Improvements in Rotary Engines.
Year: 1895

page_text: Date of Application, 19th Mar., 1895
Complete Specification Left, 19th Cer., 1895-Accepted, 22nd Feb., 1896
Improvements in Rotary Engines.
1, JAMES GRIEVE LORRAIN, of Norfolk House, Norfolk Street, Strand,
London, W.C., in the County of Middlesex, Chartered Patent Agent, do hereby
declare the nature of this invention, (as communicated to me from abroad. by
Harold Binney, of 38 Park Row, New York City, in the United States of America,
Attorney-at-Law) to be as follows:-
This invention relates particularly to the class of rotary engines in which a
rotary shaft, extending into or through a circular chamber, is provided with one
or more vanes or radial heads against which the fluid pressure is applied to give
rotation to the shaft.
Each vane fits snugly to the walls of the circular chamber and revolves within
it. Separate admission and exhaust ports are usually provided, and are operate.l
by the motion of the vane or vanes. A vane coming into contact with the
admission valve closes it, thereby shutting off the admission until the vane has
passed over the valve, when the valve may again rise behind the vane and form a
After the
stationary steam head until again the vane comes into contact with it.
exhaust has closed the vane in its motion confines the fluid behind the flap or
admission valve, producing compression and closing the valve with the least
possible shock and friction." At a suitable point in the rotation, the valve pressure
is cut off and expansion permitted; and it is by this means that. the pressure
beneath the valve is diminished, no live steam being again admitted until just
before the edge of the vane passes clear of the valve.
When the engine is to be used with water or other inexpansible fluid, the cut-off
is entirely removed from operation and the pressure of the water directly applied
beneath the valve. In this way the rotary engine is readily and quickly
convertible into a water motor or back again into a steam or other gas motor.
In addition to the features and actions already mentioned, the invention includes
a simple means for oiling the bearings; and also, throughout the engine, great
simplicity, reliability and economy of construction and operation. Indeed, in the
smaller sizes of engine, five parts are all that are necessary, excepting of course
screws and other fastening devices and pipe connections.
Figure 1 is a side elevation of a small engine, scale one to oue.
Figure 2 is a vertical axial cross section of the same.
Figure 3 is a vertical transverse cross section taken through the central plane of
the cylinder, indicating the cut-off in dotted lines and showing all the parts in
position for admission.
Figure 4 is a vertical transverse cross section through the cut-off valve and
connections, the vane and admission valve being in dotted lines, and the parts being
shown as at cut-off.
Figure 5 is a cross section on the same plane as Figure 3, the parts being shown
at compression.
Figure 6 is a detail cross section of the shaft, showing the oil passages, and
Figure 7 is a fragmentary sectional view showing the manner of substituting a
water connection for the steam connection and cut-off, and thereby converting the
device into a water motor.
Throughout the drawings like letters of reference indicate like parts.

page_text: The shaft A and the fly wheel B are suitably mounted in a housing C, which
contains the cylindrical chamber e within which turns the vane V carried by the
shaft. The chamber c is closed by a head D having bearings d' which support
and entirely enclose the end of the shaft. A slight interval between the end of
the shaft and the wall of the projecting portion of the head D forms an oil
chamber which is supplied with oil from an oil cup O. The shaft A has an
axial passage P leading from the chamber Q and connecting with radial
branches p carrying the oil directly to the bearings of the shaft and to the surface
of the vane V. An axial section of the shaft is shown in Figure 6.
The vane V fits, steam-tight, within the chamber c and revolves with the
shaft A. The admission, or flap valve F, which acts also as the stationary head
to separate the pressure from the exhaust during each revolution of the vane, is
formed in the manner shown and is pivoted in a recess in the wall of the chamber c.
The upper face of this valve forms, when closed, a continuation of the inner wall
of the chamber c across which the edge of the vane travels at the end of each
impulse. The steam, or other fluid, is admitted beneath the valve F, causing it
to rise behind the vane as the vane passes clear of it, as in Figure 3. The rear
face of the vane is formed to permit the more or less gradual rise of the valve as
the vane moves away from it. The pressure upon the valve causes it to rise
against the inclined rear face of the vane and press it forward in its rotation.
In its raised position (which is best seen in Figure 5, or in dotted lines in Figure 4)
the valve F forms a radial head separating the pressure upon one face of the vaue
from the exhaust fluid at the other side, and causes the vane to be driven round
by the pressure to the position shown in Figure 5. The fluid in front of the vane
is, during this action, forced out or exhausted through the exhaust port e and
exhaust pipe E, until the vane reaches the position of Figure 5 and covers and
thereby closes the exhaust port. The instant the exhaust is closed the fluid in
advance of the vane is compressed between the vane and the valve F, causing the
valve to close instantly and noiselessly without shock and with a minimum friction,
that the vane may pass over the closed valve and return to its initial position as
in Figure 3. To facilitate this cushioning and compression action, the front face
of the vane is formed in a curve corresponding to the upper or rear face of the
valve F. With such conformation the greatest compression and hence the best
cushioning effect with the least amount of confined fluid is obtained. This
pressure is however entirely cut off at the proper time in each revolution, by
means of a specially designed cut-off valve formed in the end of the shaft Á
within the projecting portion d of the cylinder head D. Figure 4 shows a cross
section of the cut-off valve. The shaft is recessed or cut away, as at a, Figure 4,
at a point revolving in front of the mouth of the steam pipe S and the bearing of
When,
the shaft d' is recessed or cut away as at al opposite the steam pipe S.
therefore, the cut away portion a of the shaft is opposite the mouth of the steam
pipe S steam will be admitted through the space a into the recess a¹, whence it
passes freely through the connection T to a point directly beneath the admission
valve F. The cut away portion a is formed at such an angle upon the shaft that
just before the vane V passes clear of the valve Fit admits steam from the pipe S
to the valve F causing the valve to rise as in Fig. 3 as soon as the edge of the
vane has passed clear of it. The position of the cut-off valve is shown in dotted
lines in the figure. When the vane F has made about a half a revolution the
recessed portion a which forms my cut-off valve, again closes the steam pipe S
and shuts steam off from the cylinder. The position at cut-off is shown in Figure 4
the valve F and vane V being shown in dotted lines. From this point the vane is
driven by the expansion of the steam. The exhaust or waste steam in front of the
vane in the meantime escapes through the exhaust port e into the exhaust pipe E
either at atmospheric pressure or into a vacuum condenser. When, however, the
valve is turned to the position shown in Figure 5 it passes across and thereby
closes the exhaust port, and the steam in front of the vane is compressed between
the vane and the valve F. The similarity of curvature of the meeting faces of the

page_text: vane and of the valve are clearly shown in the figure. From such conformation
the greatest amount of cushioning effect will be produced with the least amount
of compressed fluid. The valve F, forced shut by this cushioning and compression
effect, allows the vane to be carried over it by the impetus of the machine,
opening the exhaust and then again immediately opening the admission valve Fas
in Figure 3; and as already stated, the cut-off valve a will admit steam beneath
the valve F just before the vane passes clear of it. During the action, therefore,
of passing across the face of the valve the friction of the vane is greatly reduced
by the decrease of steam pressure beneath the valve, and this is one very important
and novel feature of the device.
In Figure 7 show the manner in which my expansion engine, is converted into
a water motor having no expansion. The plug screw W is withdrawn and a long
screw-threaded water pipe connection Wintroduced in its place carrying and
closing the mouth of the steam passage T and supplying water directly beneath
the valve F. In this manner the cut-off valve and the steam pipe S are entirely
removed from operation and the engine converted into an extremely simple and
economical water motor.
C
In addition to the distinctions between my engine and the prior art as already
explained, the flap valve cr admission valve F differs materially in being so
formed that when raised it entirely clears the recess within which it is pivotted
and extends approximately radially across the chamber e resting against the shaft.
It is therefore held in place by the difference in pressure between the active
steam and the exhaust steam instead of being at all times forced directly against
the revolving parts by the full pressure of the steam beneath it, as has heretofore
been customary. Moreover, the valve is provided with a shoulder f which comes
against a corresponding shoulder in the wall of the chamber as the valve becomes.
worn away by contact with the revolving shaft and vane. When so worn away,
the shoulder will support a large part of the pressure upon the valve and
proportionately reduce the friction between the valve and the revolving shaft and
vane.
The valve V may be symmetrically formed and the engine made reversible by
providing the necessary admission valve for driving it in the opposite direction.
Dated this 19th day of March 1895.
Improvements in Rotary Engines.
I, JAMES GRIEVE LORRAIN, of Norfolk House, Norfolk Street, Strand,
London, W.C., in the County of Middlesex, Chartered Patent Agent, do hereby
declare the nature of this invention, (as communicated to me from abroad by
Harold Binney, of 38 Park Row, New York City, in the United States of
America, Attorney-at-Law) 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 particularly to the class of rotary engines in which a
rotary shaft, extending into or through a circular chamber, is provided with oce or
more vanes or radial heads against which the fluid pressure is applied to give
rotation to the shaft.
Each vane fits snugly the walls of the circular chamber and revolves within it.
Separate admission and exhaust ports are usually provided, and are operated by the
motion of the vane or vanes. A vane coming into contact with the admission valve
closes it, thereby shutting off the admission until the vane has passed over the-
valve, when the valve may again rise behind the vane and form a stationary steam
bead until again the vane comes into contact with it. After the exhaust has

page_text: closed the vane in its motion confines the fluid behind the flap or admission valve,
producing compression and closing the valve with the least possible shock and
friction. At a suitable point in the rotation, the valve pressure is cut off and
expansion permitted; and it is by this means that the pressure beneath the valve
is diminished, no live steam being again admitted until just before the edge of the
vane passes clear of the valve.
When the engine is to be used with water or other inexpansible fluid, the cut-off
is entirely removed from operation and the pressure of the water directly applied
beneath the valve. In this way the rotary engine is readily and quickly convertible
into a water motor or back again into a steam or other gas motor.
In addition to the features and actions already mentioned, the invention includes
a simple means for oiling the bearings; and also, throughout the engine, great
simplicity, reliability and economy of construction and operation. Indeed, in the
smaller sizes of engine, five parts are all that are necessary, excepting of course,
screws and other fastening devices and pipe connections.
In the drawings left with the Provisional Specification:-
Fig. 1 is a side elevation of a small engine, scale one to one.
Fig. 2 is a vertical axial cross section of the same.
Fig. 3 is a vertical transverse cross section taken through the central plane of
the cylinder, indicating the cut-off in dotted lines and showing all the parts in
position for admission.
Fig. 4 is a vertical transverse cross section through the cut-off valve and
connections, the vane and admission valve being in dotted lines, and the parts being
shown as at cut-off.
Fig. 5 is a cross section on the same plane as Fig. 3, the parts being shown at
compression.
Fig. 6 is a detail cross section of the shaft, showing the oil passages, and
Fig. 7 is a fragmentary sectional view showing the manner of substituting
a water connection for the steam connection and cut-off, and thereby converting the
device into a water motor.
Throughout the drawings like letters of reference indicate like parts.
The shaft A and the fly wheel B are suitably mounted in a housing C, which
contains the cylindrical chamber c within which turns the vane V carried by the
shaft. The chamber c is closed by a head D having bearings d which support and
entirely enclose the end of the shaft. A slight interval between the end of the
shaft and the wall of the projecting portion of the head D forms an oil
chamber which is supplied with oil from an oil cup O. The shaft A has an
axial passage P leading from the chamber Q and connecting with radial
branches carrying the oil directly to the bearings of the shaft and to the surface
of the vane V. An axial section of the shaft is shown in Fig. 6.
The vane V fits, steam-tight, within the chamber c and revolves with the shaft A.
The admission, or flap valve F, which acts also as the stationary head to separate
the pressure from the exhaust during each revolution of the vane, is formed in the
manner shown and pivoted in a recess in the wall of the chamber c.
The upper
face of this valve forms, when closed, a continuation of the inner wall of the
chamber c across which the edge of the vane travels at the end of each impulse.
The steam, or other gas, is admitted beneath the valve F, causing it to rise
behind the vane as the vane passes clear of it, as in Fig. 3. The rear face
of the vane is formed to permit the more or less gradual rise of the valve as
the vane moves away from it. The pressure upon the valve causes it to rise
against the inclined rear face of the vane and press it forward in its rotation.
In its raised position (which is best seen in Fig. 5, or in dotted lines in Fig. 4)
the valve F forms a radial head separating the pressure upon one face of the
vane from the exhaust fluid at the other side, and causes the vane to be driven
round by the pressure to the position shown in Fig. 5. The fluid in front of the
vane is, during this action, forced out or exhausted through the exhaust port e and
exhaust pipe E, until the vane reaches the position of Fig. 5 and covers and

page_text: thereby closes the exhaust port. The instant the exhaust is closed the fluid in
advance of the vane is compressed between the vane and the valve F, causing the
valve to close instantly and noiselessly without shock and with a minimum friction,
that the vane may pass over the closed valve and return to its initial position as in
Fig. 3. To facilitate this cushioning and compression action, the front face of the
vane is formed in a curve corresponding to the upper or rear face of the valve F.
With such conformation the greatest compression and hence the best cushioning
effect with the least amount of confined flnil is obtained. This pressure is
however entirely cut off at the proper time in each revolution, by means of a
specially designed cut-off valve formed in the end of the shaft A within the
projecting portion d of the cylinder head D. Fig. 4 shows a cross section of the
cut-off valve. The shaft is recessed or cut away, as at a, Fig. 4, at a point
revolving in front of the mouth of the steam pipe S and the bearing of the shaft d
is recessed or cut away as at a opposite the steam pipe S. When, therefore, the
cut away portion a of the shaft is opposite the mouth of the steam pipe S steam
will be admitted through the space a into the recess a', whence it passes freely
through the connection T to a point directly beneath the admission valve F. The
cut away portion a is formed at such an angle upon the shaft that just before the
vane V passes clear of the valve F it admits steam from the pipe S to the valve F
causing the valve to rise as in Fig. 3 as soon as the edge of the vane has passed
clear of it. The position of the cut-off valve is shown in dotted lines in the
figure. When the vane V has made about a half a revolution the recessed portion
which forms my cut-off valve, again closes the steam pipe S and shuts steam off
from the cylinder. The position at cut-off is shown in Fig. 4, the valve F and
vane V being shown in dotted lines. From this point the vane is driven by the
expansion of the steam. The exhaust or waste steam in front of the vane in the
meantime escapes through the exhaust port e into the exhaust pipe E either at
atmospheric pressure or into a vacuum condenser. When, however, the vane is
turned to the position shown in Fig. 5 it passes across and thereby closes the
exhaust port, and the steam in front of the vaue is compressed between the vane
and the valve F. The similarity of curvature of the meeting faces of the vane
and of the valve are clearly shown in the figure. From such conformation the
greatest amount of cushioning effect will be produced with .the least amount of
compressed fluid. The valve F, forced shut by this cushioning and compression
effect, allows the vane to be carried over it by the impetus of the machine, opening
the exhaust and then again immediately opening the admission valve F as in Fig. 3;
and as already stated, the cut-off valve a will admit steam beneath the valve F
just before the vane passes clear of it. During the action, therefore, of passing
across the face of the valve the friction of the vane is greatly reduced by the
decrease of steam pressure beneath the valve, and this is one very important and
novel feature of the device.
a
In Fig. 7 I show the manner in which my expansion engine, is converted into a
water motor having no expansion. The plug screw W is withdrawn and a long
screw-threaded water pipe connection W₁ introduced in its place carrying and
closing the mouth of the steam passage T and supplying water directly beneath
the valve F. In this manner the cut-off valve and the steam pipe S are entirely
removed from operation and the engine converted into an extremely simple and
economical water motor.
In addition to the distinctions between my engine and the prior art as already
explained, the flap valve or admission valve F differs materially in being so formed
that when raised it entirely clears the recess within which it is pivoted and extends
approximately radially across the chamber c resting against the shaft. It is
therefore held in place by the difference in pressure between the active steam and
the exhaust steam instead of being at all times forced directly against the revolving
parts by the full pressure of the steam beneath it, as has heretofore been customary.
Moreover, the valve is provided with a shoulder f which comes against a corre-
sponding shoulder in the wall of the chamber as the valve becomes worn away by

page_text: contact with the revolving shaft and vane. When so worn away, the shoulder f
will support a large part of the pressure upon the valve and proportionately reduce
the friction between the valve and the revolving shaft and vane.
The vane V may be symmetrically formed and the engine made reversible by
providing the necessary admission valve for driving it in the opposite direction.
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. In combination with the revolving vane, admission valve, and admission port,
of a rotating engine, the revolving vane directly closing or actuating the said
admission valve, a cut-off valve arranged to cut off steam and permit expansion
during a portion of the stroke, substantially as and for the purposes set forth.
2. In combination in a rotary engine, a shaft A, vane V, chamber c, admission
valve F, and admission pipes and connections S T, and a cut-off valve formed in
the projecting end of the said shaft and controlling the passage of steam or other
fluid through the said connections, substantially as and for the purposes set forth.
3. In combination in a rotary engine, a shaft carrying a vane V, a chamber c, an
admission valve F, co-operating with said vane V to admit steam or other fluid at
the proper time, admission pipes and connections S T, a valve seat or chamber
surrounding the end of said shaft and a cut-off valve formed in said shaft and
-controlling the passage of the steam or other fluid through said connections.
substantially as and for the purposes set forth.
4. In combination in a rotary engine, a shaft provided with a recessed or cut-
away portion a forming a cut-off valve, admission pipe S and connection or
passage T co-operating with the said cut-off valve, substantially as and for the
purposes set forth.
5. In combination in a rotary engine, admission port, means for supplying water
or other pressure thereto, connections, as S T, provided with a cut-off valve con-
trolled by the rotation for supplying the said engine, and means for admitting the
steam, water or other fluid either directly through the said admission port or by
way of the said cut off valve, at will, whereby the motor may be run at will with
or without cut-off and expansion, substantially as and for the purposes set forth.
6. In combination in a rotary engine, a chamber c, a shaft A and vane V
therefor, a head D enclosing the said vane and shaft within the said chamber and
leaving an interval or chamber between the end of the said shaft and the wall of
the said head, a passage P within the said shaft opening into the said interval or
chamber, branch connections from the said passage to the bearings of the said
engine, and an oil cup or other device for supplying oil to the said interval or
chamber, substantially as and for the purposes set forth.
7. In combination with the shaft and vane of a rotating engine, a combined
pivoted admission valve and head F therefor, and exhaust and admission ports
adjacent to the said valve, the parts being so proportioned that the vane will
cover and thereby close the exhaust port before coming into contact with the
.said valve and the fluid be confined and compressed between the said valve and
the said vane, substantially as and for the purposes set forth.
8. In combination in a rotary engine of the class described a vane V and combined
valve and head F provided with correspondingly shaped and fitted approaching
surfaces co-operating to produce a cushioning effect, substantially as and for the
purposes set forth.
1
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