IMPROVEMENTS IN ROTARY ENGINES
Year: 1851

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CHARLES
BARLOW, of Chancery Lane, London, Esquire, send greeting.
WHEREAS Her present most Excellent. Majesty Queen Victoria, by Her
Royal Letters Patent, bearing date at Westminster, the Third day of July,
in the fifteenth year of Her reign, did give and grant unto me, the said
Charles Barlow, my exors, adñiors, and assigns, Her especial license, full power,
sole privilege and authority, that I, the said Charles Barlow, my exors, admñňors,
and assigns, and such other persons as I, the said Charles Barlow, my exors,
adñiors, and assigns, should at any time agree with, and no others, during the
continuance of the said grant, should and lawfully might make, use, exercise,
and vend, within that part of the United of Great Britain and Ireland,
called England, the Dominion of Wales, and Town of Berwick-upon-Tweed,
and in the Islands of Jersey, Guernsey, Alderney, Sark, and Man, and in all'
Her Majesty's Colonies and Plantations abroad, an Invention communicated
to me by a Foreigner residing abroad, of "IMPROVEMENTS IN ROTARY ENGINES;"
in which said Letters Patent there is a proviso obliging me, the said Charles
Barlow, particularly to ascertain and describe the said Invention, and in what
manner the same is to be performed, by an instrument in writing under my
hand and seal, and to cause the same to be enrolled in Her said Majesty's
High Court of Chancery within six calendar months from the date thereöf.
NOW KNOW YE, that in compliance with the said proviso, I, the' said
Charles Barlow, do hereby declare that the nature of the said Invention,

page_text: and in what manner the same is to be performed, are particularly described
and ascertained in and by the following description thereof, reference being
had to the Drawings hereunto annexed; and to the letters and figures
marked thereon, that is to say:-
The Invention consists in the employment, within a cylinder closed at its
ends, of a steam wheel, whose periphery near cach edge fits to the cylinder,
only a sufficient space to admit of tight packing, the space on the periphery of
the wheel between those parts fitting the cylinder, being recessed so as to form
a channel in the whole, and leave an annular space or passage between the
cylinder and the wheel, which is fitted and secured upon a shaft which passes
through the ends of the cylinder. Within the cylinder, and secured to it, are
two abutments or stops, which fit in and close the channel in the wheel at two
points diametrically opposite each other, dividing the passage into two parts
having no connexion with each other. The steam wheel is provided with four
pistons, which slide through suitable openings in its periphery, being forced out
so as to fill the passage between it and the cylinder, and drawn in to allow
them to pass the abutments by means of curved grooves on the inner side
of the cylinder ends, in which friction rollers hung on studs on either side of
the pistons travel. The steam is admitted into the cylinder through passages
diametrically opposite each other, and acts always upon two pistons, one in each
division of the cylinder, at the same time, the steam on the opposite sides of the
pistons escaping through proper exhaust passages, two sets of steam and two
sets of exhaust passages being provided for each division of the cylinder, one
set for driving the steam wheel in each direction. The admission of the steam
into either set of passages on the shutting off is controlled by a six-way cock,
whose construction will be found herein-after described.
The Invention consists, furthermore, in certain improvements in the man-
ner of packing the several working parts of the engine for the purpose of
making perfect steam-tight joints, which improvements are applicable to all
similar joints or wearing surfaces in engines. I will proceed to describe the s
describe the construction and operation of the engine, referring to the Drawings
annexed.
section in the line
Figure 1 is an end view; Figure 2 is a plan; Figure 3 is a vertical
section in the line
in Figures 2 and 4; Figure 4 is a horizontal
in Figure 3; Figure 5 is a prospective view of one of S
the cocks used for stopping, starting, and reversing, detached from the
engine. Similar letters of reference indicate corresponding parts in each of
the several Figures.
A is a hollow cylinder of metal, whose interior surface is made perfectly true.

page_text: It has two openings 15 diametrically opposite each other, one on each side, from
which there proceeds short pipes having flanges at their ends. C is a base or
standard upon which the cylinder is supported. D are the cylinder heads,.
which are secured so as to make the interior of the cylinder perfectly steam-
tight. E (see Figures 3 and 4) is the steam wheel, which consists of a hollow
metal cylinder, whose external diameter, except at the edges of its periphery,
is about six-sevenths of the interior diameter of the cylinder. It is provided at
each edge of its periphery with a projecting flange or rim F, fitting to the
cylinder, and having grooves turned in it, in which are fitted steel or other hard
metal packing rings a, having springs at their backs to keep them close to the
cylinder. This steam wheel may be constructed of two circular discs fitting to
the cylinder, and having the smaller part cast separate and bolted between the
discs by bolts I, I, or may be constructed in any other suitable way. The smaller
part of the periphery must be turned concentric with the projecting rings or
flanges, and the inner sides or faces of the flanges must be faced true to the
periphery. J is the shaft of the engine to which the steam wheel is fitted and
firmly secured in any suitable manner. It passes through boxes K in the
cylinder heads D, in which there are a series of friction rollers i (see Figure 4),
whose axes run in bearings in rings j, inserted within the box; upon these
rollers the shaft runs. The boxes which fit nearly close to the sides of the
steam wheel are packed steam-tight by packing rings k, which fit in grooves in
their faces, and are forced out by springs against the faces of the wheel, with
which they make a steam-tight joint, the face of the wheel being truly surfaced
at those points. The boxes are closed outside by cap plates L. G, G, G¹, G¹
(Figures 3 and 4), are the pistons, consisting of flat plates of metal fitted in
slots in the smaller part of the periphery of the steam wheel, a suitable pack-
ing piece 6 (see Figure 3) being fitted in each side of the slots to make a
tight joint. The outer faces, which come in contact with the cylinder and the
side edges of the pistons, have steel or other metal packing strips c, d, fitted to
them, springs being placed behind them to force them out. At the back of the
pistons on each side there is a square shank e fitting easily, so as to slide in a
radial slot f; in the discs or end plates of the steam wheel, and at the end of
each of these shanks, is a stud g, on which is fitted a steel or other hard metal
friction roller l, which runs in a groove H in the inner face of each cylinder
end D.. These grooves, which are seen in section in Figure 4, and in dotted
lines through the end plate of the steam wheel in Figure 3, are set out in the
following manner :-Their upper and lower parts, each being a quadrant or a
portion of a circle greater than a quadrant, have the projections forming the
sides of the groove cast on the cylinder heads, and the groove is turned out.
b

page_text: concentric with the cylinder. The side parts run in at any easy curves from
the quadrantal parts, and are straight or nearly straight. These I make separate,
and fit in and secure to the cylinder end after the quadrantal parts are turned..
The quadrantal or concentric parts of the grooves are at a proper distance from
the centre of the cylinder to cause the pistons, when their rollers run in them,
to be forced out against the cylinder, so as to fill and close the passage between
it and the wheel (see G, G, Figure 3). The middle of the straight parts, or
the point half way between the concentric parts of the grooves, are at such a
distance from the centre of the cylinder as to cause the pistons, when their
rollers are at those points, to be drawn inwards, with the edges within, the
smaller parts of the periphery of the steam wheel (see G, G, Figures 3 and 4.
M are the six-way cocks or steam heads, one of which may be seen detached
at Figure 5. The parts N are fitted in the apertures B in the sides of the
cylinder, being provided with flanges, by which they are secured to those
around the said apertures, the points being made perfectly steam-tight. The
front of the parts N form the abutments or stops, which are packed by a front,
packing piece O, and side packing pieces P, so as to fit in the channel in the
steam wheel, the front packing piece fitting against the small part of the peri-
phery of the wheel or bottom of the channel, and the side pieces against the
inner faces of the projecting rims F, or sides of the channel, dividing, the
passage around the interior of the cylinder into two chambers, an upper and
lower one. Qare, the cock plugs, which are fitted in taper seats or sockets: in
the parts of the steam heads outside the cylinder. In each steam head there,
are six passages, viz., two at the top leading from the cock plug to the steam
and exhaust pipes, two steam passages leading from the plug to the two cham-
bers of the cylinders, and two exhaust passages leading from the two chambers:
of the cylinder to the plug. These I will proceed to describe separately. It will
be well, however, first to call attention to the sectional Figures 3 and 4, 'in
which the engine is not supposed to be cut directly through in a straight line;
but, for the purpose of better explanation, the sections are taken in the direc-
tions.shewn by the lines * * and in Figure 3. Those passages whose,
interior cannot be seen are represented by dotted lines. Rare the passages,
communicating between the steam pipe S, which has two branches, one leading
to each cock and the seats of the cock plugs Q. T are the steam passages
leading from the seats of the cock plugs to the chamber of the cylinder
above the abutments or. slots N. T are others leading from the oppo-
site side of the plugs to those T, and running under them to the
chamber of the cylinder below the abutments, or stops. U are exhaust
passages leading from the seats of the cock plugs to the upper chamber

page_text: of the cylinder. U₁ are others leading from the seats of the cock
plugs to the lower chamber of the cylinder running under those U.
V are the passages leading from the seats of the cock plugs to the
exhaust pipe W, which has two branches, one communicating with each
cock. The cock plugs are solid for that part of their length which fits that
part of the sockets in which are the steam passages T and T, and each is
provided with a passage m, which is of such form that by turning the plugs
it may be made to form a communication from the steam pipe through either
passage, T or T', to the cylinder, or to close both passages. That part of
the plug which is opposite the exhaust passages U and U¹ is hollow, and
has an opening or passage n through one side, which, when the passage m
is in communication with either steam passage T or T', is in communication
with the exhaust passage U' or U, leading from the opposite side of the
abutment or stop. The hollow part of the plug has also another opening o
in it, which is of sufficient size to allow of its always being open to the
exhaust pipe W, whichever steam passage is open. Each cock plug is
provided with a short lever X, and both levers are connected by a bar y,
so as to be both moved in the same direction at once. This bar y is con-
nected with the starting lever or handle z, which works. on a fixed fulcrum.
in one of the cylinder heads, or in any suitable stationary object. The starting
lever enables the engineer, or person attending the engine, to control the.
operation of both cocks at once, so as to give it a forward or reversed motion,
or stop it. It will be observed, by reference to the two sectional Figures in.
the Drawing, that all the packing rings of the steam wheel, and packing.
picces in the pistons and abutments, and other working parts of the engine,
have small grooves in those faces which infringe upon the sides of the
grooves or recesses in which they fit or slide. Now the wear on these faces.
is very slight, as they only move to compensate
for the wear on their working
faces; still they might fit steam-tight in their places, and as they are usually
made of steel, or some hard metal, the labor in fitting them is great. To,
reduce this labor I fit them easily in their places, and turn or cut the.
grooves r all along or round their sides. These grooves I fill, in any con-
venient way, with softer metal, or. metallic alloy of a similar nature to that.
sometimes used for bearings, and allow it to stand above the surface, then.
turn or face it so as to allow the rings or pieces to be ground, or otherwise
tightly fitted into their places. The small surface presented by the metal
in the grooves will be enough to make the joint tight, and enables the
packing to be fitted so much more readily than when the hard metal itself!
is fitted in. The packing on the faces of the pistons and abutments or stops,.

page_text: is secured to that on the sides by dove-tailing. This is best seen in Figure 5,
the dove-tail being formed on the side pieces P and the mortices in the face
piece O. This allows the side pieces P to accommodate themselves to the
wear consequent upon their prolonged operation, and still confines them to
the face piece O, and keeps the joints tight at the corners. The operation
of the engine is as follows:-When the steam enters above the abutment,
through one six-way cock, it enters below it through the opposite one. In
the Drawing, in all the Figures, the steam is supposed to be entering above
the abutment at the right-hand side of the engine, and below it, on the left-
hand side, the steam passage m of the right-hand cock plug being so disposed as
to form a communication between the steam pipe and the upper passage T in
the steam head, the passage T" being closed, and the corresponding passsage
m, in the left-hand cock plug, forming communication between the steam
pipe and the lower passage T¹, the passage T being closed. The right-hand
lower exhaust passage V', and the left-hand upper exhaust passage v being
open, that corresponding to each on the opposite side being closed. The
steam, entering the cylinder in the direction of the arrows 1, is acting on the
pistons G, G, those G', G', being drawn within the periphery of the wheel
through their friction rollers, travelling in the grooves H, being at their
nearest point to the centre. The exhaust steam in front of the pistons escapes
in the direction of the arrows 2, through the passage v' at the right-hand side,
and at the left-hand side of the Drawing, and, passing through the hollow
parts of the cock plugs Q, escapes through the openings O to the exhaust
pipe. The steam wheel is caused to rotate in the direction pointed by the
arrows; and at the instant or immediately before the friction rollers 7, on the
pistons G, which are now out, commence leaving the quadrantal parts of
the grooves H, the rollers on the pistons G¹, G', reach the said quadrantal
parts, so that one pair of opposite pistons are always out and being operated
upon while the other pair are drawn in, or are in the act of being drawn in, to
pass and clear the abutments or stops. When it is desired to stop the engine
the starting lever Z should be moved to an upright position, when the parts of
the peripheries of the cock plugs between the openings of the passages m
are brought opposite the openings R, and the steam pipes closed. When
it is desired to reverse the motion the starting handle is moved to the right,
or to a position the reverse of that it now occupies, by which the steam
passage m of the right-hand cock plug forms a communication between the
passage R and that T, and the exhaust passage n of the same plug com-
municates with the passage v, so that the steam enters, below the abutment,
and the exhaust steam escapes above. The steam passage m of the left-hand

page_text: cock plug then forms communication between the steam pipe and the passage
T, and the exhaust passage n of the same plug communicates with the
passage v', the steani entering above and the exhaust escaping below the
abutment. The rapidity with which this engine may be reversed, or the
direction of its motion changed, is most remarkable, as the communication
between the passages can be changed instantaneously, and the steam which
was in action upon the pistons is allowed to escape at once, owing to the
large area of the exhaust passages and the suddenness with which they
are thrown wide open, the steam on the opposite side of the pistons being
admitted with equal quickness. By dividing the cylinder into two parts,
and admitting steam on pistons at diametrically opposite points, all centre
pressure on the shaft is obviated, as the pressure is equal in each chamber.
By the convenient arrangement of the steam passages in the six-way cocks;
and the modes of opening and closing them, the engine is placed under
the most perfect control of the engineer or attendant, who can regulate all
its movements with rapidity and precision. The power exerted by the
pressure of the steam is perfectly continuous and unbroken, the working
parts of the engine are few; and there is no outside gearing except for
turning or shutting off the steam. The mode in which the joints are packed
is such as to ensure the greatest tightness and security with the smallest
amount of friction. I have described the engine throughout this Specification
as being driven by steam, but it may be impelled by any fluid or vapor under
pressure. I do not confine myfelf to the precise construction or mode of
fitting the steam wheel and cylinder described, as there are other modes of
constructing them so as to leave a steam-tight space between them, that
being the desideratum; neither do I claim the sliding pistons G, nor an
abutment or stop N in the steam channel passage around the interior of the
cylinder, irrespective of the manner in which they are arranged and in which
they operate. But I claim,-
First, the revolving steam wheel E, having projecting rims or flanges F,
or being otherwise fitted and revolving within the interior of a stationary
cylinder A, in which there are two or more fixed abutments or stops N,
which fit steam-tight, so as to close and divide the annular space between
the cylinder and wheel into two or more steam chambers. The said steam
wheel having pistons G, G, G, G', whose operation is controlled by a
stationary curved groove or way H, in each cylinder head D, so as to be
steam in the cylinder, and drawn within the
alternately acted on by the
wheel so as to pass and clear the abutments or stops N, substantially in the
manner herein shewn.

page_text: I claim, secondly, the six-way cocks or steam heads M, having each a
steam passage R leading to its plug seat, two steam passages T, T', leading
from the plug seat to opposite chambers of the cylinder, two exhausted.
passages v, v, leading from opposite chambers of the cylinder back to the
plug seat, and one v, leading from the plug seat to the exhaust pipe, their
cock plugs being provided with suitable openings and passages to make.
communication to or from the steam and exhaust pipes to either division of
the cylinder, or to close both substantially, as herein explained.
I claim, thirdly, the mode of uniting the face and side packing pieces of
the pistons and abutments, so as to make them steam-tight at their corners.
by dove-tailing them, as shewn at O, P, Figure 5, and before specified.
I claim, fourthly, the mode of packing the sides of the packing rings,
or packing pieces of the several parts of the engine, by turning grooves r in
them, and fitting the said grooves with some soft metal or metallic alloy,
which admits them to be easily ground or fitted in their places, as herein
described.
In witness whereof, I, the said Charles Barlow, have hereunto set my
hand and seal, this Third day of January, in the year of our Lord.
Lead and fifty-two
AND BE IT REMEMBERED, that on the Third day of January, in the
year of our Lord 1852, the aforesaid Charles Barlow came before our said
Lady the Queen in Her Chancery, and acknowledged the Specification aforc-
said, and all and every thing therein contained and specified, in form above
written. And also the Specification aforesaid was stamped according to the
tenor of the Statute made for that purpose.
Enrolled the Third day of January, in the year of our Lord One thousand