Improvements in Radial-flow Steam Turbine Engines of wor and Fluid Compressors.
Year: 1899

page_text: Improvements in Radial-flow Steam Turbine Engines of wor
and Fluid Compressors.
I, SAMUEL LOUNT, residing at No. 6, Bayfield Street, in the Town of Barrie, in the
County of Simcoe, and Province of Ontario, Registrar of Deeds, 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:-
This invention relates to a radial flow steam turbine engine or motor, and more
particularly to the peculiar construction of its parts and the manner of admission,
flow and exhaust of the actuating fluid.
The object of the invention is to devise an economically working motor in which
the velocity of the steam while doing work on the motor shall be under complete
control, and the speed of the engine at best efficiency shall be within practicable
limits..
The invention consists of the following construction: To a shaft passing through
the casing of the engine and journaled in bearings at either side is attached a disklike
driving wheel, both sides of which are provided with three or more circular concentric
sets of blades or vanes, the inner ends or bases of which are securely fastened in
concentric grooves channeled in the side faces of the disk. These blades are
preferably stamped out of thin sheet metal and are so formed that when secured
in place they will project from the face of the disk parallel to the axis of revolution
and be inclined as to their width secant to the circle of revolution. The blades of
each set are of exactly the same length, but they vary in length in the different
sets, decreasing or increasing from the central set outwards as requisite to regulate the
port area of the various sets and so control the effluent velocity of the steam in its
passage between the blades.
As the blades are intended to extend to the face of the casing (without actual
contact) this decrease or increase in their length is obtained by curving radially the
face of the casing towards or from the face of the disk between which faces the
blades project.
To the curved inner face of the opposite sides of the casing of the engine are
fixed three or more concentric sets of stationary blades secured in concentric channeled
grooves corresponding in location with the spaces between the sets of blades on the
revolving disk, in order that when the parts are assembled in position the stationary
and moving sets of blades will intermesh.
The stationary blades or vanes are made and secured in place in a similar manner
to the moving blades or vanes, and project to the face of the disk (but without
actual contact therewith) parallel to the axis of revolution of the wheel but inclined
as to their width in a direction opposed to the inclination of the moving blades. The
intervening spaces between the sets of stationary blades and between the sets of

page_text: moving blades is sufficient only to allow of the free revolution of the latter without
interference between the parts.
The two sides of the driving wheel with their blades attached are exact counter-
parts of each other, and the two sides of the casing with their blades attached are also
counterparts.
By this method of construction an engine is obtained evenly balanced as to the
pressure of the actuating fluid, and capable of most efficiently utilizing the mechanical
energy of the steam in its passage through the engine. But whilst it is preferable to
use, still it is not desirable to confine, the invention to the above construction, as
primarily the system may be limited by providing one face of the driving wheel and
the opposed face of the casing with blades or vanes, and admitting the steam to such
face only, whereas, in the former case the steam is admitted simultaneously to both
faces of the driving wheel for the purpose of obtaining equilibrium of pressure.
When using high pressure steam operating through a wider range of expansion
than can be conveniently utilized in a single motor, the motor can be compounded by
employing two or more suitably constructed driving wheels operating in separate
casings on the same or different shafts, the steam being exhausted through the
terminal port of the first motor to the admission port of the second, and so on until
exhausted from the last motor of the series.
The rotational force of the engine is obtained as follows: The steam is admitted
centrally to the motor, and expanding radially between the central ring of stationary
blades strikes with the force of its momentum the central ring of moving blades on
the driving wheel, reacts through them against the next outwardly ring of stationary
blades, which in turn deflect the fluid against further outwardly moving blades, and
so on from ring to ring until the external space between the wheel and casing is
reached, whence by means of an exhaust pipe it is conducted to the next motor, or
to the air, or a condensor.
By slightly modifying the construction and applying rotational force to the shaft
the engine may be used as an elastic fluid compressor.
In the drawings:
Fig. 1 is a sectional view of the steam turbine motor showing the relative positions
of the various parts.
Fig. 2 is a perspective view of a section of the driving wheel and several of the
blades or vanes.
Fig. 3 is a sectional view of a modification of the steam turbine motor showing the
blades or vanes on one side only.
Fig. 4 is a sectional perspective view of the driving wheel.
Fig. 5 is a sectional perspective view of one of the sides of the casing.
Like letters of reference refer to like parts throughout the specification and
drawings.
The driving wheel A consists of a disklike body or web a and a hub a' integrally
formed with the body or web, having a central bore all through which passes the
shaft B keyed or otherwise fastened to the hub, in order that it will rotate unitedly
with the driving wheel. Formed in each side face of the web a are a series of
concentric channels or grooves C, each of which is adapted to receive a set of blades
or vanes D. Each set of blades or vanes consists of a ribband of thin sheet steel
(though any other metal suitable for the purpose may be used) cut and bent to the
requisite shape to form the blades or vanes which project outwardly from the body of
the ribband, in such a manner that when they are in position on the driving wheel
they will curve in a line secant to the circle of revolution. Although a specified
number of sets of blades or vanes have been shown in the drawings it is not intended
that the invention should be confined to any particular number, as the driving wheel
may be provided with any number of sets to meet the requirements for which the
motor is intended.
Enclosing the driving wheel and a portion of the shaft is the body E of the casing,
the inner faces of which are arched or convexed towards the side faces of the driving
wheel and projecting equally beyond both sides of the body E is a central enlarge-

page_text: ment F. The inner face of each of the opposite sides e, e, of the casing is provided
with concentric channels G, similar to the channels in the side faces of the disk,
and so arranged as to be opposed to the spaces c intervening between the
channels E.
Contained in each channel G is a set of blades or vanes H, respectively corres-
ponding with the blades or vanes connected to the side faces of the driving wheel,
but projecting in the reverse direction, and inclined as to their width in a direction
opposed to the inclination of the moving vanes.
The blades or vanes of the first sets connected to the sides of the casing are inter-
posed between the hub and first sets of blades or vanes connected to the driving
wheel; the second sets of blades or vanes connected to the casing being interposed
between the first and the second sets of the driving wheel, and so on outwardly to
the last successive sets, with sufficient clearance only between them to allow of the
free rotation of the moving blades or vanes.
Formed through the enlargement F on each side of the body E is an opening I
communicating with a steam-pipe J, and formed in the sides of the enlargement F
are bearings K for the shaft B. Steam is admitted to the centre of the enlarge-
ment F on each side of the driving wheel with a comparatively high initial pressure
and expanding radially acts upon the fixed blades or vanes of the first set, from which
it is deflected against the first set of moving blades or vanes, with sufficient force and
velocity to cause their rotation, and so on outwards against each set of fixed and
moving vanes in succession until it has passed the last set, after which it
is exhausted through the exhaust pipe L connected to the outer part of the
casing E.
In the modification shown in Fig. 3 the motor would be subjected to a force having
a tendency to move the driving wheel laterally, and cause an end movement of the
shaft. In order to check this end thrust the shaft is provided with thrust-collars M,
which act against the bearings for the shaft.
As the velocity with which an elastic fluid under compression will flow from one
vessel into another depends upon the density of the fluid in the discharging vessel
and the difference in pressure between the vessels, it may be conceived that in a
series of connected vessels discharging from one to another, if the pressure in the
first and last vessels of the series be kept constant and the area of the discharge
orifices of all the vessels be properly adjusted, the flow of fluid through the series of
vessels from the highest pressure to the lowest may be maintained at an even rate, or,
if desired, at a constantly increasing velocity.
In the application of this principle to the engine which is the subject of this
invention the central steam space of the engine is the first vessel of the series whose
discharge orifice is the port area at the tips of the central ring of stationary blades.
The space occupied by the central ring of rotating blades is the next vessel of the
series; that occupied by the next outwardly ring of stationary blades the third vessel,
and so on to the external space between the periphery of the wheel and the casing
which is the last vessel of the series; the port area at the tips of each ring being the
discharge orifice of the vessel whose space the ring occupies.
As an illustration-Let the diameter of the tips of the central ring of fixed blades
be 10 inches, the diameters of the other rings increasing by steps of 75 inch. If
steam be passed through the engine at an initial pressure of 20 lbs. (absolute) and
density 19-70 cu. ft. equal 1 lb., and at an initial velocity of 300 ft. per sec. which it
is desired to increase by steps of 22.5 ft. per sec. corresponding to the increasing
diameter of the rings. At the density given (19-70) a fall in pressure of 5 lb. will
give the required velocity of 300 ft. per sec. through the tips of the central ring of
stationary blades for 5×19.70×144×8-021=300. (See Bourne "Handbook of
the Steam Engine.")
The pressure therefore in the second vessel of the series must be 19.50 lbs.
density 2015. This vessel whose diameter is 10.75 inches is to discharge with a
velocity of 322.5 ft. per sec.; at the density of 2015 a drop in pressure of 51 lb.
will give the required velocity. The pressure in the third vessel will therefore

page_text: be 18.99 lbs. density 20-68 and a drop of 6 lb. will give the required velocity of
345 ft. per sec. into the next lower vessel-so, throughout the series.
The pressures, densities, velocities and corresponding drop in pressure of the steam
as it flows from the highest to the lowest vessel are tabulated on the sheet herewith
submitted. The diameter of the rings at the tips of the blades is also shown, and in
column 5 is given the area of the orifices necessary to discharge at the corresponding
densities and pressures a unit weight of steam in a unit of time, the initial area of
the discharge orifice being marked 1.000.
The port area of the discharge orifices of the several vessels being thus fixed; the
velocity of the steam in passing through the engine under the conditions adopted for
illustration will be substantially as given.
The port area of the several sets of blades at their tips may be regulated (1) By
varying the spaces between the blades (2) By varying the inclination of the blades
(3) By lengthening the blades (4) By any combination of these alternatives.
While it is competent to adopt any of the above methods the one preferred 'and
adopted in the engine heretofore described is that which accomplishes its object by
lengthening the blades while keeping their inclination and the spacing between them
constant for the stationary sets and also constant for the rotating sets, without it
being necessary that the inclination and spacing of the stationary sets shall be the
same as the inclination and spacing of the rotating sets.
Thus, with constant spacing and inclination the port area of each set will vary as
its circumference and the length of the blades. The circumference being fixed,
the length of the blades in the sets must be so graduated that the port area at the
tips of each set shall conform to the area of the discharge orifices, shown in column 5
of the table. Column 7 in the table shows the length of the blades in the various sets
as modified by the increasing circumference. As the face of the casing is made
to conform to the length of the blades projecting from the face of the disk, column 7
also shows the object, nature and extent of the convexity or radial curvature given
to the interior face of the casing.

page_text: 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. A steam turbine motor consisting of a disklike driving wheel having concentric
sets of blades or vanes projecting from its side face, the blades of each set to stand
parallel to the axis of revolution, and to be inclined as to their width secant to their
circle of revolution, a casing enclosing the driving wheel having concentric sets of
blades or vanes intermeshing with the sets of blades or vanes on the driving wheel,
the blades of each set being arranged parallel to the axis of revolution of the wheel,
and inclined in a direction opposed to the inclination of the blades on the driving
wheel, and an inlet for the admission of the actuating fluid to the centre of the motor,
and an outlet for its exhaust from the periphery, substantially as specified.
2. A radial flow steam turbine motor consisting of a disklike driving wheel having
concentric sets of blades or vanes projecting from its face or faces, the blades of each
set being arranged parallel to the axis of revolution and inclined secant to their circle
of revolution, a casing enclosing the said wheel convexed as to its interior surface,
and having concentric sets of blades or vanes projecting from said convexed surfaces
to the surfaces of the driving wheel, (but without contact therewith) and inter-
meshing with sets of blades on the driving wheel, the blades to stand parallel to the
axis of revolution of the wheel, and be inclined in a direction opposed to the inclina-
tion of the blades on the driving wheel, the extremities of the blades in the several
sets to be in the same plane of revolution, but the length of the blades in the
different sets to be controlled by the nature and extent of the curvature or
convexity given to the surface of the casing, this curvature being such as to establish
and control the effluent velocity of the steam within the limits designed for the
engine, an inlet for the admission of steam to the centre of the motor, and an
outlet for its exhaust, substantially as specified.
3. In a steam turbine motor a driving wheel consisting of a hub and a web or disk
having grooves concentric to the hub, and blades or vanes, the bases of which are
contained and fastened in the grooves, in combination with a steam-tight casing
provided with grooves concentric with the hub, and stationary blades or vanes; the
inner ends of which are fastened in the grooves, and intermesh with the blades or
vanes on the driving wheel, substantially as specified.
4. In a steam turbine motor a driving wheel consisting of a hub and a web or disk
having grooves concentric with the hub, and blades or vanes, the bases of which are
contained and fastened in the grooves, in combination with a steam-tight casing
provided with grooves concentric with the hub, blades or vanes, the inner ends of
which are fastened in the grooves intermeshing with the blades or vanes on the driving
wheel, an inlet for the admission of steam to the centre of the motor, and an outlet
for its exhaust from the perimeter, substantially as specified.
5. A steam turbine motor embracing in its construction a disklike driving wheel
having concentric sets of blades or vanes projecting from its side faces, the blades of
each set standing parallel to the axis of revolution, and inclined as to their width secant
to their circle of revolution, and arranged to rotate with an increased velocity of flow
of steam through the blades, graduated to conform to the increasing diameter of the
sets of blades, substantially as specified.
6. A steam turbine motor embracing in its construction a disklike driving wheel
having concentric sets of blades or vanes projecting from its side faces, the blades of
each set standing parallel to the axis of revolution, and inclined as to their width
secant to their circle of revolution, and arranged to rotate with an increased velocity
of flow of steam through the blades, graduated to conform to the increasing diameter
of the sets of blades, in combination with a casing enclosing the driving wheel, having
concentric sets of blades or vanes intermeshing with the sets of blades or vanes on the
driving wheel, the blades of each set being arranged parallel to the axis of revolution,
and inclined in a direction opposed to the inclination of the blades of the driving

page_text: wheel, and an inlet for the admission of the actuating fluid to the centre of the motor,
and an outlet for its exhaust from the periphery, substantially as specified.
7. The steam turbine motor herein before described and illustrated in Fig. 1 of
the accompanying drawings.
8. The steam turbine motor hereinbefore described and illustrated in Fig. 3 of the
accompanying drawings.
9. The driving wheel for a steam turbine motor hereinbefore described and illus-
trated in Fig. 4 of the accompanying drawings.
10. The casing for a steam turbine motor herein before described and illustrated in
Fig. 5 of the accompanying drawings.
Dated this 1st day of April A.D. 1899.
Witness, HENRY HARPER,
SAM LOUNT,
By George Barker,
Fellow of the Chartered Institute of Patent Agents,
Agent for Applicant, 77, Colmore Row, Birmingham.