Year: 1886

page_text: [Communicated from abroad by William James Lane and John Griffen Lane,
both of Poughkeepsie, in the State of New York, and William Henry Field,
of Greenwich, Stute of Connecticut, all in the United States of America.]
I, PHILIP MIDDLETON JUSTICE of 55 and 56 Chancery Lane in the County of
Middlesex Fellow of the Institute of Patent Agents do hereby declare the nature
of this invention (a communication to me from abroad by William James Lane
and John Griffen Lane both of Poughkeepsie in the State of New York and William
Henry Field of Greenwich, State of Connecticut, all in the United States of
America) and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
The invention relates to the class of engines sometimes termed Revolving
Cylinder Engines.
Of these, various forms have been devised but none so far as I am aware have
been put into practical use by reason of certain difficulties inherent in the machines
heretofore devised, as hereinafter explained.
To overcome these difficulties and thereby to provide an engine capable of high
rate of speed, and having the now well recognized advantages arising therefrom, is
the general object of this invention.
This high rate of speed is due primarily to the general principles of the engine
hereinafter described, in which pistons and cylinders are used with the working
effect derived therefrom, but with no absolute reciprocating motion of parts what-
ever, and only rotary motion. As in an engine of this kind, all, or most of the
working parts revolve, and there are no reciprocating parts whatever to be brought
to and started from a state of rest at each semi-revolution, but all working parts
revolve about centres, continuously in one direction, it follows that a much greater
speed of parts may be allowed, than in cases where the strains due to absolute
reciprocation cause an earlier limit.
With the high speed there arises a difficulty heretofore not provided for, of
constantly and perfectly lubricating these parts, an object absolutely essential to be

page_text: provided for, in a machine moving at a high rate of speed. Further it is essential
that the working parts should be in compact form, for the reason that the high
rate of speed with its consequent centrifugal force would be incompatible with a
large diameter of the engine. Therefore, the principal special objects which I have
had in view, relate to the overcoming of these difficulties, but I have in connection
with these sought also to introduce improved details of construction, which I have
found necessary in practically carrying out my invention.
The invention therefore consists:--
First, and generally of a rotary steam cylinder or cylinders mounted on a shaft,
with piston or pistons, connected to another shaft, out of line with, but parallel to,
the first or cylinder shaft, and all enclosed in a steam chamber connected with the
exhaust.
Secondly, it consists of a steam cylinder or cylinders, mounted on a shaft, and
substantially radial or at right angles thereto, with its piston or pistons connected
to a wheel or radial arm, mounted on a shaft out of line with the first or cylinder
shaft, the cylinder or cylinders, and piston connections with the wheel or arm,
being enclosed in a steam space, connected with the exhaust, whereby the piston
and its connections are lubricated.
Thirdly, it consists of an exhaust passage into the chamber enclosing the steam
cylinder and piston connections, arranged to discharge exhaust steam across the
chamber and against the connection points and other working parts.
Fourthly, it consists of cylinders mounted upon a shaft with their pistons and
connections enclosed in a steam chamber with passages from the said chamber to
the bearings of the shaft.
Fifthly, it consists in a special construction of a divided sleeve forming an
immediate bearing surface of the shaft, whereby the steam is conducted to all parts
thereof.
Sixthly, it consists in forming a steam passage through the bottom of the piston,
to the joint of the connection with the piston, whereby this inner joint is lubricated.
Seventhly, it consists of an improved construction of the piston and piston
connection, the piston being made hollow from its outer end, with the connection
hinged to the bottom, whereby the long bearing is provided for the piston and
the connection is shortened with corresponding reduction in the diameter of the
engine.
Eighthly, it consists of a direct connection, by means of a pitman or link, between
the piston of the cylinder mounted upon one shaft and the wheel or radial arın on
another shaft out of line but parallel with the cylinder shaft.
Ninthly, it consists of a link connection between the cylinder or cylinders, and
the wheel part or arm, whereby the two shafts are kept in unison.
Tenthly, it consists of a yielding pressure collar applied to the cylinder shaft,
acting in opposition to the outward steam pressure.
Eleventhly, it consists of a worm or screw, and its connection, for changing and
controlling the position of the cut off valve.
Twelfthly, it consists of a compound engine consisting of a large and small
cylinder arranged radially on a shaft, with pistons and piston connections from
each piston, to a wheel or radial arm on another shaft, out of line with the cylinder
shaft, with steam induction passages to the smaller cylinder or cylinders, steam
passages from the exhaust of the smaller to the larger cylinders, and exhaust
passages from the larger.
Finally, it consists in details of construction, all as hereinafter set forth, and
particularly indicated in the claims.
In the accompanying drawings:—
Fig. 1 represents the engine in perspective with the upper portion of the
enclosing case broken away to show the wheel and cylinders.
Fig. 2 is a plan view of a horizontal section taken longitudinally of the shaft.
Fig. 3 represents a vertical transverse section on line ---
inlet and exhaust ports being shown in dotted lines.
x of Fig. 2 the

page_text: Fig. 4 18 a section on line y
y of Fig. 2 showing the bearing for the shaft.
Fig. 5 is a section on line 22 on Fig. 2.
Fig. 6 shows a side elevation of the inlet and exhaust ports, with the position of
the cylinders and the ports indicated in dotted lines.
Fig. 7 is a similar view of a compound form of engine.
Fig. 8 is a perspective view showing more clearly the inlet and exhaust ports
adapted to a compound form of engine.
Fig. 9 is a detail sectional view.
In these drawings A indicates the cylinder shaft, the inner end of which carries
one or more cylinders B. I have shown four of these cylinders set radially on the
end of the shaft at equal distances, that being a convenient number. The cylinders
in this single acting form of the engine are of equal size and are fixed to the central
hub b, which is secured to the end of the shaft. The cylinders are open at their
outer ends and receive and exhaust steam through ports e, in the hub which opens
laterally in the end of the hub. The end of the hub through which these steam
ports open, is ground to a fit against the corresponding face of the casing. The
induction port leads from the steam supply pipe D, and is shown at d in the
face of the casing represented in Fig. 6. This port is elongated in the face of the
casing on a circular path concentric with the centre of the shaft, and on a line with
the path of the steam ports in the hub, and is provided with a variable cut off, as
shown in Fig. 6, hereinafter explained. The exhaust is through a similar curved
elongated port d' in the said face, and this communicates at d, Fig. 2, with a passage 3,
into the interior of the case as shown in Figs. 2 and 6. The supply and exhaust
are indicated by the arrow in the said figures. The form of the pistons is also
shown in Fig. 2 at E. They are cup shaped with the open end outward, and the
piston connection F, is hinged to the bottom of the piston by means of threaded
bolts f, inserted through the outside of the piston through a T head on the end of
the connection. The space within the hollow piston is sufficient to permit the
relative swinging motion of the connection F. The outer end of the piston
connection is provided with a T head similar to that of the interior end, and is
connected by a similar bolt f¹ to the overhanging flange g, of the wheel G, or to the
end of a radial arm in place of the wheel. This wheel G is fixed to the end of the
shaft H, mounted in bearings in the case in a line aside from, but parallel with
the line of the shaft A. In the machine represented in the accompanying drawings
the pistons are four inches in diameter and the lines of the two shafts are one
and one half inches apart, the pistons are carried in their circular path about the
shaft A as a centre, giving a three inch stroke to the piston. The part G, is shown
in the form of a wheel having a continuous ring or flange g, but the precise form is
not essential, as radial arms could be made to serve the some purpose. The hub of
the wheel G, is fixed to the inner end of the shaft H. Openings h are made in the
wheel G, opposite the outer ends of the cylinders and across each of these openings on
the outside is fixed a bar i, in which is a pin 4, projecting inward. On the outer end
of each cylinder is a corresponding pin projecting outward. The pins on the bar i
are equally distant from the centre of the shaft. H, and the pins on the outer ends of
the cylinders are also at an equal distance from the centre of the shaft A. The
pins are also all at the same distance from the centres about which they revolve.
These pins are connected by links of a length between centres of bearings equal to
the distance between the axial lines of the shafts A, H.
This connection keeps the parts in just relation to each other, the power being
exerted by the piston connections. The links simply turn on the bearings, main-
taining always the same absolute position, and, offer a minimum of friction, and
being nearly opposite the exhaust port in the case, they are always lubricated by
the oil carried by the steam. The two shafts thus connected, manifestly rotate in
the same direction and in unison, the cylinders upon one, and the pistons upon the
other. But the orbits being eccentric and the centres within the space common to
both, the space between the inner end of any cylinder and the point of attachment
of the outer end of its piston connection, will vary constantly in the revolution of

page_text: the whole. The piston therefore does not reciprocate but is simply carried about
a centre, with slight oscillation, and the piston and cylinder have movement with
relation to each other, only as their paths diverge or converge. In this way all
the advantages of a cylinder and piston engine are obtained, without absolute
reciprocation, and the necessary limitation which it imposes upon the speed. In
order to avoid the use of. cross heads and to reduce the diameter of the engine, the
pistons are made hollow, open at their outer ends, and closed at their inner, as
heretofore described. This enables me to provide a long bearing surface with all
its known advantages and allows also the short connection and diminished
diameter, and lessened centrifugal force. This force extending outward on all
revolving parts, together with steam pressure acting in the same direction only,
keeps all slack in bearings constantly taken up and there is therefore no need for
provision for taking up on any interior bearing surfaces. This force will be
always sufficient to keep the oil supplied to the outer connection joints, but will
tend to keep it away from the inner connection joints in the bottom of the hollow
pistons. To remedy this and to properly lubricate their joints, I bore the bottom
of the piston as shown at 7. This admits the steam to the T shaped end of the
connection, which is cylindrical and bears on a corresponding surface on the inner
face of the piston forming a steam joint. A hole 18 is made in line with the hole 7
in the T shaped end to the pin and thereby the latter is lubricated by the oil
carried by the steam pressing outward. The T shaped end of the connection
bearing upon the corresponding surface in the bottom of the hollow piston, acts
as a valve to close and prevent the escape of steam through the piston. Both
the pressure of the steam and the centrifugal force tend outward and hold all
the parts in contact. In the arrangement shown all the parts balance each
other, the power applied is in a succession of pulsations of pressure wholly in
the same direction, and the movement is steady and uniform. The exhaust
passage has been shown as directed laterally against the revolving cylinders
and other working parts connected therewith, whereby the steam and the oil
carried by the steam is directed against the part requiring lubrication. But in
order that lubrication of all the parts may be accomplished I have enclosed
the whole working mechanism in a case K. This for convenience though not
necessarily so is represented as cast in two lower parts with a base, and with a
bearing for the shalt integral with these parts and with a cover k, completing the
case. This forms a chamber wholly enclosing the steam cylinders, the revolving
wheel, and the parts connecting the cylinders and wheel, into which space the
steam is directly exhausted. From this chamber steam passes through an exhaust
passage L, and passages n, n, to the atmosphere. The passage L, is located a little
above the lowest part of the chamber as shown in Fig. 3, in order that some water
of condensation may be permitted to accumulate in the bottom of the chamber,
which will support a thin film of oil and serving a further lubrication of the parts
as they revolve. In order to provide for the automatic lubrication and the accurate
adjustment of the shafts, I have devised improved bearings therefor. These consist
of sleeves divided on vertical and longitudinal line, the parts being separated to
leave a space for the passage of the steam. They are shown at m and m¹ in plan
in Fig. 2 and in cross section in Figs. 4 and 5, while on the left hand side of Fig. 2
the inner sleeves are partly broken away down to the shaft. I have shown two of
these divided sleeves on each side because in this case the shaft has no outward
bearing, and two bearings are therefore placed within one hub or case. They
are enclosed in an outer bearing or hub of the case, in which they are held
adjustably by means of set screws 8 and the halves of each sleeve are connected by
a light screw 9, sufficiently strong to hold the parts in proper relation to each other,
but capable of bending to give slight movement necessary for any adjustment of
the set screws 8. The outer sleeve parts m are grooved peripherally as shown
at 11, and this groove connects with the longitudinal passage between the half
parts of the sleeve above and below, whereby the steam is conducted both to
the upper and lower parts of the shaft. The tube n connects with the peripheral

page_text: groove underneath to carry off a part of the exhaust steam, together with the water
of condensation. The bearing face of the hub of the wheel G, is smaller than the
face of the sleeve m, against which it bears, and thus permits the passage of steam
into the space between the sleeve halves.
To admit steam to the cylinder shaft A, a passage 12 is formed leading from the
exhaust passage 3 into the space between the halves of the sleeves. In other respects
the construction and arrangement of the bearings of the shaft A, are the same as
those heretofore described. By this construction any pressure to close the bearing
by setting up on the screws 8, 8, sets up the bearing uniformly throughout its
whole length and at the same time allows the bearing to keep in line with the
shaft by reason of the pivotal action upon the screws 8, 8, at or near the middle
of the length of the bearing. These two bearings may or may not be in close
proximity as herein shown. A single bearing enclosed in a rigid case as shown is
all that is necessary when the shaft has another bearing.
It will be apparent that the pressure of the steam will tend constantly to force
the hub of the cylinder away from the bearing. In order to compensate for this, a
collar O, is fixed upon the shaft A, and is formed with pockets in which are located
coiled springs o which bear against a disc or washer p loose on the shaft and
bearing against the end of the hub or outer bearing Q. This washer is connected
with the collar by means of a pin q, so that it revolves with the collar. The springs
are made of such strength as to overcome the pushing effect of the steam and to
hold the hub b constantly against its bearing. But as the force of the steam nearly
equals that of the spring, the friction between the surfaces in which the parts are
located is slight. This yielding pressure which can be adapted to slightly over-
balance any given pressure of steam, is therefore capable of maintaining a practically
steam tight joint, between the surfaces in which the parts are located at all times
and with a minimum of friction.
It is also capable of acting as a relief in case of water entering the cylinders to
prevent breakage of parts. A similar collar and 'disc O', o', are provided on the
shaft H, but with a slight pressure of spring. Outside of this collar are the driving
pulleys P keyed to the shaft. The engine as shown in the drawings herewith
takes steam at the commencement of the stroke of the piston, may carry up to one
half stroke, at which point it is cut off, expands during the remaining one half, and
commences exhausting when the out stroke has been nearly completed and exhausts
practically during the whole return stroke, as in this construction cushioning is
unnecessary for smooth running and clearance is small.
In Fig. 3 the steam passages in the hub are shown in side view and the location
of these passages is more clearly shown in Fig. 6 at e, they take steam successively
while passing the port of the steam passage d¹ in the casing, and exhaust in
passing the port of the exhaust passage 3. The length of the steam port determines
the point of cut off. The point of cut off is made variable by means of a slide Q¹
fitted to move in the curved recess in the face of the bearing. This is operated by
means of a rod ql connected with a worm located in a recess at the back of the cut
off Q' and beyond the end of the steam passage or port d'. The back of the cut
off Q¹ has a section of female screw thread formed therein to correspond with that
of the worm, and is thus connected with the rod q¹ which shown in the figure has
a knob on the end by which it may be manipulated by hand. But manifestly the
rod is adapted to be connected to a governor in the ordinary manner. In Figs. 7, 8
and 9 I have shown the principles heretofore explained as applied to a compound
engine. In Fig. 7 the cross section shows the larger cylinders B, placed opposite
each other. Steam from the main pipe D is taken through a steam passage r
shown in dotted lines in Fig. 8, into the small cylinder in the manner hereinafter
described. This is exhausted through the steam passage a into the steam chamber S,
on the outside of the casing thence it is taken through the steam passage t into
the large cylinder and exhausted through the passage u as heretofore explained.
Relative sizes of cylinders are deterinined by rules known to those skilled in the
art and the construction of the large and small cylinders, their pistons and con-

page_text: nections are the same as heretofore explained. The engine may be controlled as to
speed by an ordinary governor on the supply pipe D, attached and run in the
usual manner, and oil is supplied through the usual automatic lubricator attached
to the steam supply pipe.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, as communicated to
me by my foreign correspondents, I declare that what I claim is :-
1. A rotary steam cylinder mounted on a shaft with a piston connected to
another shaft, out of line hut parallel with, the cylinder shaft, with suitable
induction and exhaust passages, the cylinder and piston being enclosed in a steam
chamber connected with the exhaust, substantially as described.
2. A steam cylinder mounted on a shait at right angles thereto with its piston
connected to a wheel or arm mounted on a shaft out of line with the cylinder
shaft, said cylinder having suitable induction and exhaust passages, with the
cylinder and piston with its connection with the wheel or arm being enclosed in
the steam chamber connected with the exhaust, substantially as described.
3. Two or more steam cylinders mounted radially on the end of the shaft, and
arranged to balance each other, having pistons connected to a wheel or arms
radially mounted on a shaft out of line with the cylinder shaft with suitablo
induction and exhaust passages, the cylinders and pistons with their connections
with the wheel or arms, being enclosed in a steam chamber connected with the
exhaust, substantially as described.
4. The cylinders mounted radially on the end of the shaft with suitable
induction passages, the pistons with their connections and the wheel or radial
arms, all enclosed in a steam chamber, and an exhaust passage arranged to
discharge across the chamber, whereby the connection joints and other working
parts are lubricated, substantially as described.
5. Cylinders mounted upon the shaft with their pistons and connections enclosed
in the steam chamber, a steam passage from the said chamber to the bearings of
the shaft, substantially as described.
6. In combination with the shaft and its connections, working in a steam
chamber, the divided sleeve forming the immediate bearing surface of the shaft,
and the steam passage leading thereto, all substantially as described.
7. In combination with the cylinder revolving upon the shaft within an enclosed
steam space, and having a piston and piston connection jointed thereto, a steam
passage through the bottom of the piston, whereby the inner hinge joint is
lubricated, substantially as described.
8. In combination with the cylinder mounted on the shaft, and the wheel or
arm on another shaft, out of line with but parallel to the cylinder shaft, the con-
nection hinged directly to the piston, and to the wheel or arm, whereby cross heads
are avoided, substantially as described.
9. The hollow piston in combination with the revolving cylinder fixed to the
shaft, and the piston connection hinged to the bottom of the hollow piston, and at
the outer end hinged to the wheel, the whole being enclosed in the steam chamber,
substantially as described.
10. The combination with the cylinder mounted on the shaft, in radial line
thereto, the hollow piston and the connection hinged to the bottom of the piston
at its inner end, and at its outer end hinged directly to the wheel or radial arm
mounted on a shaft out of line with the cylinder shaft, substantially as described,
11. A link connection pivoted to the cylinder at one end and to the wheel at
the other end, the link being in a plane parallel with the movement, whereby the
cylinder and wheel parts are kept in unison, substantially as described.
12. A compound engine consisting of large and small cylinders arranged radially
on a shaft with pistons and piston connections from each piston, hinged to a
wheel or radial arms on another shaft out of line with the cylinder shaft, with
steam induction passages to the smaller cylinder or cylinders, steam passages from

page_text: the exhaust of the smaller to the larger cylinders, and exhaust passages from the
larger, all substantially as described.
13. A cylindrical bearing divided longitudinally, enclosed in a rigid case or
sleeve, and provided with a screw on either side at the centre of its length, and
also with steam passages for the purpose set forth.
14. A cylindrical bearing divided longitudinally enclosed in a rigid case or
sleeve, and provided with a screw on either side, a screw midway circumferentially
between said screws, and exhaust steam passages along the shaft between the two
parts of the bearing surface, substantially as described.
15. The combination of revolving cylinders connected with a flat valve or port
surface, also rotating, a corresponding stationary surface, with curved ports therein,
and springs to produce a yielding and limited pressure between said surfaces, as
and for the purpose set forth.
16. In combination with a revolving flat valve surface, a stationary flat valve
surface with elongated ports, and a cut off valve adapted to change the length of
the steam port, as set forth.
17. In combination with a revolving flat valve surface, a stationary flat valve
surface with elongated ports, and a cut off valve operated by means of a screw,
to change the length of the steam port, substantially as described.
PHILIP M. JUSTICE.