Improvements in Rotary Steam Engines.
Year: 1898

page_text: Date of Application, 21st Oct., 1898-Accepted, 4th Feb., 1899
Improvements in Rotary Steam Engines.
I, GEORGE ALANSON DIBBELL, of Washburn, in the County of Bayfield, and State
of Wisconsin, United States of America, Millwright, do hereby declare the nature
of this invention and in what manner the same is to be performed, to be particu-
larly described and ascertained in and by the following statement:-
My invention relates to improvements in rotary steam engines; and the objects
of my invention are, first, to provide a rotary engine with fixed wings upon the
sides of the piston and thus overcome the great wear by friction of the sliding
wings ordinarily used in pistons of rotary engines; second, to provide a rotary
engine in which the packing of the piston head and piston wings may easily be
reached and kept in-repairs; third, to provide a compound rotary steam engine with
a single valve for starting, stopping and reversing the engine and conducting the
steam properly to and from the two cylinders; fourth, to provide a rotary
engine in which the steam pressure is equalized upon opposite sides of the piston
head and shaft.
These and other objects I attain by the novel construction and arrangements of
parts illustrated in the accompanying drawings, in which,
Figure 1, is a top view of my complete engine. Fig. 2, is a side elevation of
Figure 1. Fig. 3, is a cross section as on the line.a a, in Figure 1, looking
from right to left; Fig. 4, is a cross section of one of the cylinders with the piston
and valves belonging therein; Fig. 5, is a face view of the cam operating the
valves. Fig. 6, is an end view of the piston; Fig. 7, is a side view of the piston
with one of the valves in its place. Fig. 8, is an enlarged top view of the plug
of the reversing valve and the shell of the valve intersected on a line passing
through all of its side ports, and the steam pipes connected with the ports, shown
in outlines and slightly turned so as to show their branching off towards the ports
of the cylinders. Fig. 9, is a vertical section of the valve shell on the line b, b,
in Fig. 8, exposing the side of the valve plug. Fig. 10, is an enlarged, central,
longitudinal section of an end portion of the piston, on the line c, c, in Fig. 6.
Referring to the various parts in the drawings by reference numerals, 1, desig
nates the bed plate of the engine, from this project upward the stands 2, 3, 4, in
the top of which are journaled the main shaft 5 of the engine, and some distance
away to both sides therefrom, the two rock-shafts 6 and 7, upon each of which is
secured a rocker arm 8, which is pivotally connected to the horizontal rocker rod 9,
one end of which is connected by the link 10, to the rocker arm 11, secured on
one end of the rock-shaft 12, journaled in the arms 13, projecting out from the
stands 2 and 3, (as best shown in Fig. 1 and 3). To the other end of the rock-
shaft 12, I secure the lever 14, which on the stud 15, carries the roller 16, nor-
mally engaging the groove 17, (best shown in Fig. 5), in the cam 18, secured
upon the main shaft 5. Said groove imparts by its oppositely located curves 19,
two full rocking motions to the lever 14, shaft 12 and roller 16, for each revolution
of the main shaft 5. 20 is a joint on the lever 14, to allow the lever to be swung
horizontally out of engagement with the cam 18, when so desired, for a purpose

page_text: presently to be described. 21 is a guide swinging on its pivot 22, so that it may
be folded down as shown in dotted line 21 in Fig. 1, or held by the spring-pin 23,
locked in the upright position, in which it serves to keep the lever 14, with its
roller 16 in the groove of the cam 18.
Between the stands 2 and 3, and 3 and 4, I mount on the legs 24, the small or
high-pressure cylinder 25, and the large or low-pressure cylinder 26, the construc-
tion of which is exactly alike, except as to their size, which is different as to
length but not as to diameter; the following description of one of the cylinders,
therefore, answers for both of them; The cylinder, which may preferably be
made in an upper and a lower half, and secured together by the screws 27, is pro-
vided with two oppositely located valve chambers 28, (see Fig. 4), opening sidewise
into the cylinder and housing the valve plugs 29, secured on the rock-shafts G
and 7, and provided with the opposite side grooves 30, 31, by which to receive
and admit steam to and from the cylinder, to or from the ports 32 and 33, according
to which way the engine is run.
Upon the main shaft 5, on which the fly-wheel 34 is secured, I secure within the
steam cylinder, the piston or piston head 35, which consists of a cylindrical body
placed centrally in the cylinder and provided at the ends with flanges 36, between
which and the packing rings 37, held by the screws 38, are inlaid in V-shaped
grooves 39, the flexible packing 40, which touches against the cylinder and may be
adjusted thereto by tightening the screws 38, and thus squeeze the packing out-
ward. Between the two end flanges 36, of the piston head extend two diametrically
opposite wings or pistons proper, 41 and 42, in the edges of which are secured the
packing strips 43. When the piston head revolves these wings 41 pass into and
out of the longitudinal grooves 44, in the valve plugs 29, during the rocking
motion of the valve. These grooves 44 are as long as the valve plug, and thus
fill between the flanges 36 of the piston head, as best shown in Fig. 7, while the
grooves 30 and 31 need not extend to the end of the plug. 45 are adjustable
packings, provided at the edges of the valve plugs, to make them steam-tight
against the piston head 35, as well as against the valve shell.
Besides the packing 40, at the ends of the piston head, the escape of steam
is further guarded against by the cylinder heads 46, secured to the cylinder by
the screws 47, and being parted diametrically in two with a packing strip 48,
(see dotted lines in Fig. 3) laid in grooves in the adjoining edges, admits of
removal of the upper half of the head, when it is necessary to reach the screws 38
in the piston head, for adjustment of the packing 40. For repair of the pack-
ings 43 and 44, the upper half of the cylinder may be removed.
The valve by which the engine is started, stopped and reversed, consists of the
shell 50, having the steam inlet pipe 51 at its top and the exhaust pipe 52 at its
bottom; said pipes may, if preferred, enter horizontally into the steam spaces 53
and 54, at the top and bottom of the valve plug 55, of which 56 is the stem
and 57 the operating handle or lever. 58 are lugs at the under side of the
cover 59 of the valve shell, for keeping the plug down, with the bottom end of
its stem in the step 60, which, being small, allows the plug to be turned easily,
although there is steam pressure on the top of it. The shell of the valve is further
provided with four side ports 61, 62, 63, 64, of which the port 61 is connected by
the branching pipe 65, 66, 67, with the ports 33, of the valve chambers 28, on the
high-pressure cylinder 25, and the port 62, communicating with the ports 32, in
said valve chambers 28, through the branching pipe 68, 69, 70, and the ports 63
and 64, are connected in like manner as just described, with the corresponding
ports of the valve chambers of the large or low-pressure cylinder 26, by the
pipes 71, 72, 73, and 74, 75, 76.
The valve plug 55, is provided in its top with a diametrical groove 77, sunk
down at the end 78, so as to reach the ports 61 and 62, and at the other end so
as to form a counterbalancing steam space 79, opposite the space 78. Some distance
down on the plug 55, I provide in opposite sides of it the segmentally curved
transverse steam ducts 80, 81, beyond which äre again provided the segmental,

page_text: longitudinal grooves 82, 83, which are permanently open into the steam space 54,
of the valve, but in upward direction extend only to the top of the ports 63, 64,
from which they receive the exhaust steam from the large cylinder.
In operation, if the valve plug 55 be turned as shown in Fig. 8, with the mouth 78
facing the port 61, the live-steam will rush into the small cylinder 25, through
the pipes 65, 66, 67, and after imparting half a turn to the piston it is shut off
by the valve and by the next wing of the piston emerging from the valve 29,
behind it, and is then conducted through the pipes 70, 69, 68, port 62, duct 80,
port 63, and pipes 71, 72, 73, into the large cylinder 26, where it expands
to about twice its bulk, revolves the large piston in the same
direction as the small one and then returns through the pipes 76,
75, 74, port 64, duct 83, space 54, and exhausts at 52; and
if the engine is to be stopped the valve plug 55 needs simply be turned with its
mouth 78, between the two ports 61, and 62, and if the engine is to be reversed,
the mouth 78 is turned to meet the port 62, which will direct the live-steam
through the pipes 62, 68, 69, 70, into the small cylinder, at the opposite side of the
wings 41, 42, and to return through the pipes or way 67, 66, 61, 81, 64, 74, 75, 76,
into the large cylinder, from which it will then exhaust through the pipes or
way 73, 72, 71, 63, 82, 54, 52.
As the diameters of the cylinders are the same, the length of the large cylinder
determines the amount of expansion. The use of condenser, being common for
compound engines, I need not describe it or its connection with my engine; but
the exact operation of the valves and the piston, (best shown in Fig. 4), may need
further explanation, therefore, I will add, that when the piston and wings 41, 42,
stand in the position shown, the upper edge or wing of the valve 29, and the lower
edge of the valve 29* have just closed after the steam escaping from both the upper
and the lower half of the cylinder, and with their other edges opened for new
live-steam to enter the space 30, and press upon both wings of the piston, in the
direction of the arrow, until the wings reach the position shown in dotted lines,
then the valves turn quickly to let the wings pass to the position shown in solid
lines; while the wings make that motion, the used steam exhausts or passes out
through the ports 33, and the valves resume the position shown, closing tightly
against the body of the piston, and thus allow fresh steam to enter the spaces 30,
and turn the piston. The quick motions of the valves are caused by the sharp
curves 19 of the cam 18, which causes all the rocking motion of the valves. While
the wings move forward from their solid to their dotted positions, the valves 29
and 29 stand still, and while the wings pass the valves the valve 29 turns as
much downward as the valve 29, and the latter turns upward like valve 29. When
the valves 29 are properly constructed they will shut off the live-steam from the
cylinder while the wings of the piston pass the valves, and consequently a very
tight fit of the wings into the grooves. of the valves is not important. Should the
engine happen to stop with the wings in the middle of the grooves 44, it will be
on a kind of "dead center," but it may be easily started by swinging the lever 14,
with its roller 16, out of contact with the cam and raise or lower it so as to rock
the valve plugs 29 and 29* sufficiently to let in steam either through the
ports 32, 30, or 33, 31, to turn the piston, and then drop the lever 14 with its
roller 16 into the cam again, and throw the guide 21 in front of it.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed, I declare that what I
claim is:-
1. In a rotary engine and mounted in a suitable frame, the combination of the
cylinder 25, having the oppositely located cylindrical chambers 28, provided with
the steam ports 32 and 33, about opposite each other, the valve plugs 29 and 29*
rocking therein, extending sidewise into the cylinder and being provided with
the two opposite grooves 30, 31, adapted to set the ports 32 and 33 in communica-
tion with the cylinder, and having between said grooves 30 and 31 the side

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groove 44, serving as escapes for the wings of the piston; the piston 35, having
smooth, cylindrical body adapted to fit against the edges of the rocking valves,
and having the diametrically opposite wings 41, 42, with the packing 43 at their
edges, and the circular end flanges 36, provided with the packing 40, fitting in the
ends of the cylinder. The main shaft 5, secured in the piston, extending beyond
the cylinder and having secured upon it a fly-wheel and a double-acting cam,
the lever 14, operated by said cam and having the joint 20, the guide 21, the rock-
shaft 12, and rocker-arm 11, operated thereby, and the two rocker arms 8, secured
upon the stems of the valve plugs 29, 29, and the rod 9 and link 10, connecting
the arms 8 together and to the rocker-arm 11; and means for conducting the
steam to and from the valve chambers, substantially as and for the purpose set
forth.
2. In a rotary engine and mounted in a suitable frame, the combination of the
cylinder 25, having the oppositely located cylindrical chambers 28, provided with
the steam ports 32 and 33, about opposite each other, the valve plugs 29 and 29*,
rocking therein, extending sidewise into the cylinder and being provided with two
opposite grooves 30, 31, adapted to set the ports 32 and 33 in communication with
the cylinder, and having between said grooves 30 and 31 the side groove 44,
serving as escapes for the wings of the piston; the piston 35, having a smooth,
cylindrical body adapted to fit against the edges of the rocking valves and having
the diametrically opposite wings 41, 42, with the packings 43 at their edges, and
the circular end flanges 36, provided with the packing 40, fitting in the ends of
the cylinder; the main shaft 5, secured in the piston, extending beyond the
cylinder and having secured upon it a fly-wheel and a double-acting cam; the
lever 14, having the joint 20, the guide 21, the rock-shaft 12, and rocker-arm 11,
operated thereby, and the two rocker-arms 8, secured upon the stems of the
valve plugs 29, 29%, and the rod 9, and link 10, connecting the arms 8 together
and to the rocker-arm 11, and means for conducting the steam to and from the
valve chambers, said cylinder and valve chambers being parted diametrically in
two and bolted or screwed together, substantially as and for the purposes set
forth.
3. In a rotary engine and mounted in a suitable frame, the combination of the
cylinder 25, having the oppositely located cylindrical chambers 28, provided with
the steam ports 32 and 33, about opposite each other, the valve plugs 29 and 29*
rocking therein, extending sidewise into the cylinder and being provided with
the two opposite grooves 30, 31, adapted to set the ports 32 and 33 in communica-
tion with the cylinder, and having between said grooves 30 and 31 the side
groove 44, serving as escapes for the wings of the piston; the piston 35, having a
smooth cylindrical body adapted to fit against the edges of the rocking valves and
having the diametrically opposite wings 41, 42 with the packings 43 at their
edges, and the circular end flanges 36, provided with the packing 40, fitting in
the ends of the cylinder. The main shaft 5, secured in the piston, extending
beyond the cylinder and having secured upon it a fly-wheel and a double-acting
cam, the lever 14, operated by said cam and having the joint 20, the guide 21,
the rock-shaft 12 and rocker-arm 11, operated thereby, and the two rocker arms 8,
secured upon the stems of the valve plugs 29, 29%, and the rod 9 and link 10,
connecting the arms 8 together and to the rocker-arm 11; and means for con-
ducting the steam to and the valve chambers, said cylinder being provided with
covers having stuffing boxes for the shaft 5, and valve stems 6 and 7, said cylinder,
valve chambers and covers being split or parted diametrically, substantially as
and for the purpose set forth.
בד
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Agents for the Applicant.