Improvements in or connected with Balanced Rotary Steam Engines.
Year: 1899

page_text: COMPLETE SPECIFICATION.
Improvements in or connected with Balanced Rotary Steam Engines.
I, BIRGER LJUNGSTROM, of 18, Grefmagnigatan, Stockholm, in the Kingdom
of Sweden, Engineer, do hereby declare the nature of this invention and in what
manner the same is to be performed to be particularly described and ascertained
in and by the following statement:-
My invention primarily refers to improvements in that type of rotary steam
engines, in which all the moving parts, and the steam controlling valve, are
balanced, two steam cylinders being arranged upon opposite sides of a central
axis, about which they revolve, and located within a surrounding endless curved
track, which is held stationary, the track being so formed as to allow each piston
to have two strokes imparted to it during each revolution of the cylinders. But
it also refers to engines in which three or four cylinders are employed, with
tracks so formed, as to allow each piston to have two or three strokes respectively
imparted to them during each revolution of the cylinders.
The cylinders are provided with hollow pistons, fitted internally with rollers,
which act upon the curved track when the said pistons are impelled outwards,
thereby causing the cylinders to revolve by the pressure of the piston rollers on
the curved parts of the said fixed track, the steam supply and exhaust being
controlled by a stationary valve. The ends of the cylinders are slotted, and there
are corresponding slots in the pistons, to allow the endless track to enter within
the circle of travel of the cylinders.
Now my invention relates to the introduction, in this type of engine, of a
stationary balanced cylindrical steam supply and exhaust valve, of a construction
hereafter described, between the bases of the cylinders; the admission and exhaust
ports in this cylindrical valve being formed equal in length to steam ways,
which extend entirely across the bases of the cylinders. The valve admits steam
to the cylinders simultaneously and exhausts steam therefrom simultaneously,
the ports being so arranged that the steam pressure acts equally upon, and pre-
serves, the balance of the valve. The steam admission ports in the valve are in
all cases equal in number to the strokes imparted to each of the pistons during
one revolution.
By placing the valve between the cylinders and forming the steam ports in the
valve to coincide with the steam ways, which latter extend entirely across the
bases of the cylinders, the admission ports can be made extremely narrow,
and
yet admit sufficient steam without producing excessive wire drawing, and at the
same time permitting an early cut off.
Further, the construction of the cylinders, combined with the location of the
valve, allows me to make the passage or way, from the valve to the cylinder very
short, and thereby minimize the volume of steam required in cushioning the
pistons.
With a valve so introduced I provide. means whereby the said valve may be
held stationary, but in such a manner as to be free to follow any vibrations of its
surrounding parts, and the advantages above stated retained, the efficiency of
the engine being thereby improved, and the wear of the parts greatly decreased.

page_text: By the introduction of this valve I am readily enabled to provide means, in
combination therewith, as hereafter described, whereby the quantity of steam ad-
mitted to the cylinders may be regulated, and further I am also enabled to pro-
vide means, in combination with the valve, whereby the direction of rotation of
the engine may be reversed.
In order that my invention may be clearly understood I will describe same
with reference to the accompanying drawings and diagrams, whereon Fig. 1
is a side elevation of a construction of the central cylindrical valve which I
employ, having two steam admission ports and two exhaust ports.
Fig. 2 is a cross section taken on the line X Y of Fig. 1.
Fig. 3 is a plan view of the valve shown at Fig. 1, and Fig. 4 is a cross section
of the valve taken on the line X Y of Fig. 3.
Fig. 5 is a cross section towards one end, of a similar construction of valve,
but having three steam admission and three exhaust ports, and Fig. 6 is a central
cross section of same.
Fig. 7 is a vertical section taken on the axis of rotation of an engine, accord-
ing to my invention, having two cylinders and in which the valve is not adjust-
able, and Fig. 8 is a plan view of one of the cylinders to shew the steam way
therein.
Fig. 9 is a vertical section of an engine fitted with improvements hereafter
described.
Fig. 10 is a cross section taken about the line X, Y, of Fig. 9.
Fig. 1 is a vertical cross section of an engine having 4 cylinders.
Fig. 12 illustrates in cross section an engine having 3 cylinders.
Fig. 13 is a scctional elevation shewing means whereby the valve may be
adjusted.
Fig. 14 is an enlarged plan view of the supply end of the central valve as
hereafter described.
Fig. 15 is a vertical section of the end shewn at Fig. 14, with details of an
adjustment device.
Fig. 16 is an end view of a connecting piece and rod, and Fig. 17 is a hori-
zontal section of a part shewn at Fig. 15.
Fig. 18 is a longitudinal section of so much of an engine as is necessary to
describe a means for reversing.
Figs. 19 and 20 are enlarged cross sections of the valve and adjacent parts.
Fig. 21 shews a jointed tube hereafter described.
Fig. 22 is a vertical cross section on the line X Y of Fig. 18.
Figs. 23 and 24 are elevations of the circular collars from which controlling
levers extend.
Fig. 25 is a cross section of a valve fitted with means by which the supply of
steam to the cylinder may be varied.
Fig. 26 is a side elevation of the valve, and Fig. 27 is a sectional elevation
taken on the line X Y of Fig. 25.
Fig. 28 is a longitudinal section of one arrangement of triple expansion engine
according to my invention.
Figs. 29 and 30 being diagram views shewing arrangements of the cylinders
hereafter described.
Fig. 31 is a longitudinal section, illustrating a modified construction of a triple
expansion engine according to my invention.
Fig. 32 is a cross sectional view taken on the line X Y of Fig. 31.
Figs. 33 and 34 shew modified arrangements of the valves applicable to com-
pound engines.
Fig. 35 is a diagrammatic elevation shewing an arrangement of double expan-
sion engine hereinafter described.
According to my invention the central valve A, as illustrated at Figs. 1 to 6
is formed with steam admission ports A¹, and steam 'exhaust ports A³, in its
cylindrical surface, respectively diametrically opposite to one another. Steam

page_text: is supplied to the divided interior of the valve at one end, and passes to the
whole length of the ports A', the exhaust steam passing through the whole length
of the exhaust ports A2, which communicate with the interior of the valve,
and is conducted therefrom through the end opposite to that at which it was
originally admitted.
The valve having three steam and three exhaust ports as at Figs. 5 and 6,
is constructed in substantially the same manner as that shewn in the previous
figures.
With reference to the general construction of the engine, the cylinders are
indicated by the letter B, the outer ends of the said cylinders being. open and
slotted, and the bases thereof closed; at the axis of revolution of the cylinders
there is a central aperture to receive the valve A. The cylinders are provided
with pistons C, slotted at their outer ends to correspond with the slots of the
cylinders, and are fitted interiorally with rollers C, which latter bear upon, and
co-act with, the surrounding stationary curved track D, supported by a station-
ary casing E; (which surrounds the working parts of the engine), into which the
steam exhausts, and in which the bearings for the rotating cylinders may be
formed. The rotary motion of the cylinders is conveyed to the exterior of the
casing by means of a shaft, the flanged ends of which is usually bolted to the
cylinders at the exhaust end of the central aperture, thereby forming a cover
to the end of the same, the steam escaping from the central aperture by way
of radial passages formed in the walls at the end of the said aperture.
Referring to Figs. 7 and 8, the cylinders B are supported by trunnions, carried
in bearings on either side of the casing. In this construction, the valve A is
held stationary, and rendered capable of following any vibrations of its sur-
rounding parts, and receives its steam supply by a flexible tube F, connecting
the supply end of the valve A to an extension of the casing E, where it receives
its steam supply.
The flexible connection F can be conveniently formed from a corrugated
metallic tube, and the joint between the ends of the said flexible connection F,
and the valve, and steam supply pipe, may be effected by fixing to the ends of
the flexible connection F screwed collars F, see Fig. 31, which are adapted to
be screwed into the ends of the valve and the steam supply pipe.
The steam passes from the supply pipe, through the flexible connection F, to
the interior of the valve A, passing by way of the steam admission ports A¹ to
the cylinders, by the steam ways 13 in the bases of the cylinders; the said steam
ways B', as at Fig. 8, and the valve ports, extending for a length equal to, and
coincident with, the bore of the cylinders.
Upon the cylinders having revolved so as to bring the steam ways B¹ opposite
the exhaust ports A2, in which position the pistons have reached the limit of their
outward travel, the steam is exhausted by way of the ports A2, through the
exhaust end of the valve, and into a chamber formed by an extension of the cen-
tral cylindrical aperture formed beyond the exhaust end of the valve, from whence
it escapes into the interior of the casing E, by way of a number of apertures B³,
the escape of the exhaust steam from the casing, being by way of a suitable
aperture or apertures formed in the casing.
The moving parts all being contained in the surrounding casing, lubrication
is effected by admitting oil with the steam supply, the steam carrying the oil
directly to the central valve, and therefrom to the interiors of the cylinders;
the steam exhausting into the casing carries the lubricant with it, and thereby
lubricates such parts as the journals, pistons, rollers, and other parts, not con-
veniently accessible by other modes of lubrication.
In order that the valve A may be evenly balanced in all cases where an even
number of cylinders are employed, the configuration of the track is such as is
shewn at Figs. 10 and 11, and it must be noted that the number of strokes im-
parted to each piston in one revolution, is equal in number to the number of

page_text: steam admission ports in the valve. Figs. 10 and 11 illustrate respectively,
arrangements of 2 cylinders, and 4 cylinders, arranged regularly within such
a curved track, and controlled by a two way steam admission and exhaust valve;
it will be readily seen that any even number of cylinders may be arranged
within such a track, and controlled by such a valve, while the balance of the
parts and the central valve is maintained.
At Fig. 12, an example is shewn wherein three cylinders are in balanced
arrangement within a track, the curves of which allow of three strokes of each
piston during each revolution of the cylinders. The valve to control this arrange-
ment of cylinders, is such as is shewn at Figs. 5 and 6, and as in the former case,
wherein an even number of cylinders are employed, the number of steam admis-
sion ports in the valve correspond to the number of strokes imparted to each
piston during one revolution, therefore this valve, Figs. 5 and 6, is constructed
having three steam admission ports and three exhaust ports. The track illus-
trated at Fig. 12, may be formed with a number of concentric segmental por-
tions, at the points where the rollers are in contact when the pistons are in their
inner positions, such a construction of track allowing, by the adjustment of the
valve, variation in the supply of steam to the cylinders, in a similar manner to
that hereinafter described with reference to Fig. 10.
By the employment of such a three way valve and curved track as at Fig. 12,
it will be understood that any number of cylinders, arranged regularly, being a
multiple of three, may be fitted, and the balance of the moving parts and the
valve still maintained.
In the engine described with reference to Fig. 7, no provision is made for any
alteration of the position of the valve A, after the same has been fitted to the
engine. Such a simple construction of engine is very convenient for certain
classes of work.
Now in order that the position of the valve may be altered, for instance, to
effect the reversal of the direction of rotation of the engine, or to vary the
expansion as hereinafter described, I provide such an arrangement as is illus-
trated at Fig. 13. It should however be mentioned before describing this
arrangement, that the reversal of the engine can be effected, but the arrangement
of ports as usually constructed, causes the engine to work in a somewhat imper-
fect manner when reversed, but is sufficiently effective to answer the purposes
in an engine which is not intended to drive in a reversed direction for any
considerable time.
Referring to Fig. 13, the valve A is fitted at its supply end with the flexible
tube F; connected to the outer end of the tube F is a cylindrical sleeve G, which
passes into a cylindrical extension G₁ fixed to the casing E, and packing rings
are provided between the sleeve G and the extension G₁. The sleeve G is pro-
vided at its junction with the flexible tube F, with a circular collar which fits
within a groove formed between the flange of the casing E and that of the
extension G', the groove preventing the valve A from lateral movement under
the end pressure exerted by the steam.
A lever G is formed in a piece with, or connected to, the aforesaid circular
collar, and projects through a slot formed in the extension G¹. the ends of such
slot serving as stops to limit the motion of the lever. Upon moving the lever G2
the valve is partly rotated, and the position into which the lever is placed, is
maintained by frictional contact between the faces of the aforesaid circular collar,
and the adjacent faces of the flanges, which form the groove in which the collar
works.
So far, it will readily be understood, that by a sufficient rotation of the valve A,
by means of the lever G2, the position of the ports may be so changed as to cause
the direction of rotation of the engine to be reversed. I will now describe how
by the adjustment of the valve A, in conjunction with a certain formation of
the track D, the expansion may be varied.
With this object, and referring to Fig. 10, dotted radial lines are shewn, inter-

page_text: secting the curve of the track at the part where the rollers are in contact when
the pistons are in their inward positions. Now if these segments of the track
are formed concentric with the axis of rotation, it is obvious, that during the
travel of the rollers over these segments the piston will remain stationary within
the cylinders, and as soon as the rollers have passed this concentric part, the
pistons will immediately commence to move outwards.
If the valve is placed in such a position, that the steam admission port admits
steam to the cylinder when it has arrived at the commencement of the concentric
segmental part of the track, and the steam way in the cylinder has passed entirely
over the steam inlet port by the time the roller leaves the concentric part, then
practically no steam will be admitted to the cylinders, because, the pistons will
have remained at the bases of the cylinders during the whole period the steam
supply was open.
If the valve is turned in the same direction in which the
cylinders rotate, it can be adjusted so that the steam is admitted to the cylinders,
after the rollers have left the concentric part of the track. According to the
increase of the distance the rollers travel along the driving curve while the
steam is being admitted, during which period the pistons will be travelling out-
wards, the supply of steam to the cylinders will be increased.
The valve in most cases, should be so arranged that steam is admitted, in
some cases before, and always when, the rollers leave the concentric portions
of the track; unless it is desired to completely stop the engine.
It will now be seen, that the arrangement of mechanism illustrated at Fig. 13,
in conjunction with the track as described with reference to Fig. 10, that not
only may the engine be reversed, but the expansion may be regulated.
With reference to Fig. 9, which shews a construction of balanced rotary
engine generally intended to be run in a forward direction, I will now describe
a different construction of means for holding the valve stationary, while permit-
ting it to follow any vibrations of the surrounding parts, at the same time allow-
ing it to be adjusted to reverse the engine, or in conjunction with such a track
formed as at Fig. 10, also permitting of the expansion being regulated.
The interior of the supply end of the valve A, is fitted with packing rings,
similar packing rings being fitted in the steam supply pipe near to its joint with
the casing. A connecting tube H, loosely fits into the end of the steam supply
pipe, and into the admission end of the valve A, the packing rings forming steam
joints therefor, and permitting of vibrations of the valve.
With particular reference to Figs. 14 to 17, a shaft J passes from the exterior
of the supply pipe, through the connecting tube H, as seen at Fig. 9 and is con-
nected to the valve A by means of a loosely carried connecting piece J¹, the joint
formed by the piece J¹ being of universal type, whereby any vibrations may take
place between the valve and the shaft J. The shaft is surrounded by a well
fitting sleeve, having a hemispherical head, which fits into a similar shaped
recess formed in the steam supply pipe; bearings are provided to allow of free
movement of the shaft J. Steam pressure on the valve A causes a longitudinal
pull on the shaft J which holds the hemispherical head of the sleeve in position,
the formation of such head, permitting the shaft J a certain amount of radial
motion about its bearing, and at the same time ensuring a tight joint.
A lever G is connected to the outer end of the shaft J, which may be connected
to a controlling mechanism or adjusted by hand.
Referring to Figs. 18 to 24, I will now describe convenient means whereby the
engine may be driven in a forward or backward direction with equal facility.
With this object I provide means similar to those described with reference to
Fig. 13, whereby the valve may be adjusted, G being the sleeve fitting into the
connecting tube G¹ and fixed to the flexible tube F, which latter is connected
to the supply end of the valve A, the amount of travel of the operating lever G³
being limited as at Fig. 13, by the slot in which it rocks.
Surrounding and fitting over the valve A is a cover tube K which latter fits
within the central aperture between the cylinders; this cover tube K is formed

page_text: with a flanged head, to aid in maintaining its lateral position. Adjacent to the
sleeve lever G, is a similar sleeve and lever K, which is formed with a'cylindri-
cal part fitting into the end of the casing E; and free to be partially rotated
therein, through an--angle regulated by stops. Connecting the sleeve-K with
the cover tube K is an intermediate tube 2, which joins the two by means of
tongues and slots, such connection forming a kind of universal joint and allow-
ing the cover tube K to follow any vibrations of the adjacent parts:
Thus, by rocking the lever G2, the valve A is adjusted, and by moving the
lever K the cover tube K is partially rotated.
Referring to Fig. 19, the cylinders would be rotating in the direction of the
arrow, and in that view it will be seen that longitudinal ports KK and K'
are cut in the cover sleeve K, which are of corresponding length to the ways
in the bases of the cylinders and to the ports in the valve; the position of the
ports K³ as there shewn, are now arranged so as to allow the steam to enter the
cylinders from the supply ports A¹ of the valve, as the cylinders rotate, ports K'
being provided in the cover tube K to allow the steam to pass to the exhaust
ports of the valve A.
'
11.
'
Referring to Fig. 20 of the drawings, the valve has been partially rotated
towards the right by the handle G2, and the cover tube has been partially rotated
by the handle K', and the valve is now so placed and ports K³* in the cover tube
have been brought into such positions as to admit steam to the cylinders, so as
to cause them to rotate in the direction of the arrow, which is in the reverse
direction to that of Fig. 19. The ports K+ in the cover tube when in the latter
position allow of free exit of the steam through the exhaust ports A², at the
proper time, in the rotation of the cylinders.
As it is necessary to rotate the cover tube K to a greater extent than the
valve A, it is desirable that both these should be capable of being effected by
the operation of one lever only, and to effect this I form a segmental slot in the
collar from which the lever K projects, and which has the greatest travel. Upon
the collar from which the lever G2 projects, I provide a pin projecting into the
aforesaid slot, whereby upon the lever K being rocked, no motion is communica-
ted to the lever G2, until the pin thereon engages with one of the ends of the slot
when both levers move together and complete their necessary but varied travel.
Thus by rocking the lever K¹ the reversal of the engine is effected.
At Figs. 25 to 27, a valve is shewn, combined with cover blades hereafter men
tioned, whereby the supply of steam to the cylinders may be controlled, and
this without necessitating the employment of any concentric curves in the, track.
The valve A which is free to follow any vibrations of the parts, is prevented rota-
ting, and is controlled by any of the means herein before described. Longitudinal
grooves are formed in the valve to receive cover blades L, which project from a
ring L which embraces the steam supply end of the valve A. The blades L, when
rotated by the ring L', serve to close to a greater or lesser degree the steam
admission ports A of the valve A. The rotation of the ring L¹ is effected in sub-
stantially the same manner as the cover tube K, in Fig. 18, and a similar con-
necting tube K2 is fitted, in order to allow the ring L¹ and cover blades. L to
follow any vibrations of the valve and adjacent parts.
At Fig. 28, I have shewn an arrangement of triple expansion engine, wherein
the construction of the central valve, heretofore described, is triplicated.
The construction of the valve employed is exteriorally of cylindrical formation,
is held stationary, and is located within a cylindrical aperture, extending the
whole length between the bases of, three cylinders, which are constructed to
allow of expansion. The bore of the valve, may be said to extend from the end,
at which the steam is admitted, to the end, at which it finally exhausts, and is
of tapered formation, increasing towards the exhaust end.
Formed, on that part of the valve located between the bases of the high pres-
sure cylinders, are steam admission ports and steam exhaust ports, which are
divided from one another by the dividing structure, as is common to the form of

page_text: valve I employ. In that part of the valve, located between the bases of the
intermediate cylinders, I form, the steam inlet and exhaust ports, with the divi-
ding structure, and thereby provide a second complete valve for controlling the
steam to the intermediate cylinders. The low pressure cylinders are also pro-
vided with a complete valve structure, as described for the two previous cylinders.
The ports A and A2 for each of the cylinders are formed in proportion to the
capacity of the respective cylinders. The steam being admitted by the flexible
connection F, passes by way of the ports A' to the high-pressure cylinders, and
is exhausted therefrom by the ports A2, into the interior of the valve, having
access to a chamber M, formed in the casing E. From this chamber M, the
steam passes by way of the bore of the valve to the steam admission ports A¹,
supplying the intermediate cylinders, and thence, as in the case just described,
to a second chamber M¹, and from there to the low-pressure cylinder, from
where the steam escapes into a chamber M2, formed in the casing, which is in
communication with the air or with a condenser.
The casing, as at Fig. 28, is formed in two parts, being longitudinally divided,
and the three cylinders are connected together by cylindrical parts N, forming
journals which are supported in bearings in the casing. The two central bear-
ings are carried by webs O; formed in a piece with the casing, and these webs O,
form partitions, dividing the casing into the three chambers M, M³, M². To
prevent the steam escaping from one chamber to the next, past the bearings,
the latter are provided with packing rings P for the purpose of making a steam
tight joint.
The rotary motion of the connected cylinders is communicated to the exterior
of the casing preferably by a shaft connected to the cylinders in the usual manner.
At Fig. 31, I have shewn an engine arranged for triple expansion, in which
the valve is of similar construction to that shewn and described with reference
to Fig. 28, the ways in the bases of the cylinders also being similar. The appli-
cation of a cover tube K is shewn by which the reversal of the engines may be
effected, the general arrangement of the controlling means for the valve and
cover tube being substantially the same. as that described with reference to
Figs. 18 to 24.
From this example it will be seen that a similar cover tube may be easily
fitted to an engine of the type shewn at Fig. 28, and in some cases it may be
desirable to supply means for controlling the supply of steam to the cylinders,
such as has been herein before described.
In the construction as at Fig. 31, the steam finally exhausting from the valve,
escapes to the interior of the casing, which latter is without dividing partitions
as in Fig. 28, and consequently the exhaust steam has access to the exterior of
all the cylinders. In order to provide chambers for the reception of the steam
in its passage from a higher to a lower pressure cylinder, I provide chambers M
and M, formed between and in a piece with the cylinders. The course taken by
the steam and the operation of the engine is substantially the same as that des-
cribed with reference to Fig. 28.
Referring generally to Figs. 28 and 31, the cylinders may be arranged as shewn
either as at Fig. 29 or 30. At Fig. 29 the axes of the cylinders are arranged
parallel to one another, and consequently with the valves arranged in the manner
shewn in Figs. 28 and 31, viz., with all the steam admission ports A' in the same
straight line, and the tracks D all coincident, then the dead centres would also
be coincident.
In order to prevent the dead centres being coincident, the cylinders may be
arranged as shown at Fig. 30, the valves and the tracks being arranged as shewn
at Fig. 28 or 31.
To prevent the dead centres being coincident, with the arrangement of the
cylinders shewn at Fig. 29, it must be understood that the position of the steam
admission ports of the valve A, are arranged so as to be opposite to the points
on the track upon which the roller bears when the pistons are in their extreme

page_text: inner positions, and consequently if the steam admission ports A¹ in the tripli-
cated valves, are arranged at equal angles to one another, the tracks would also
have to be placed in a corresponding manner, which would have substantially
the same result, in so far as the dead centres are concerned, as arranging the
cylinders in the manner indicated at Fig. 30, combined with the arrangement of
valves and tracks as illustrated at Figs. 28 and 31.
It will be noticed that in the constructions of engine at Figs. 28 and 31, that
the bore of the cylinders has been increased, as well as the length of the stroke.
This has been done with the object of obtaining the proper proportion between
the diameter of the piston and the length of the stroke, and of course at the
same time to provide the necessary increase of capacity of the cylinders.
From the foregoing description it will be gathered that the valve and the
mechanisms described, which act in conjunction with the valve, are capable of
controlling many different forms of rotary engines of the type herein described;
for example, double, triple, quadruple, and multiple expansion rotary engines
may be constructed, and fitted with the controlling devices, which have been
herein previously described with reference to the high pressure engines.
A convenient form of double expansion balanced rotary engine is diagram-
matically illustrated at Fig. 35, wherein a co-axial pair of high pressure cylin-
ders is employed in conjunction with four low pressure cylinders, arranged in
co-axial pairs at right angles to one another. The axis of the high pressure
cylinders is arranged so as to bisect the opposite angles formed by the inter-
secting axes of the low pressure cylinders. By this arrangement and in con-
junction with coincidently arranged tracks, no dead centre occurs in the action.
of the engine.
In order to effect a similar result, namely, in which no dead centre occurs
in the action of the engine, and at the same time to arrange the axis of the high
pressure cylinders parallel to one of the axes of the low pressure cylinders, it
would be necessary to arrange the dead centres of the two tracks at an angle to
one another. The steam supply and exhaust, and the arrangement of steam reser-
voirs for such a double expansion engine are substantially the same as that des-
cribed with reference to Figs. 28 and 31.
Many different arrangements of the cylinders may be designed, and the engine
controlled by means of the valve, and parts hereinbefore described, to control the
direction of its rotation, and the supply of steam to the cylinders; further,
tracks may be employed to impart three strokes to each piston during one revolu-
tion, combined with arrangements of multiple expansion.
Obviously the constructive details of some of the parts are capable of being
easily varied, as for instance, instead of making the central valves as illustrated
at Figs. 28 and 31 in one continuous piece, they may be formed in separate
parts, and connected together; such arrangements of series of valves so con-
nected are illustrated at Figs. 33 and 34, and by these constructions the cylin
drical aperture, and consequently the valves in each of the cylinders, may be
properly proportioned in relation to the size of the cylinders to which they are
fitted.
Although I have shewn the central valve of cylindrical formation, yet it must
be understood that I may in some cases, if desired, make the valve somewhat
tapered without in any way departing from my invention.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is: -
1. In rotary steam engines of the type herein designated, forming steam ways
in the bases of the cylinders and introducing between the bases of the cylinders,
and at the axis of revolution of the same, a cylindrical steam supply and exhaust
valve, together with flexible means for holding the valve against rotation, while

page_text: allowing steam to be conducted thereto, and the valve to follow, any vibratory
movements of its surrounding parts, substantially as described.
2. In rotary engines of the type herein designated, having a central steam
supply and exhaust valve, forming steamways in the bases of the cylinders
extending entirely across the bores of the same and corresponding ports in the.
central valve for the purposes described.
3. In rotary engines having a central cylindrical exhaust valve and steam
ways and ports extending entirely across the cylinder bore, the use of a flexiblé
tube connected at one end to the supply end of the valve and at the other to a
stationary part of the engine, forming a tubular extension of the valve by which
steam is conducted thereto and rotation of the valve prevented, the flexibility of
the connection allowing the valve to follow any vibratory movements of the
revolving cylinders, substantially as described.
4. In rotary engines such as are claimed in the Third Claim, providing a track
formed with concentric segments, and means to allow of the rotation of the valve
relatively to said segments substantially as and for the purposes described.
5. In rotary steam engines such as are claimed in the First Claim, means for
partially rotating the valve, and a cover tube fitting closely over the valve and
flexibly connected with a sleeve having means by which the cover tube may be
adjusted, ports formed in the cover tube to conduct steam from the valve to the
cylinders so that the relative adjustment of the valve and the cover tube places the
ports in position for the reversal of the engine, substantially as described.
6. In balanced rotary steam engines of the type herein designated, and as claimed
by Claim 3, providing the valve with means for rotary adjustment, if, desired, and
forming the said valve with longitudinal grooves. to receive longitudinally extend-
ing cover blades, extending from a ring surrounding the end of the valve, the
ring being connected by a form of universal joint with mechanism by which
it and the blades may be adjusted relatively to the valve, to control the size of
the steam admission ports, and thereby regulate the supply of steam to the
cylinders, substantially as described.
7. In balanced rotary steam engines of the type herein designated, and as
claimed by Claim 4, mounting three cylinders within a surrounding stationary
track, the track being so formed that each piston may make three strokes during
each revolution of the cylinders.
8. In balanced rotary steam engines of the type herein designated, forming
steam ways in the bases of a series of cylinders arranged for expansion, the steam
ways extending entirely across the bores of each of the cylinders; introducing at
the axis of rotation of the cylinders and between the bases of same, a balanced
cylindrical steam supply and exhaust valve, which receives steam at one end
and exhausts from the other, admission and exhaust ports formed within the
valve for each cylinder, the exhaust ports of the higher pressure cylinders being
in communication with the admission ports of the lower pressure cylinders, and
also with steam chambers for the reception of steam passing from one cylinder
to another, together with flexible means for holding the valve against rotation
and conducting steam thereto while allowing the valve to follow any vibratory
movements of its surrounding parts, substantially as described.
9. In balanced rotary steam engines of the type herein designated. and as
claimed by Claim 8, forming a series of controlling valves, one for each set or
pair of cylinders in the series, separately, of cylindrical formation and of a diam-
eter in proportion to the cylinder to which it belongs, together with flexible or
rigid means for connecting the valves forming the series, substantially as
described.
10. The construction and arrangement of the parts composing the balanced
rotary engine, substantially as described with reference to Figs. 7 and 8.
11. The construction and arrangement of parts composing a balanced rotary
engine substantially as described with reference to Fig. 12.

page_text: 12. The construction and arrangement of parts composing a balanced rotary
engine, substantially as described with reference to Figs. 9 and 10.
13. The construction and arrangement of parts composing a balanced rotary
engine, substantially as described with reference to Fig. 11.
14. The construction and arrangement of parts composing a balanced rotary
engine, substantially as described with reference to Figs. 18 to 24.
15. In rotary engines of the type herein stated, and as claimed by Claim 1,
the construction and arrangement of the parts composing a balanced valve, sub-
stantially as described with reference to Figs. 25 to 27.
16. The construction and arrangement of the parts composing a triple expan-"
sion balanced rotary engine substantially as described with reference to Fig. 28.
17. The construction and arrangement of the parts composing a triple expan-
sion balanced rotary engine, substantially as described with reference to Fig. 31.
18. The arrangement in triple expansion balanced rotary engines as herein
described, of the cylinders, substantially as set forth with reference to Fig. 30.
19. The arrangement in double expansion balanced rotary engines as herein
described, of the cylinders, substantially as set forth with reference to Fig. 35.
20. The arrangement and construction of parts forming the flexible and adjust-
able steam conduit, substantially as set forth with reference to J, J, G2 and H
in Fig. 9.
Dated this 28th day of November 1800