Year: 1888

page_text: We ABNER DE HAVEN BAKER farmer and FRANCIS PILGRIM HUYCK, jeweller of
the City of Swanton in the County of Fulton, State of Ohio, United States of
America 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
Our invention relates to an improvement in rotary engines and more particularly to
a type known as concentric piston engines.
The object of our invention is to simplify and improve the construction of a con-
centric piston engine, provide an automatic cut off, as well as an improved steam
operated valve and furnish a means for the instant reversal of motion of the engine
driving shaft.
With these objects in view our invention primarily consists in the provision of a
central hub having radial or outwardly extending pistons, a cylinder loosely mounted
concentric with this hub and furnished with radial pistons that project inwardly
toward the central hub, to engage it with their ends, the pistons of the hub being
alternated with the cylinder pistons and having their ends in sliding contact with the
inner surface of the cylinder.
The pistons of the hub and cylinder are alternately moved in the same direction by
the expansive action of steam which is introduced through proper ports.
The pistons affixed to the central hub and those attached to the concentric cylinder,
are alternately locked fast to, and released from a stationary cylindrical shell, and also
to two enveloping cylindrical shells termed "discs," said discs being secured to the
engine shaft which is the longitudinal axis of the working parts of the device so that
the alternate forward motion of the hub and cylinder pistons on their axis will give a
"step by step" continuous movement to the discs and consequently a rotary motion
to the attached engine shaft.
Our invention also comprehends a means of prevention of end thrust of the pistons.
against the cylinder heads so that the working parts of the engine are perfectly
balanced and frictional-resistance is reduced to a minimum.

page_text: This invention further consists in the provision of a simple and novel form of
sliding ring valve which is moved by the direct application of steam upon its ends
and is steam cushioned against percussive action at each end of its reciprocal move-
ment,
Our improved engine embodies a novel means for cutting off steam at a pre-
determined point to permit it to work by expansion and also provision for the instant
removal of the cut-off valve, from its seat, to permit a full stroke of the pistons by
direct continuous influx of live steam and pressure of the same upon the pistons.
We also provide a means for the instant reversal of motion of the shaft of the engine
which may be run with equal speed and power in opposite direction, when the engine
is provided with this adjunctive feature.
Our invention further consists in certain features of construction and combinations
of parts that will be hereinafter described and pointed out in the claims.
Referring to the drawings
Fig. 1 is a front view of the complete engine. Fig. 2 is a side elevation in section
of the engine taken on an axial line through the shaft. Fig. 3 is a view in transverse
section taken on the line see fig. 2 or through the centre of the steam inlet and
exhaust main passages.
Fig. 4 is a cross section of the engine on the line y y fig. 2 showing the clutch
hub, and clutching device. Fig. 5 is a face view of the right hand cylinder taken on
the line z z fig. 2. Fig. 6 represents the face of the right hand cylinder head with
the hub pistons in position for starting the engine at one end of stroke of the pistons.
Fig. 7 represents a view of the face of the cylinder head which is attached to the
left hand end of the cylinders, or head that contains the steam inlet and exhaust
passages.
Figs. 8 and 9 are perspective and sectional views of the sliding ring valve or main
valve of the engine. Fig. 10 is a view of the cored hub of the right hand cylinder
head which is the main valve seat.
Fig. 11 represents a detached view of one of the clutching rollers and its bracket
frame. Figs. 12 and 13 are views of a modified form of the clutching device that is
employed to afford a reverse motion to the engine. Fig. 14 shows a face view of the
end cap of the right hand cylinder head.
The casing or outer shell A of the engine is mounted upon a suitable base A¹
and secured thereto by bolts that are inserted through holes in its flanged lower
edge.
The shaft A is supported to revolve freely in boxes mounted upon the bracket
stands A³ and a driving pulley A* is secured to one end of the shafts, a pulley to
drive a governor being placed upon the opposite end of the driving shaft see
Fig. 1.
In Fig. 2 and 5, C represents the cylinder of the engine, two radial winged abut-
ments or pistons are integrally formed or fixed to the inner surface C at opposite
points.
Within the cylinder the piston hub B is rotated, formed upon or attached to the
hub B are two oppositely placed pistons D these are of a length that will permit them
to bear steam tight upon the inner surface of the cylinder and the pistons Care of
the same length so that their outer ends will have sliding contact with the surface of
the hub B.
Suitable packing strips i are inserted into grooves made to receive them in the side
edges and ends of the pistons ("), D, these, packing strips being seated upon elastic
springs formed either of elliptical plates or spiral wire. The cylinder is provided
with two heads E which are bolted to the ends of the cylinder to form steam
tight joints therewith. Considered from the front of the engine the cylinder head E
is located on the right hand end of the cylinder C, and is also a valve chost and in it
the ports and steam and exhaust passages leading to and from the main valve are
located. The head which is attached to the other end of the cylinder C has its
inner surfaco excavated to produce an annular groove E³ which forms a continuation
of the exhaust and live steam passages that will be further explained.

page_text: The piston hub B is integrally formed upon a concentric sleeve I which projects
through the head E¹ the head having a sleeve extension B' mado integral with it, that
fits neatly upon the sleeve 1 as shown in Fig. 2. Upon the outer end of the piston
sleeve I a clutch hub J is firmly keyed and it should be mentioned that the shaft A*
The clutch hub J
passes loosely through the sleeve I and the cylinder head E.
resembles a smooth face pulley with a true cylindrical surface or rim J.
It is strongly made to resist compression applied to its surface, it has two sets of
stout arms, which support the rim J and integrally connect the rim and hub
together. Or the rim and hub may be joined together by a thin radial flange to take
the place of the arms mentioned. The rim J2 of the clutch J is preferably laid with
steel so that a durable surface is afforded, that may be polished and will remain so,
unaffected by the frictional contact of the clutch rollers a a¹. The outer face of the
cylinder is also hardened and polished to engage with the clutch rollers and resist
wear from such a contact of parts. The portion A that has the appearance of a
cylinder as shown in Fig. 1 is only a shell not a steam receptacle but an enveloping
jacket which encloses the cylinder C.
It is of such a relative diameter to the cylinder as to conform to a space for the
location of the clutching device upon the inner surface of the stationary.clutch shell,
this clutching mechanism will be fully explained in its order.
In the sectional view Fig. 2 it will be noticed that thero is a space allowed between
the opposite sides of the cylinder head E¹ and the clutch hub J and it will also be
seen that the stationary clutch shell A extends from the point t about the centre of
width of the clutch hub J, to a point slightly past the centre of length of the
cylinder C.
In the space between the cylinder and the clutch hub J above the axle A³ a
steam passage K is formed and in a vertical line below this live steam passage K an
exhaust passage K' is produced centrally within the stationary' clutch shell A.
Integral webs bb bb₁ are formed at each side of the live steam and exhaust
passages K, K, which are transverse dividing walls in the stationary clutch case A.
The webs or integral dividing walls bb and b₁₁ join to produce a hub E' which
latter surrounds the sleeve extension B¹ of the cylinder head E¹ and forms a bearing
for it. The hub. E has an annular steam passago N formed in it which is eccentric,
being enlarged diametrically upon the upper side to join the live steam passage K by
means of the perforations n made vertically through the wall between them.
In the sleeve extension B¹ of head E' the annular steam passage c is made which
is in effect a continuation of the annular steam passage K of the clutch case A. The
steam channel e extends through the cylinder head E' and connects with a similar
annular steam passage cored in the piston hub B, the full black arrows indicating the
passage of live steam in the figures where these passages are shown, and it may be
here stated that the arrows shown in broken or dotted lines, indicate the course taken
by exhaust steam toward and into the exhaust steam conduit K' and thence out of the
engine.
The induction of live steam into the engine through the piston hub B as stated, has
for its object to prevent all end pressure and consequent friction as it will be made to
appear that the steam will have equal pressure through out the interior of the
cylinder C and upon each end of the piston hub as well as through it.
The pistons C of the cylinder C are perforated throughout their length and these
exhaust passages are so located that they will communicate with the annular channel
or exhaust passage formed in the head E (see Fig. 2).
This method of construction will afford a continuous exhaust conduit which will
not be effected by the changes of position of the exhaust passages in the pistons C³,
owing to the rotation of the cylinder C to which these pistons belong. In case it is
necessary to take up slight wear of the joint between the head E' and interior moving
parts, the set screw may be drawn up which will pull the sleeve I slightly endwise
and so tighten the surface of contact, this will hardly be necessary in view of the
slight wear of the parts, they being perfectly "balanced" against end thrust as before
-mentioned.

page_text: The stationary clutch shell A previously mentioned, extends in cylindrical form
from the webs bbb b₁ to envelope about one half of the length of the clutch hub J
and the cylinder C, the shell being thickened up to render it strong enough to with-
stand outer pressure applied on its inner surface.
In some cases as in large engines the shell A may be reinforced by an I shaped
circular flange cast upon the outer surface of the shell over the clutch rolls a a² to
resist their wedging action and consequent bursting strain.
The clutching devices consist of a series of rollers a which are each mounted in the
bracket frame a see Fig. 11 the rollers being pivoted at a to revolve freely.
An integral rod a projects from the frame a² at right angles from its rear side
near the centre of length of the same and has sliding contact with the perforated
boss a which projects from the surface of the pad plate a this plate having elongated
slots a' made through it, to lock it to the inner surface of the stationary clutch case A.
A spiral spring a³ encircles the rod a and by its resillience forces the bracket frame
and roller rearward or from the pad plate a
A suitable number of the bracketed rollers shown in Fig. 11 are affixed to the
inner surface of the case A to locate them at spaced intervals thereon, see Fig. 5.
2°
In order to cause the rollers a¹ to bear upon the surface of the rim J of the clutch
bub J and also upon the peripheral surface of the cylinder C the inclines or wedge
shaped projections are formed upon or secured to the case A so as to engage the
rollers a when shoved by the springs a and thus force the rollers to bite upon the
clutch hub and cylinder which will lock the cylinder fast to the case A and this case A
to the clutch hub J also.
All the inclines on the stationary clutch shell or case A slope in the same direction.
Adjacent to the edges tt' of the stationary clutch case A the cylindrical rings G, G',
are placed upon the unoccupied portions of the rim J2 of the clutch hub J and the
cylinder C, these rims are made of similar thickness to the clutch shell A and are
termed "clutch discs."
The clutch discs are provided with lateral flanges G' which are bent to clear the
surface of the ends of the clutch hub J and cylinder head E terminating in hubs G³
which are perforated concentric to the disc surfaces, of a size to neatly fit the shaft A
upon which they are rigidly secured. The inner surface of the cylindrical portions
or discs G have a clearance diameter equal to that of the stationary clutch shell A.
The flanges G may be made as arms to connect the disc rims G, G', to the hubs G³
but we prefer to make them continuous in engines of medium size so that they cover
the interior working parts completely at the ends to prevent entrance of dirt and
afford a neat appearance to the engine.
The discs G Gare furnished with a series of clutching rollers a which are held in
bracket frames made exactly like those of the stationary clutch shell or case A and
are intended to operate in the same manner with this exception, that the wedge
shaped projections or inclines made on the discs G G are pitched to lock the rollers
fast to the clutch hub, and cylinder, in a direction opposite to that of the inclines r
on the clutch case A.
It will be evident from the foregoing description that the rotation of the cylinder C
in one direction will lock the same to the stationary case A and thus cause its
pistons to act as rigid abutments, whilst the hub pistons D which may be pushed
in an opposite direction will lock fast to the clutch discs G G¹ and by attachment of
theso discs to the shaft A² move the shaft or partially rotate it.
Further if the steam that is introduced between the locked pistons of the cylinder C
and the loose hub pistons D to move the latter is cut off by closure of a valve and
introduced on the opposite side of the locked pistons C the expansive force of this
volume of steam will unlock the piston C¹ and instantly lock those on the piston
hub B, which latter set of pistons D become the rigid abutments and the released
piston will swing their full stroke to continue the rotative movement of the clutch
discs G G and the attached shaft A'.
The cylinder head E which contains the main valve of the engine as well as the
live steam and exhaust ports and passages to and from the same is shown in Fig. 2

page_text: in soction through its longitudinal centre and in Fig. 5 a face view is given that is
adjacent to the cylinder C.
The portion P of the head E which forms the seat for the valve H is shown removed
from the head in order to exhibit the construction of the ports and steam passages as
will be seen in Figs. 4, 5 and 10.
°
In Figs. 5 and 6 the face of the cylinder head E exhibits two live steam ports c c
upon each side of the central orifice in which the shaft A is placed, a pair of these
ports being placed upon each side of a round exhaust port L' which is made to line
with the exhaust passages I that are formed in the piston C'..
Upon each side of the live steam ports c the exhaust ports I are located the latter
named are of the same capacity as the ports c and all of these exhaust and live steam
ports are rectangular radial slots through the bead except the centre exhaust passage L'
before mentioned.
The live steam and exhaust ports c L are extended as passages into the head E
and at a proper point are given a one fourth turn or twist to cause them to lie with
the exit ports at a right angle to the ports in the face of the head E just described.
The head E is bored out to receive a cylindrical ring valve H which is made to fit
steam tight and slide therein, this bore being concentric with the centro of the
shaft A
The terminal ports of the steam passage c L aro cut through the cylindrical wall
of the head into which tho ring valve H slidos as just stated. The half turn of these
passages disposes them so that an exhaust passage will lie directly opposite to and
parallel with a live steam port the live steam and exhaust ports alternately changing
position so that in each parallel row of ports there will be two exhaust ports and two
live steam ports alternating with each other.
The core or plug P over which the ring valve H slides is provided with four live
steam passages and four exhaust passages formed in its body. The live steam passages
will all enter respectively the parts 3, 4, 5, 6 in the face of the head see Fig. 6 and
these ports are connected to passages which twist to intersect a series of ports located
in the periphery of the plug P, these latter named ports corresponding in position to
the live steam ports in the head E.
The exhaust ports all lead out to the opposite end of the plug P and connect to the
annular exhaust channel L made in the cap plato E' which is fastened to the end of
the cylinder head E as shown in Fig. 2 the exhaust channel is also shown in Fig. 14
which is a face view of the спр E⁹.
The ring valve H shown detached in Figs. 8 and 9 and in position in Fig. 2
consists of a cylindrical ring of steel or other hard metal; it is of such a thickness
as to have its outer and inner surfaces fit with steam tight joints the smooth bore of
the cylinder head E and the peripheral surface of the plug P.
The valve H should be made to slide freely end wise and is of such a longth
proportionally to the length of the channel in which it moves, that it will be slightly
shorter than said channel so that a steam space at each end of the stroke of the valve
will be allowed to exist.
'
In large engines the valve H may be provided with packing rings that are formed
of elastic metal preferably hardened and inserted into grooves cut in the inner and
outer surfaces of the valve near each of its ends, so that the elasticity of these packing
rings will cause them to regain their normal shape after they have been forced into
the retaining grooves mentioned.
The valve H has four elongated slots cut through its body in line with its edges
and central between these edges, these slots forming ports which are adapted to register
with the ports in the cylinder head E and the core or plug P when it is at either end
of its stroke.
In the face of the cylinder head E there will be seen six small ports u, u, u, u, S, S,
these are respectively exhaust and live steam ports which are connected to the live
steam and exhaust passages c L, that are made in the cylinder head E and register
with the ports in the main valve H. That is to say the exhaust passages that extend
from the ports u, u, u, u, communicate with the exhaust passages L and live steam

page_text: passages c are intersected by the live steam conduits which are extensions of the live
steam ports S. The small ports uu SS are intended to introduce steam to cause
the main valve H to slide endwise and line successively with the front and rear row
of ports in the head E and plug P.
In the valve H see Figs. 8 and 9 there is shown two small excavations v on the
face oft he valve at opposite points and near opposite edges of the same. The cavities v
are of sufficient depth to allow small steam ports el to be formed in the body of the
valve in the nearest edges inwardly, to enter the cavities so that steam which enters
the cavities v will escape through the ports in the edges of the valve it being conveyed
under the bridges &², left standing between the edges of the cavities and the adjacent
valve edges as shown in Fig. 9 which is a longitudinal view in section of the valve H.
In Figs. 2 and 6 the auxiliary valve M is shown this valve is designed to control
the entrance and discharge of steam through the ports uu S S and is in fact the
device by which the steam is caused to automatically change the position of the main
valve H in harmony with the hub pistons D to which the auxiliary valve M is connected
so as to move with them.
The auxiliary valve M consists of a simple ring of steel or other hard metal that
has its opposite sides. parallel and the periphery made a true circle. The diameter
of the ring M is proportioned to that of the hub piston B so that it may be
seated in a recess cut into the end of the hub piston that is adjacent to the
cylinder head E and have its face that bears on this head ground to a steam
tight joint therewith.
The auxiliary valve M rests on springs in its scat to cause it to have a yielding
contact with the cylinder head E and it also has a steam passage p cut through
it to allow steam from the annular steam passage in the piston hub B to pass
through the valve into the live steam ports S, S when the hub pistons B are at
either end of their stroke see Fig. 2.
There is also made in the surface of the auxiliary valve M an elongated channel pl
see Figs. 2 and 6 cut into but not through the face of the valve that is in running
contact with the cylinder heads E the position of this channel pl being such in
relation to the exhaust passages u u that at either end of the stroke of hub piston B
the cavity or channel will cover and connect the two exhaust passages so that the
exhaust steam will escape from the chamber at one end of the main cylinder valve H
toward which the valve is about to slide.
When one set of the exhaust ports u u are covered by the elongated channel p² to
form a continuous exhaust the live steam port S that is located upon the opposite side
of the valve seat (that is the face of the cylinder head E) will be in line with the live
steam passage in the auxiliary valve M live steam will enter the chamber at the end
of the main cylindrical valve H and is brought into connection with the main live
steam passage by the cavity v of which the small steam port v¹ is a lateral extension,
the cavity being at this instant over the live steam port c in the cylinder head E.
The pressure of live steam will compress the steam that is in the chamber at the
end of the main valve H and thus cushion its longitudinal movement.
The operation just described applies to the movement of the valve in either
direction it being understood that the small live steam ports on the opposite edge
of the valve H and its connected steam cavity will be in service.
The amount of live steam introduced through the auxiliary valve M will be
cut off when the main slide valve H is pushed endwise far enough to move the
cavity from over the live steam ports c and locate it under a metal bar between
the live steam port c and the exhaust port parallel to it, so that just enough
steam is admitted to throw the valve and effectually cushion it.
The engine is provided with a cut off valve R see Fig. 2 which is designed to
cut off the steam from the main valve H at any predetermined point in the
rotation of the pistons of the cylinder C and those of the hub B.
The valve R is annular in form and has a flange R' made integral with the
ring shaped base, and at right angles to it has two steam ports R cut through
the flange R' at opposite points these ports conforming in position to the live

page_text: stean ports c in the plug.P of the cylinder head E which conveys steam from the
annular steam passage made end wise through the body of the hub piston D to
the inner surface of the main slide valve H and through its ports into the twisted
passages in the cylinder head E outside of the valve H and thence through the
live steam ports c, c in the face of the cylinder head E, into the cylinder cas
shown in Fig. 2.`
The dimensions of the two parts R³ will regulate the amount of steam trans-
mittted through them so that the volume may be graduated by making these
passages large or small to increase or lessen the quantity supplied to the valve.
The valve R is made to revolve in the piston hub B by the insertion of a guide
rod o in a perforation made in the swell or boss of that projects from tho
surface of the hub B at a proper point to line with the guide rod o which latter
is secured rigidly in the clge of the base of the valve R so as to project from
it in a line, at right angles to the face o³ of the flange R¹.
It will be noticed by inspection of Fig. 4 that in the face of the cylinder head. E
the live steam ports, 3, 4 are separated from the opposite steam ports 5, 6, by
two bars of metal 7, 8. These bars cut off the steam absolutely from the main
slide valve H when the revolution of the hub piston B carries the ports R³ of
the valve R over these bars so that at that time the engine is working by the
expansive onergy of the live steam proviously transmitted through the ports R³ {
and thence through the valve H into the cylinder C.
It is important at times to be able to use steam without the cut off valve R
so that a full direct pressure will be had upon, the pistons throughout the entire
stroke of the same. As for instance when first starting the engine particularly
when it is cold, and the inertia of all machinery it drives is to be overcome.
To suspend the use temporarily of the cut-off valve R a pusher rod of is loosely
inserted in a perforation made lengthwise in the core P of the cylinder head E
to allow its end o to bear upon the flanged surface of the cut-off valve. The other
end of the rod of is in contact with the annular flange d that is located inside
the clutch disc near the cap plate E2 of the head E this flange d is connected to
another similar flange d, by the parallel rods d² see Fig. 2 so that a pressure on
the flanged to move it inwardly will move the valve R off its seat upon the head E
and thus permit a free flow of steam through a proper pair of steain ports in the
head E.
In Fig. 1 will be seen the actuating lever V that is pivotally supported upon the
bracket plate V the forked lower end of the lever engaging the flange to move
the valve the adjustment open or closed being maintained by the insertion of a
pin through the perforation da made in the lever and plate U' near its arched uppor
edge; the force of the live steam exerted upon the cut-off valve will carry it back to
its normal position on the head E when the lever V is reversed to permit it.
In order to relieve the engine of condensed water a drain pipe U is inserted to tap
the lowest point in the live steam inlet pipe K see Fig. 3, this is conducted diagonally
downward and out through the case A to allow the waste water cock U¹ to be opened
when necessary and blow off the water of condensation.
In operation we will suppose the pistons D, D to be in position shown in Fig. 6 or
between the exbaust ports L and the live steam ports e this being the extremity of
piston stroke, the auxiliary valve M will now reverse the main valve H and admit
steam that escapes from the ports c between- the cylinder pistons which cover the
round exhaust ports L' shown in the figure between the steam ports the pressure of
steam will instantly lock the cylinder to the clutch case and thus render the pistons C"
rigid abutments.
The hub pistons D are driven forward and pass the exhaust ports L'continue this
movement until the auxiliary valve M reverses the position of the main cylindrical
ring valve H to admit steam on the other side of the travelling hub pistons D thus
locking thereto the clutch hub J and stationary case A so that these hub pistons are
held rigid and the cylinder with its pistons swing around the piston hub B.

page_text: The periodical alternate rotation of the piston hub and cylinder in the same
direction will transmit their motion by locking engagement to the clutch discs G, G³,
alternately and as the successive movement of the hub pistons and cylinder pistons
is rapid the continuous revolution of the engine shaft A is effected by the step-by-
step motion of the pistons as stated.
By a proper relative adjustment of the auxiliary valve with the main slide valve
the exhaust is held between the stationary piston and the moving ones for a portion
of the stroke of these pistons so that the forward movement near the end of the stroke
of either set of moving pistons is cushioned to prevent jar when the change of locking
contact of the moving parts with their clutch devices is made.
In order to render. more effective the cushion of exhaust steam between the
stationary and moving pistons the live steam ports S that open into the cylinder and
are adapted to make passages cut through the auxiliary valve M are allowed to
introduce steam for an instant of time until the adjacent exhaust ports L are open by
the uncovering of these ports when the hub pistons D pass them.
The inain valve H will remain without change until the moving pistons have
approached the stationary ones and an elastic cushion that aids to release the lock
pistons is maintained until the main valve moves to change the steam inlets and opens
the exhaust at the same time.
In order to render the engine reversible we provide a style of reversible clutch
shown in Figs. 12 and 13. A series of these clutches are used to take the place of
those shown in previous views and as these reversible clutches are all alike a
description of one will suffice for all.
A bracket frame is provided to give support to a roller w and permit it to revolve
in the bracket frame, two rods 11 project at opposite sides of the bracket frame 10 in
the same axial line these rods slide in holes made in flange Q which projects from the
side of ring Q. The ring Qlies edgewise in the space between the clutch case and
the cylinder or in the clutch discs in a similar space, the roller having a contact
with the wedge shaped inclines 12 see Fig. 12 these inclines are lowest at their point
of junction midway between their high terminals so that the roller w will lock if
moved in either direction to ride either incline and wedge between it and an opposed
cylinder or clutch hub.
10
A series of these rollers ware employed in lieu of the single incline self adjusting
rollers previously described and are placed at spaced intervals on the clutch case A
and discs G, G¹, to engage the integral double inclines 12 thereon located.
Suitable arms are made to project from the side of the case A and clutch discs
which may be connected together and be actuated by a lever to throw the rings around
and bring either set of the inclines 12 into use, it is evident that the change of position
of the rollors by rotating movement of supporting rings Q will cause the engine to
run forward or backward as desired.
From the foregoing description of the mechanism of this engine it will be apparent
that the working parts are simple, compact and substantial and that steam may be cut
off at any predetermined point in the travel of its pistons to work expansively a portion
of its stroke and that the cut off may be thrown out of service instantly when full
pressure is needed as in starting a cold engine.
A further advantage consists in the provision of steam induction in a manner to
obviate all end thrust of the working parts and thus avoid undue frictional resistance
of the surfaces that have sliding contact.
The construction of the main slide valve H in the manner indicated renders it
perfectly balanced and cushioned and thus avoids percussive action as well as improper
friction of its sliding surfaces.
The co-operation of the auxiliary valve M gives the main valve H an automatic end-
wise movement at just the correct instant of time to change the steam induction, and
eduction in relation to the moving pistons, so as to cushion the moving pistons and
also alternately lock and advance the cylinder and hub pistons to give rotary motion
to the shaft.

page_text: In large engines we may prefer to form a tread upon the clutch rollers upon the
cylinder heads instead of the shell of the cylinder itself. This will permit the cylinder
to be made lighter with flanges to connect the heavy heads.
Other slight alterations in the form of the working parts of this device may be made
without exceeding the manifest scope of our invention, hence we do not wish to limit
ourselves to the exact forms herein shown but having now particularly described and
ascertained the nature of our said invention and in what manner the same is to be
performed we declare that what we claim is-
1. In an engine a cylinder ring valve having ports cut through it and adapted to
move by steam pressure endwise on its seat substantially as set forth.
2. In an engine a cylinder ring valve having ports cut through it in line with each
other end wise and adapted to slide upon a scat by pressure of steam on the ends
substantially as set forth.
3. In an engine a cylinder ring valve having a series of oblong ports cut through
it in a line with its edges and near its centre of length the valve being adapted to
move endwise on its sent by direct steam pressure on each end alternately substantially
as set forth.
4. In an engine a cylinder ring valve having a series of elongated slots made
through it at intervals, the slots being located near the centre of length of the valvo
to serve as ports the valve being adapted to reciprocate periodically end wise on its
seat by direct steam pressure substantially as set forth.
5. In an engine a valve, mounted in the cylinder head and having its body of a
cylindrical form, ports cut through the body in line with each other and parallel to
the ends of the valve and cavities made in the body that are intersected by holes
formed transversely of the body inwardly from each ond substantially as set forth.
6. In an engine the combination with a main valve mounted in the cylinder head
and that is of cylindrical form and a cylindrical head that is a valve chest, ports in
the valve, and ports and steam passages in the head with which the cylinder valve
ports may register of exhaust and live steam ports in the head made to register with
an auxiliary ring valve, and an auxiliary ring valve that is adapted to be relatively
moved to admit and discharge the steam which slides the main valve end wise and
cushions it at each end substantially as set forth.
7. In an engine an auxiliary ring valve mounted in the cylinder head and rotated
by the piston hub and controls steam which operates a main cylindrical valve to
reciprocate it periodically substantially as set forth.
8. In an engine the combination with cylindrical main valve, mounted in the
cylinder head and cylinder head that is a valve seat live steam and exhaust ports in
the face of the head that are continued as passages in the head and made to register
with ports in the valve and elongated ports in the main valve, that are in line with
the ends of the valve and cut through the valve near its centre of length of a shaft,
a piston hub mounted on the shaft and an auxiliary ring valve that is moved by the
piston hub to control steam which reciprocates the main valve substantially as set
forth.
9. In an engine the combination with a cylindrical main valve, a cylinder, pistons
affixed to the cylinder, a cylinder head with exhaust and live steam passages in it,
another cylinder head with exhaust and live steam passages in it and adapted to
receive a cylindrical valve, of a cylindrical ring valve having ports in it to register
with exhaust and live steam passage in the cylinder head, a centre shaft, a hub with
radial pistons on it that lie alternately opposite the cylinder pistons and a means of
controlling steam to reciprocate the cylindrical ring valve which regulate the rotary
movement of the cylinder and hub pistons substantially as set forth.
10. In an engine the combination with a hub and pistons integral with this hub of
an auxiliary ring valve, dowelled to the hub at one end and seated in the recessed end
of the hub substantially as set forth.
11. In an engine an auxiliary valve having a live steam port cut through the body
endwise and a channel cut in its face diametrically opposite the live steam ports to
B

page_text: Join a live steam passage and an exhaust passage with which the groove is made to
register substantially as set forth.
12. In an engine the combination with a cylinder head, which is also a valve chest
and has live steam and exhaust passages and ports formed in it of an auxiliary valvo,
a hub, pistons on the hub a cylinder, pistons on the cylinder and exhaust passages
made end wise through these pistons substantially as set forth.
13. In an engine, a cylinder having pistons or abutments projecting radially
towards its diametrical centre which pistons are perforated throughout the length of
their bodies substantially as set forth.
14. In an engine a clutch hub, attached to a projecting sleeve and its hub, which
has radial pistons projecting from peripheral surfaces substantially as set forth.
15. In an engine the combination with a piston hub, pistons that are formed radially
at opposite points on this hub and an integral sleeve that extends from one side of the
piston hub of a clutch hub that is provided with radial arms or flanges and a hard
cylindrical rim secured to or integral with the radial arms; substantially as set
forth.
16. In an engine the combination with a piston hub, pistons formed or affixed to
this hub and a sleeve projecting from one side of the piston hub of a clutch hub
provided with arms, and a cylindrical rim, a clutch disc a series of wedge shaped
inclines on the inner surface of this disc and a series of bracket and spring
actuated rollers that are adapted to lock the clutch hub and clutch disc together
substantially as set forth.
17. In an engine the combinations with a clutch hub of a stationary disc and
locking devices carried by the clutch disc of a stationary clutch shell or case
and locking devices secured to the stationary clutch case to lock the clutch hub
substantially as set forth.
18. In an engine the combination with a stationary clutch shell or case, of a clutch
hub, a contre shaft and two clutch discs attached to the shaft to rotate with it
substantially as set forth. -
19. In an engine the combination with a stationary clutch case or shell a cylinder
a-clutch hub and a series of locking devices secured to the stationary clutch case to
lock it to the clutch hub and cylinder of a central shaft, two clutch discs attached by
their hubs to the shaft and a series of locking devices attached to these clutch discs
that are adapted to lock to the clutch hub and cylinder oppositely to the locking
devices secured to the stationary case substantially as set forth.
20. In an engine the combination with a base plate, bracket stands, and boxes to
support a shaft, of a shaft, a stationary clutch case and two clutch discs secured to the
shaft substantially as set forth.
21. In an engine the combination with a stationary clutch case, a base plate, two
bracket stands furnished with boxes and a shaft supported to rotate in these boxes of
two series of locking rollers, secured in place on the inner surface of the stationary
clutch case, near each end of the case substantially as set forth.
22. In an engine the combination, with a base plate, bracket arms projecting from
the base plate to give revoluble support.to a shaft, and a shaft, of a stationary clutch
case, secured to the base plate and two sets of self adjusting locking rollers and an
equal number of wedge shaped inclines adapted to engage the rollers, the rollers and
inclines being located near the ends of the stationary clutch case in a manner to lock
in the same direction substantially as set forth.
23. In an engine a stationary clutch case having live steam and exhaust passages
formed in it near its centre of length and breadth substantially as set forth.
24. In an engine the combination with a stationary clutch case and live steam and
exhaust conduits formed in it near its centre, of two sets of locking rollers and two
sets of inclines all secured to the stationary clutch case to lock on a clutch hub and
cylinder in the same direction substantially as set forth.
25. In an engine the combination with a stationary clutch case, a base plate
a shaft revolvably supported upon the base plate to be nearly ceutral with the
stationary clutch case considered diametrically and clutch discs secured by their hubs

page_text: to this shaft, of a cylinder, pistons on this cylinder, a hub with radial pistons
projecting from it to engage the inner surface of the cylinder, the piston hub and
cylindor being concentric with each other and the shaft on which they are loosely
mounted, a clutch hub and locking rollers secured to the inner surfaces of the clutch
discs and stationary clutch case to lock upon the clutch discs and cylinder substantially
as set forth.
26. In an engine the combination with a stationary clutch case, a cylinder a clutch
hub and spring actuated rollers and inclines that are adapted to lock upon the surface
of the clutch hub and cylinder in one direction of two clutch discs a centre shaft
supported to rotate with the clutch discs and secured to them and a set of self
adjusting spring actuated rollers and inclines that are secured to the clutch discs on
their inner surfaces opposite the peripheries of the cylinder and clutch hub so as to.
lock upon them in a direction opposite to the locking action of the rollers mounted on
the stationary clutcli case substantially as set forth.
27. In an engine a ring shaped cut-off valve adapted to control the flow of steam
through the cylindrical main valve of a concentric piston engine substantially as set
forth.
28. In an engine a ring shaped cut-off valve, having steam ports cut through it
and adapted to cut off steam from the cylindrical main slide valve of a concentric
piston engine substantially as set forth.
29. In an engine a ring shaped cut off valve, having live steam ports cut through
it and adapted to slide on a guide bar so as to throw it into or out of service as a cut
off substantially as set forth.
30. In a steam engine the combination with a cylinder head having steam ports in
it and a main cylindrical slide valve of a ring shaped cut-off valvo that is adapted to
cut-off steam from the main cylindrical slide valve of a concentric piston engine
substantially as set forth.
31. In an engine the combination with a cylinder head having steam ports and
passages in it, a main cylindrical ring valve that slides in a channel formed in the
cylinder head and an auxiliary valve that controls the reciprocal movement of the
main slide valve of a ring shaped cut-off valve adapted to cut off steam from
the main cylindrical slide valve of a concentric piston engino substantially as set forth.
32. In an engine the combination with a cylinder, a cylinder head having steam
passages and ports formed in it and an annular channel to receive a cylindrical ring
main slide valve a cylindrical ring valve having ports cut through it to register with
the stean passages in the cylinder head, and an auxiliary annular valve that controls
the influx and discharge of steam to actuate the main slide valve reciprocally, of a
ring shaped cut-off valve adapted to cut off steam from the main slide valve at
any point in the revolution of the cylinder and hub pistons of a concentric piston engine
substantially as set forth.
33. In an engine, the combination with a cylinder, of a cylinder head having an
annular live steam passage through it adapted to. make a similar passage in a hub
piston, an annular exhaust channel which communicates with longitudinal exhaust
passages in pistons of the cylinder and two diametrically opposite pistons formed upon
or secured to the inner surface of the cylinder substantially as set forth.
34. In an engine the combination with a cylinder of a cylinder head that has a
cylindrical slide valve located in it, a cylindrical slide valve and steam and exhaust
passages in the head and valve of another cylinder head secured to the opposite end of
the cylinder and provided with live steam and exhaust passages in it substantially as
set forth.
35. In an engine the combination with a stationary clutch case of a revolving
cylinder and integral live steam and exhaust conduits formed in the clutch case to
register with an attached head of the cylinder substantially as set forth.
36. In an engine the combination with a stationary clutch case, a base plate and a
shaft revolvably supported on the base plate, of integral live steam and exhaust
passages formed in the stationary clutch case, a cylinder supported to revolve in the
clutch case a hub piston concentrically located in the cylinder, a cylinder head

page_text: adapted to hold a cylindrical slide valve and convey steam to and through it previous
to its admission into the cylinder and another cylinder head furnished with a live
steam passage that is made to connect with the integral live steam passage in the
stationary clutch case and an exhaust channel that communicates with the exhaust
conduit made in the clutch case substantially as set forth.
37. In an engine a hub piston having an annular live steam passage formed in it
from one end to the other substantially as set forth.
38. In an engine a hub piston having two opposite pistons each piston provided
with self adjusting packing strips the hub also having an annular channel for
live steam formed lengthwise of its body from end to end substantially as set
forth.
39. In an engine the combination with a stationary clutch case of a series of double
inclines so disposed as to lock a series of spring actuated rollers upon a cylinder
and clutch hub from motion either forward or backward substantially as set
forth.
40. In an engine the combination with a stationary clutch case and clutch
disc that revolves with a shaft of a cylinder, a clutch and a series of spring clutched
locking rollers adapted to lock the clutch case and clutch discs fast to the cylinder
and clutch hub and cause a rotary motion of the shaft in either a forward or
backward direction as may be desired substantially as set forth.
41. In an engine the combination with a stationary clutch case, two clutch dises
and double inclined planes formed on the inner surface of the clutch case and discs, of
a cylinder, a clutch hub and a series of spring actuated locking rollers supported on
rings to permit the rollers to be inclinos substantially as set forth.
42. In an engine the combination with a clutch disc, a stationary clutch shell a
cylinder and a clutch hub of a series of locking devices adapted to lock the working
parts and run the engine shaft in a forward or rearward direction substantially as sot
forth.
43. In an engine a series of spring actuated rollers adapted to lock the stationary
clutch shell and rotary clutch discs of a concentric piston engine, upon the cylinder
and clutch hub in a manner to allow the motion of the engine to be reversed
substantially as set forth.
44. In an engine a cylindrical main ring valve that is moved by steam and
controlled by an auxiliary valve substantially as set forth.
45. In an engine an auxiliary valve to control a main cylindrical valve said
auxiliary valve having one steam passage through it and an exhaust channel formed
on its face substantially as set forth.
46. The combination with a cut-off valve of a pusher rod, two rings connected by
parallel rods and a lever to slide the cut-off valve substantially as set forth.
47. The combination with a cut-off valve having a ring shaped body and two steam
ports cut through it and a guido rod attached to this valve said rod engaging a rotary
piston hub to transmit rotary motion to the cut off valve and allow the cut-off valve
to slide longitudinally of a lever mechanism to move the cut-off valve end wise off
of its seat and secure it in such a position as will substantially as set forth.
48. In an engine the combination with a stationary clutch case or shell a clutch
hub, a shaft held to revolve upon brucket stands and a base plate that supports and is
attached to the stationary clutch case and bracket stands of a cylinder, a hub piston,
radial pistous fixed upon the cylinder and hub pistons to be alternately opposite each
other, a cylindrical main slide valve located in one of the cylinder heads, an auxiliary
ring shaped valve that controls steam employed to operate the main valve and a cut-off
valve of annular form adapted to cut-off steam from the main valve to work the engine
by expansion of steam at any predetermined point in the stroke of the concentric
piston substantially as set forth.
49. The combination with a cylinder having inwardly projecting wings or
abutments and a hub having outwardly projecting wings or abutments of clutching
devices for alternately locking the cylinder and hub to a shaft.
50. The combination with a hub and a concentric cylinder surrounding same the

page_text: hub having outwardly projecting wings or abutments the outer edge of which rests in
close contact with the inner face of the cylinder and a cylinder having inwardly
projecting wings or flanges resting in close contact with the outer face of the hub
of clutching devices for alternately locking the cylinder and hub to a shaft.
51. An engine having piston wings attached to the hub and to the cylinder which
alternately form abutments, and moving pistons which pistons make a stroke forward,
then form abutments and the former abutments become moving pistons which make
strokes forward successively and changing their position from. a fixed point.
indefinitely.
Dated this 29th day of May 1888.
A. DE H. BAKER.
F. P. HUYCK.
By Herbert & Co.,
18, Buckingham Street, Strand, London,
Agents.