IMPROVEMENTS IN ROTARY ENGINES AND GOVERNORS AND APPARATUS CONNECTED THEREWITH
Year: 1883

page_text: "
LETTERS PATENT to Thomas Alfred Hearson of 5 Westcombe Park Road
Blackheath in the County of Kent. for an Invention of IMPROVEMENTS IN
ROTARY ENGINES AND GOVERNORS AND APPARATUS CONNECTED THEREWITH
"3
.
PROVISIONAL SPECIFICATION left by the said Thomas Alfred Hearson at
the Office of the Commissioners of Patents on the 1st March 1883.
THOMAS ALFRED HEARSON of 5 Westcombe Park Road Blackheath in the
County of Kent "IMPROVEMENTS IN ROTARY ENGINES AND GOVERNORS AND
APPARATUS CONNECTED THEREWITH,
This invention has for its object improvements in rotary engines and governors
and apparatus connected therewith.
The engine may be described as one in which the cylinder, in which the working
fluid operates, is divided into two, three, four or more compartments by radial
sectors. After the cylinder has been truly bored or turned these sectors are
secured to the cylinder at the ends and also at the cylindrical surface by bolts so
as to be at exactly equal angular distances apart. The sectors extend far enough
into the cylinder to touch a comparatively large central boss concentric with the
cylinder. Radiating from the central boss and cast with it are an equal number of
piston sectors which extend outwards sufficiently and have a sufficient length to
touch the cylinder between the cylinder sectors along the cylindrical surface and
also along the flat ends. Thus when the boss makes a sufficient angular oscillation
relatively to the cylinder each piston sector will sweep through its corresponding
compartment from one cylinder sector to the adjacent one.
For the purpose of inserting the piston, one end of the cylinder is removable and
is the cylinder cover secured in the ordinary way by bolts at the flange. The
cylinder with its radiating sectors has a central boss at the end remote from the
cover the chief portion of which extends outside the cylinder though a portion may
be inside the cylinder which portion is small enough in diameter to fit into a corre-
sponding recess in the piston boss and be covered by it. By means of this boss
and keys or otherwise the cylinder is secured to the main shaft, the rotation of
11

page_text: which it is the purpose of the engine to obtain. The piston with its sectors is
secured also by keys or otherwise at the boss to a hollow shaft or sleeve which fits
over the main or cylinder shaft. Whilst the main or cylinder shaft extends both
ways from the cylinder, the hollow or piston shaft extends through the cylinder
cover end only, and works steam tight in it by means of a stuffing box and gland
like as in the ordinary way. At this end the main and hollow shafts terminate at
a suitable distance away from the cylinder both in cranks each secured to the
shaft in a suitable way. The crank arms are brought as near one another as
considerations of strength will allow. At a suitable radial distance which may or
may not be the same each crank arm has a crank pin projecting from the arm in a
direction away from the cylinder. The crank arm of the hollow shaft is bent
towards the other and its crank pin projects to a distance equal to that of the
crank pin of the main shaft crank, so that each crank pin may terminate in the
same two planes transverse to the axes of the shafts. These crank pins are
coupled by means of two connecting links to two other pins which project from a
third crank arm. This crank turns on a pin or is secured to a rotating shaft
whose axis is parallel to that of the previously mentioned main shaft and set at a
suitable transverse distance away from it.
The crank pins on the third shaft are set at different distances from the centre
or by other like means it is ensured that the movements of the pistons relatively
to the cylinder which take place during any half revolution of the cylinder are
.similar to those which take place during the other half revolution.
The ends of the secondary shaft and that of the main shaft overlap one another
only a short distance if at all, so that these crank arms may make complete
revolutions.
Each link together with the two cranks which it connects form a combination
commonly known as the drag link coupling and possesses the property of causing
in the revolution the angle between the two cranks to vary being at one point of
the revolution a maximum and at another a minimum alternately..
By the use of a combination of two drag link couplings as previously described
'this action is much magnified and takes effect in causing the hollow shaft crank
and therefore the piston to rotate forwards and backwards relatively to the main
shaft crank and therefore the cylinder through an angle the magnitude of which
will depend on the proportions between the lengths of connecting rods, crank-
arms, and distance apart of centre of shafts, this angular oscillation of piston in
cylinder taking place with and effecting or being due to (as the case may be)
a continual rotation of both cylinder and piston always in the same direction.
The sides and outer edges of the piston sectors and the inner edges of the
cylinder sectors or steam abutments are caused to work steam tight by means of
parallel strips of metal being inserted between projecting sides and kept pressed
towards the surfaces of cylinder and piston boss by internal springs.
The steam is admitted to the cylinder through radial ports in the cylinder end
remote from cover. The port openings are close to and on each side of each of the
cylinder sectors or abutments which in fact are at that end recessed for the purpose
of providing a suitable admission port as in some ordinary engines. Outside the
cylinder end is bolted a separately cast circular plate in which are radial openings
one for each end of each compartment into which the cylinder is divided these
On this
openings are in communication with the previously mentioned ports.
plate works the circular valve. The valve rotates with the cylinder and has
relatively to the cylinder plate an angular vibration of about 25°.
The valve may be described as being in part a circular disc in which radial
openings are made, the number of openings corresponding with the number of
divisions of the cylinder. When these openings coincide with any of the cylinder
ports steam will be admitted, the steam flowing through from the back of the
valve.
The valve works within a stationary steam chest which encloses and jackets the
entire cylinder the shafts passing through stuffing boxes.

page_text: There are also radial cavities in the face of the valve communicating with a
central outlet surrounding the axis. By this the exhaust takes place at the time
when the radial cavities in the valve face are brought to correspond with the
radial ports in the cylinder end.
The motion of the valve is derived from a drag link mechanism similar to that
employed to obtain the movement of the piston in the cylinder. Since the angular
travel of the valve is comparatively small a small lateral displacement of the centre
of the third crank is sufficient. This is obtained by mounting it on an eccentric
disc through a hole in which passes the main shaft on to the machines or propellor
which are required to be operated. The eccentric diso is secured to the frame
work of the engine or mounted on a lever so that its position may be adjusted at
will. By this arrangement the eccentric may be put in a position suitable to give
a correct movement to the valve corresponding to a reversal of the motion of the
engine or further the eccentric may be placed in position for ahead motion with an
earlier performance of its operations on the steam and thus a variable cut off
derived similar to that due in the ordinary engine to Stephenson's link motion.
To obtain an earlier cut off without having the other operations of the valve
made earlier the lever which carries the eccentric may be caused to vibrate during
the revolution.
When the engine is employed to drive a screw propellor or in other cases where
it is desired to reduce the speed of rotation a spur wheel is mounted upon the
engine shaft. Around the spur wheel and gearing with it a mumber of pinions are
provided and the axes of these pinions are carried upon a disc fixed upon the
propellor shaft or the shaft which is to be driven. The pinions gear also with
teeth upon a hoop which encircles the whole of them. The hoop is firmly held in
place, but buffer like springs are provided which permit a slight movement
sufficient to relieve the gear teeth from shocks.
The hoop or annular wheel may be temporarily supported at one or more points
on a weighted lever or levers and thus the tendency of the annular wheel to turn
backwards may be measured and thus an estimation made of the turning movement
and power transmitted from the engine, so forming a dynamometer
Engines constructed according to this invention may be worked by water or
other fluid pressure or may be used as pumps. In engines worked by water
pressure means are provided for shifting the centre of the third cranks. Thus the
engine may be regulated according to the work it has to perform to expend a
larger or smaller quantity of the high pressure water in performing each
revolution.
.
The engine may, especially when intended for use as a pump be provided with.
a double set of pistons carried upon two hollow shafts one within the other.
Two or more engines may be coupled together:-thus a high pressure engine
may be coupled with a low pressure engine receiving the steam from the high
pressure engine, or engines separately supplied with steam may be coupled.
The manner of coupling is as follows:-each engine has a main crank and a
secondary crank and these as already described are coupled by links with a third
crank; now the third crank of one engine is made to serve as the main crank of
the engine with which the first is to be coupled. It has upon it the secondary
crank of the second engine and this is connected by a link with another pin on
the main crank of the first engine. Thus in the compound engine there are two
cranks of one engine facing two cranks of the second and the main cranks are
each provided with two crank pins. By employing rods of suitable lengths
connecting the cranks as described an angular interval approximating to a right
angle may be obtained between the terminations of the strokes of the two
engines.
The improved governor is of the class in which the centrifugal tendency of
rotating balls or masses is opposed by a spring and in which the spring becoming
more and more compressed as the velocity increases permits of the movement of
parts which control the valve.

page_text: In this arrangement the spring itself forms the connection by which the balls or
masses are carried round with the axis of the governor. A coiled spring is
employed-it surrounds the axis to which also one of its ends is attached. The
other end is attached to a sleeve on the axis and the governor balls or masses are
connected by links with the sleeve.
The arrangement is such that any sudden augmentation of velocity of the
engine tends to uncoil the spring; and as a consequence of such uncoiling a
relaxation of the compressive force of the spring follows and a divergence of the
governor balls or masses is instantaneously permitted.
Conversely a sudden diminution of the speed of engine coils the spring and
increases its compressive force this will effect the instantaneous movement of the
valve in the opposite direction.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Thomas Alfred Hearson in the Great Seal Patent Office on the
1st September 1883.
THOMAS ALFRED HEARSON of 5 Westcombe Park Road Blackheath in the
County of Kent. "IMPROVEMENTS IN ROTARY ENGINES AND GOVERNORS AND
APPARATUS CONNECTED THEREWITH
"
The chief object of this Invention is to provide an engine in which the moving
parts shall not be subjected to the great rate of change of velocity which occurs on
the reversal of the stroke of the ordinary reciprocating engine so that, a very great
reduction in the magnitude of the forces due to change of momentum being made a
very high speed of revolution may be easily obtained.
The process of the ordinary reciprocating engine has been adopted under modified
circumstances, that is to say the steam or working fluid is admitted to one end of a
work developing chamber at a time when a piston or moving diaphragm is
adjacent to that end. The piston is urged through the chamber against a
resistance. On the completion of the stroke the steam is admitted between the
piston and the other end of the chamber so as to drive it through the chamber in
the reverse direction and so on alternately.
Now according to this Invention, the chamber is portion of an annular space
within a cylinder and the cylinder is mounted on a shaft so that it may revolve.
The piston diaphragm moves coaxially with it, the relative movement of piston
and chamber being that of a repeated. angular oscillation. Further the engine is
so arranged that whilst the annular chamber revolves at a uniform speed the piston
diaphragm revolves also but with varying speed alternately faster and slower than
the chamber.
By this means the repeated sweeping of the piston through the chamber from
end to end is effected without any reversal of its absolute motion. This movement.
may be compared with that of the piston of a locomotive engine, which when
running, is always moving forward, but with varying velocity; in one stroke
faster in the next slower, than the cylinder and train.
The engine may be used as a motive power engine or as a pump for exhausting
or forcing fluids.
In order that my said Invention may be most fully understood and readily.
carried into effect I will proceed to describe the Drawings hereunto annexed.
DESCRIPTION OF THE DRAWINGS
Figure 1 is a side elevation partly in section of an engine constructed
according to my invention.
Figure 2 is a transverse section, Figure 3 is an end elevation with the end frame
removed and Figure 4 is plan of the same.
Figures 5. 6 and 7 are separate views of some of the parts.
Figure 8 is an elevation and Figure 9 is a plan of the linkage which I employ,
when coupling two engines together.
The annular space previously mentioned or as in the actual construction the
annular spaces are obtained in the following manner. A cylinder after it has been
truly bored or turned is divided into two, three, four, or more compartments by
radial sectors which are secured to the cylinder at the ends and also at the.
cylindrical surface by bolts so as to provide steam tight divisions at exactly
equal angular distances apart.
The sectors (four in number) are lettered S in Figure 2 which is a vertical-
-
;

page_text: section taken one half through the cylinder and the other half shows the cylinder
end with the cover removed.
The sectors extend far enough into the cylinder to touch a comparatively large
central boss B concentric with the cylinder. Radiating from the central boss
and cast with it are four piston sectors lettered R two of which are shown in
section and two not so. These piston sectors extend outwards sufficiently and
have a sufficient length to touch the cylinder, between the cylinder sectors along
the cylindrical surface and also along the flat ends as may be seen in Figure 2 and
also in Figure 6 which is a developement on a flat surface of a cylindrical section
taken on the dotted circle a a Figure 2 (the piston sectors being a little displaced).
Thus when the boss B makes a sufficient angular oscillation viz. (through 60°)
relatively to the cylinder each piston sector will sweep through its corresponding
compartment from one cylinder sector to the adjacent one and fit it throughout the
motion. For the purpose of inserting the piston piece one end of the cylinder is
removeable and is the cylinder cover Q Figure 1 secured in the ordinary way by
bolts at the flange. The cylinder has a central boss Y Figure 1 at the end remote
from the cover which fits into a corresponding recess in the piston boss B. By
means of this boss and by keys the cylinder is secured to the main shaft A the
rotation of which it is the purpose of the engine to obtain. The piston boss B is
secured also by keys to a hollow shaft or sleeve H which fits over the main or
cylinder shaft A. Whilst the main shaft A extends through the cylinder both ways
the hollow shaft H extends through the cylinder cover end only to a suitable
distance to enable it to be carried in a bearing. To prevent leakage of steam at
this point a piece Z Figure 1 is provided with Ramsbottom's spring rings kept
against the piston boss by the steam pressure and by the compressed packing in
the stuffing box Xs.
1
At this end the main and hollow shafts terminate in cranks C and P Figures 1,
3 and 4 each secured to its shaft by a key. At a suitable radial distance which
may or may not but which in Figure 3 is shewn to be the same each orank arm
has a crank pin c and p projecting from the crank arm away from the cylinder.
The crank arm P is bent towards C and its crank pin p projects to a distance equal
to that of c so that each pin terminates in the same plane transverse to the axis of
the shafts.
+
The crank pins c and p are coupled by means of two connecting links L₁ and L, to
two other pins d, and d, which project from another crank, a drag crank D shewn in
Figures 3,1 and 4. This crank D turns on a pin whose axis is parallel to the previously
mentioned main shaft and set at a suitable transverse distance away from it.
The crank pins on the drag crank D may or may not be but in Figure 3 are
shewn to be set at different radial distances and this for the purpose of causing the
niovement of the piston sectors relatively to the cylinder sectors, which takes place
during any half revolution of the cylinder to be as nearly as possible similar to
those which take place during the other half revolution that is to say by the pro-
portions of crank arms and connecting links shewn in Figure 3. Each half of
each single oscillation of the piston is caused to be performed very nearly during
each quarter of the revolution of the cylinder. This is important allowing as it
does the time action of the valve which will be presently described, to be similar
in the two strokes of the piston and thus enabling the engine to be made double:
acting and the valve to effect a suitable distribution of steam in both strokes.
The drag crank D may, instead of turning on a fixed piñ, he secured to a second
shaft parallel to the main shaft and turning in suitably provided bearings. When
used as a pump the motive power may be provided by this second shaft and
transmitted through the drag crank to revolve the cylinder and piston. Or when
used as an engine it may in some cases be convenient to take off the whole or a
portion of the power through this second shaft.
The ends of the second shaft or of the pin and that of the main shaft overlap one
another only a short distance, if at all, so that the crank arms CP and D may all,
make complete revolutions

page_text: Referring to Figure 3 it will be seen that each link L together with the two
cranks which it connects form a combination commonly known as the drag link
coupling and possesses the property of causing in the revolution the angle between
the two cranks to vary, being at one point of the revolution a maximum, and at
another a minimum alternately. By the use of a combination of two drag link
couplings as shewn this action may be magnified and made to take effect in causing
the hollow shaft crank P and therefore the piston to rotate forwards and backwards
relatively to the main shaft crank C and therefore the cylinder, through an angle
the magnitude of which will depend on the proportions between the lengths of the
connecting links L the crank arms P and C and D and the distance apart of the
centres of the shafts, this angular oscillation of piston in cylinder taking place with
a continual rotation of both cylinder and piston always in the same direction.
When used as an engine the high pressure fluid when introduced between one
side of each of the piston sectors and the adjacent cylinder sector will in forcing
them apart cause the rotation of both in the same direction: for, though the
pressure force on the piston sector one way will be exactly equal to that on the
cylinder sector the other way, yet, the connecting linkwork is such that the
leverage of the pressure on one will be in excess of that on the other and the
engine will move in the direction of the superior moment and the energy of the
working fluid will exert itself with the same effect as if it had operated on a
moving piston in a fixed chamber. That there is a difference in the leverage one
way or the other may be seen à priori by an examination of the angles which
the links L make with the crank arms but it may be better inferred from the
principle of virtual velocities seeing that, when the engine moves, either the piston
or the cylinder travels faster than the other. To this there is an exception
viz when the piston is at either end of its stroke or oscillation then, for the instant,
the speed of each being the same, the leverage of the steam pressure is also the
same on each, and we have the equivalent of what in the reciprocating engine
is called the dead centre, past which the engine must be helped either by its own
stored energy of motion or with the assistance of a second engine coupled to it.
One side (which is sufficient) and the outer edge of each piston sector and the
inner edge of the cylinder sectors are caused to work steam tight by means of
parallel strips of metal being inserted between projecting sides as shewn in
Figures 2 and 6 and kept pressed towards the surfaces of cylinder and piston boss
by centrifugal force and internal springs.
The steam is admitted to the cylinder through radial ports in the cylinder end
remote from cover. In Figure 1 the section of the cylinder is taken through the
ports. A circumferential section of the ports taken along the dotted circle a a
Figures 2 and 7 is shewn in Figure 6 and Figure 7 is a view from the valve end of
the cylinder one half the valve being removed, the radial ports being shewn in
black. The port openings are close to and on each side of each of the cylinder
sectors S which as shown in Figure 6 are at the valve side cut away to provide a
suitable admission port when the piston is adjacent to the cylinder sector. On this
cylinder end works the valve, covering and uncovering the ports on each side of the
cylinder sector alternately.
The construction of the valve V is shewn in Figures 1, 7 and 6 Figure 7 shews
a view of half the valve as seen from the back of the valve, the other half being
cut away to shew the cylinder ports. In this it will be seen that the valve consists
of four radial cavities branching at right angles to one another from a central
annular space E surrounding the boss. Sections of these radial cavities are shown
in Figures 1 and 6 Figure 6 shows that the radial branches are flattened out on
each side to give lap to the valve and form the valve face where it works in contact
with the flat cylinder end.
By means of the mechanism to be presently described the valve is caused to
rotate with the cylinder but yet make relatively to the cylinder an angular
oscillation similar to that which the piston makes but through a less angle.
In the central position each branch of the valve overlaps equally two of the

page_text: cylinder ports, by preference the two which are one on each side of a cylinder
sector.
When the valve turns sufficiently to uncover one of each of the pairs of ports the
steam or working fluid, which, as will be presently described, is supplied to press
on the back of the valve will flow through these ports into the cylinder. At the
same time the cavity of each branch will be brought opposite the other of each of
the pairs of ports and allow the fluid which has done its work to flow from the
cylinder through the radial cavity to the central annular space E Figures 1 and 7
from which it is led by an eduction passage E¹ Figure 4.
The valve works within a stationary steam chest J Figure 1 which encloses and
jackets the entire cylinder and to which the steain is led by the branch I. The
shafts pass through the stuffing boxes X, and XE.
The steam chest has a pocket at the bottom into which water condensed from the
steam may drain and be drawn off when necessary.
By the excess pressure of the steam on the cover end of the cylinder the back
ring of the valve forming the outer boundary of the annular exhaust passage E is
kept pressed against the casing cover F Figure 1 proventing leakage of steam. The
amount of this pressure may be regulated by a thrust collar T on the main shaft
and adjustable bearing Figure 1.
The motion of the valve is derived from a drag link mechanism similar to that
employed to regulate the movement of the piston in the cylinder. . Since the
angular travel of the valve is required to be only comparatively small a small
lateral displacement of the centre of the drag crank is sufficient. This is obtained
by mounting it on an eccentric disc through a hole in which the main shaft passes.
Figure 5 is a view on an enlarged scale of the linkage as seen from the valve end
of the engine.
The drag crank for the valve consists simply of an eccentric strap in two portions
connected by bolts and carrying two pins d do, connected by links L and L to
the pins c¹ and v' which project from the cranks C¹ and V'. In Figure 1 the drag
crank or eccentric strap omitted and the cranks C¹ and V₁ are shown uncoupled
but in Figure 4 is shewn a plan of the mechanism connected up. Like as the
piston is secured to a hollow shaft so the valve is to another hollow shaft or
tube H which also rides on the main shaft and to which the crank V₁ is secured
by a key. The crank C' is secured to the main shaft. The valve tube passes
through the stuffing box XE.
The eccentric disc W on which the valve drag crank is mounted may be secured
rigidly to the frame work of the engine or mounted in such a way that its position
may be adjusted at will as by securing it to a lever U Figures 5 and 1.
By this arrangement the eccentric may be put in a position suitable to give a
correct movement to the valve corresponding to a reversal of the motion of the
engine of further the eccentric may be placed in position for a head motion with an
earlier performance of its operations on the steam and thus a variable cut off
derived similar to that due in the ordinary engine to Stephenson's link motion.
The position of the lever may be regulated by a governor so that when the
engine increases in speed the governor may not as in the ordinary way act on a
separate valve to throttle the steam but place the lever in such a new position that
the valve V may cut off the steam earlier.
Two or more engines may be coupled. Thus a high pressure engine may be
coupled with a low pressure engine receiving the steam from the high pressure
engine or engines separately supplied with steam may be coupled.
The manner of coupling is shewn in Figures 8 and 9 and may be described as
follows. Each engine has a main or cylinder crank. Сд represents the crank of
the high pressure engine, and C₁ the corresponding crank of the low pressure
engine. They are keyed on shafts which represent for the respective engines the
shaft A of the previous figure. Each engine has also a hollow shaft or piston
crank P and Pд and these as previously described are coupled by links to a drag
crank.

page_text: Now the main crank of one engine being provided with two crank pins is caused
to do the duty of drag crank to the other engine and similarly the other to the one
as shewn in Figures 8 and 9. Thus in the compound engine there are two cranks
with three projecting pins of one engine facing two cranks with three projecting
pins of the other the cranks being secured to shafts which are parallel to one
another but not in the same line.
By employing links of suitable length to connect the cranks as shown an angular
interval approximating to a right angle may be obtained between the dead centres
of the two engines. In Figure 8 is also shown another proportion of lengths of
crank arms suitable to make the two strokes of the piston take place each
approximately with each half revolution of the cylinder.
Engines constructed according to this invention may be worked by water or
other fluid pressure or may be used as pumps. In engines worked by water
pressure means can be provided by which the distance of the centre of the drag
crank from the main shaft may be altered either automatically or at will so as to
alter the angular travel of the piston.
Thus referring to Figure 1 the crank D may be carried upon a stud upon a
block which is moveable in radial guides to and from the centre of the shaft A.
A screw to traverse the block in the guide by means of a corresponding nut is
-then provided and a hand wheel on the stem of the screw.
By turning this
hand wheel the engine can be started and stopped and so set as to consume the
pressure water only to the amount necessary to overcome the resistance of the
load upon the engine. Thus the engine may be regulated according to the work
it has to perform to expend a larger or smaller quantity of the high pressure
water in performing each revolution.
Lastly the engine may especially when intended for use as a pump, be provided
with two separate pairs of piston sectors each pair though of the whole length of
the cylinder radiating from a boss of only half the length so that half the piston
sector of one will sweep over the boss of the other.
Thus instead of all the piston sectors moving together they may move in pairs
independently in opposite compartments of the cylinder.
The piston bosses being secured to two hollow shafts one within the other to
which are also secured cranks and then the drag crank being provided with three
pins on suitably branching arms a linkage of the three pins on the drag crank with
the three pins one on the cylinder or main shaft crank and the two piston crank
pins may be made to cause one pair of pistons to be approximately at the centre of
its stroke whilst the other pair is at the end and thus obtain a more uniform
delivery of the fluid pumped.
As to the governor and the gear for reducing speed described in my provisional
specification I now state that I make no claim thereto under my patent.
Having described in detail and shewn by drawings how I propose to construct.
my engine I will now point out particularly what I consider to be especially my
invention. Whilst other inventors have previously described engines and pumps
in which two or more piston sectors are made by various mechanical devices to
chase one another round with varying velocity in a fixed cylinder or chamber
I believe that I am the first to shew how the cylinder or chamber may be attached
to and caused to rotate with some of the sectors thus securing the advantages.
1 that the sectors may be in pairs in one piece the fluid pressures acting in a couple
on them thus avoiding axial pressures and yet permitting of a suitable admission
and rejection of the fluid and 2nd that the piston friction is for the further reason
much diminished because the cylinder moves to a great extent with the piston.
I claim -
First, My engine in which the cylinder or chamber rotates with two or more of
the sectors whilst the piston sectors also rotating make an angular oscillation
relatively to the cylinder substantially as described.
Second. The combination of rotating cylinder or chamber having a rotating

page_text: piston or pistons caused to oscillate relatively to it by a double drag link coupling
substantially as described.
Third. The combination of rotating cylinder or chamber rotating piston or
pistons, and rotating valve making relatively to the cylinder or chamber, an
angular oscillation, substantially as described.
Fourth. The combination of rotating cylinder or chamber, rotating piston or
pistons, and rotating valve controlled by the double drag link coupling,
substantially as described.
Fifth. The means of reversing the engine and obtaining an earlier cut off by
altering the position of the centre of the drag crank which controls the valve,
substantially as described.
.
Sixth. In engines operated by or with water or other liquid, the means for
adjusting the quantity of liquid expended or passing through the engine at each
revolution, by altering the position of the centre of the drag crank which controls
the pistons substantially as described.
Seventh. The method of coupling two engines, substantially as described.
In witness whereof I the said Thomas Alfred Hearson have bereunto set my
hand and seal this twenty second day of August in the year of our Lord One
thousand eight hundred and eighty three.
THOS A HEARSON (rs)
THO³ A HEARSON (IS)