Improvements in Compressed Air and Like Motors for Rotary Drills and other purposes.
Year: 1897

page_text: This Print is in accordance with the Original Specification as it stands after Amend-
ment (under Section 18 of the Patents, &c. Act, 1883) as allowed by the decision
of the Comptroller General of the 27th day of October 1898.
Date of Application, 29th Mar., 1897-Accepted, 20th Nov., 1897
COMPLETE SPECIFICATION.
Improvements in Compressed Air and Like Motors for Rotary
Drills and other purposes.
I, JOSEPH BOYER, of 5334, Maple Avenue, Saint Louis, Missouri, United States
of America, Mechanical 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 novel engine belongs to that class in which a rotary frame carries a plurality
of cylinders whose piston rods are connected to a fixed pivot or crank-pin eccentric
to the axis of the rotary frame, whereby the action of the motive fluid upon the '
cylinders and pistons causes the rotation of the frame carrying the cylinders. It has
been designed primarily for use as the motor part of a rotary drill, to be operated by
compressed air, and has been illustrated in the accompanying drawings as part of
such a machine. It is applicable, however, to many other uses of an engine, and
embodies essential features of novelty as an engine per se, so that my present
invention relates both to the engine itself, for whatever use it may be applicable, and
also to its combination with the other elements making up a rotary pneumatic drill.
In addition to this, the elements combined with the engine for this purpose in the
present instance embody essential features of novelty in themselves, apart from the
novel features of the engine itself; all as will be hereinafter more fully explained,
and particularly pointed out in the claims.
It is the object of my invention to produce a small and compact, light-running,
high-speed engine, of maximum power in proportion to its size and weight, and which
shall be perfectly balanced, and especially suitable for use as the motor of a light,
portable, manually-handled rotary drill, or for other purposes for which a small,
powerful, high-speed engine is desirable.
These results I accomplish in the manner and by the means to be now described by
reference to the accompanying drawings, which illustrate one form and embodiment
of the several features of iny invention, and in which Figure 1 is an elevation of a
rotary pneumatic drill embodying my invention; Figure 2 a transverse vertical
section of the same; Figure 2 a sectional detail illustrating the adjustable stop for
the throttle valve; Figure 2B a detail of the binding nut and locking ring therefor ;
Figure 3 a horizontal section approximately on the line 3-3 of Figure 2, exhibiting
a top plan view of the rotary frame carrying the several cylinders and the upper
bearing of said frame; Figure 4 a horizontal section approximately on the line 44
of Figure 2; Figure 4ª a detail view showing the manner of securing the cylinder
heads to the cylinders; Figure 5. a horizontal section approximately on the line 5-5
of Figure 2; Figure 6 a horizontal section approximately on the line 6-6 of
Figure 2, being a top plan view of the lower cap of the casing and the parts within
the same; Figure 7 a perspective view of the rotary frame carrying the cylinders, the
fixed upper bearing for said frame, and the rotary shaft depending from the under

page_text: side of said frame; Figures 8, 9, 10, and 11 details of the valve for controlling the
inlet and exhaust of the motive fluid at the outer end of one of the cylinders
Figure 8 being an elevation of said valve looking at its inner face, Figure 9 a vertical
section indicated by the dotted line 9-9 of Figures 7, 10, and 11, and Figures 10
and 11 vertical sections on the lines 10-10 and 11-11 of Figures 8 and 9; and
Figures 12 and 14 details of a modified form of valve.
The same letters of reference are used to indicate corresponding parts in the several
views.
The engine part of the machine shown in the accompanying drawings is enclosed
within a cylindrical shell or casing A, closed at its upper end in the present instance
by an integral head or cap B, and at its lower end by a removable head or cap C. In
the machine shown in the drawings this lower head or cap C constitutes a diaphragm
which separates the engine chamber within the casing A from a chamber beneath
said diaphragm, within a removable cap D, which latter chamber contains the speed-
re:lucing gearing and other parts intermediate the engine proper and the drill or
other tool driven by it. The diaphragm C fits at its outer edge between the lower
end of the casing A and upper end of the cap D, and is held in place and the three
members secured together by screws E. E passing through holes in a peripheral flange
formed around the upper end of the cap D and in the outer edge of the diaphragm C,
and entering the lower end of the cylinder A.
Under the particular construction and arrangement of parts shown in the
drawings, and the particular method and mode of operation in which the motive fluid
is utilized to drive the rotary frame of the engine under such construction and
arrangement of parts, the engine chamber within the cylinder A is a live air chamber
to which the motive fluid under pressure is constantly admitted during the operation
of the machine, while the chainber within the lower cap D of the casing is an exhaust
chamber constantly open to the outer air by holes F F in its lower side, the two
chambers being separated from each other at the center of the diaphragm C by an
air-tight joint around the rotary shaft which passes through the diaphragm, as
hereafter explained. To enable the diaphragm C to be made as light as possible
consistent with the strength and rigidity necessary to withstand the pressure of the
motive fluid within the casing A it is crowned upward as shown, and also provided
upon its under side with radial ribs G.
Located within the casing A is the rotary frame which carries the several
cylinders. In the present instance these cylinders are three in number, and to
avoid unnecessary weight of metal said frame is therefore made approximately tri-
angular in shape, or provided with three equi-distant arms or extensions which carry
the several cylinders. A perspective view of this rotary frame and the parts carried
by it is shown in Figure 7, while a top plan view is shown in Figure 3, a middle
horizontal section through the centres of the cylinders in Figure 4, and a lower
horizontal section, through the exhaust passages in the lower plate of the frame, in
Figure 5; a vertical section through the frame and one of the cylinders and its valve
being shown in Figure 2.
As seen in Figure 7, this rotary frame in the present instance consists of an upper
plate H and a lower plate I, of corresponding shape and rigidly secured together at
the outer ends of their three projecting arms by the vertical pivots upon which the
cylinders oscillate, said pivots in the present instance constituting the valves which
serve to admit and exhaust motive fluid from the outer ends of the cylinders as the
latter oscillate from one position to another in the revolutions of the rotary frame, as
hereafter described.
As shown in Figure 2, the rotary frame has a central bearing at both of its upper
and lower sides; its upper bearing being upon a short shaft J secured in fixed
position in the upper cap B of the casing A, and extending through a central
circular opening in the plate H; and the lower bearing of the frame being afforded
by a central hollow shaft K firmly secured to or formed integral with, and depending
from, the lower plate I of the frame and having a bearing in the diaphragm C, as

page_text: hereafter described. The shaft J upon which the upper plate of the rotary frame
has its bearing has formed integral with and depending from its lower end, at one
side of its center and consequently eccentric to the axis of the rotary frame, a pin or
post L, which forms the fixed eccentric pivot to which the inner ends of the piston
rods are connected and about which as a center the pistons revolve in the move-
ment of the rotary frame, as hereafter described. The shaft J and eccentric pin L
thus constitute a fixed crank secured in the upper cap B of the casing, to which end
the shaft J has an enlarged lower portion and a reduced upper portion, forming an
upwardly facing shoulder at their junction, the reduced upper portion fitting in a
central circular opening in the cap while the shoulder abuts against the under
surface of the cap around the opening therein and forms a tight joint. The reduced
portion of the shaft J is provided with a projecting lug or key a which fits in a
vertical groove or key-way formed in the wall of the circular opening in the cap B,
to positively hold the shaft from turning. The extreme upper end of the shaft is
still further reduced and screw-threaded exteriorly to receive a nut M which is
screwed firmly upon it and bears against the upper surface of the cap B around the
circular opening therein, and serves to bind the shoulder of the shaft J firmly against
the lower surface of the cap B and hold the shaft securely in position. For the
purpose of preventing the nut M becoming loosened there is provided a check ring N
which, as shown in Figure 2B, surrounds and fits the polygonal surface of the nut
and is provided with curved slots b through which pass screws c entering the cap B.
In assembling the parts the nut M is first screwed up tight and the check ring N
then slipped over it in position for its slots 6 to register with the screw holes for the
screws c, and then the screws c are inserted through the slots b in the ring and
screwed firmly into the cap B, to securely hold the ring in place; after which any
further limited adjustment of the nut M will be permitted by loosening the screws c,
without removing them, the slots in the check ring N permitting it to be turned
with the nut M within a limited distance independently of the screws c.
The enlarged power portion of the shaft J is provided with a peripheral V-shaped
groove d, while the central circular hole in the upper plate H of the rotary frame has
driven into it a hardened ring e provided with a corresponding groove.
Confined in
these grooves between the ring e and shaft J are balls f to relieve the friction between
the parts. These balls are placed in position after the shaft J has been inserted
through the ring e and the two grooves brought opposite each other, and to permit
such insertion of the balls the shaft J is provided in its lower end near its outer edge
with a vertical hole g, indicated by dotted lines in Figure 2, which hole communicates
at its upper end by a lateral passage with the groove d. The balls f are inserted one
by one through this hole and passage into the track around the shaft J, and when the
necessary number have been so inserted an extra ball is inserted in the hole g and
confined in the upper end thereof by a screw plug screwed into said hole, such extra
ball serving to close the passage between the upper end of the hole g and the groove d
and prevent any of the regular balls fentering said passage.
The lower bearing for the rotary frame, and the air-tight joint around its hollow
shaft K at the center of the diaphragm C, by which the live air chamber within the
casing A is separated from the exhaust chamber beneath the diaphragm C, are as
follows: The diaphragm C is provided upon its under surface with a circular boss i
surrounding the central opening through which the shaft K passes, and formed in
this boss upon the upper surface of the diaphragm Care two annular seats surrounding
the central opening in the diaphragın. Into the lower smaller one of these seats
is fitted a hardened ring j, of right-angular shape in cross-section, while
surrounding and snugly fitting, and if desired tight upon, the shaft K is a hardened
sleeve k provided at its upper end with a projecting flange. Between this sleeve and
the ring j are placed the series of balls to relieve the friction of the bearing.
For the purpose of rendering this joint around the shaft K air-tight there is fitted
within the upper and larger of the two annular seats formed in the upper surface of
the diaphragm C a washer m, of leather or other suitable material, which surrounds
the shaft K immediately beneath the lower plate I of the rotary frame. This washer m

page_text: covers the joint between the upper edge of the ring j and the flange of the sleeve k
and projects outward some distance beyond such joint, and is held firmly against its
seat and the upper edge of the ring j and flange of the sleeve k by the pressure of the
motive fluid within the casing A, so that a tight joint is maintained between the
under surface of the washer and the parts upon which it rests, leaving no opportunity
for escape of motive fluid from the engine chamber to the exhaust chamber beneath.
The sleevek rotates with the shaft K as the rotary frame turns, while the washer m
remains stationary, so that the only moving surfaces in frictional contact with any
considerable pressure between thein are the upper surface of the flange of the sleeve k
and that portion of the under surface of the washer m which bears upon said flange,
the pressure between these parts being, however, only such pressure as may be exerted
upon the upper surface of the washer m by the motive fluid. In this manner I
provide a substantially air-tight ball-bearing for the lower end of the rotary frame,
the only friction not relieved by the ball-bearings being that above indicated between
the flange of the sleeve and the under surface of the washer m.
Referring now to Figures 2 and 4 the construction of the three cylinders 0, 0¹,
and carried by the rotary frame, and the manner in which the motive fluid acts
upon them and their pistons to rotate the frane, may be explained: In order that
the bodies of the cylinders may (preferably) be formed of wrought steel, while the
heads P thereof may he cast, the bodies and heads of the cylinders are formed
separately and secured together, and in order that both the cylinder and its head
may be as light as possible I employ the following means for securing the head P to
the cylinder, instead of screwing one upon the other or otherwise fastening them
together: At its extreme outer end the wall of the cylinder is slightly thickened
around its edge or provided with an outwardly projecting beveled flange a¹, as more
clearly appears in the enlarged detail views in Figure 4. The cylinder head P
(preferably made of bronze) is provided with a circular groove b' of sufficient width
and depth to receive this flanged end of the cylinder, and when the latter has been
seated in the groove the edge of the cylinder head surrounding the groove b¹ is spun
over upon the surface of the cylinder to tightly enclose the flanged end thereof, thus
firmly securing the head to the cylinder aud forming a tight joint between them.
Each cylinder head P has formed upon its outer side a vertical sleeve or casing Q,
which sleeves surround and snugly fit the vertical pivots R by which the plates H
and 1 of the rotary frame are rigidly secured together at the outer ends of their
three radial arms, as previously mentioned, and as hereinafter more fully
described.
The pistons S fitting in the respective cylinders are cup-shaped in the present
instance, and the piston rods T are rigidly secured to them. The inner ends of two
of the piston rods T are forked and each fork carries a strap surrounding the crank-
pin or fixed eccentric L, heretofore referred to, while the third rod is provided with a
single wider strap likewise surrounding the pin L. The strap of this latter rod
occupies the middle position on the pin 1 and is embraced by the straps of the other
rods, as shown in Figure 2. These straps surrounding the pin L are of considerably
greater internal diameter than the pin, and have driven into them hardened rings V
provided upon their inner surfaces with V-shaped grooves, the ring fitting in the
wider middle strap being provided with two such grooves, and inserted into each
of the six grooves in the rings V is a series of balls W to relieve the friction
which would occur between the straps and pin L were the straps fitted directly to
said pin.
As heretofore stated, the pivots R upon which the cylinders oscillate constitute
valves for admitting the motive fluid to and exhausting it from the outer ends of
the cylinders behind their pistons, and in the present instance these pivots R
also serve as the means for securing together the opposite plates H and I of the
rotary frame, although this latter function might be perforined by other suitable
posts or bolts if the two plates of the rotary frame consisted of circular disks or were
otherwise suitably shaped to accommodate such independent means for securing
them together. In the present instance each of the pivots or valves R consists of

page_text: an internally bored post or tube whose interior is separated into an upper chamber B¹
and a lower chamber B by an intermediate partition X, as seen more particularly
in Figures 2, 4, 8, 9, 10, and 11. At its upper end each of the tubes R is slightly
reduced in diameter to tightly fit a circular opening in the outer end of one of the
arms of the upper plate H of the rotary frame, the shoulder formed at the lower end
of such reduced portion abutting against the under side of said plate. The interior
of the upper end of the chamber B₁ of the tube is threaded to receive a hollow
flanged screw Y, Figure 2, which serves to firmly secure the upper end of the tube
in the plate without obstructing the entrance to the upper end of its chamber B¹,
which latter is left open and in free communication with the interior of the casing A
at all times. To the more firmly secure the tubes in the plates H, and positively
hold them from turning therein, their upper ends may be suitably keyed or pinned
in said plate, in addition to being held thereto by the screws Y. The lower ends of
the tubes R are likewise reduced in diameter to tightly fit openings in the outer ends
of the arms of the lower plate I of the rotary frame, and are internally threaded to
receive flanged screws Z which serve to firmly secure their lower ends to said plate
and also close the lower ends of their interual bores or chambers B", the flanges of
the screws Z forming a tight joint against the under surface of the plate I.
reduced lower end of each of the tubes R, which fits in the hole in the plate I,
is provided about midway of its length with a circumferential groove which com-
municates with the internal bore of the tube by a series of ports n, Figures 2 and 8
to 11. These ports and grooves also communicate with an exhaust passage o formed
in the plate I and leading to the center thereof and communicating at its inner end
with the internal bore of the hollow shaft K whose upper end is secured in or formed
integral with the plate I, as heretofore explained, Figures 2 and 5. As seen in
Figure 5 each of the three arms of the plate I has formed upon its upper side a
radial housing or hollow rib A¹, whose internal passage o communicates at its inner
eud with the internal bore of the hollow shaft K, and at its outer end with the lower
end of the internal bore of the tube R. The hollow shaft K opens at its lower end
into the exhaust chamber in the lower part of the casing of the machine, and thus
serves, through the medium of the exhaust passages o in the plate I, to place
the chambers B₁ of all the tubes R in constant communication with the
exhaust.
The
Cut through the inner wall of each tube R are two vertical slots C1 and C, the
upper one C communicating with its live air chamber B¹, and the lower one Cu
communicating with its exhaust chamber B. These two slots constitute ports for
admitting live air to and exhausting it from the outer ends off the cylinder, and to
that end the cylinder head is provided with a vertical slot D¹ extending across nearly
its full diameter, Figure 2. When the cylinder is turned upon the tube R to position
for the port C¹ to register with its port D¹ live air will be admitted to the outer end
of the cylinder from the valve chamber B₁ and live air chamber within the casing A,
and when it is turned to position for the port C to register with its port D¹ the
port C will be closed and communication with the live air chamber be cut off, and
communication with the exhaust be opened through the port C", chamber B¹¹ and
passage o.
For the purpose of facilitating the inlet and exhaust of the motive fluid when the
ports C¹ and C₁ are respectively brought opposite the port D₁ in the cylinder head,
the side of the valve tube R facing the center of the machine is provided with a
groove El forming a downward vertical extension of the port C¹ upon that side of the
tube, while a second groove E¹ forms a like upward vertical extension of the port (11
upon the same side of the tube, Figure 8, so that when either port is brought
opposite the port D¹ in the cylinder head the motive fluid may not only pass directly
through the port, but also pass along the groove leading to such port, and thereby
facilitate its escape through the port. It is for the same purpose that the port D³ in
the cylinder head is made to consist of a long slot extending nearly across the
cylinder head, instead of consisting of two separate ports located in vertical line one
above the other, so as to register respectively with the ports C¹ and C" of the valve

page_text: Having now described the construction and arrangement of the cylinders and
pistons and valves, the operation of the engine may be next explained, as follows,
reference being had more particularly to Figure 4: In that view the section through
the respective valves R is taken at a point above their diaphragms or partitions X, so
that the internal bores of the valves there shown are the live air chambers B¹ thereof,
while the ports shown in solid lines extending entirely through the walls of the valves
are the live air ports C¹ for admitting live air from the engine chamber within the
easing A to the outer ends of the respective cylinders, and the grooves El shown are
the grooves communicating with the exhaust ports C, Figure 8. When the motive
fluid is admitted to the chainber within the casing A (by opening the throttle valve
hereafter described) it will fill said chamber and freely enter the open inner ends of
all the cylinders and exert its pressure against the inner sides of all the pistons S, and
will also exert its pressure against the exterior surfaces of all the cylinders
and their heads P. This pressure of the motive fluid against the outer surfaces of the
cylinder heads P tends to force the cylinders inward upon their pistons, toward the
fixed center L about which the pistons revolve. So long, however, as the motive
fluid is admitted through the valves to the outer ends of the cylinders, behind their
pistons, the pressure thereby exerted against the inner sides of the respective
cylinder heads will counter-balance the pressure exerted against their outer sides and
tending to force them inward; but when the motive fluid in the outer end of any
cylinder, behind its piston, is permitted to exhaust through the valve R of such
cylinder the counter-balancing pressure against the inner side of the cylinder head
will be thereby removed and the pressure upon the outer side thereof permitted to
force the cylinder inward upon its piston. Now, under the position of the parts
shown in Figure 4 the port D¹ in the head P of the cylinder 0 is in register with
the exhaust groove E" and port C¹¹ of its valve R; the port D¹ of the cylinder 0¹ is
not in register with either of the ports of its valve; while the port D¹ of the cylinder 0¹¹
is in register with the live air port C¹ of its valve. The exhaust from the outer end of
the cylinder O, behind its piston S, is therefore open, so that the counter-balancing
pressure against the inner side of the head P of this cylinder is removed, leaving
the pressure against the outer side of the head free to force the cylinder inward upon
its piston, and thereby turn the rotary frame in the direction of the arrow.
inlet port to the outer end of the cylinder O" being open the motive fluid is free to
enter and fill the space behind the piston of this cylinder as the cylinder moves
further outward upon its piston in the forward movement imparted to the rotary
frame by the action of the motive fluid upon the cylinder 0 as above described;
while as the cylinder O¹ is carried onward from the position shown in Figure 4 it will
be turned upon its valve R until the port D¹ is brought into register with the inlet
port C of its valve, so that as said cylinder O¹ moves toward the position of the
cylinder O in Figure 4, the inlet port to the outer end of said cylinder 0¹ will be
opened and the motive fluid permitted to enter the outer end of said cylinder and
fill the space behind its piston S as the cylinder 0¹ moves outward upon said piston.
As the cylinder 0 11 is carried onward from the position shown in Figure 4, toward
the position of the cylinder O in said view, its port D¹ will be moved out of register
with the inlet port C¹ of its valve and brought into register with the exhaust port Cu
thereof, so that the motive fluid in the outer end of said cylinder may escape and
the pressure against the outer side of the cylinder head be permitted to force the
cylinder inward upon its piston, and thus apply the power of the cylinder O¹ to the
turning of the rotary frame; and so on with each cylinder as they successively
approach and pass the position of the cylinder O in Figure 4. The exhaust from
the outer end of each cylinder is opened some time before the cylinder reaches the
position of the cylinder O in Figure 4, and is not closed until the cylinder passes
considerably beyond such position, so that the pressure of the motive fluid is
effectively exerted upon each cylinder, to drive the rotary frame, during approxi-
mately one-third of the revolution of the cylinder.
The
By the construction above described I have produced a compact and simple engine
of great efficiency and capable of high speed. An engine of less than twenty pounds

page_text: weight built in accordance with the foregoing description will develop upwards of one-
horse power at a motive fluid pressure of a hundred pounds, and is so perfectly
balanced that when running at a speed of a thousand revolutions per minute it may
be easily held in one's hand without any considerable jar or strain; while the friction
between its moving parts is so slight that it may be started and run at considerable
speed by applying one's mouth to the inlet opening of the casing A and blowing into
the chamber within.
For reasons hereafter explained, I consider it highly advantageous to enclose the
engine in an air-tight chamber and admit the motive fluid to said chamber under
pressure, allowing it to pass therefrom to the outer ends of the cylinders through the
ports in the valves, and to escape from the cylinders through the exhaust ports of
the valves and the passages leading therefrom and communicating with the exhaust
passage at the axis of the rotary frame; but without making any material change in
the construction of the engine the mode of operation may be reversed and the
chamber within the casing A be used as an exhaust chamber, open to the outer air,
or the casing be entirely omitted, in the latter event the shaft J which carries
the eccentric pivot L for the piston rods being suitably supported in fixed position by
other means. Thus, the engine may be driven in reverse direction to that above
described by supplying the motive fluid to it through the hollow shaft K,
whence it would pass through the radial passages o in the lower plate I of
the rotary frame, to the valves R, and thence through the ports C thereof and
ports D¹ in the cylinder heads, to the outer ends of the cylinders, and escape there-
from through the ports D₁ and C¹ and valve chambers B₁ to the interior of the
casing A, or directly to the outer air in event such casing were omitted.
reversed application of the motive fluid and reversed operation of the engine
the power of the motive fluid in turning the rotary frame would be exerted against
the inner sides of the respective cylinder heads, instead of against their outer sides,
and the cylinders be forced outward upon their pistons, to turn the frame, instead of
Under this
being driven inward upon them in the manner heretofore described.
reversed operation, also, the upper plate H of the rotary frame might be dispensed
with and the plate I be left to constitute the entire rotary frame, the shaft K forming
its entire support and bearing, the crank shaft J in such case being dispensed with
and the eccentric pivot L for the piston rod otherwise suitably secured in fixed
position, as has heretofore been sometimes done in engines of this class.
Under this
As before stated, however, I prefer, and consider it an important advantage, to
enclose the engine within an air-tight live air chamber and apply the power of the
motive fluid to the turning of the rotary frame by its pressure exerted against the
outer sides of the cylinder heads and operating to drive the cylinders inward
upon their pistons. One advantage in this mode of operation is that the
driving pressure of the cylinders upon the rotary frame, to turn the latter,
is exerted against the outer sides of the valves R, instead of against their
inner sides as would be the case under the reversed mode of operation above
described. The outer sides of the valves R have solid walls and therefore afford
better bearing surfaces for this driving pressure, less liable to wear, than would the
inner sides of the valves which are mutilated by the presence of the inlet and
exhaust ports. Another advantage is that while the driving pressure of the cylinders
upon the rotary frame exerted against the outer sides of the valves R, yet during
that part of their revolution in which the cylinders are balanced upon their pistons
by the admission of the motive fluid to their outer ends, behind their pistons, (as,
for instance, in the case of the cylinder O" in Figure 4,) the centrifugal force
imparted to the cylinders causes their heads P, or their sleeves Q which surround
the valves R, to press outward against the inner sides of said valves. The driving
pressure of the cylinders is thus exerted against the outer sides of the valves, while,
on the other hand, the centrifugal force imparted to them is exerted in the opposite
direction, against the inner sides of the valves, and the two forces acting upon
opposite sides of the valves tend to equalise the wear upon the latter. Furthermore,
the outward pressure of the cylinder heads against the inner sides of the valves

page_text: tends to press the outer sides of the sleeves Q away from the outer sides of the
valves, and so far as any play between the parts will permit a space will thus be
opened between the outer sides of the valves and sleeves Q during the time the
cylinders are balanced upon their pistons as above described, which will to a
greater or less extent permit the lubricant carried by the motive fluid (as hereafter
described), and passing through the ports D¹ in the cylinder heads, to find its way
entirely around the valves and lubricate their entire surfaces in contact with the
sleeves Q. Under the reversed mode of operation above described, both the driving
pressure of the cylinders and the centrifugal force imparted to them causes thein to
press against the inner sides of the valves, and never against their outer sides, during
the operation of the engine, and the liability to wear between the parts thereby to
that extent increased.
One of the novel and most valuable features of my engine consists in the pivoting
of the cylinders upon the rotary frame at or near their outer ends, and admitting
and extausting the motive fluid through their pivotal supports. This construction
and arrangement is believed to be entirely new in engines of this class, and is highly
advantageous for a number of reasons, among which is the fact that the length of the
ports for admitting the motive fluid and exhausting it from the cylinders, behind
their pistons is reduced to the minimum, and the efficiency and economy of the
engine materially increased over any construction in which the motive fluid has to be
admitted to the cylinders and exhausted therefrom through long inlet and exhaust
passages of small capacity. This feature of my invention, relating to the mounting
of the cylinders upon the rotary frame at or near their outer ends and admitting and
exhausting the motive fluid through their pivotal supports, is not restricted to the
particular construction and arrangements of parts, nor to the specific mode of
operation, which I have shown and described for that purpose. Any suitable
construction, arrangement, and operation under which the motive fluid is admitted
to the pivotal supports of the cylinders and permitted to pass thence to the outer
ends of the cylinders and escape therefrom through ports opened and closed by the
oscillations of the cylinders, will embody to a greater or less extent the advantages
of this feature of my invention and come within its broader scope. For instance, in
Figures 12 and 13 I have shown a modified form of valve constituting the pivotal
support for the cylinder and co-operating with its port D¹ to admit the motive fluid
to and exhaust it from the cylinder. In this modified construction the valve is not
tubular or provided with internal bores constituting live air and exhaust chambers,
but consists of a solid cylinder F¹ provided upon its inner face with two vertical
grooves G¹ G¹¹, the former communicating at its upper end with the live air supply
and the latter communicating at its lower end with the exhaust. The oscillation of
the cylinder upon the valve as a pivot places these live air and exhaust passages
alternately in communication with the port D¹ in the cylinder head, to admit the
motive fluid to and exhaust it from the cylinder behind its piston, in the same
manner as do the valves R in the main construction heretofore described. The
grooves H¹ formed in the side of the valve F1, Figure 13, are provided solely for the
purpose of admitting the motive fluid to the outer side of the valve, to counter-
balance the pressure at the inner side of the same. The valves R shown in the main
construction are preferable to this modified form since the exterior grooves on the
latter render them more liable to wear.
Again, under both the modification just described and the main construction
heretofore explained the valves constitute fixed pivots upon which the cylinders
oscillate, and the inlet and exhaust ports are automatically opened and closed by the
oscillations of the cylinders upon these pivots, and this construction and operation
are highly advantageous and desirable; but inasmuch as I believe myself to be the
first in the art in an engine of this character, to admit and exhaust the motive fluid
through the supports upon which either the cylinders or valves oscillate, I desire it
understood that this feature of my invention is not restricted, in its broader scope,
except by the terms of the claims in which it is expressed.

page_text: It will furthermore be evident to those skilled in the art that many of the novel
features of my engine may be independently utilized to advantage in various old
styles and forms of such engines, and without departing from my invention my new
engine may be materially modified in the construction and arrangement of its parts
in various ways suggested by the engines of the prior art, as will readily occur to
those familiar with such engines.
Even where valves of substantially the same form and arrangement as the
valves R are employed, it will be understood that instead of arranging the two
ports C and C₁ out of vertical line with each other so as to co-operate with a
single vertical port in the cylinder head or with two ports therein in vertical line
with each other, the cylinder head may be provided with two ports arranged out of
vertical line with each other, and the ports C and C" of the valve be arranged
in vertical line, to co-operate with the respective ports in the cylinder head.
Where, as under my preferred construction and mode of operation, the engine is
enclosed within an air-tight live air chamber, the motive fluid may be admitted to
such chamber at any suitable point and in any desired manner.
In the present
instance I have shown it admitted to the casing A at the right hand side of the
latter in Figures 1, 2, and 3, and near its upper end, and its admission controlled by
a throttle valve 1¹ whose casing 11 is provided at its left hand end with an
exteriorly threaded nipple screwed into an interiorly threaded boss formed upon
the side of the casing A. The valve casing 11 has a straight passage through
it, opening at its left hand end into the interior of the casing A, and interiorly
threaded at its right hand end to receive the threaded end of a nipple over
which may be slipped the usual flexible hose leading to the air reservoir
or other source of motive fluid supply. The valve I fitting within the casing I"
and controlling the passage through it is of common form, consisting of a tapering
plug snugly fitting a chamber of corresponding shape in the valve casing and pro-
vided with a passage J¹ through it, and with a handle J₁ at its lower end, for
turning it, to bring its passage J1 into line with the passage through the valve
casing, to open the valve, or at right angles thereto to close it. In Figures 2 and 2*
there is shown an adjustable stop by which the limit of opening movement of the
valve can be regulated as desired. As there shown the valve is provided near its
lower end with a circumferential groove a¹ into which projects the inner end of a
stop screw 61, Figure 2^. The valve I is provided in this groove with two pins or
lugs cc, the former of which abuts against the left hand side of the stop screw 61
when the valve is in closed position, to limit its closing movement, while the latter
co-operates with an adjustable stop d¹ located in the groove a¹ at the right hand or
outer side of the valve and movable therein. This stop consists of a curved plate
fitting in the groove and provided upon its outer end with teeth which co-operate
with a worm suitably mounted in a transverse bore in the casing 11, and pro-
vided at its forward end with a finger piece e' by which it may be turned to move
the stop d' back and forth in the groove a¹. In Figure 2 the stop is shown in
contact at its upper left hand end with the stop screw 6', and the pin c¹¹ of the
valve is located in such position upon the valve that when the stop d¹ is in
the position shown the valve may be given a full quarter turn in the direction of the
arrow, to fully open the passage through the valve, before the pin c¹ contacts with
the end of the stop d¹. By turning the worm d¹¹, however, the stop d¹ may be
moved a greater or less distance toward the pin cll in Figure 24, and the opening
movement of the valve be thereby regulated as desired. This adjustable stop for
limiting the opening movement of the valve is believed to be new in a valve of this
character; but another and more important feature of the valve, believed to be entirely
novel, consists in the employment of its passage J¹ as an oil reservoir, by which a
supply of oil may be placed in the path of the motive fluid and carried by the latter
into the engine chamber when the valve is opened, to lubricate all the parts with
which the motive fluid comes in contact. To this end the valve casing I" is provided
with an oil hole K1, Figure 3, communicating with the passage or chamber J¹ in the
valve when the latter is in closed position as there shown. The chamber in the valve may
B

page_text: be filled with oil through this hole K' while the valve is in closed position, and when
the valve is opened the rush of the motive fluid through the chamber J', particularly
if the valve be opened slowly, will convert the oil into a spray or atomize it as it is
carried into the engine chamber, with the result that the motive fluid will be
saturated with the lubricant and convey it to all parts of the engine. So far as I am
aware I am the first in the art to provide a throttle valve of any character with an oil
chamber adapted to be filled with oil while the valve is closed, and be brought into
the path of the motive fluid when the valve is opened, so that the motive fluid may
convey it to the parts to be lubricated, and this feature of my invention is therefore
of corresponding scope.
Having now described my novel engine and set forth some of its advantages as
such, I will next proceed to describe the additional elements which, in the present
instance, are combined with it to make up the rotary pneumatic drill heretofore
referred to, for which purpose reference is invle more particularly to Figures 2 and 6.
As there shown the hollow shaft K his keyed upon its lower end a pinion L' which
meshes with two gears M M which are mounted upon studs Q₁ secured in and
projecting upward from the opposite ends of a rotary frame or cross-head N¹, and
which in turn mesh with a circular rack Q1 secured to or forined upon the inner
face of the lower cap D of the casing A near its upper edge. The studs Q1 are
provided with internal bores in their upper ends, which are closed and the
gears M M held in position upon the stu is by flanged screws P¹. The chambers
thus formed in the upper portions of the studs Q¹ serve as oil reservoirs from which
oil may escape through holes all to lubricate the bearing between the hubs of
the gears and the studs. The turning of the shaft K and pinion 1 in the
direction of the arrow, in Figure 6, by the operation of the engine, will serve to
turn the gears M¹ M" in the direction of the arrows upon them, while their
engagement with the rack Q11 will cause them to travel around it and rotate the
fraine or cross head N¹ in the direction of the arrows upon it, the frame N¹ being
driven at a reduced rate of speed determined by the size of the pinion L' relatively
to the gears M¹ M".
The rotary frame or cross-head N¹ has a bearing in the lower end of the cap D, as
follows: This cap is provided in its lower side with a large central opening into
which is tightly driven a ring or bushing P¹ which has formed upon its inner
surface slightly above its middle an annular flange or ring R¹ upon the upper side of
which rests a series of balls R. The rotary frame N₁ is provided upon its under
side with a cylindrical depending extension S¹ surrounding the central axis of the
machine, and fitting around this cylindrical extension at its junction with the under
side of the frame N1 is a hardened ring T¹ having a beveled outer surface resting
upon the balls R¹¹ above referred to. The rotary frame N¹ is thus supported upon]
the flange R of the ring or bushing P¹ and the friction between the parts relieved
by the balls R. The cylindrical extension S¹ of the frame N¹ is exteriorly threaded
near its lower end and has secured upon it a flanged ring U having a beveled upper
edge and snugly fitting within the lower end of the bushing P¹, and placed between
the beveled surface of this ring U₁ and the under side of the flange R¹ of the
bushing P¹ is a second series of balls V₁. The ring is provided with a notch f¹
for the reception of a spanner wrench with which to turn the ring, and it is held in
adjusted position upon the cylindrical extension S¹ by a lock nut W¹ screwed upon
the extreme lower end of the extension S¹ and likewise provided with a notch g¹ for
engagement by a spanner wrench with which to turn it.
The cylindrical extension S¹ of the rotary frame N¹ is adapted to receive within it
the removable chuck or holder X', in which is inserted the drill or other tool or part
to be driven by the engine. This chuck is provided at its upper end with an enlarge-
ment or head which has formed in one side a vertical groove or key-way Y¹ in which
fits a lug or screw Z¹ projecting from the inner surface of the extension S¹ and serving
to lock the chuck X to the rotary frame N¹ and cause it to turn therewith. Tbe
chuck is removably held in position by an exteriorly threaded sleeve nut Z
screwed within the lower end of the extension S¹ and at its upper end engaging the

page_text: shoulder around the under side of the enlargement or head on the upper end of the
chuck. The chuck shown in Figure 2 is a Morse taper chuck, having a tapering
central bore, with a slot through its upper end to receive the flattened end of the
shank of the drill or other tool to be fitted in it, but it will be understood that any
other form of chuck or tool-holder of proper exterior shape and size may be readily
substituted for the one shown, and that a great variety of chucks may be used with
the machine and readily substituted one for another at will by simply unscrewing the
sleeve nut Z¹¹ It will also be understood that, but for the desirability of providing
removable chucks to accommodate tools of different characters, the depending
extension S¹ of the rotary frame N¹ might be constructed to directly receive the
shanks of the tools, and this may be done when desired.
The nut M upon the shaft J at the upper end of the machine, heretofore-described,
is shown extended into a vertical screw All upon which is screwed a cylindrical
nut F provided at its upper end with a centering point G¹¹. Near its middle the
nut F is provided with an enlargement H having a polygonal surface upon which
is fitted a hand wheel or lever K₁ by which the nut F" may be turned upon the
screw A. The screw A" and nut Fi with its centering point G" and the means for
turning it constitute a force-feeding device for the drill, such as is common in
machines of this character. The end-thrust of the machine when used with the
force-feeding device is taken by the balls V₁ fitting between the ring U¹ and the
flange R of the bushing P¹, heretofore described.
For convenience in holding the machine while being turned, it is provided at each
side with handles I", consisting of short sections of pipe screwed at their inner ends
into bosses N formed upon the outer sides of the casing A.
In rotary drills of this general character heretofore devised the speed reducing
gearing between the engine shaft and the chuck or tool-holder driven by it has usually
been located at one side of said shaft, thereby producing objectionable side strains in
the driving connection. In my machine the power is applied to the rotary cross-head
on opposite sides of the engine shaft, and the driving connection between the engine
shaft and tool-holder driven by it is perfectly balanced, and all the objections incident
to the old arrangement entirely overcome.
Having now particularly described and ascertained the nature of this inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:-
1. In an engine of the character described, and illustrated in the annexed drawings
the combination of a rotary frame, a plurality of cylinders carried thereby, and
valves at the outer ends of said cylinder for controlling the admission and exhaust
of the motive fluid to and from their outer ends behind their pistons.
2. In an engine of the character described, and illustrated in the annexed drawings
the combination of a rotary frame, a plurality of cylinders pivotally mounted
thereon, and means controlled by the oscillations of the cylinders upon their pivotal
supports to admit the motive fluid to and exhaust it from the cylinders through said
supports.
3. In an engine of the character described, and illustrated in the annexed drawings
the combination of a rotary frame, a plurality of cylinders mounted thereon upon
pivots fixed in said frame, said pivots constituting valves and being provided with
inlet and exhaust ports alternately opened and closed by the oscillations of the
cylinders upon them, to admit the motive fluid to and exhaust it from the cylinders.
4. In an engine of the character described, and illustrated in the annexed drawings
the combination of a rotary frame, a plurality of cylinders pivotally mounted thereon
at their outer ends, and inlet and exhaust ports at the outer ends of said cylinders
which are opened and closed by the oscillations of the cylinders upon their pivotal
supports, to admit the motive fluid to and exhaust it from their outer ends behind
their pistons.
5. In an engine of the character described, and illustrated in the annexed drawings,
the combination of a rotary frame, a plurality of cylinders pivotally mounted

page_text: thereon at their outer ends, and means for admitting the motive fluid to and
exhausting it from the outer ends of the cylinders through their pivotal supports.
6. In an engine of the character described, and illustrated in the annexed drawings
the combination of a rotary frame, a plurality of cylinders pivotally mounted thereon
at their outer ends, and means controlle] by the oscillations of the cylinders upon
their pivotal supports to admit the motive fluid to and exhaust it from their outer
ends through said supports.
7. In an engine of the character described, and illustrated in the annexed drawings
the combination of a rotary frame, a plurality of cylinders pivotally mounted thereon
at their outer ends, and valves within the pivotal supports of the cylinders for
controlling the admission and exhaust of the motive fluid to and from the outer
ends of the cylinders behind their pistons.
8. In an engine of the character described, and illustrated in the annexed
drawings the combination of a rotary frame, a plurality of cylinders pivotally
mounted thereon at their outer ends, and valves within the pivotal supports of
the cylinders for controlling the admission and exhaust of the motive fluid to and
from the outer ends of the cylinders behind their pistons, the inlet and exhaust
ports of said valves being opened and closed by the oscillations of the cylinders.
9. In an engine of the character described, and illustrated in the annexed
drawings the combination of a rotary frame, a plurality of cylinders mounted at
their outer ends upon pivots fixed in said frame, said pivots constituting valves
for controlling the admission and exhaust of the motive fluid to and from the
outer ends of the cylinders behind their pistons.
10. In an engine of the character described, and illustrated in the annexed
drawings the combination of a rotary frame, a plurality of cylinders mounted at
their outer ends upon pivots fixed in said frame, said pivots being provided with
inlet and exhaust ports opened and closed by the oscillations of the cylinders
upon them, to admit and exhaust the motive fluid to and from the outer ends
of the cylinders behind their pistons.
11. In an engine of the character described, and illustrated in the annexed drawings
the combination of a rotary frame, a plurality of cylinders mounted at their outer ends
upon pivots fixed in the rotary frame, each of said pivots consisting of an internally
bored post or tube containing a live air chamber and an exhaust chamber, and
ports intermediate said chambers and the outer end of the piston chamber in the
cylinder and opened and closed by the oscillations of the cylinder, for the purpose
described.
12. In an engine of the character described, and illustrated in the annexed drawings
the combination of a rotary frame, a plurality of cylinders mounted at their outer
ends upon pivots fixed in the rotary frame, each of said pivots being provided with a
longitudinal inlet port and a longitudinal exhaust port, out of line with each other,
and the cylinder head being provided with a co-operating port brought into register
with the first mentioned ports alternately by the oscillations of the cylinder upon the
pivot.
13. In an engine of the character described, and illustrated in the annexed drawings
the combination of a rotary frame, a plurality of cylinders mounted at their outer
ends upon pivots fixed in the rotary frame, each of said pivots consisting of an
internally bored post or tube containing a live air chamber and an exhaust chamber,
an inlet port opening into the exhaust chamber, out of longitudinal line with each
other, and the cylinder head being provided with a co-operating port brought
register with the first mentione.l ports alternately by the oscillations of the cylinder
upon the pivot, for the purpose described.
St
14. In an engine of the character described, and illustrated in the annexed
drawings the co:nbination of a rotary frame, a plurality of pivots fixed in said frame,
plurality of cylinders having heads at their outer ends provided with sleeves sur-
rounding and fitting said pivots, and inlet and exhaust ports in said pivots and
cylinder heads which are opened and closed by the oscillations of the cylinders upon
said pivots, for the purpose described.

page_text: 15. In an engine of the character described, and illustrated in the annexed
drawings the combination of a rotary frame, a plurality of pivots fixed in said frame
and each consisting of an internally bored post or tube having a live air chamber and
an exhaust chamber, and an inlet and an exhaust port opening into said chambers
respectively, and a plurality of cylinders having heads at their outer ends provided
with sleeves surrounding and fitting said tubular pivots and provided with ports to
co-operate with the inlet and exhaust ports of the pivots in the manner and for the
purpose described.
16. The combination of the valve R provided with the chambers B' and B¹¹ and
the ports C and C, and a cylinder having a head P provided with a sleeve Q sur-
rounding the valve Rand adapted to oscillate upon the same as a pivot, said head P
being provided with the diametrical slot D¹ constituting a port to co-operate with
the ports C and C1 of the valve R as the cylinder oscillates upon said valve.
17. The combination of the valve R provided with the chambers B1 and B¹¹ and
the ports C and C, and having upon its exterior the grooves E and El forming
continuations of the ports C1 and C", respectively, and the cylinder having a head P
provided with a sleeve Q surrounding and fitting the valve R, and also having a
diametrical slot D₁ adapted to co-operate with the ports and grooves in the valve R in
the manner described.
18. In an engine of the character described, and illustrated in the annexed
drawings the combination of a rotary frame carrying at one end a central hollow shaft
provided with radial passages communicating at their inner ends with the bore of
said shaft, a plurality of cylinders carried by said rotary frame, and valves
located at the outer ends of the radial passages in said frame for admitting the
motive fluid to and exhausting it from the outer ends of the cylinders and causing it
to pass, in one direction or the other, through said passages in the rotary frame and
the internal bore of the shaft carried thereby.
19. In an engine of the character described, and illustrated in the annexed
drawings the combination of a rotary frame carrying at one end a hollow central
shaft and provided with radial passages communicating at their inner ends with
the bore of said shaft, a plurality of pivots fixed in said rotary frame at the outer
ends of said radial passages and each provided with an inlet and an exhaust passage,
one of which communicates with one of the radial passages in the rotary frame, and a
plurality of cylinders mounted at their outer ends upon said pivots and provided with
ports co-operating with the inlet and exhaust ports of the pivots, for the purpose
described.
20. In an engine of the character described, and illustrated in the annexed
drawings the combination of a rotary frame carrying at one end a central hollow
shaft and provided with radial passages communicating at their inner ends with the
bore of said shaft, a plurality of pivots fixed in said rotary frame at the outer ends
of the respective radial passages, and each consisting of a tube provided with an inlet
and an exhaust chamber, one of which chambers communicates with one of the radial
passages in the rotary frame, and each pivot being also provided with inlet and
exhaust ports communicating with said chambers, respectively, and a plurality of
cylinders mounted at their outer ends upon said pivots and provided with ports
co-operating with the inlet and exhaust ports of the pivots, for the purpose
described.
21. In an engine of the character described, the combination of the rotary frame I
carrying the hollow central shaft K and provided with the radial passages o communi-
cating at their inner ends with the hore of the shaft K, the tubular pivots R secured
in the frame I at the outer ends of the passages o and provided with the
chambers B B and with the ports C¹ and C", the chambers B₁ communicating with
the outer ends of the respective passages o, and the cylinders provided with heads P
having the sleeves Q surrounding and fitting the pivots R. and having also the
ports D¹ to co-operate with the ports C¹ and C" of the pivots R as the cylinders
oscillate upon the latter.

page_text: 22. In an engine of the character described, and illustrated in the annexed
drawings the combination of a rotary frame composed of two opposing plates suitably
secured together, one of said plates having a bearing upon a fixed crank shaft and
the other having secured to it a central hollow shaft supported in suitable bearings,
and being provided with radial passages communicating at their inner ends with the
bore of such shaft, a plurality of pivots secured at their opposite ends in the opposing
plates of said rotary frame at the outer ends of the radial passages, and each
provided with an inlet and an exhaust port, one of which cominunicates with the radial
passage, and a plurality of cylinders mounted at their outer ends upon said pivots
between the opposite plates of the rotary frame and having the inner ends of their
piston rods connected to the eccentric pin of the fixed crank shaft, and having their
heads provided with ports to co-operate with the inlet and exhaust ports of the
pivots.
23. In an engine of the character described, the combination of the fixed crank
shaft J, the rotary frame composed of the plates H and I, the former having a bearing
upon the shaft J and the latter having fixed in it the central hollow shaft K and
provided with the radial passages o communicating at their inner ends with the
hore of said shaft, the tubular valves R secured at their opposite ends in the
plates H I at the outer ends of the passages o and each provided with the
chambers B and B and the ports C¹ and C, the chambers B" communicating at
their lower ends with the radial passages o, the cylinders provided with heads P
having the sleeves Q surrounding the valves R, and having also the ports D¹ to
co-operate with the ports C¹ and C₁ of said valves, and the pistons S in said
cylinders having their rods T connected at their inner ends to the eccentric
pin L of the fixed crank shaft J.
24. In an engine of the character described, the combination of the fixed crank
shaft J, the rotary frame composed of the plates H I, the former having a
bearing upon the shaft J and the latter having fixed in it the central hollow shaft K
and being provided with the radial passages o communicating at their inner ends
with the bore of said shaft, the tubular valves R fixed at their opposite ends in
the plates H I at the outer end of the radial passages o and each provided with
the chambers B and B and the ports C¹ and C, said chambers B¹ communicating
at their lower ends with the passages o by means of circumferential grooves and
ports in the valve R, the hollow flanged screws Y screwed into the upper
ends of the valves R and serving to secure the latter to the plate H without
obstructing the entrance to the chambers B¹ of the valves, the flanged screws Z
screwed into the lower ends of the valves R and serving to secure the latter to the
plate I and to close the lower ends of the chambers B", the cylinders provided
with heads P having the sleeves Q surrounding the valves R and provided with
ports D¹ to co-operate with the ports C¹ and C¹¹ of the valves, and the pistons S
within the cylinders having the inner ends of their rods T connected to the eccentric
pin L of the fixed crank shaft J.
25. The combination of the fixed shaft J provided with the grooved and the
hole g communicating with said groove, of the rotary plate H having the large
central opening surrounding the shaft J, the ring e fitting in said opening and
provided with the groove corresponding to the groove d, the balls f fitting in the
track formed by the grooved and the groove in the ring e, the extra ball for closing
the passage between the hole g and the groove d in the shaft J, and means for
holding said extra ball in place.
26. In an engine of the character described, the combination, with the fixed
eccentric pivot L, of the piston rods T having their straps surrounding said pivot,
the rings V fitting within said straps, and the balls W interposed between said rings
and the pivot L.
27. In an engine of the character described, the combination of the rotary plate
or frame I having the radial passages o, and the hollow shaft K secured in said
frame with its bore communicating with the passages o, for the purpose described.
28. In an engine of the character described, the rotary frame composed of the

page_text: plates H and I secured together at the outer ends of their respective arms by posts
or tubes constituting pivots for the cylinders and valves to control the admission and
exhaust of the motive fluid to and from the outer ends of the cylinders.
29. In an engine of the character described, the rotary frame composed of the
plates H and I secured together at their outer ends by the posts or tubes constituting
pivots for the cylinders and valves for controlling the admission and exhaust of the
motive fluid to and from the outer ends of the cylinders, the plate H of said frame
having a bearing upon a fixed shaft J, and the plate I thereof having secured in it
the hollow shaft K affording the bearing for the latter plate, and being provided with
the radial passages o communicating at their inner ends with the internal bore of
the shaft K and at their outer ends with the valve-pivots npon which the cylinders
are mounted.
30. The combination of the fixed crank shaft J having the eccentric pin L, the
rotary frame composed of the plates H and I secured together by the posts or tubes R
constituting both pivots and valves for the cylinders, the plate H having a bearing upon
the fixed shaft J, and the plate I having secured in it the hollow shaft K affording a
bearing for it, and being also provided with the radial passages o communicating at
their inner ends with the internal bore of the shaft K and at their outer ends with
the valves R, the cylinders having the heads P provided with the sleeves Q
surrounding the valves R, and the pistons S within said cylinders having their rods T
connected at their inner ends to the eccentric pin L of the fixed shaft J.
31. In an engine, the combination of a live air chamber to which the motive fluid
under pressure is admitted, a rotary frame within said chamber, a plurality of
cylinders carried by said frame and having their piston rods connected to a fixed pivot
eccentric to the axis of the frame, and valves controlling the passage of the motive
fluid from the live air chamber to the outer ends of the cylinders and its exhaust
therefrom.
32. In an engine, the combination of a live air chamber to which the motive fluid
under pressure is admitted, a rotary frame within said chamber, a plurality of
cylinders carried by said frame and having their piston rods connected to a fixed
pivot eccentric to the axis of the frame, and valves at the outer ends of the
cylinders controlling inlet and exhaust ports for admitting the motive fluid to and
exhausting it from the outer ends of the cylinders, said inlet ports communicating
with the interior of the live air chamber and the exhaust ports communicating with
exhaust passages of the rotary frame.
33. In an engine, the combination of a live air chamber to which the motive fluid
under pressure is admitted, a rotary frame mounted in said chamber, a plurality of
cylinders pivotally supported upon said frame and having their piston rods connected
to a fixed pivot eccentric to the axis of the frame, and inlet and exhaust ports opened
and closed alternately by the oscillation of the cylinders upon their pivotal supports,
to admit the motive fluid to and exhaust it from the outer ends of the cylinders, said
inlet ports communicating with the interior of the live air chamber and the exhaust
ports communicating with exhaust passages in the rotary frame.
34. In an engine, the co:nbination of a live air chamber, a rotary frame mounted
in said chamber, a plurality of cylinders pivotally supported upon said frame at their
outer ends and having their piston rods connected to a fixed pivot eccentric to the
axis of the frame, and inlet and exhaust ports at the outer ends of the cylinders for
admitting the motive fluid to and exhausting it from the outer ends of the cylinders
through their pivotal supports, said inlet ports communicating with the interior of the
live air chamber and said exhaust ports communicating with an exhaust passage at
the axis of the rotary frame.
35. In an engine, the combination of a live air chamber, a rotary frame mounted
therein, a plurality of cylinders pivotally supported upon said frame at their outer
ends and having their piston rods connected to a fixed pivot eccentric to the axis of the
frame, and inlet and exhaust ports opened and closed alternately by the oscillations
of the cylinders upon their pivotal supports to admit the motive fluid to and exhaust
it from the outer ends of the cylinders, said inlet ports communicating with the

page_text: interior of the live air chamber and said exhaust ports communicating with an exhaust
passage at the axis of the rotary frame.
36. In an engine, the combination of a live air chamber, a rotary frame mounted
therein and provided with a plurality of radial exhaust passages communicating at
their inner ends with an exhaust passage in an axial shaft carried by the rotary
frame and extending through the wall of the live air chamber, a plurality of
cylinders carried by the rotary frame and having their piston rods connected to
a fixed pivot eccentric to the axis of said frame, and valves controlling inlet and
exhaust ports for admitting the motive fluid to and exhausting it from the outer
ends of the cylinders, said inlet ports communicating with the interior of the
live air chamber and said exhaust ports communicating with the radial exhaust
passages in the rotary frame.
37. In an engine, the combination of a live air chamber, a rotary frame
mounted therein and provided with a plurality of radial exhaust passages com-
municating at their inner ends with an exhaust passage in an axial shaft carried
by the rotary frame and extending through the wall of the live air chamber, a
plurality of cylinders pivotally supported upon the rotary frame at the outer ends of
its radial exhaust passages and having their piston rods connected to a fixed pivot
eccentric to the axis of said frame, and inlet and exhaust ports opened and closed
alternately by the oscillations of the cylinders upon their pivotal supports, to admit
motive fluid to and exhaust it from the outer ends of the cylinders, said inlet ports
communicating with the interior of the live air chamber and said exhaust ports com-
municating with the radial exhaust passages in the rotary frame.
38. In an engine, the combination of a live air chamber, a rotary frame mounted
therein and provided with a plurality of radial exhaust passages communicating at
their inner ends with an exhaust passage in a central shaft carried by the frame
and extending through the wall of the live air chamber, a plurality of pivots fixed in
the rotary frame at the outer ends of its radial exhaust passages and each provided
with an exhaust chamber or passage communicating with one of the radial exhaust
passages, and with a live air chamber or passage communicating with the interior of
the live air chamber, and a plurality of cylinders mounted upon said pivots and
having their piston rods connected to a fixed pivot eccentric to the axis of the frame,
and provided with ports alternately placed in communication with the live air and
exhaust chambers of the pivots by the oscillations of the cylinders, to admit the
motive fluid to and exhaust it from the outer ends of the cylinders.
39. In an engine, the combination of a live air chamber, a rotary frame mounted
therein and provided with a plurality of radial exhaust passages communicating at
their inner ends with an exhaust passage in a central shaft carried by the frame and
extending through the wall of the live air chamber, a plurality of tubular pivots fixed
in the rotary frame at the outer ends of its radial exhaust passages and each having
its internal bore separated into an exhaust chamber communicating with one of the
radial exhaust passages and a live air chamber communicating with the interior of
the main live air chamber, and each provided with an inlet port opening through its
wall into its live air chamber and an exhaust port opening through its wall into its
exhaust chamber, and a plurality of cylinders mounted at their outer ends upon said
tubular pivots and having their piston rods connected to a fixed pivot eccentric to
the axis of the rotary frame, the heads of said cylinders being provided with ports
co-operating with the inlet and exhaust ports of the tubular pivots at the oscillations
of the cylinders, to admit the motive fluid to and exhaust it from the outer ends of
the cylinders.
4. In an engine, the combination of a live air chamber, a crank shaft fixed
centrally in one end of the wall of said chamber and provided with an eccentric
crank pin, a rotary frame mounted in said chamber and having a bearing at one end
upon said fixed crank shaft and provided at its opposite end with an axial shaft
extending through the wall of the live air chamber and containing an exhaust
passage communicating with radial exhaust passages in the rotary frame, a plurality
of cylinders pivotally supported upon the rotary frame at the outer ends of said radial

page_text: exhaust passages and having their piston rods connected to the eccentric pin of the
fixed crank shaft, and inlet and exhaust ports opened and closed alternately by the
oscillations of the cylinders upon their pivotal supports, to admit the motive fluid to
and exhaust it from the outer ends of the cylinders, said inlet ports communicating
with the live air chamber and said exhaust ports communicating with the radial
exhaust passages in the rotary frame.
41. The combination of a chamber to which motive fluid under pressure is admitted,
a shaft or member extending through the wall of said chamber and rotating
relatively thereto, and provided with a projecting annular shoulder or flange, and a
washer surrounding said shaft and seated partly upon said shoulder and partly upon
the wall of said chamber and held to its seat by the pressure of the motive fluid,
to form an air-tight joint between the relatively moving parts.
42. The combination of the live air chamber, the rotary shaft K extending
through the wall C thereof and provided with the sleeve k having the projecting
annular flange, and the washer m surrounding the shaft K and seated partly upon
the wall C of the live air chamber and partly upon the flange of the sleeve k,
and held to its seat by the pressure of the motive fluid, for the purpose
described.
43. The combination of the live air chamber, the rotary shaft K extending
through the wall C thereof, the sleeve k surrounding said shaft and having the
projecting annular flange, the ring j located in an annular seat in the wall C
around the shaft K and sleeve k, the balls interposed between the sleeve k and
ring, the washer m surrounding the shaft K and seated partly upon the wall Cof the
live air chamber and partly upon the flange of the sleeve k, and held to its seat by the
pressure of the motive fluid, for the purpose described.
44. The combination of the casing A, the crank shaft J secured in fixed position in
the cap B of said casing and having the eccentric crank pin L, the rotary frame
within the casing A, composed of the plate H having the bearing upon the shaft J,
and the plate I having secured to it the hollow shaft K extending through and having
a bearing in the lower end wall or diaphragm C of the casing, said plate I being
provided with the radial passages o communicating at their inner ends with the
internal bore of the shaft K, the tubular valves R secured at their opposite ends in
the plates H and I of the rotary frame and each provided with a chamber B¹
communicating with the interior of the casing A and with a chamber B¹¹ communi-
cating with one of the radial passages o in the plate I, and with a port C¹ opening into
the chamber B¹ and a port C₁ opening into the chamber B", the cylinders having
their heads P provided with sleeves Q surrounding the valves R and with ports D¹ to
co-operate with the ports C¹ and C of the valve, and the pistons S within the
cylinders having the inner ends of their rods T provided with straps surrounding and
having a bearing upon the pin L of the fixed crank shaft J.
45. A throttle valve provided with an oil chamber or reservoir open to the reception
of oil when the valve is closed and brought into the passage of the motive fluid when
the valve is opened, whereby oil may be supplied to said reservoir while the valve is
closed and be brought into the path of the motive fluid when the valve is opened, to
permit the motive fluid to carry it to the parts to be lubricated, substantially as
described.
46. In a throttle valve, the combination, with a valve casing I provided with an
oil hole K¹, of a valve I provided with a passage or chamber J₁ communicating with
the hole K¹ when the valve is closed and constituting the passage for the motive fluid
through the valve when the valve is opened, for the purpose described.
47. The combination, with the valve casing I¹¹ and valve I¹, of the adjustable stop
d co-operating with the valve I¹ to limit its opening movement, and the worm dû
for adjusting said stop.
48. The combination, with the valve casing I" and valve I', the former provided
with the fixed stop 6' and the latter provided with the projections c¹ and c¹¹, the
former co-operating with the stop b¹ to limit the closing movement of the valve, of

page_text: the adjustable stop d¹ co-operating with the projection c¹¹ of the valve, and the
worm d¹ for adjusting the stop d¹.
49. The combination, with the casing I¹¹ and valve I', the former provided with the
fixed stop b¹ and the latter provided with the groove a¹ and projections c¹ and c¹¹ in
said groove, the former co-operating with the stop 61 to limit the closing movement of
the valve, of the adjustable stop d¹ fitting within the groove a¹ and co-operating with
the projection cl, and the worm for adjusting the stop d¹.
50. In a rotary pneumatic drill employing as a motor an engine of the character
described, the combination, with the rotary frame of such engine the axial shaft driven
thereby, of a fixed circular rack concentric with said shaft, a pinion fast upon the
shaft, a rotary chuck-holding member carrying two gears on opposite sides of the
pinion and meshing therewith and with the fixed circular rack, and means for remov-
ably securing different styles of chucks in said chuck-holding member.
51. In a rotary pneumatic drill, the combination, with the central shaft driven by
the motor or engine, of a fixed circular rack concentric with said shaft, a pinion fast
upon the shaft, a rotary chuck-holding member carrying two gears on opposite sides
of the pinion and meshing therewith and with the fixed circular rack, said chuck-
holding member being provided with a depending extension concentric with its axis,
adapted to receive within it and hold from independent rotation a chuck or tool-
holder provided with an enlargement or head at its upper end, and a nut fitting
within the lower end of said extension to removably hold the chuck in place.
52. In a rotary pneumatic drill, the combination, with the central shaft driven by
the motor or engine, of a fixed circular rack concentric to said shaft, a pinion fast
upon the shaft, a rotary chuck-holding member carrying two gears on opposite sides
of the pinion and meshing therewith and with the fixed circular rack, said chuck-
holding member being provided with a cylindrical depending extension concentric
with its axis and adapted to receive within it a cylindrical chuck or tool-holder
provided with an enlargement or head at its upper end, a key-way and key inter-
mediate said chuck and cylindrical extension for preventing independent rotation of
them, and a nut fitting in the lower end of said cylindrical extension and co-operating
with the enlargement or head of the chuck to hold the latter in place.
53. In a rotary pneumatic drill, the combination, with the central shaft driven by
the motor or engine, of a fixed circular rack concentric to said shaft, a pinion fast
upon said shaft, a rotary chuck-holding member carrying two gears in opposite sides
of said pinion and meshing therewith and with the fixed circular rack, said chuck-
holding member being provided with a cylindrical depending extension, and ball
bearings for said member located around said cylindrical extension.
or
54. In a rotary pneumatic drill, the combination, with the central shaft driven by
the motor or engine, of a fixed circular rack concentric to said shaft, a pinion fast
upon said shaft, a rotary chuck-holding member carrying two gears on opposite sides
of said pinion and meshing therewith and with the fixed circular rack, said chuck-
holding member being provided with a cylindrical depending extension, a bushing
ring surrounding said cylindrical extension and fixed in the casing of the machine,
and provided with an internal annular flange or ring whose upper and lower surfaces
afford tracks for ball bearings, a series of balls interposed between the upper side of
said flange and the underside of the rotary chuck-holding member, a nut screwed
upon the cylindrical extension of said member beneath the flange of the fixed ring,
and a second series of balls confined between said nut and the under side of said
flange to receive the end-thrust of the machine.
55. In a rotary pneumatic drill, the combination, with the engine shaft K, of the
fixed circular rack Q₁ concentric to said shaft, the pinion L' fast upon said shaft,
the rotary frame or cross-head N¹ having the cylindrical depending extension S¹, the
gears M¹ M mounted upon the cross-head N₁ at opposite sides of the pinion L¹ and
meshing with said pinion and with the rack Q", the bushing P¹ fixed in the casing D
around said extension S¹ and provided with the internal flange or ring R¹, the ring T¹
fitting around the extension S₁ at the under side of the frame N1, the balls interposed
between said ring and the upper side of the flange R¹ of the bushing P¹, the flanged

page_text: ring or nut U screwed upon the extension S1 and having a beveled upper edge
fitting within the bushing P1, and the balls V₁ confined between the same and
the under side of the flange R¹ of the fixed bushing P¹, for the purpose
described.
56. In a rotary pneumatic drill, the combination, with the engine shaft K, of a
fixed circular rack Qu concentric to said shaft, the pinion L¹ fast upon the shaft, the
rotary frame or cross-head N¹ having the cylindrical depending extension S¹ exteriorly
threaded at or near its lower end and provided with an interior projection Z¹ near its
upper end adapted to co-operate with a vertical groove or key-way in the chuck to
be inserted within said extension, the gears M¹ M carried by the frame N¹ on
opposite sides of the pinion L'and meshing with said pinion and with the rack Qu, the
bushing P¹ fixed in a circular opening around the extension S¹ and provided with the
internal flange or ring R¹, the ring T¹ fitting around the extension $1 at the under-
side of the frame N¹, the balls interposed between said ring and the upper surface of
the flange Q of the fixed bushing P¹, the flanged ring or nut Ut screwed upon the
exterior of the extension S¹ and having a beveled upper edge fitting within the
bushing P1, the balls V₁ interposed between the upper edge of said ring and the under
surface of the flange R¹, the lock nut W₁ screwed upon the extension S¹ below the
ring U¹, to hold the latter in place, and the nut Z¹¹ screwed into the lower end of the
extension S¹ to hold the removable chuck in place.
57. In a rotary pneumatic drill, the combination of the casing A having the upper
cap B and the removable lower cap D and separated into two chambers by the
diaphragm C, the engine located in the upper chamber and driving the central
shaft K projecting through the diaphragm C into the lower chamber, the fixed
circular rack Q1 secured in the cap D concentric to the shaft K, the pinion L¹ fast
upon said shaft, the rotary chuck-holding member N¹, and the gears M¹ M11 mounted
upon said rotary member on opposite sides of the pinion L' and meshing with said
pinion and with the fixed circular rack Qu.
58. The combination of the central shaft K, the fixed circular rack Q", the rotary
member N¹, the hollow studs Q¹ secured in said frame on opposite sides of the pinion L¹
and provided with the oil holes a¹¹, the gears M¹ M mounted upon said studs and
meshing with the pinion L¹ and rack Qu, and the flanged screws P¹¹ screwed into
the upper ends of said studs and serving to close the oil chambers therein and also
to hold the gears M¹ M" in place.
Dated this 20th day of March 1897
HERBERT HADDAN & Co.,
Agents to the Applicant,
18, Buckingham Street, Strand, London, W.C.