Improvements in and connected with the Valves of Fluid Pressure Motors.
Year: 1899

page_text: Date of Application, 11th Aug., 1899
Complete Specification Left, 11th June, 1900-Accepted, 11th Sept.,
1900
PROVISIONAL SPECIFICATION.
Improvements in and connected with the Valves of Fluid Pressure
Motors.
in
I, ZEBULON WIRT, of 111, Goldhurst Terrace, Hampstead, London, N.W.,
the County of Middlesex, England, do hereby declare the nature of this inven-
tion to be as follows:-
This invention relates to motive power engines which may be worked by an
explosive mixture, steam, or other fluid pressure; the engines may be of various
construction but as being peculiarly suited to my invention I will now describe
it as applied to a rotary engine of the type having a central crank shaft and
cylinders radiating therefrom.
The valve to which the present invention chiefly relates is of the rotating
type adapted in its rotation to successively uncover and cover the various ports
in the cylinder face-when desired it may be arranged to operate upon alternate
ports so as to throw certain of the cylinders out of active operation. The valve
may be driven from the crank shaft or through the mediation of suitable gearing.
I arrange the cylinder faces opposed to each other and having the valve
between, and supposing there are six cylinders I prefer to have the ports with
three of those cylinders in one cylinder face and three in the other, the valve
being double so as to operate the two sets of ports independently of each other.
In order to control the power I may employ in connection with one or both of
the cylinder faces, though preferably so arranged as to be away from the rotating
valve, that is to say somewhere in the port itself, a disc or other controlling
device whereby I can shut off from operation one or more of the cylinders. A
convenient way of carrying this into effect is to employ a disc centred upon
the crank or valve shaft and having suitable openings in it so that if the disc
be turned to a certain extent only one port will be opened and one cylinder only
of that set will come into play: by turning it further two cylinders will come
into play and by turning it further still all three cylinders will be in operation.
This disc may be controlled by gearing or other means from an accessible
position on the engine.
The actual cylinder faces upon which the valve rotates I prefer to be rotatable
partly for the purpose of reversing the engine as by this means I can readily
alter the positions of the ports and partly so that I can work expansively where
that is practicable; I can also by this means cut out some or all of the cylinders
in the manner already described by the previous disc.
As a convenient means of operating the cylinder faces I provide upon a portion
or the whole of the periphery of the disc which forms the cylinder face, teeth,
with which engage the teeth of a wheel which may be carried upon a spindle
with a pinion also upon it so that a toothed segment, operating by a hand lever
and engaging with the pinion, will turn the wheel and so turn the disc. This
or similar mechanism may be applied to one or both of the cylinder faces to
operate either simultaneously or independently. Another, way of rotating the
cylinder faces is to form them as two discs with turned-up flanges fitting one
inside the other and preferably screwed together one of the discs having a shaft
which may coincide with the engine shaft so that when this second shaft is

page_text: rotated the two cylinder faces will turn together; this may be done direct by
the hand of the operator by means of a suitable wheel, lever or the like.
The periphery of the joined cylinder faces, or of one if only one be used may
also act as a valve to close wholly or partly the inlet for the explosive mixture,
steam or the like to the valve chamber; it may have one or more ports for this
purpose.
When one or more cylinders are out of active operation and it is desired to
destroy the vacuum and compression therein this can be accomplished by opening
a separate port or opening in or connected with each cylinder, preferably by
means of the cut off disc, or so arranging the exhaust that it remains open.
The rotating valve is provided with the necessary plane faces and recesses to
open and close the various ports and connect them at the proper time with the
exhaust.
BOULT & WADE,
Agents for the Applicant.
Improvements in and connected with the Valves of Fluid Pressure
Motors.
in
I, ZEBULON WIRT, of 111, Goldhurst Terrace, Hampstead, N.W.,
the County of Middlesex, England, do hereby declare the nature of this inven-
tion and in what manner the same is to be performed, to be particularly de-
scribed and ascertained in and by the following statement:—
This invention relates to an improved construction of valve for multicylinder
motors, specially adapted for those of the central crank shaft and radiating cylinder
type suitable for motor car and yacht propulsion, the object being to secure a
maximum effect whilst reducing the number of working parts and the size and
weight of the engine, to enable the motors to be readily reversed and also to
enable one or more of the cylinders to be put out of action whilst the remainder
continue to run.
In motors of the type above referred to the cylinders, preferably three or more
in number, are arranged radially around a common central crank shaft, and by
the successive or alternate admission of an explosion gas steam or other expan-
sible fluid, the crank shaft, which is provided with suitable gear for the trans-
mission of power, or may be coupled direct, is caused to rotate."
The accompanying drawings illustrate two convenient forms of valve, con-
structed according to this invention, one form being adapted for a single series
of motor cylinders, and the other form for two series wherein the pistons of
the separate series are connected with separate cranks on the same crank shaft.
Figure 1 is an elevation, looking on the top or front, of a valve for a three
cylinder motor, each cylinder having an independent crank on a common central
crank shaft. Figure 2 is a section on the line 2-2 of Figure 1. Figure 3 is a
plan of the revolving cap. Figure 4 is a section on the line 44 of Figure 3.
Figure 5 is a plan view of the intermediate variable disc. Figure 6 is a section
on the line 66 of Figure 5. Figure 7 is a plan of the valve seat. Figure 8
is an end view of a six cylinder engine with a valve constructed according to this
invention, one cylinder only being shown in the figure. Figure 9 is a section on
the line 9-9 of Figure 8. Figure 10 is an elevation of one end frame of the
motor showing the gear for operating the valve. Figures 11 and 12 show the
two faces of the inner member of the valve chest. Figure 13 is a face view of

page_text: the inner cut-out disc. Figure 14 is a side view, half section half elevation of
the inner valve seat disc. Figures 15 and 16 are views of the two faces of the
same. Figure 17 is a face view of the inner reversing disc, Figure 18 is a face
view of the valve, and Figure 19 is a face view of the outer cut-out disc.
Figures 20 and 21 are details showing the gear for operating the cut-out and
reversing discs, respectively.
Referring first to Figures 1 to 7, the valve comprises a body A with a valve
face or seat B and a cover C forming the valve chest; the movable parts, of the
valve comprise a revolving cap, or valve proper, D, and an adjustable reversing
disc E, placed between the valve face and the revolving vale or cap.
The body A may be formed integral with, and on the outer face of the main
frame of the engine, (not shown) or it may be formed of a separate piece
fastened in fixed relation to the main frame in any convenient position. It is
preferably circular in form with a flange A having bolt holes A² by which it is
secured to the cover C and is provided with a central hole A³.
the same.
The cover C has a flat top with a flange C₁ at right-angles to it, on the bottom
of which the body A is fastened, and in one side of which the opening C² is formed
for the admission of the motor fluid, a tube R connecting it with the supply of
On the opposite side is a lug C3, forming the bearing for a shaft C+
carrying gear wheels C C one at each end, the wheel C6 being twice the size
of the wheel C. The wheel C³ stands above the cap and gears with a geared
segment F1 carried on a lever F, pivotted centrally in the cover, say on the
screw F. The lever is provided with a spring catch F³, engaging in notches C
CC8 formed on the cover.
In the body A are three preferably tubular passages 01 02 03 terminating at
one end in three grooves B1 B2 133 forming arcs of circles in the valve-face B,
concentric to the centre of the valve-face, the length of the arc of each groove
depending on its distance from the centre. The other ends of the passages O¹ 02
open on the outside of the valve body and are connected one with each
cylinder of the motor by tubes (not shown) or in any convenient manner. The
passages 01 02 03 and their grooves B1 B2 B33 form the inlet and outlet passages
for the working fluid between the valve and the cylinders.
There is also a passage P in the body A one end of which terminates in a
circular passage B₁ formed in the body of the valve placed below the valve
face, outside the grooves before referred to. The other end of the passage P
opens into the external air. The circular passage B has six openings P P P P
1 Po into the valve face placed so that radii drawn from the centre of the face
to cut these openings will also cut the ends of the grooves B1 B2 B3 respectively;
the passage P, groove B and openings P¹ to P forming the outlet from the
valve of the exhaust fluid from the motor.
The adjustable reversing disc E is formed with a central circular boss E
faced externally to take a working bearing in the enlarged portion A4 of the
hole A³ of the body A. The boss is bored to correspond with the diameter of the
main portion of the hole A³. The disc is provided with a flange Es at right-
angles to the body of the disc, and on the opposite side to the boss E. Two
openings E E10 are formed in the flange one on each side. At least one-half of
the periphery of the disc is provided with a tooth gear Ell to engage the gear
wheel C before described. The body of the disc is provided with three open-
ings E 2 E3 so placed that when the disc is in one position over the valve face
these openings will correspond with the ends of the passages 01 02 0³ respec-
tively. Three other openings E E E are also provided so placed as to corre-
spond with the passage B of the valve face, and that radii drawn from the
centre of the disc through the openings E E E³ will pass through the open-
ings EE respectively.
Bearing on the outer face of the disc E is the valve proper or revolving cap D,
provided with a central pin D¹ formed to take a bearing in the hole A³ of the
valve body, and passing through a stuffing box A³. The pin D¹ extends beyond

page_text: the valve body and is either directly connected to, or geared with, the main
crank shaft of the motor so as to be revolved by the same. In one-half of the
body of the cap is formed an opening 12 so shaped that as the cap revolves each
of the openings E1 E2 E3 of the disc E comes successively within the said open-
ing; in the other half is a recess. D³ forming a chamber on its under side of
such a shape that as the cap revolves one or two of the exhaust openings E E5 E6
with their corresponding inlet openings E¹ E³ ³ are within the said chamber.
The operation of the valve is as follows:-
The disc E is placed in such a position as shown in Figure 2 relative to the
valve face and cap, that the opening E in the disc flange corresponds with the
opening of the cover, whilst the openings or ports EE2 E3 of the disc corre-
spond with the ends of the passages 01 02 03 respectively, and the rotating cap is
placed so that the opening or port E2 of the disc E is within its opening D².
The motor fluid, entering through the pipe R, openings CE and E2 and
passage 02, acts on the piston of the cylinder in communication with the said
passage 0. As the rotating cap revolves each port E1 E2 E is successively
brought within the opening D² allowing the motor fluid to pass to its respective
cylinder, and then within the recess D³ when it is placed in communication, by
its corresponding port E E 16 of the disc E and P1 P2 P3 of the valve face
respectively with the passage 1 of the valve body and passage P allowing the
escape of the exhaust fluid into the atmosphere or to a condenser if such be
employed.
If now it be desired to reverse the engine, the lever F is turned from its
position as shown in Figure 1, with its catch F3 engaged in the notch C, so as
to engage the catch in the notch C8, its gear segment, through the gear
wheels CC, rotating the disc E through a half circle bringing the opening Elo
to correspond with the opening C in the cap and the ports E E E³ to the
opposite ends respectively of the grooves B1 B2 B3, thus reversing the order in
which the motor fluid is admitted into the cylinders.
To stop the motor the lever is placed in any position intermediate the
notches CC, say to engage the catch in the notch C7, the flange of the disc E
then closing the inlet opening (2.
Desirably the disc E is formed as described so as to control the inlet of the
motive fluid to the valve; it is evident however that the flange E8 may be dis-
pensed with, an ordinary stop valve being placed on the inlet pipe R.
My invention contemplates employing the rotary valve, with the reversing
disc and suitably arranged inlet ports, as a means for governing the inlet of
fluid to the cylinders whether or not it also controls the exhaust as described.
The construction shown in Figures 1 to 7 inclusive, is adapted more especially
for a steam pneumatic or hydraulic engine, wherein the valve rotates at the
same speed as the engine crank-shaft. The invention may be readily applied
to multi-cylinder engines employing an explosive mixture by obvious structural
alterations in the number and arrangement of the ports, and by so gearing the
valve to the crank-shaft that it will revolve at one-half the speed of the latter
and perform the proper functions of inlet (including compression and expansion)
and exhaust successively, as regards each cylinder, or alternately, as regards the
different cylinders, as may be required.
In Figures 8 to 19 I illustrate a form of valve for an engine of the central-
crank shaft and radial cylinder type having six cylinders, and two cranks, three
cylinders being connected to one crank pin and three to the other. G is a
cylinder forming the frame of the engine, the cylinders G1 (of which only one
is shown in Figures 8 and 9) are six in number and arranged radially around
its circumference, three in one vertical plane and three in a parallel overlapping
plane, so as to connect respectively with the cranks G2 G3 of the central rotary
crank-shaft G4. The crank shaft is carried in bearings in covers
or end
frames G5 G6 of the cylinder G, and is provided at one end with a pinion G7 to
operate the valve, through intermediate gearing to be hereafter described.

page_text: The valve comprises: -Four fixed members H H¹ and J J¹ consisting of disc-
like bodies having circumferential flanges through which they are secured
together by bolts H2 forming the valve chest, and four adjustable Hanged
dises K K and L L and one rotatable disc M, constituting the valve proper
contained within the chest thus formed.
The valve chest is fixed on to the end frame G of the engine by bolts G8
passing through holes H³ in the flange H* of the inner member H.
This inner member is shown in section in Figure 9 and face views are given
in Figures 11 and 12; it is provided with three passages H³, cach passage com-
municating at one end, by a pipe H6, with one of the three cylinders, whose
pistons are connected with the crank G2, and at the other end opens on to one
face of the disc by ports H7 H8 H9 respectively. The member H has also a
central opening Hio.
The outer member or cover H¹ is similar in arrangement to the inner mem-
ber H just described, having three passages H", each communicating at one end
by a pipe (not shown) with one of the three cylinders whose pistons are con-
nected with the crank G³ and opening at the other by ports H2 into the interior
of the valve; these ports being placed in positions diametrically opposite to
the ports of the member H.
The member H and cover H¹ are provided with flanges H¹³ H" respectively
which are jointed to the flanges J2 J3 of the valve seat disc J J1 by the through
bolts H2 before referred to.
The valve proper is placed centrally within the valve chest, and consists of a
disc M (shown in section Figure 9, face view Figure 18) carried on a central pin
or stem of which one end M is solid and carries a gear wheel M²; the other
end M³ is hollow, forming a communication with an internal chamber * which
likewise opens onl to each face of the disc through ports M³ M.
The disc pin or stem is rotatably carried in bushings J J15 fixed
centrally on the disc J J, and its hollow end is preferably bevelled and takes a
bearing in the similarly bevelled end of the exhaust pipe N, which passes
through an opening H¹ in the cover H', and is bolted by its flange N¹ on to the
end of the projections in which the passages H" are formed, thus leaving an
annular communication through the opening H15 between the interior of the
valve chest and the atmosphere for a purpose to be presently described. The
disc M is likewise provided with a recess M7.
The valve M is rotated by its gear wheel M² operated through intermediate
gearing by the pinion G7 on the crank shaft so as to run at half the speed and
in the reverse direction to the rotation of the crank shaft. A convenient arrange-
ment is that shown in Figure 10 in which the pinion G7 gears with a wheel G³,
running idly on a pin Go fixed on the end frame G6. The wheel G g with
a wheel G running idly on a pin G12 secured to the frame G6 at one end, the
other end being supported in a hole in a boss H16 on the face of the valve mem-
ber H. Secured to or formed integral with the wheel G is a gear wheel GB
which gears with the valve stem wheel M².
gears
Placed one on each side of the valve-disc M are the reversing discs L L'
which move together and form the reverser for changing the direction of running
of the motor. These discs are rotatably carried on the bushing J and valve
Etem M³ respectively and one face of each disc has a working bearing with the
adjoining face of the valve M. Each disc is provided with a flange L2; these
meet each other at their edges so as to form a tight joint, thus constituting
a closed chamber within which the valve M revolves, an annular space M8 being
left between the periphery of the disc M and the inside surface of the flanges L³.
The flanges are provided with two openings or ports L3 L (Figure 17) and a seg-
ment of their outer surface is toothed as shown at L (Figures 17 and 9).
These toothed segments engage a gear wheel L fixed on a rod L carried in
bearings in the flanges H3 H a suitable opening being provided in the flange J³
to permit of the said engagement.

page_text: Each disc L L is provided with three delivery and six exhaust ports, being
one delivery and two exhaust ports for each cylinder. The arrangement of
these ports in the disc L is shown in Figure 17, the delivery being lettered L8 L
L10 and the exhaust L" to L16 respectively. The arrangement of the ports in
the disc L are similar, relatively to each other, but the delivery ports are
diametrically opposite relatively to the toothed segment, that is to say, one port
is in the upper half and two ports in the lower half of the disc.
Placed one on each side of the reversing discs L L' are what I call the valve-
seat dises J J', of which the flanges J2 J3 meet so as to form a tight joint, forming
with the disc bodies a chamber within which the discs L L are snugly but
adjustably fitted. The flange J2 of the disc J is a broad flange at right-angles
to the disc body and forms the circumferential wall of the said chamber. In the
side of this flange is an opening Ja formed (as shown in Figures 8 and 14) as
a screwed nipple to enable it to be connected with the delivery pipe from the
source of the motive fluid.
The body of the disc is provided with three chambers Jo J10 Ju (shown in
dotted lines in Figures 15, and 16, and one chamber in section in Figure 14).
Each chamber opens on to the face adjoining the disc L by four ports, and on to
the opposite face by one port, these latter being lettered J J7 JB respectively.
The disc J is furnished with similar chambers and ports arranged like those of
disc J relatively to each other, but diametrically opposite relatively to the body
of the disc, that is to say, one chamber, such as J6, would be in the lower half
of the disc, and the other two in the upper.
As seen in Figure 9, the flanges J2 and H13 and J3 and H4 meet so as to form
tight joints constituting with their respective bodies two chambers within which
are placed the adjustable discs K K¹ respectively, which move together and
form a cut-out for cutting out the cylinders in succession, as many as desired.
The faces of each disc have a working bearing with the faces of the adjoining
valve members, and the periphery of each disc is toothed, the teeth engaging
respectively with gear wheels K2 K3 fixed on one rod K* carried in bearings in
the flanges H3 J2 and H4 (Figure 20). Suitable openings are provided in the
flanges Hand H to permit of said engagements.
The disc K is provided with ports arranged as shown in Figure 13, K³ Ko K
being delivery and K K K vent ports. The disc likewise has six ports Ku
K2K being delivery and K K15 K16 vent ports (Figure 19).
From the above description it will be gathered that the three cylinders con-
nected with one crank are operated through those members of the valve which
are on one side of the revolving disc M and the other three cylinders by those on
the other side, the disc M being common to and controlling the admission and
exhaust of the motive fluid to both sets of members.
The operation of the valve is as follows:-Supposing that all the cylinders
are desired to run, the cut-out discs K K are placed with their ports arranged
in the position shown in Figures 9, 13, and 19 relatively to the ports of the
adjacent faces of the valve members H and J and H and J¹ respectively; that
is to say, the three ports K K K 13 of the disc K and K K K of the disc K
are opposite and form a communication between the three ports of each of the
faces of said members. As before described the two discs K and K are capable
of rotation by the wheels K2 K³ fixed on the same rod K. The first effect of
rotating the rod so as to move the disc (Figure 19) towards the left will be to
move the port K so as to shut off communication between the passage H
(Figure 9) and the corresponding port of the disc J, that is the connection
between the valve and one cylinder of the motor, but open communication
through the port K between the said cylinder and the atmosphere through the
central opening H of the cover H', so that whilst the cylinder is cut off from
receiving any supply of motive fluid the formation of pressure or vacuum within
it is prevented. Continual rotation of the rod in like manner shuts off in succession
the remaining two cylinders which receive the fluid through the cover H¹ and

page_text: then in succession those which are connected with the passages in the inner
member H, the vent ports K K K giving communication with the atmosphere
through the central opening H10 of the member H.
When the discs K K are in their normal position therefore there is free con-
nection between the three passages H leading to the cylinders and the ports J J7
J8 of the valve face disc J and also between the corresponding ports of the
disc J¹ and the passages H" in the cover H¹ leading to the other three cylinders.
If now it is desired to run so as to revolve the crank shaft from right to
left (when looking at Figure 8) the reversing discs L L are placed so that the
port L in their flanges is in connection with the delivery pipe J and the
motive fluid finds- admittance to the annular space M8 and recess M7 of the
rotating valve M. At the same time the ports of the reversing disc K are so
placed relatively to those on the adjoining face of the valve seat disc J that each
of the entry ports L L L and the exhaust ports Lu L13 L are over one of
the outer or entry ports and one of the inner or delivery ports of each of the
chambers J9 J1 J10 respectively. The corresponding ports of the disc L' and J¹
are similarly placed relatively to each other.
As the valve M revolves from left to right (it will be remembered that the
valve rotates in an opposite direction to the crank shaft) its recess M7 successively
uncovers the ports LS L9 L10 and admits the motive fluid through their respective
chambers, ports J6 J7 J8, K³ K6 K7, and H7 H8 H³, passages H³ and pipes H6
to the three cylinders connected with the crank shaft Gs. The exhaust fluid
returns by the same ports to the chambers of the valve seat disc J and then pass
by the respective exhaust ports to the exhaust port M of the valve M, from
which it passes through the chamber M and hollow stem M³ to the exhaust
pipe N.
The cylinders connected to the crank shaft G³ are supplied and exhausted in
a similar manner through the ports and passages of the valve members L¹ J¹ K¹
and H which it will be remembered are arranged similarly relatively to each
other.
If now it be desired to reverse the engine the rod L is used to rotate the
discs L and L by their common gear wheel L6, so as to place each of the
ports L L L¹º of the disc L (and similarly the ports of the disc L¹) over the
other outer or entry port of each of the chambers Jo Jo J and place each of the
exhaust ports L2 L L over an exhaust port leading to the said chambers.
A further rotation of the discs L L' will close all the entry ports cutting off
the supply of motive fluid to the motor.
When the motor is to be run by an explosive mixture, a suitable igniter may
be placed in the chamber X, of each cylinder: while when steam or the like is
employed the outer end of said chamber would be suitably plugged.
The arrangement of cylinders described in connection with Figures 8 and 9
possesses particular advantages. By providing the multiple-cylinders in two
circumferential parallel series, with the members of the series alternating with
each other and with pistons equal in number and weight connected with oppositely
disposed cranks, an equilibrium is maintained which reduces vibration to the
minimum, and enables the provision of a large number of cylinders of large
diameter within a comparatively small compass.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is:―
1. In a multiple-cylinder motor the combination with a rotating valve and a
stationary valve seat of a disc placed between them adjustable in position to
control the starting stopping and direction of running of the motor substantially
as described.
2. In a multiple-cylinder motor, the combination with the stationary valve-
casing containing an inlet port and the ports of feed and exhaust passages

page_text: communicating with all said cylinders, of a rotating valve, in said casing and
movable across said ports to govern the feed and exhaust of all the cylinders,
and a reverser between the valve and said ports, axially adjustable to control
the direction of running of the motor, substantially as described.
3. In a multiple-cylinder motor, the combination with the stationary valve-
casing containing an inlet port and the ports of feed and exhaust passages
communicating with all said cylinders, of a valve and a cut-out between the
said inlet and said feed and exhaust ports, said valve being rotatory and govern-
ing the feed and exhaust of all the cylinders and said cut-out being axially
adjustable to successively cut the cylinders in and cut them out, substantially
as described.
4. In a multiple-cylinder motor, the combination with the stationary valve-
casing containing an inlet port and the ports of feed and exhaust passages
communicating with all said cylinders, of a valve, a reverser and a cut-out,
between the said inlet and said feed and exhaust ports, said valve being rotatory
and governing the feed and exhaust of all the cylinders, said reverser being
axially adjustable to control the direction of running of the motor, and said
cut-out being axially adjustable to successively cut the cylinders in and cut
them out, substantially as described.
5. In a multi-cylinder motor, the combination of a rotating valve-disc, ports
in said valve-disc, a valve-seat having ports for each cylinder arranged to receive
the motive fluid from two positions on its face and with two exhaust ports for
each cylinder on said face and a reversing-disc placed between the valve-disc and
the valve-seat, supply and exhaust ports for each cylinder in said reversing-disc,
and means for partially rotating said reversing-disc to adjust its port relative
to the ports of the valve-seat face to control the direction of running of the
motor, substantially as described.
6. In a multi-cylinder engine, the combination of a stationary valve-seat disc,
a chamber for each cylinder in said disc, a plurality of ports for each chamber
on one face of the said disc, a port for each chamber on the other face of the
disc, a rotating valve-disc, ports in said rotating valve-disc, a reversing-disc
placed between said valve-seat disc and the rotating valve, adjustable relatively
to the valve-seat disc and ports in the reversing-disc for connecting the ports of
the rotating valve disc with ports of the valve-seat disc, substantially as and for
the purpose specified.
7. In a multi-cylinder engine, the combination of a stationary valve-seat disc,
a chamber for each cylinder in said disc, a plurality of ports for each chamber on
one face of the said disc, a port for each chamber on the other face of the disc,
a rotating valve-disc, ports in said rotating valve-disc, a reversing-disc, placed
between said valve-scat disc and the rotating valve, adjustable relatively to
the valve-seat disc, and ports in the reversing disc for connecting the ports of
the rotating valve disc with ports of the valve-seat disc, a valve-case wall, ports
in said wall, conduits leading from said ports to the cylinders, a cut-out disc
arranged between the said wall and the valve-seat disc, ports in said cut-out disc
and means for adjusting the said cut-out disc, substantially as and for the
purpose specified.
8. The complete valve for a multi-cylinder motor substantially as described
or as illustrated in Figures 1 to 7, or in Figures 8 to 21 of the accompanying
drawings.
Doted this 11th day of June 1900