path on either side of the respective
bucket or chute series constitute annular passage ways for the flow and distribution
of steam and consequent equalization of steam pressure whereby a jarring of the
engine incident to fluctuating discharges of steam is avoided but the faces of the
chutes and buckets should come as near the opposing wheels and discs as is
practicable and still leave working clearance, so that while these parts are relatively
to each other frictionless, there is practically no waste of steam past the faces of the
buckets and chutes. The engine is driven both by impact and the reaction of steam
upon the buckets and if some non elastic substance such for instance as water were
introduced after impact and reaction upon the first series of buckets the water.
would give no further motive motor but instead would obstruct and clog the engine.
The steam after it has operated upon the first series of buckets, expands, and by
reason of such expansion gathers momentum for the next series of buckets and so
on through the successive series or until the expansive force of the steam has been
substantially utilized. The series of chutes and buckets may therefore be extended
indefinitely according to circumstances and according to the initial pressure of steam
employed. Owing to the very slight clearance between the ends of the chutes and
buckets and the opposing wheels and discs it is necessary to hold shaft D end wise
with great accuracy and owing to the high speed of the engine ordinary collars
used for such purpose are impracticable as they cause too much friction and wear.
F is a ring or annular flange rectangular in cross section and preferably integral
with sleeve d. This ring has a screw threaded periphery for engaging the internal
screw threads of a second and similar outer ring G, the latter extending into the
steam chamber between the opposing hubs (C₁ of stationary discs CC. By
reason of the screw threaded engagement of the two rings, by turning the outer
ring on the inner ring, the outer ring is adjusted in the direction lengthwise the shaft
to a central position between hubs C₁ C¹. With such adjustment the eduction steam
spaces between ring G and the respective hubs C' are of course equal and these
spaces are so slight that almost an infinitesimal change of the shaft endwise would
cause a radical difference in the relative sizes of spaces i i¹. So long as there are no
disturbing causes and the engine shaft and attachments consequently remain in their
normal or central position spaces i¹ would distribute the steam equally to the two
parts of the engine ample steam space being provided between the inner peripheries of
discs C and hubs C' for the passage of steam as shown more clearly in Fig. 3.

page_text: But suppose from any cause the shaft were moved for instance what is the right
hand side as shown in Fig. 3; such a movement would partially close the passage
way of port and would consequently shut off a portion of steam to the right hand
side of the engine and would at the same time further separate discs C and wheels E
at this side of the engine. The reduction of steam volume and the widening of
steain space between disc and wheel either would tend to diminish the pressure
end wise of the shaft. Meanwhile on the other side of the engine the reverse takes
place that is to say the steam space would enlarge thereby giving greater volume
of steam on this left hand side of the engine and the disc and wheel on the left hand
side of the engine would approach each other thereby decreasing the steam space
between the two and consequently giving greater steam pressure to act in the opposite
direction end wise the shaft all of which would tend to return the shaft to its central
or normal position lengthwise the engine. The only difficulty is that the steam
spaces i¹are necessarily so small as to wiredraw the steam. To remedy this difficulty
without enlarging steam spaces 1 provide as follows.
Hubs Care provided with annular undercut grooves C² whereby are constructed
annular rims or flanges (3 on the inner faces of the hub, these flanges being provided
with a series of lateral holes or steam ports e arranged in order concentric with the
shaft. The faces of the hubs radially inside the periphery of flanges C³ are provided
with annular grooves c² 3³ arranged as shown more clearly in Figs. 5 and 6 respectively
radially outside and inside of holes C and with grooves et located between the
different holes C, grooves c* connecting with groove c² and extending from thence in
radial direction to the internal periphery of the hubs. This system of grooves leaving
intact a margine at or near the periphery of flange (3 and leaving margins c around
each hole (The steam having passed the marginal or flat surfaces on the faces of
the hubs has from thence free passage through the system of grooves. Holes (*
are alike in size and number in the two flanges and hence do not disturb the steam
balance while the aggregate capacity of these holes is several times that of the
openings at the periphery of flanges C³ and ring G and this extra capacity of
eduction from the steam chamber is effected without increasing the clearance between
ring G and the opposing hubs and consequently does not affect in the least the
sensitiveness of the steam balance. For holding ring G in adjustment on ring F
I provide one or more radial holes G₁ screw threaded at least at the outer section
thereof for engaging set screws g. At the bottom and cross wise of each hole G' is
placed a short section of a screw threaded rod the screw threads of which
correspond and mesh with the screw threads of ring F. By tightening the set screw
on member g¹ the outer ring is held from turning on the inner ring and at the same
time the screw threads of the inner ring are not bruised or injured. Owing to the
high speed aforesaid of the engine it is found very difficult if not impossible to always
attain a perfect running balance and hence shaft D is likely to tremble or vibrate
perhaps so slightly as to be hardly perceptible, and yet sufficient at such high speed
to give trouble in case of rigid journal boxes for this shaft. I have therefore provided
journal boxes that may vibrate and thereby accommodate themselves to any vibratory
movement of the shaft and this too without affecting the alignment of the shaft.
Heads B are provided with long hubs B' these hubs being bored and counter bored
as shown at B2 and B³ with shoulders at the inner end of the counter bore.
hubs at the outer ends thereof are screw threaded externally for engaging the
internal screw threads of caps 6. Each hub internally is provided with a sleeve H
the latter having a lining of suitable material fitting the shaft easily the sleeve and
lining constituting a journal box for the engine shaft the two boxes of course being
alike. Sleeve H midway thereof is provided with an external annular rib h¹ this rib
fitting nicely but easily in the counter bore of the hub and abutting shoulder b.
Between ribs and cap and engaging both is a spring 62 coiled around the sleeve
the tension of this spring holding rib against shoulder b. The sleeve except the
bearing of rib h' against the hub has slight external clearance the entire length
thereof, and hence may vibrate a trifle on its central external bearing so as to
The

page_text: accommodate any vibrations of the engine shaft. A packing ring ² prevents the
exhaust steam from entering the space between hub and sleeve.
In the way of modifications I will mention that if there were two rings or balanced
discs G having suitable space between them or if the one ring or balanced disc G had
a deep circumferential groove at the centre thereof and in either case if the lateral
holes or ports Can grooves c² c³ and can the marginal spaces cand e were all
transferred to such ring or rings, the result would be precisely the same as herein-
before described but for convenience in manufacturing the engines I prefer the
construction shown.
As shown in Fig. 3 sleeve d along the central section thereof for perhaps a quarter
or third of its length more or less fit shaft D snugly and from thence outward the
shaft has a little clearance in this sleeve by reason of which wheels E E and the shaft
are not so inflexible relative to each other as they otherwise would be and hence any
slight variation of the wheels does not materially affect the running of this shaft and
vice versa.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed I declare that what I
claim is
1. In a rotary steam engine the combination with stationary discs, with steam
chamber located between the discs and opposing rotating wheels located outside the
discs, the wheels being mounted on the engine shaft substantially as indicated of
engine shaft, inner and outer mutually engaging rings, the inner ring being mounted
on the engine shaft and the outer ring extending into and dividing the eduction of
the steam chamber the outer ring being adjustable on the inner ring in the direction
end wise of the shaft substantially as set forth.
2. The combination with a rotary engine of the variety indicated having stationary
discs, and revolving disc the latter being mounted on the engine shaft and comprising
inner and outer rings having a screw threaded engagement with each other, a screw
threaded radial hole in the outer ring, a screw threaded member located at the bottom
of such hole the screw threads thereof corresponding and meshing with the screw
threads of the inner ring a set screw for tightening such screw threaded member
against the screw threaded periphery of the inner ring substantially as set forth.
3. The combination with a rotary engine of the variety indicated having stationary
discs and intervening rotating disc the latter being mounted on the engine shaft, and
comprising preferably inner and outer mutually engaging rings the latter extending
into the steam chamber and leaving annular spaces or ports between the ring and
stationary dises of lateral holes or ports in open relation with the steam chamber and
discharging into the annular spaces between the ring and opposing discs substantially
as set forth.
4. In rotary steam engines of the variety indicated the combination with stationary
discs and intervening rotating disc with annular spaces or ports between the opposing
faces of the discs of a series of lateral holes or ports leading from the steam chamber
and discharging into such annular spares or ports substantially as set forth.
5. In rotary steum engines of the variety indicated the combination with stationary
discs enclosing the steam chamber intervening rotating disc the latter extending into
and dividing the eduction of the steam chamber annular spaces or ports located
between the opposing faces of the discs of lateral holes or ports leading from the
s:eam chamber and discharging into such annular spaces a series of grooves substantially
as indicated between and around such lateral ports leaving flat margins around the
ports next the annular steam spaces aforesaid substantially as set forth.
6. The combination with rotary steam engine and engine shaft of journal box
having a bearing at the centre substantially as indicated whereby the end sections of
the journal box are adapted to vibrate in unison with any vibration of the engine
shaft substantially as set forth.
7. In rotary steam engines of the variety indicated in combination with engine

page_text: shaft a sleeve mounted on the shaft and engaging the latter only at the central section
of the sleeve of rotating wheels mounted on the end or overhanging sections of such
sleeve substantially as set forth.
8. A rotary steam engine substantially as herein described and shown.
1000
HERBERT & Co.,
18, Buckingham Street, Strand, London, W.C., Agents to Applicant.