Improvements in Fluid Pressure Motive Power Engines.
Year: 1892

page_text: Date of Application, 18th Feb., 1892
Complete Specification Left, 19th Dec., 1892-Accepted, 18th Feb., 1893
PROVISIONAL SPECIFICATION.
Improvements in Fluid Pressure Motive Power Engines.
I, RICHARD ERNEST BRADFORD, of 17 West Ferry Road, Millwall, in the
County of Middlesex, Engineer, do hereby declare the nature of this invention to
be as follows:-
-
My invention relates to certain new and useful improvements in the construction
of steam, gas, oil or hydraulic motive power engines.
The object of this invention is to combine the various qualities of high class
motive power machinery in a type of engine possessing fewer working parts, with
the result that in small stationary engine, durability and freedom from attention
are attained, in similar large engines, durability and economy of maintenance, in loco-
motive, marine and colonial engines, lightness and sensitiveness, in marine auxiliary
engines, lightness high speed and automatic adjustment, and in all types safety,
economy of steam or other power, freedom from noise and a reduction in first cost
and maintenance.
I effect the above results by improvements in the method of obtaining rotary
motion from the reciprocating motion of the piston or pistons of the engines, by a
method of supporting and lubricating the piston in a horizontal engine; by an
improved form of cam or eccentric for actuating the valves; by a single eccentric
reversing valve motion; by an arrangement of valve mechanism more especially
adapted for hydraulic engines; by a special arrangement of a triple expansion
engine with parallel cylinders and by a special arrangement of a triple expansion
engine with cylinders inclined to the shaft.
In the accompanying nine sheets of drawings, which illustrate the above features
of my invention :-
Fig. 1 is a diagrammatic developement of a helical path on a cylinder as
employed in converting the reciprocating motion of the piston into a rotary
motion.
Figs. 2, 3, 4, 5, 6 and 7 are similar diagrammatic developements shewing various
modifications.
Fig. 8 is a side elevation partly in section,
Fig. 9 is an end elevation and,
Fig. 10 is a plan of a horizontal steam engine embodying certain of the features
of my invention.
Figs. 11, 12, 13 and 14 are detail views of certain parts of the said engine.
Fig. 15 is a cross-sectional elevation and
Fig. 16 is a longitudinal sectional elevation of a device for supplying lubricant
to the piston.
Figs. 17 and 18 are detail views of certain parts of the same.
Fig. 19 is a perspective view of a pattern for forming the helical path aforesaid.
Figs. 20 shew in elevation and cross section my improved form of cam or
eccentric.
Fig. 21 is a perspective view of a pattern for forming a helical path of modified
form.
Fig. 22 is an elevation of a shaft in the form of a hyperboloid, having a path
of the shape shewn in Fig. 21 formed thereon.
Fig. 23 is a diagram shewing the application of the said hyperboloid to an
engine.
Fig. 24 is a sectional elevation of part of a hydraulic engine with my improved
valve gear.
Fig. 25 is an elevation of the ordinary link reversing gear.

page_text: ation of the said reversing gear operated by a single eccentric.
Fig. 27 is an elevation of a modified form of the same.
Figs. 28, 29, 30 and 31 represent a triple expansion engine with parallel
horizontal cylinders, constructed in accordance with my invention.
Figs. 32, 34 and 35 represent a triple expansion engine constructed in accordance
with my invention, having cylinders inclined to each other.
Figs. 36 and 37 are side elevations, and
Fig. 38 is an end view of a cylinder with a return helical path formed
thereon.
For converting the reciprocating motion of the piston into a rotary motion,
I employ as a basis the principle of the well known device of a drum or shaft
having a return helical path formed thereon, the crosshead of the piston rod being
provided with a roller or sliding piece to engage with such path.
Such an arrangement owing to several causes has not hitherto been successful in
practice, but I have introduced various improvements in the mode of construction,
which remove the hitherto existing objections and convert it into a practical and
useful motion for combination with an engine.
I carry out this part of my invention by means of a series of return paths,
circumscribing and sunk within or raised upon the surfaces of revolution of straight
or curved lines, at regular or irregular defined distances from an axial line in which
said paths, slides or rollers of suitable forms reciprocating in straight lines are
constrained to move. With such a device the axis of the piston rod may be
arranged parallel to the axis of the revolving shaft, or at right angles thereto, or at
any convenient intermediate angle.
In Fig. I shew a diagrammatic developement of one form in which I arrange
the return helical path upon a drum or shaft, such as shewn in Figs. 36, 37 and 38
(Sheet 8). A. B is the right-hand half and A C the left-hand half of the path.
D is a diamond shaped sliding piece attached to the crosshead of the engine and
constrained by guides to move in a straight line. The said piece having travelled
in the path from B to A, is ready to commence the return stroke. The face a¹¹
of the path A C is cut away in the manner shewn, so that the piece D as it returns
must come in contact with such face a", and therefore travel along the path A C
and continue to rotate the drum in the same direction. The other meeting place
of the path is necessarily formed in the same manner. By this means though there
will be a slight pause in the rotation of the drum, owing to the piece D having to
move a short distance, when its motion is reversed, before it comes in contact with
the face a, there will be no dead point and when a flywheel is provided on the
shaft there will be no pause in the rotation. In this case one outward and one
inward motion of the piston produce a revolution of the shaft as in a crank engine,
but in Fig. 2. A B C D is the developement of the surface of a drum, having
paths E. F G H, with the same axial angle but only half the length of those in
Fig. 1, so that twice the number of reciprocations of the pistons are required to
produce one revolution of the drum. A BK L Fig. 2 is the developement of
such a drum with paths so arranged that three times the number of reciprocations
are required to produce one revolution.
In Fig. 3 A B C D is the developement of the surface of a drum wherein each
path covers about a quarter of a revolution while the curved connections at the ends
make up the remainder. In place ofa diagonal pin, two rollers are employed to
work in the path, constrained by guides to move in straight lines and being placed
at an angle of 90° apart on the circumference of the drum, they cause a continuous
revolution of the said drum without any dead points or cessation of motion.
In cases where there is a limited supply of power, or when great mechanical
advantage is required, or the space is confined radially, I may use the arrangement
of path shewn in Fig. 4.
In this case also two rollers 90° apart are employed. When both rollers are
advancing or retreating they are on the portions a a, a a of the path, which are by
reason of their angle, only half as effectual as regards turning power as the

page_text: barts bb, bb, and while one roller is within the end in the act of reversing its
motion. the other is in one of the portions bb and has the same turning effect as
when both rollers are in the parts a a, a a, therefore the turning power is constant
throughout the whole revolution, provided the piston pressure is constant through-
out the stroke. If this arrangement be made with paths at a fine angle and be
applied for example to the spindle of the drum of a winding or hauling engine, the
engine may be stopped and the load will be held without the use of any break or
other similar device.
In Fig. 5 M N O P is the developement of a drum, the paths being arranged
as shewn by B A C and a roller D³, constrained by guides works therein, and a
flywheel or other suitable means for storage of power being provided, the drum
will rotate with much the same degree of relative speed as an ordinary one cylinder
crank eugine. In this arrangement there are two dead centres, but directly these
are passed the piston exerts its full rotative effect.
In the developement shewn in Fig. 6 the path is arranged so that an engine
working expansively and provided with a fly wheel may aproximate to a uniform
speed throughout the relative parts of its stroke, inasmuch as the angle of
pressure diminishes as the steam expands.
In Fig. 7 the developement of a path is shewn, so arranged that expansive
working and uneven weighting of the moving parts of the engine and flywheel,
form an engine of greater regularity and consequent economy than a crank engine
under similar conditions.
In the horizontal engine embodying several of the features of my invention, shewn
in Figs. 8, 9, 10, 11, 12, 13 and 14, A B is the cylinder and C J the piston. G is a
guide block at the end of the piston rod working on a suitable guide G³, it carries a
conical roller D working in the specially formed helical path in the drum K
which is carried in bearings H H and has a uniform rotation in the manner before
described. The piston rod is hollow and is provided with an internal shaft F, bolted
to the cylinder cover at D. This shaft is bent slightly upwards and so relieves the
cylinder of the weight of the piston, which is the chief objection to the horizontal
form of engine. The piston bears on the said shaft at E E, Fig. 8 with a long
bearing, or a wheel may be mounted on the piston to travel on the shaft. F, Fig. 8
is a sleeve placed around the shaft and fitting within the hollow piston rod.
The shaft is secured to the cylinder cover by means of the adjustable device
shewn to an enlarged scale in Figs. 14.
Eccentric sleeves B C are placed around the reduced end D of the shaft and fit
within the hole in the cover, and by simply rotating the said sleeves the shaft can
be adjusted in any required position to compensate for wear. The sleeves after
adjustment are secured from movement by tightening up the nut F, as they are
made slightly taper in their bore.
Lubrication of the cylinder on both sides of the piston takes place through the
hollow piston rod from the end G, Figs. 8 and 10. The lubricant is supplied by..
means of the percussive arrangement shewn in Figs. 15, 16, 17 and 18. The
lubricant is contained in the globe 2 and supplied to the horizontal chamber 3 by
the spring valve 4. 5 is a sliding plunger forced outwards by the spring 6. C 1$
a perforated delivery nozzle and 7 is a small check valve held to its seat by the
spring 8. The device shewn in Figs. 17 and 18 is screwed into the end of the
piston-rod at G, Figs. 8 and 10. It contains a check valve 9 held to its seat by a
spring 10. The action is as follows: The apparatus shewn in Figs. 15 and 16 is
attached to the frame of the engine so that the chamber 3 is in the axial line of the
piston rod. When the said rod is nearly at the outward end of its stroke the
mouth D Fig. 17 slides over the nozzle C Fig. 16 and the valve 9 is forced open,
the continued motion of the rod forces in the plunger 5 by the edge of D coming
in contact with its end, and lubricant is thus forced out of the chamber 3 and
delivered by the nozzle C inside the piston rod; on the retreat of the rod the
valve 9 closes, preventing escape of the delivered lubricant, the plunger 5 is forced

page_text: outwards again by the spring 3 and draws in a further supply of lubricant from
the globe 2. This action is repeated at every outward stroke of the piston.
The roller on the guide block is conical in form, as shewn most clearly in the
enlarged views Figs. 12 and 13. The angle of the cone is such that its largest and
smallest circumference shall be proportionate to the outer aud inner edges of the
drum path, so that all slipping and consequent friction and gyratory motion between
the surfaces is avoided, and there is no loss of power and wear of surfaces as in the
case when a cylindrical roller and parallel sided groove are employed.
To further diminish friction, the said conical roller is ournalled on parallel
roller bearings, as shewn clearly in Figs. 12 and 13.
The ends of the drum K are conical and are seated in conical bearings, as
shewn at the right hand end of Fig. 8, so that by by adjusting these bearings the wear
can be readily taken up, while the correct axial position of the drum is always
maintained.
The engine shewn on Sheet 2 is designed for marine purposes, the screw shaft
being coupled on at R Figs. 8 and 10. No separate thrust block is required as the
engine acts in the direction of the thrust. The valve is operated by a disc with an
encircling hoop, similar in construction to an ordinary eccentric, but the opening
through the disc is central, and bored at an angle, so that the disc is fixed at a
slant on the shaft. This device is shewn in Fig. 10, but is more clearly represented
by the enlarged views Figs. 20. Fig. 10 shows how the slanting position of the disc
serves to actuate the valve. A guide is provided at L M to prevent any turning
and twisting. The link and reversing gear may be of the ordinary type, or of the
modified arrangement shewn in Figs. 26 and 27, which represent a method of
operating a link reversing gear with a single eccentric. Fig. 25 represents the
reversing link motion valve gear of an ordinary marine engine.
In Fig. 26 the go-ahead eccentric is removed and the link is slung by a
suspension link A from a fixed point, B is the rod connecting the link with the
reversing mechanism. In Fig. 27 the go-astern eccentric is removed, and the rod
of the remaining eccentric is coupled to the opposite end of the link, a suspension
link A is employed as before, and a short connecting rod B attached to the end of
the link instead of the centre.
Fig. 19 is a shaded view of a pattern, castings of which in duplicate, when fitted
to a shaft form between them a return groove or path.
Fig. 21 is a shaded view of a pattern for a groove to be formed in the curved
surface of a hyperboloid. An hyperboloid with such a groove formed therein is
shown in Fig. 22 and can be affixed upon a shaft. The object of such form of
groove is to allow the piston rod to form an angle with the axial line of the shaft,
as shewn in Fig. 23.
As soon
The difficulty of operating the valves of a single cylinder hydraulic engine is
overcome by the automatic arrangement shewn in Fig. 24 Sheet 6. The
projecting end of the grooved drum K terminates as shewn in a helical shoulder
of uniform pitch, against which the ends of the plunger E and the valve rod D
abut. These rods are provided with shoulders which abut against the ends of the
rocker B C. The spindle D is half the sectional area of the plunger E.
as the shoulder A has passed the end of the spindle D, the said spindle is suddenly
forced out by the fluid pressure in the valve chest, and when the said shoulder has
passed the end of the plunger E, the said plunger is suddenly forced out, in the
same manner, and by means of the rocker BC carries the valve back. In this
manner springs are dispensed with, the water reversing the valve by its own
pressure.
The same arrangement is applicable to steam and other engines, in which cases,
either the pressure of the steam, or other fluid supplied to the engine is used, or
atmospheric air pumped up with an automatic force pump, or water under a head
pressure, as the particular requirements demand, is used. This arrangement of
valve gear is essential to the water engine, unless the more objectionable springs

page_text: be used, an assistant engine, such as is used for the present water engines, not being
quick enough for light high speeds.
The form of governor which I employ with water engines consists of a
combination of a small turbine and a pendulum or spring governor, adjustable in
such manner that the turbine may be locked at any limit of speed of the passage of
water.
Such hydraulic engines are particularly suitable for driving lathes, planing and
boring machines, and can be applied directly to the machine, thus saving all
belting and gearing.
Fig. 28 is a part side elevation, Fig. 29 a part end elevation and Fig. 30 a part
plan of a triple expansion engine arranged in accordance with my invention.
Fig. 31 is a cross section through the grooved drum the guide bars and piston rods.
In this engine the axes of the piston rods and of the grooved drum are all parallel
to each other. The drum, as shewn in Fig. 30 has a return groove and conical end
bearings. The three rollers on the three crossheads all work in the one groove,
and the three valves are all operated from the single slanting disc on the shaft
shewn in Fig. 30. The valve link of the low pressure cylinder being connected to
one lug on the encircling hoop of the disc and the valve-links of the high pressure
and intermediate cylinders being connected to another lug on the said hoop. The
method of connecting and reversing is shewn clearly in Fig. 28 and is arranged on
the same principle as the motion shewn in Figs. 26 & 27.
Fig. 32 is an end elevation, Fig. 34 a plan and Fig. 35 a side elevation of a
triple expansion engine arranged in accordance with my invention and having the
axes of the pistons all inclined to each other and to the axis of the drum.
In this case the drum and its groove are necessarily of the hyperboloid form
shewn in Figs. 21, 22 and 23. Fig. 35 shews how the air pump is worked from
the crosshead of the low pressure cylinder. In these figures only sufficient is
shewn to explain the arrangement of the main parts of the engine. The rest of
the details being very similar to those clearly shewn in Figs. 8, 9, 10, 11, 12
and 13.
It will be seen that in all the different arrangements of my improved engine, no
connecting-rod is used, but the reciprocating motion of the piston or pistons, acts
directly upon the shaft or shafts which are required to be rotated.
Dated this 18th day of February 1892.
RICHD. E. BRADFORD.
COMPLETE SPECIFICATION.
Improvements in Fluid Pressure Motive Power Engines.
I, RICHARD ERNEST BRADFORD, of 17 West Ferry Road, Millwall, in the
County of Middlesex, 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 :-
My invention relates to certain new and useful improvements in the construction
of steam, gas, oil, or hydraulic, motive power engines.
The object of this invention is to combine the various qualities of high class
motive power machinery in a type of engine, possessing fewer working parts,
with the result that in small stationary engines, durability and freedom from
attention are attained; in similar large engines durability and economy of
maintenance; in locomotive, marine and colonial engines, lightness and sensitive-
ness; in marine auxiliary engines, lightness, high speed and automatic adjustment;
and in all types, safety, economy of steam or other power, freedom from noise and
a reduction in first cost and maintenance.
I effect the above results by improvements in the method of obtaining rotary
motion from the reciprocating motion of the piston or pistons of the engine, by a
method of supporting and lubricating the piston in a horizontal engine; by an

page_text: improved form of cam or eccentric for actuating the valves; by a single eccentric
reversing valve motion; by an arrangement of valve mechanism more especially
adapted for hydraulic engines; by a special arrangement of a triple expansion
engine with parallel cylinders, and by a special arrangement of a triple expansion
engine with cylinders inclined to the shaft."
In the nine sheets of drawings filed with my Provisional Specification, which
illustrate the above features of my invention.
Fig. 1 is a diagrammatic developement of a helical path on a cylinder, as
employed in converting the reciprocating motion of the piston into a rotary motion.
Figs. 2, 3, 4, 5, 6, and 7 are similar diagrammatic developements, shewing various
modifications.
of
Fig. 8 is a side elevation, partly in section,
Fig. 9 is an end elevation, and
Fig. 10 is a plan of a horizontal steam engine embodying certain of the features
my inveution.
Figs. 11, 12, 13 and 14 are detail views of certain parts of the said engine.
Fig. 15 is a cross sectional elevation, and
Fig. 16 is a longitudinal sectional elevation of a device for supplying lubricant to
the piston.
Figs. 17 and 18 are detail views of certain parts of the same.
Fig. 19 is a perspective view of a pattern for forming the helical path aforesaid.
Figs. 20 shew in alevation and cross section my improved form of cam, or
.eccentric.
Fig. 21 is a perspective view of a pattern for forming a helical path of modified
form.
Fig. 22 is an elevation of a shaft in the form of a hyperboloid, having a path of
the shape shewn in Fig. 21 formed thereon.
Fig. 23 is a diagram shewing the application of the said hyperboloid to an
-engine.
Fig. 24 is a sectional elevation of part of a hydraulic engine with my improved
valve gear.
Fig. 25 is an elevation of the ordinary link reversing gear.
Fig. 26 is an elevation of the said reversing gear operated by a single eccentric.
Fig. 27 is an elevation of a modified form of the same.
Figs. 28, 29, 30 and 31 represent a triple expansion engine with parallel horizontal
-cylinders constructed in accordance with my invention.
Figs. 32, 34 & 35 represent a triple expansion engine constructed in accordance
with my invention, having cylinders inclined to each other.
Figs. 36 and 37 are side elevations and
Fig. 38 is an end view of a cylinder with a return helical pathe formed thereon.
In the accompanying nine sheets of drawings filed with this Complete
Specification:
Figs. 36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 46, 47, 48, 49, 50 are diagrams
representing various modified arrangements for converting the reciprocating motion
of the piston or pistons into a rotary motion.
Fig. 51 is a diagram of the developement of a drum, for a double piston single
cylinder engine, with the axial lines of pistons and drum parallel.
Fig. 52 is an elevation of the said drum, shewing rollers and crossheads in
position.
Figs. 53 and 54 shew triple expansion engines with piston rods at right angles to
drum.
Figs. 55, 55ª, 5:³, 55" and 55° represent a single acting one cylinder engine, with
the piston and drum on the same axial line.
Figs. 56, 56, 56, 56, and 56" shew a double acting single cylindered engine,
arranged for high speed and automatic adjustment throughout.
Figs. 57, 57, 57, 57%, and 57" represent a modified double acting single
cylindered engine, arranged for high speed and automatic adjustment throughout.

page_text: Figs. 58 and 59, shew an inner and outer shaft, driven from the same crosshead.
Figs. 60, 61, and 62 shew in end elevation, side elevation and plan, a single.
acting, single cylinder engine, arranged at right angles.
Figs. 63, 64 and 65, shew end elevation, side elevation and plan of a double acting
single cylinder engine, also at right angles.
Figs. 66, 67 and 68 shew end elevation, side elevation and plan of a single acting
three cylinder engine, arranged at right angles.
For converting the reciprocating motion of the piston into a rotary motion, I
employ as a basis the principle of the well known device of a drum or shaft, having
a return helical path formed thereon, the crosshead of the piston-rod being provided
with a roller or sliding piece to engage with such path.
Such an arrangement owing to several causes has not hitherto been successful in
practice, but I have introduced various improvements in the mode of construction,
which remove the hitherto existing objections and convert it into a practical and
useful motion for combination with an engine.
I carry out this part of my invention by means of a series of return paths,.
circumscribing and sunk within or raised upon the surfaces of revolution of straight
or curved lines at regular or irregular defined distances from an axial line, in which
said paths, slides or rollers of suitable forms, reciprocating in straight lines, are
constrained to move. With such a device the axis of the piston rod may be
arranged parallel to the axis of the revolving shaft, or at right angles thereto, or at.
any convenient intermediate angle.
Referring first to the drawings filed with my Provisional Specification; in Fig. 1
I shew a diagrammatic developement of one form in which I arrange the return
helical path upon a drum or shaft, such as shewn in Figs. 36, 37 and 38. AB is.
the right-hand half and A C the left-hand half of the path. D is a diamond shaped
sliding piece attached to the crosshead of the engine and constrained by guides to
move in a straight line. The said piece having travelled in the path from B to A,
is ready to commence the return stroke. The face a" of the path AC is cut away
in the manner shewn, so that the piece D, as it returns, must come in contact with
such face a", and therefore travel along the path AC and continue to rotate the
drum in the same direction. The other meeting place of the paths is necessarily
formed in the same manner. By this means, though there will be a slight pause
in the rotation of the drum owing to the piece D having to move a short distance,
when its motion is reversed, before it comes in contact with the face a", there will
be no dead point, and when a fly wheel is provided on the shaft, there will be no
pause in the rotation. In this case one outward and one inward motion of the
piston produce a revolution of the shaft, as in a crank engine; but in Fig. 2 ABCD
is the developement of the surface of a drum, having paths E F G H with the same
axial angle, but only half the length of those in Fig. 1, so that twice the number of
reciprocations of the piston are required to produce one revolution of the drum.
ABKL Fig 2 is the developement of such a drum, with paths so arranged that
three times the number of reciprocations are required to produce one revolution.
In Fig. 3 A B C D is the developement of the surface of a drum wherein each
path covers about a quarter of a revolution, while the curved connections at the
ends, make up the remainder.
In place of a diagonal pin, two rollers are employed to work in the path,
constrained by guides to move in straight lines, and being placed at an angle of 90°
apart, on the circumference of the drum, they cause a continuous revolution of the
said drum, without any dead points or cessation of motion.
In cases where there is a limited supply of power, or when great mechanical
advantage is required, or the space is confined radially I may use the arrangement
of path shewn in Fig. 4.
In this case also two rollers 90° apart are employed. When both rollers are
advancing or retreating, they are on the portions a a, a a, of the path, which
are by reason of their angle, only half as effectual as regards turning power as
the parts bb, bb, and while one roller is within the end in the act of reversing

page_text: its motion, the other is in one of the portions bb, and has the same turning
effect as when both rollers are in the parts a a, a a, therefore the turning power
is constant throughout the whole revolution, provided the piston pressure is
constant throughout the stroke. If this arrangement be made with paths at a
fine angle, and be applied for example to the spindle of the drum of a winding
or hauling engine, the engine may be stopped and the load will be held without
the use of any break or other similar device.
In Fig. 5 M N O P is the developement of a drum, the paths being arranged as
shewn by B A C and a roller D', constrained by guides, works therein, and a fly
wheel, or other suitable means for storage of power, being provided, the drum will
rotate with much the same degree of relative speed as an ordinary one cylinder
crank engine. In this arrangement there are two dead centres, but directly these
are passed, the piston exerts its full rotative effect.
In the developement shewn in Fig. 6 the path is arranged so that an engine
working expansively and provided with a fly wheel, may approximate to a uniform
speed through the relative parts of its stroke, inasmuch as the angle of pressure
diminishes as the steam expands.
In Fig. 7 the developement of a path is shown, so arranged that expansive
working and uneven weighting of the moving parts of the engine and fly wheel form
an engine of greater regularity and consequent economy than a crank engine under
similar conditions.
In the horizontal engine, embodying several of the features of my invention,
shewn in Figs. 8, 9, 10, 11, 12, 13 and 14, A B is the cylinder and CJ the piston.
G is a guide block at the end of the piston rod working on a suitable guide G¹, it
carries a conical roller D working in the specially formed helical path on the drum K
which is carried in bearings H H and has a uniform rotation in the manner before
described.
The piston rod is hollow and is provided with an internal shaft F, bolted to the
cylinder cover at D. This shaft is bent slightly upwards and so relieves the
cylinder of the weight of the piston, which is the chief objection to the horizontal
form of engine. The piston bears on the said shaft at E E, Fig. 8, with a long
bearing, or a wheel may be mounted on the piston to travel on the shaft. F, Fig. 8
is a sleeve placed around the shaft and fitting within the hollow piston rod. The
shaft is secured to the cylinder cover by means of the adjustable device shewn to an
enlarged scale in Figs. 14.
Eccentric sleeves B C are placed around the reduced end D of the shaft and fit
within the hole in the cover, and by simply rotating the said sleeves the shaft can
be adjusted in any required position to compensate for wear. The sleeves after
adjustment are secured from movement by tightening up the nut F, as they are
made slightly taper in their bore.
Lubrication of the cylinder on both sides of the piston takes place through the
hollow piston rod from the end G Figs. 8 and 10. The lubricant is supplied by
means of the percussive arrangement shewn in Figs. 15, 16, 17 and 18. The
lubricant is contained in the globe 2 and supplied to the horizontal chamber 3 by
the spring valve 4. 5 is a sliding plunger forced outwards by the spring 6. C is a
perforated delivery nozzle and 7 is a small check valve held to its seat by the
spring 8. The device shewn in Figs. 17 and 18 is screwed into the end of the
piston-rod at G Figs. 8 and 10.
It contains a check valve 9 held to its seat by a spring 10. The action is
as follows. The apparatus shewn in Figs. 15 and 16 is attached to the frame of the
engine, so that the chamber 3 is in the axial line of the piston rod. When the said
rod is nearly at the outward end of its stroke the mouth D Fig. 17 slides over the
nozzle C Fig. 16, and the valve 9 is forced open, the continued motion of the rod
forces in the plunger 5 by the edge of D coming in contact with its end, and
lubricant is thus forced out of the chamber 3 and delivered by the nozzle C inside
the piston rod; on the retreat of the rod the valve 9 closes, preventing escape of
the delivered lubricant, the plunger 5 is forced outwards again by the spring 3 and

page_text: draws in a further supply of lubricant from the globe 2. This action is repeated at
every outward stroke of the piston.
The roller on the guide block is conical in form, as shewn most clearly in the
enlarged views Figs. 12 and 13. The angle of the cone is such that its largest and
smallest circumference shall be proportionate to the outer and inner edges of the
drum path, so that all slipping and consequent friction and gyratory motion between
the surfaces is avoided and there is no loss of power and wear of surfaces, as in the
case when a cylindrical roller and parallel sided groove are employed.
To further diminish friction the said conical roller is journalled on parallel roller
bearings, as shewn clearly in Figs. 12 and 13, to a larger scale than in Figs. &
and 9.
The ends of the drum Kare conical and are seated in conical bearings, upon
slightly tapered friction rollers as shewn at the right hand end of Fig. 8, so that by
adjusting these bearings, the wear can be readily taken up, while the correct axial
position of the drum is always maintained.
The engine shewn in Figs. 8, 9 and 10, is designed for marine purposes, the screw
shaft being coupled on at R, Figs. 8 and 10. No separate thrust block is required
as the engine acts in the direction of the thrust. The valve is operated by a disc
with an encircling hoop, similar in construction to an ordinary eccentric, but the
opening through the disc is central and bored at an angle, so that the disc is fixed at
a slant on the shaft. This device is shewn in Fig. 40, but is more clearly
represented by the enlarged views Figs. 20. Fig. 10 shews how the slanting position
of the disc serves to actuate the valve. A guide is provided at L M to prevent any
turning and twisting. The link and reversing gear may be of the ordinary type or
of the modified arrangement shewn in Figs. 25, 26, and 27, which represent a
method of operating a link reversing gear with a single eccentric. Fig. 25
represents the reversing link motion valve gear of an ordinary marine engine.
In Fig. 26 the go-ahead eccentric is removed and the link is slung by a suspension
link A from a fixed point, B is the rod connecting the link with the reversing
mechanism. In Fig. 27 the go-astern eccentric is removed, and the rod of the
remaining eccentric is coupled to the opposite end of the link, a suspension link A
is employed as before, and a short connecting rod B attached to the end of the link
instead of the centre.
Fig. 19 is a shaded view of a pattern, castings off which in duplicate, when fitted
to a shaft, form between them a return groove or path.
Fig. 21 is a shaded view of a pattern for a groove to be formed in the curved
surface of a hyperboloid.
An hyperboloid with such a groove formed therein is shewn in Fig. 22, and can be
affixed upon a shaft. The object of such form of groove is to allow the piston
rod to form an angle with the axial line of the shaft, as shewn in Fig. 23.
The difficulty of operating the valves of a single cylinder hydraulic engine, is
overcome by the automatic arrangement shewn in Fig. 24, Sheet 6. The projecting
end of the grooved drum terminates, as shewn, in a helical shoulder of uniform
pitch, against which the ends of the plunger E and the valve rod D abut. These
rods are provided with shoulders which abut against the ends of the rocker B C.
The spindle D is half the sectional area of the plunger E. As soon as the
shoulder A has passed the end of the spindle D, the said spindle is suddenly forced
out by the fluid pressure in the valve chest, and when the said shoulder has passed
the end of the plunger E, the said plunger is suddenly forced out in the same
manner, and by means of the rocker B C, carries the valve back. In this manner
springs are dispensed with, the water reversing the valve by its own pressure.
The same arrangement
applicable to steam and other engines, in which cases
either the pressure of the steam, or other fluid supplied to the engine, is used, or
atmospheric air pumped up with an automatic force pump, or water under a head
pressure, as the particular requirements demand, is used. This arrangement of
valve gear is essential to the water engine, unless the more objectionable springs be
B

page_text: used; an assistant engine, such as is used for the present water engines, not being
quick enough for light high speeds.
The form of governor, which I employ with water engines, consists of a
combination of a small turbine and a pendulum, or spring governor, adjustable in
such manner that the turbine may be locked at any limit of speed of the passage of
water.
Such hydraulic engines are particularly suitable for driving lathes, planing and
boreing machines, and can be applied directly to the machine, thus saving all
belting and gearing.
Fig. 28 is a part side elevation, Fig. 29 a part end elevation and Fig. 30 a part
plan of a triple expansion engine arranged in accordance with my invention.
Fig. 31 is a cross-section through the grooved drum, the guide bars and piston
rods. In this engine the axes of the piston rods and of the grooved drum are all
parallel to each other. The drum as shewn in Fig. 30, has a return groove and
conical end bearings. The three rollers on the three cross-heads all work in the
one groove, and the three valves are all operated from the single slanting disc on
the shaft, shewn in Fig. 30.
The valve link of the low pressure cylinder being connected to one lug on the
encircling hoop of the disc and the valve links of the high pressure and intermediate
cylinders being connected to another lug on the said hoop. The method of
connecting and reversing is shewn clearly in Fig. 28 and is arranged on the same
principle as the motions shewn in Figs. 26 and 27.
Fig. 32 is an end elevation, Fig. 34 a plan and Fig. 35 a side elevation of a triple
expansion engine arranged in accordance with my invention and having the axes
of the pistons all inclined to each other and to the axis of the drum. In this case
the drum and its groove are necessarily of the hyperboloid form shewn in
Figs. 21, 22, and 23. Fig. 35 shews how the air-pump is worked from the cross-
head of the low pressure cylinder.
In these figures only sufficient is shewn to explain the arrangement of the main
parts of the engine, the rest of the details being very similar to those clearly shewn
in Figs. 8, 9, 10, 11, 12 and 13.
Referring to the drawings filed with this my Complete Specification, Figs. 36
to 50 represent various modifications of the arrangement for directly converting
the reciprocating motion of the piston into the rotary motion of the shaft, wherein
the axial line of the piston is at right angles to the axial line of the shaft.
The same letters of reference denote similar parts throughout all the said figures.
In Fig. 36, A is the shaft, B the drum, and C the path formed in the face
thereof. D D are two rollers seated in the path C and operated by the pistons of
two cylinders and reciprocating as indicated by the dotted lines. The path C is
so shaped that the effect of such reciprocation is to rotate the drum in the direction
shewn by the arrow, one in and out stroke of the pistons giving one revolution.
In Fig. 37 a similar arrangement is shewn, but here two strokes are required
for a revolution and in Fig. 38 three strokes are necessary. Fig. 39 is a modi-
fication of Fig. 36 with one piston only.
Fig. 40 is an arrangement wherein two strokes of a single piston give one
revolution, and, Fig. 41, a similar arrangement wherein one and a half strokes of a
single piston give one revolution. In Fig. 42 the path C is a circle and one stroke
of a single piston gives a revolution.
Figs. 43 and 44 are similar arrangements requiring respectively two and three
strokes for a revolution.
Figs. 45 and 46 are also modified circular arrangements requiring only a single
stroke, Fig. 47 requires two strokes, Fig. 48 three strokes, and Figs. 49 and 50
both eight strokes for a revolution.
In Fig. 51 shew a diagram of the developement of a drum for use with a single
cylinder engine having a double piston, the rod of one piston being tubular and the
rod of the other piston sliding through it. Two rollers D Ď¹ are employed

page_text: connected to the cross heads of the respective pistons. The axis of the pistons is
parallel with the axis of the drum.
Fig. 52 is a shaded view of the actual ridge shewn in developement in Fig. 51.
The principle of this engine is precisely the same as that of Figs. 56, 56^,
56", 56 and 56", the only essential difference consists in the use of the rollers
instead of the sliders to work along the drum.
The developement and the shaded elevation of drum in Figs. 51 and 52 is full
size for a double piston single cylinder engine of 6 inches stroke and consists
inches
of a pair of webs 5 inches diameter for driving and a pair of webs
diameter, for bringing back the pistons. Each piston being single acting as
The object of the larger
shewn at Fig. 56 similar to Fig. 554 and Fig. 63.
diameter of ridge for bringing back the pistons, is to bring the angle of the
ridge more nearly normal to the axis of the cylinder and so reduce the pressure
on the guides. The object of this developement, Fig. 51 and of the setting of
the centre of the driving shaft out of the axial line in Figs. 60, 61 and 62 and
Figs. 63, 64 and 65 is the same, namely to make more than half a revolution
of the shaft in the outward stroke and return in less than half a revolution, thus
enabling two single acting pistons to drive without the aid of a flywheel or other
storage. Of course Figs. 60. 61 and 62 only represent a single piston, single
acting engine, and this will only drive in its stroke about two thirds of a
revolution and so requires a light flywheel to enable it to complete the revolution,
but in the other cases, namely 51 and 52, 56 and 57 and 63, where there are
two single acting pistons but only one cylinder, the backward and forward strokes
each turning the shaft about two thirds of its revolution, the turning efforts overlap
and consequently no flywheel is necessary.
Fig. 56 is an end view, Fig. 56 a sectional elevation through the cylinder and
valve chest and Fig. 56 a plan of a single cylinder double piston engine of the
class above mentioned, arranged for high speed and automatic adjustment through-
out. In this case suitably shaped pieces instead of rollers are shewn to work on
ridges back to back instead of face to face on the drum. One piston operates on
one side of the ridge and the other piston on the other side.
There are two piston valves, one for each piston, the valve controlling one piston
being operated directly from the cross-head of the other piston. The ridge as
all wear,
up
shewn is formed in two parts, means being thus provided to take
adjustment being effected by means of gib and cottar.
the
Fig. 56° is the developement of the outer edge and Fig. 56º the developement of
the inner edge of the ridge employed with this engine. The space between the
pistons is to be used as the air supply pump in oil and gas engines.
Fig. 55 is au end elevation, Fig. 55A a sectional side elevation and Fig. 55 a
plan of a compact arrangement of a single acting single cylinder engine having
the piston and drum on the same axis. The piston has an extension bearing
against the drum path on the fly wheel shaft, such extension having a piece pro-
jecting through a slot in the cylinder and working in adjustable guides to prevent
the piston rotating. The bearings of the shaft are conical and adjustable and the
valve is operated directly by the steam pressure and controlled by a cam-face on
the drum.
Fig. 55 is a developement of the inner edges and 55" of the outer edges of the
paths on the drum and piston extension, these being so shaped that the recipro-
cation of the piston rotates the drum.
Figs. 57, 57 57 57 and 57" are views of a single cylinder double piston engine
corresponding to that shewn in Figs. 56, 56, 56", 56 and 56" with the exception
that in this case in place of sliding pieces acting on the outside edges of a ridge,
conical rollers are employed acting within a groove on the drum..
Fig. 53 is a diagram of a triple expansion engine in elevation adapted for acting
at right angles with a path of the forin shewn in Fig. 36, the high and low pressure
piston rods being connected and operating one roller while the intermediate rod
operates the other roller.

page_text: Fig. 54 is a similar view of a triple expansion engine wherein the high pressure
and intermediate rods operate the rollers in a path of the form shewn in Fig. 36^
while the low pressure rod operates a roller in a path of the form shewn in Fig. 39,
the two said paths being cast or formed in the same drum.
Referring to Fig. 58, if in a screw steamer the propeller shaft A be hollow
and an internal shaft F be fitted within it and the ends of these shafts have grooves
similar to Figs. 1, 2, 3, 4, 5, 6 and 7 formed in them as shewn in section at Fig. 58,
which represents a compound engine with guides D between the inner and outer
shaft, then either the inside shaft may be made to travel faster in the same
direction or to travel at the same speed or faster in the opposite direction and the
chief part of the reaction which would otherwise be expended on the guide will be
used in rotating the extra shaft. The propellers are arranged similarly to those
shewn in Fig. 59. Thus in high speed ships, the propeller on the external shaft
running at the same relative speed as in present practice, the propeller on the
internal shaft increasing the speed and so diminishing the area of water projected
aft, twice the available force may be got out of the same area or draught of ship,
and in cargo vessels, by the propeller on the internal shaft being driven in the opposite
direction, i.e. one propeller being left hand and the other right, twice the "grip'
so necessary for slow going full lined vessels, is obtained. This also applies to
shallow draught vessels and it may be stated as a general rule that whatever the
available propelling power on any given water area or draught of vessel by the
same engine speeds and proportionately larger engines the available propelling
facilities and consequent power
at once more than doubled.
Fig. 59 shews such a double screw shaft, but in this case the external shaft has
a drum at right angles to the shaft with path as shewn in Fig. 364, operated by the
high pressure and intermediate cylinders, and the internal shaft has a drum at right
angles to the shaft and path similar to Fig. 39 operated by the low pressure
cylinder.
The action in the opposed or equilibriated engines of the types shewn in
Figs. 58 and 59 is more direct than in any other so called direct acting engine,
and in consequence all the economy claimed for the simple form of my improved
engine is at once more than doubled in doubling the power of any given ship.
The equilibriated engine is not confined to the right angle form as a parallel,
or skew either hyperboloid or conical drum may be used. Fig. 58 represents an
arrangement of this form of engine with the axes of the pistons parallel to the 3
shafts.
Fig. 60 is a sectional end elevation Fig. 61 a side elevation and Fig. 62 a plan of
a single cylinder_single acting engine in which A is the cylinder B the piston,
C the valve box, D the shaft, E a drum formed eccentrically in one piece with the
shaft, Fa roller journalled in an extension of the piston and rolling on the periphery
of the drum E. G is an eccentric operating the valve.
Fig. 63 is a sectional end elevation, Fig. 64 a side elevation and Fig. 65 a plan
of a
single cylinder, double piston double acting engine. This engine is arranged
and operates on the same principle as that shewn in Figs. 56, 56 and 56B
with the exception that the axis of the pistons is at right angles to the shaft. The 4
rollers F F on the cross heads roll upon a drum E as in the previously described
engine Figs. 60, 61 and 62, but the axis of the pistons passes outside the centre of
the shaft, thus avoiding dead centres and providing for compression between the
pistons in the case of a gas or oil engine.
Fig. 66 is a sectional end elevation, Fig. 67 a sectional side elevation and
Fig. 68 a plan of a single acting engine similar to that shewn in Figs. 60, 61 and 62
but having three cylinders arranged at angles of 120° radially from the shaft
centre in the well known manner for high speed engines, so that there are no dead
points.
It will be seen that in all the different arrangements of my improved engine no 5
connecting rod is used, but the reciprocating motion of the piston or pistons acts
directly upon the shaft or shafts which are required to be rotated.

page_text: Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim, is :-
1. In a direct acting motor of the type described, a sliding piece on the piston
rod crosshead engaging with a return path on a drum, said path being so formed at
its ends that the sliding piece when it has completed its outward or inward stroke,
must return in the return half of the path, substantially as described with reference
to Figs. 1, 2, 22, 36, 37, 38 and 49.
2. In a direct acting motor of the type described, a drum having a return path,
the ends of said path having a coarser pitch than the central parts, two rollers.
operated by two cylinders, and working in said path, substantially as and for the
purpose described, with reference to Fig. 4.
3. In a direct acting motor of type described, a drum having a return path of
curved or varying pitch, to give a differential application power to obtain a
constant turning moment with an engine working expansively, substantially as
described, with reference to Fig. 6.
4. In a direct acting motor of the type described, a drum having a return path,
conical end journals, and conical adjustable bearings to receive said journals, sub-
stantially as described with reference to Figs. 8, 9, 10, 24, 30, 34, 35, 52, 55, 56B.
and 57, 57 and 57B.
5. In a direct acting motor of the type described, a drum having a return path,
conical end journals running in adjustable conical roller bearings, substantially as
described with reference to Figs. 8, 9, 12 and 13.
6. In a direct acting motor of the type described, a drum having a return path,
in combination with a conical roller of such form that its largest and smallest
circumference shall be proportionate to the outer and inner edges of said drum
path, so that all slipping and consequent friction and gyratory motion between the
surfaces is avoided, substantially as described with reference to Figs. 8, 9, 10, 11, 12,
30, 31, 34, 35 and 57.
7. In a direct acting motor of the type described, a drum having a return path
in combination with a roller, working on roller bearings, substantially as
described.
8. In a direct acting motor of the type described, a hollow piston rod in com-
bination with a fixed internal tail rod, substantially as described with reference to
5 Figs. 8 and 10.
9. In a direct acting motor of the type described, a hollow piston rod in com-
bination with an internal tail rod, held and adjusted by eccentric sleeves, substan-
tially as described with reference to Figs. 8 and 14.
10. In a direct acting motor of the type described, the combination with a hollow
Opiston rod of a chamber having a mouth D and nonreturn valve 9, a receptacle 2,
chamber 3, valve 4, plunger 5, nozzle C and valve 7, operated at the end of each
outward stroke of the piston to lubricate the cylinder substantially as described,
with reference to Figs. 8, 10, 15, 16, 17 and 18.
11. In a direct acting motor of the type described, a skew rotating sleeve
5 reciprocating a grooved strap to impart motion to a valve or valves, substantially as
described with reference to Figs. 10, 20, 28, 29 and 30.
12. In a direct acting motor of the type described, a return path circumscribing
and sunk within or raised upon the surface of revolution of a curved line, in com-
bination with a piston or pistons otherwise than parallel to the axis of revolution of
said path.
13. In a direct acting motor of the type described, a valve motion operated
directly by the fluid pressure, consisting of a plunger valve spindle actuated at
one end by the fluid pressure and at the other by a cam, substantially as
described.
5 14. In a direct acting motor of the type described, a valve motion operated
directly by the fluid pressure, consisting of a plunger valve spindle, a plunger of

page_text: greater area than said valve spindle, and connected thereto by a rocker, both
plungers being operated at one end by the fluid pressure and at the other by a cam,
in the manner substantially as described with reference to Fig. 24.
15. In the reversing gear of a direct acting motor of the type described, a
reversing link fulcrummed on a link A and operated by a single eccentric, substan-
tially as described with reference to Figs. 8, 9, 10, 26, 27, 28, 29 and 30.
16. In a direct acting motor of the type described, a piston or pistons arranged
perpendicularly to the shaft axis, and operating one or more return paths in or
upon a drum on said shaft, substantially as described with reference to Figs. 36*
to 50, 53, 54, 59, 60, 61, 62, 63, 64, 65, 66, 67 and 68.
17. In a direct acting motor of the type described, a cylinder having a piston
with a tubular rod and a second piston with a rod passing through said tubular rod,
said piston rods having rollers or slides operating in the return path of a drum, so
that with only one cylinder the advantages of a double single acting engine are
obtained, substantially as described.
18. In a direct acting motor of the type described, a cylinder with two pistons
as described in the preceding claim, acting upon the path of a drum having the
developement shown in Figs. 51 and 52, thus avoiding dead centres and giving a
differential motion to the pistons which in a gas or oil motor can be utilised for
compression, substantially as described, with reference also to Figs. 56, 56, 56B,
56°, 56, 57, 57, 57 and 57.
19. In a direct acting motor of the type described, a cylinder with two pistons
as set forth in Claim 17, acting in a line passing outside the centre of shaft and at
right angles thereto, thus avoiding dead centres and giving a differential movement
to the pistons, substantially as described, with reference to Figs. 63, 64 and 65..
20. The combination of a hollow shaft having a return path, a shaft within said
hollow shaft having a return path, and a direct acting motor of the type described,
operating both said shafts, substantially as described with reference to Fig. 58.
21. The combination of a hollow shaft having a return path, a shaft within said
hollow shaft having a return path, and each said shaft operated by a separate
motor of the type described, substantially as set forth with reference to Fig. 59.
22. In a direct acting motor of the type described, a drum with a return path
constructed in two parts and provided with means for adjustment to take up
wear in the path or paths, substantially as described with reference to Figs. 56,
and 57B.
Dated this 17th day of December 1892.