Improvements in Rotary Steam Engines.
Year: 1893

page_text: Date of Application, 8th Nov., 1893
Complete Specification Left, 13th Dec., 1893-Accepted, 24th Feb., 1894
PROVISIONAL SPECIFICATION.
Improvements in Rotary Steam Engines.
I ANTHONY EPHRAIM NARLIAN of Lipari, in the Kingdom of Italy, Estate
Agent and Merchant, do hereby declare the nature of this invention to be as
follows:-
Having made important improvements in my rotary engine patented in the
year 1892 under the No. 10,259, I now wish to patent these improvements,
which are.
A. 1. In the first engine described in my above named Complete Specification,
it is supposed that the low-pressure cylinder should consist (as it is usually the case)
in a single cylinder of a larger dimension than the one immediately before it
containing the steam at a higher pressure. 1 now make, instead of one large low-
pressure cylinder, a series of cylinders (four or more as required) each of the same
having the size of the high-pressure cylinder and in all respects constructed like it.
I make the steam released from the high-pressure cylinder to enter these all at
once, so that together should present four or more fold the capacity of the high-
pressure cylinder and act together as one cylinder of such capacity. These
cylinders I arrange the one attached to the other in such a way as the aggregate
of them (forming the whole of the engine) should from outside present the shape
of an elongated cylinder or barrel. The interior of the cylinders themselves,
instead of making in the shape of a drum with rectangular driving blades or
pistons, I now make in the shape of a ring with circular driving blades or pistons
to fit them.
2. I suppress all valves and valve-chests on the cylinders for admitting steam
into the same, or for regulating the passage of steam from one cylinder to the other;
1 instead make suitable borings and passages into the shaft and drums to which
the pistons are attached and through these I admit steam from the boiler into the
high-pressure cylinder, which passing through the shaft, the drum, or even part of
the driving blade, will enter into the cylinders in a continuous stream on one side
of the driving blade; while quite similarly placed passages and holes on the
opposite side of the driving blade, will let the steam out of the high-pressure
cylinder and through the drum and shaft let it into the low-pressure cylinders;
causing thus the steam ports in the cylinders to revolve together with the shaft and
the driving blades and the flow of the steam from one set of cylinders to the others,
or from the boiler to the high-pressure cylinder to be a continuous one, without the
need of any kind of valves; the slides or shutters themselves acting as such.
3. Instead of moving the slides or shutters of each cylinder by especial machinery;
1 arrange a cam movement which should work the whole set of the slides of the
several sets of cylinders together at their proper time; the slides themselves being
enclosed in the cylinders.
4. Having given to the whole of the engine the shape of an elongated cylinder
or barrel without any piece of machinery outside (excepting the cam and the
eccentrics to move the pumps) I bore convenient holes all round this cylinder or
barrel, parallel to its axis; I arrange a furnace on the low-pressure side of the
Bame, and cause the flames to circulate through them, causing the steam in the low-
pressure cylinders to be superheated, after it is cut off from the boiler; thus
actually making the low-pressure cylinders to work with superheated steam at a
higher pressure and temperature thun the steam in the boiler."
5. The engine thus arranged, 1 work it either as ordinary compound, condensing
engine with condenser and the requisite pumps, or else, by the move of a lever I

page_text: detach the pumps from the engine and let the superheated steam; when at a&
higher temperature than in the boiler; to flow into it as into a condenser. Thus I use
a low pressure in the boiler and superheat the steam in the cylinders dispensing
with condenser and pumps, air, feed, or circulating,
B. 1. In the second engine described in my said Specification; which really is a
reciprocating engine with the pistons moving in a semi-circle; I make away with
all the toothed wheels and place the cylinders the one attached to the other as in
the former case and give to the whole of the engine the shape of an elongated
cylinder or barrel, cut in half in the direction of its axis. The inside of the
cylinders themselves. I make in the shape of a ring and the driving blades or
pistons of a circular form to fit them. These I make fixed to the shaft through
the drums, instead of making them movable on them.
2. The low-pressure cylinders, I make many in number and exactly of the same
size and construction as the high-pressure one; all the driving blades in the
engine being on one line and moving together from right to left and from left to
right.
3. I dispense with valves in the cylinders as in the former case, and let the
steam into them through some passages in the shaft and druins in a similar manner
as in the former engine and with similar passages on the opposite side of the
driving blades and the shaft to carry the steam from one set of cylinders to the
next, or from the boiler to the high-pressure cylinder. The reciprocating or
the return movement of the pistons on their path, I cause by revolving at each
stroke by one half of the circle, the inner part of the shaft in which the steam
passages are bored.
4. The shaft, after passing out of the cylinders, I make it to end in a crank
which moves in a semicircle, from right to left and from left to right together with
the pistons in a reciprocating movement. To this crank, through some connecting
rods, I attach another crank, which is welded to the shaft carrying the propeller
or the flywheel; I place this shaft parallel or in line with the shalt passing
through the cylinders and arrange it in such a way that each semicircular movement
of the pistons should produce an entire revolution of this second crank and
shaft.
5. I dispose the engine, as the first, with a furnace at the low-pressure end of the
same, which should heat the whole mass of the low-pressure cylinders, causing the
steam in them; when cut from the boiler; to be superheated.
6. I use this engine so arranged as the former, either with a condenser, as a
compound, condensing engine, or disconnecting the pumps and condenser from it, I
let the steam to return direct to the boiler, when the steam is of sufficiently high
temperature to do so.
Dated this First day of November 1893-Lipari, Italv.
ANTHONY EPHRAIM NARLIAN
COMPLETE SPECIFICATION.
Improvements in Rotary Steam Engines.
I ANTHONY EPHRAIM NARLIAN, of Lipari, in the Kingdom of Italy, Estate
Agent and Merchant, 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 :—
The Figures 1, and 3 to 9, refer to the improvements in my rotary engine
patented in 1892 under No. 10259, and which improvements are described
hereafter.
The Fig. 1 is a vertical section of the engine in a plane passing through the
lines 22-23 Fig. 3. At 41 the shaft is seen in a section which in the centre is
drilled in a cylindrical hole, concentric to, and running along the axis of the same.
L

page_text: Into this hole an inner shaft is fitted exactly, and which is seen at 36, 37, 40..
This shaft is movable into the broader shaft, and which I shall call "The Engine
Shaft," while the inner shaft I shall call The Steam Shaft."
65
To the engine shaft is solidly attached the ring 42, and to this the piston 4,
which is made in a circular form. The space 34 is the interior or the hollow of the
cylinder, which is annular in form, and into which the piston 4 is made to fit
exactly, and sweeps round it as the shaft turns on its axis in the body of the engine.
At 17 and 39, Fig. 1, are two rectangular pieces of laminated steel planed on
both sides true, and which, through the rods 48 and 49 to which they are attached,
can be made to slide in the cylinder as at 17, cutting up the interior of the cylinder
in compartments, or else they can be drawn out of the same as at 48, in which case
they fill the recesses cut for them in the thickness of the body of the engine at 48
and 49. These pieces I shall call "Slides or Shutters."
The Fig. 3, is a horizontal section of the same engine, in a plane passing through
48-49, Fig. 1. It shows a series of cylinders at 34, 13, 14, 15, 16, all exactly
similar to each other, and annular in form: the first being the high pressure
cylinder, and the others together forming the low pressure cylinders. The engine
shaft is seen at 11-12, in a horizontal section with the steam shaft in a black band
in it. The piston belonging to the high pressure cylinder is on one side of the shaft
at 4, and the others belonging to the low pressure cylinders, on the opposite side
to the former at 13 to 16.
The Figs. 5 and 6, show sections or blocks of the body of the engine without the
shaft or the pistons, which hereafter are called the "Driving Blades."
The Fig. 6, is obtained by the intersection of the planes passing through 18-20
and 19-21 in Fig. 3, perpendicular to the shaft, and a pline passing through 15-16,
and the axis of the shaft in Fig. 1: while Fig. 5 is obtained by the intersection of
the same planes passing thrungh 18-20 and 19-21 in Fig. 3, perpendicular to the
shaft, and a plane passing through 43-44 in Fig. 1, and through the axis of the
shaft.
The body of the engine is built up by a number of these pieces, each exactly
similar to the other, excepting the two end pieces. In the Fig. 3, there are four of
these pieces besides the end pieces, forming in all five cylinders identical in size, and
annular in form. They are turned by lathe out of rolled steel, and are put together
by the means of stay rods seen at 43, 44, in Fig. 1. These stay rods pass through
the holes 44-43 in Fig. 5, in the same manner as in a marine boiler, and keep
together the several pieces, forming the body of the engine into one solid whole.
The Fig. 4 shows the engine shaft with the steam shaft, the drums and the driving
blades at 4, 13, etc. fixed on it; but not the body of the engine, out of which it is
supposed to be lifted budily. If the blocks 5 and 6 were fitted on the shaft, as seen
at Fig. 3, and bolted together by the stay rods, the whole of the engine would be
complete.
The shaft is made broader between the points 32-31 Fig. 4 and Fig. 3, and a
cylindrical hole concentric to its axis is drilled in it. In this hole the steam shaft
is seen to extend between the points 2 and 9, leaving two small chambers at both
ends, between the extreme points of the steam shaft and the end of the boring in
the engine shaft. These chambers are shown at 2 and 31 in the Figs. 4 and 3.
The steam shaft is on the other hand bored longitudinally at 36, 37, 6 and 7,
(Figs. 3 and 4) forming steam passages along its length. These borings are seen
in section at 36, and 37 in Fig. 1. A rod at 32-11 attached to this steam shaft,
passes through the engine shaft at the right hand end of the Fig. 3, ending in a
small wheel or lever, by the means of which it is inade to turn on its axis inside the
engine shaft as required.
To the engine shaft are fixed the drums 24 etc. (Figs. 3 & 4), forming a solid
whole, and capable to turn together in the centre of the engine.
The driving blades are surrounded by a broad band ring, coming down the sides
of the drum to the engine shaft, and keeping better contact between the driving
blades and the inside of the cylinders. This ring is seen at Fig. 7.

page_text: The engine shaft is at the same time drilled in holes in the direction of its radius
on both sides at 3, 5, 28, 29, etc. (Fig. 3.), which holes are carried through the
respective drums immediately above them, ending at the base of the driving blades,
and on each side of the same, and putting the interior of the cylinders at each side
of the driving blade, in communication with the steam passages 6 and 7 of the steam
shaft. These holes are seen at 3 and 5 in Fig. 1.
:
At the points where the engine shaft exits from the body of the engine, this is
made steamtight by the usual means, and is prolonged on the left side of the Fig. 3,
to carry the propeller or the pulley as the case may be also the eccentrics to move
the pumps of the engine, and the cams 25 and 26, which work the slides, Fig. 4.
The Fig. 4 shows also the slides at 17, 39, 18, etc., which are rectangular in
form, and planed true on both sides. When a slide is pushed into the cylinder
through the slide rod to which it is attached; it will touch the drum on a part of
its foremost end, being pressed against it by the means of a spring placed at the
back of the slide rod, and with the rest of its sides, will sit on the rim of the
circular section of the annular cylinder, forming a partition in the same.
The Fig. 4, together with the Figs. 8 and 9, show also the arrangement devised
to move the slides in and out of the cylinders at their proper time. The slide 39
of the high pressure cylinder and the slides of the low pressure cylinders on the
opposite side at 18, 19, 23, etc., move together; while the slides 17, of the high
pressure cylinder, and the slides 20, 21, etc. of the low pressure cylinders on the
opposite side move simultaneously. One set of slides being at rest while the other
is in motion; and each set employing one quarter of a revolution in moving out of
the respective cylinders; one quarter of revolution in returning into the same.
The slides as seen at Fig. 4, are attached to the frames 50 and 51: these are
bent, and enter in a knob into the sluts cut in the cam disks 25 and 26 (Fig. 4.).
The Figs. 8 & 9 show a front view of the cam disks, and the grooves cut in them.
The groove 31-35-32 is circular and concentric to the shaft 12 in the centre
of the disk; while the groove 31-34-32 is bulged out: the difference between the
distance 12-35, and 12-34 being a little over than the height of one of the slides,
or equal to the extreme distance to be travelled by it. As the rods of the
frames 50 and 51 are made to pass through guides, they would; when pushed or
pulled by the cams; move only longitudinally, pushing or pulling the rest of the
frames and the set of the slides attached to them.
When the knobs of the rods 50 and 51 are, as seen at 31 and 32 in Fig. 9;
both sets of slides in the engine will be drawn in the respective cylinders, and in
contact with the drums as the slide 17 in Fig. 1. When the cam disks will rotate
for one quarter of a revolution, and take the position as at Fig. 8; the knob of the
rod 51 will be left in the circular portion of the groove 31-35-32, and therefore
will not move; and the slides connected with the same will be at rest. The knob
of the rod 50 will however travel from 31 to 34, and will be pushed out, and with
it the slides connected with the same will be moved out of the respective cylinders.
In the second quarter of a revolution of the shaft and the cam disks, the knob of
the rod 51 will still be in the circular portion of the groove, and therefore at rest;
but the knob of the rod 50 will pass to 32, and draw it in again, together with the
slides connected with it. In the next half a revolution of the shaft and cam disks,
the knob at 50 and the set of the slides connected with it will be at rest, while the
knob of the rod 51 will go through the same movement as the slides connected with
the rod 50 have gone through, in the former half revolution.
The engine will now act in the same manner as my engine No. 10,259 of 1892.
When in Fig. 1, both of the slides of the high pressure cylinder 17 and 39 are
pushed into the cylinder, and are in contact with the drum 42; the driving blade
will be in a position perpendicular to the line 48-49. Steam entering then at 1
Fig. 3, will fill up the space at 1, and enter into the chamber at 2, through a passage
cut in the engine shaft parallel to its axis, and from the chamber 2 enter into the
passage 37 of the steam shaft, which passage is opened to the said chamber at the
point marked by the small dotted line. From this passage of the steam shaft;

page_text: which is seen at a section in Fig. 1; the steam, through the hole drilled in the
engine shaft and the drum, (3 Fig. 3.) will find its way into the cylinder 34 Fig. 1,
and will emerge just at the base of the driving blade 4 in Fig. 1. The driving
blade will then turn from left to right, and with it the engine shalt to which it is
fixed, and also the steam shaft which is tight into the engine shaft; the system of
the holes and passages in them remaining unaltered all the time in respect to the
driving blade. As the driving blade will continue to move from left to right,
(Fig. 1.) the cam disks fixed to the shaft (25 & 26 Fig. 4.) will turn in an equal
degree; causing the slide 39 Fig. 1, and the slides 13 to 16 of the low pressure
cylinders (Figs. 3: 4) to be pulled out of the same and enter the recesses cut for
them in the body of the engine, allowing the driving blade to pass on: when these
slides will return again to their position in contact with the drums. The driving
blade will have then turned by one half of a revolution, and be again perpendicular
to the plane of the slides, but on an opposite direction. At this point, the slide 17
Fig. 1, of the high pressure cylinder, and the slides opposite to it in the low
pressure cylinders, will go through a similar movement, being drawn out of the
respective cylinders in one quarter of a revolution, to allow the driving blades to
pass on, and in another quarter of a revolution, to return to their places; when the
driving blade having completed one whole revolution, will begin another.
From this arrangement it will be seen, that there will be in each cylinder at any
time, one slide in contact with the drum, which together with the driving blade, will
cut the interior of the cylinder in two compartments steamtight to each other, and
that the driving blade will move in the opposite direction to the side by which
steam is admitted to the cylinder. All this time that the driving blade is moving;
say from left to right; the steam in the other compartment of the cylinder, or in the
right side of the driving blade in Fig. 1, will, through similarly placed holes in
the drum and the engine shaft at 38 & 5 (Figs. 1 & 3), run out of the high pressure
cylinder into the passage 36-6 of the steam shaft (Figs. 3 & 4). Thus, while
steam from the boiler is entering the cylinder in a continuous stream on one side of
the driving blade, it is in a continuous stream leaving it by the steam ports and
passages on the opposite side of the same, and finding its way into the passage 6 of
the steam shaft, Fig. 3. From this passage, the steam leaving the high pressure
cylinder will, simultaneously fill the four low pressure cylinders 13 to 16 Fig. 3;
entering them through the holes in the engine shatt and drums corresponding to
these cylinders, which holes and passages are in every respect similar to those
described before.
The four low pressure cylinders have their driving blades in the same plane but
in opposite direction to the driving blade of the high pressure cylinder, as seen at 4
and 13 to 16 in Fig. 3; therefore though the steam enters the latter in the opposite
side of the driving blade in respect to the driving blade of the high pressure
cylinder, they will co-operate in making the shaft to rotate in the same direction as
the driving blade of the high pressure cylinder. On the other hand, the four
cylinders 13 to 16, receiving the waste steam of the high pressure cylinder, will
conjointly act as a low pressure cylinder of fourfold the capacity of the high
pressure one.
The steam in the low pressure cylinders, which is in the compartment not in
communication with the high pressure cylinder, will be emptied into the passage 7
Fig. 3, through similarly placed holes and passages in their drums and engine shaft,
whence it will leave this shaft at and enter the chamber 9-31, and through the
passage cut in the engine shaft, leave the engine at 10.
The engine may be worked expansively by regulating the admission of the steam
into the high pressure cylinder at 1 Fig. 3; but as a rule the engine is meant to
work without the cut off, and the expansion obtained by a sufficient number of the
low pressure cylinders.
To reverse the engine, it would be enough to turn the steam shaft by one half of
a revolution, through the wheel or lever at the right hand side of the Fig. 3.
At the low pressure end of the engine, a furnace is arranged, from which, the

page_text: heated gases will be led to pass through the holes 45, 46, 47, Fig. 1, which holes
run along the whole length of the body of the engine, and all round the same.
These holes are seen at 46 Fig. 6. The gases after so passing through the length
of the engine, will be led into a smoke box at the high pressure end of the same,
whence they will find their way out of the engine.
The body of the engine so heated, will act upon the steam in the cylinders 13
to 16 as well as on the steam in the compartment of the high pressure cylinder,
which at the time will be in free communication with the same, and will superheat
the steam in them.
The superheated steam discharged from the low pressure cylinders, would be
let to run into the condenser as in all compound surface condensing engines, when
at the moment of its egress from the engine, it is at a lower pressure than the
steam in the boiler: but when the pressure of the discharged steam has still a
higher pressure than the steam in the boiler; the pumps of the engine being
disconnected from the same; the highly heated steam will be let to run into the
boiler direct.
The Fig. 2, and the Figs. 10 to 15, refer to the improvements in my second engine,
patented in 1892, under the No. 10,259.
The Fig. 2 is a vertical section of the engine in a plane perpendicular to the
shaft, and passing through the line 27-28, Fig. 10:
The Fig. 10 is a horizontal section of the same engine, passing through the axis
of the shaft.
The body of the engine is made up of a number of blocks similar to each other
in, every respect, which are shown in Fig. 10 by the lines 27-28 and 29-30, and
which by the means of stay rods as seen at 35 Fig. 2, are kept together; forming
the body of the engine one solid whole. The cylinders formed by these blocks
present a semi-annular shape, and their number may be as many as convenient in
each case.
The shaft passing through the engine has the same arrangement as described in
the first engine. It is made broad between the points 24-25 (Fig. 10), and is
drilled inside, in a cylindrical or very slightly conical hole, in which an inner shaft is
placed fitting exactly this boring, but not extending the whole of its length. The
space left at 4 and 20, Fig. 10, between the ends of the steam shaft and the
extremities of the boring in the engine shaft forming two chambers. The steam
shaft is shown in the figs. by a black band, and is seen at a section at 32, 6, 9, in
Fig. 2. The numbers 6, 10, 13, 19, in Fig. 10, show passages cut into the length of
this steam shaft.
The steam shaft, by the means of a rod attached to it at its end at 3 Fig. 10,
is carried out of the engine through a hole bored in the shaft, and ends in a wheel
or lever, by the means of which it is made to turn inside the engine shaft.
The drums 16 etc. are solidly fixed to the engine shaft, and the pistons or
driving blades to the drums; making a solid piece together with the shaft, and
capable to rotate with it in the body of the engine.
All the driving blades in this engine are ranged in a line, and are circular in
form, to fit the annular shape of the cylinders.
The driving blades are encircled by a band or ring in the shape seen at Fig. 7, to
form a better contact with the inside of the cylinders.
The engine shaft, after passing out of the body of the engine at 1 Fig. 10, ends
in a crank seen at 1-3 Fig. 11 and Fig. 14. A connecting rod 3-9 Fig. 14, is
linked to the crank, and a second rod 9-4 is coupled to it at 9, and to another
but smaller crank 2-4 Fig. 14. The centre of this second crank is fixed to the
shaft carrying the propeller or the pulley, as the case may be, and may rotate round
the point 2.
The pin at 9 Fig. 14, joining the ends of the two connecting rods, is placed
between two guides, where it moves only in a vertical direction.
The length of the crank 2-4 is equal to oue half of the distance travelled by
the point 9 in Fig. 14, when the crank 1-3 moves from its horizontal position, as

page_text: axis in these figures; if the crank is at 1-3 in Fig. 11, the driving blade would
be at 5 Fig. 12, and the steam let through 6 in the stean shaft, will enter into the
cylinder by the hole at 7 in the engine shaft. If however the crank in Fig. 11
will be at 1-7; the steam shaft being at rest; the engine shaft and the driving
blade will take the position shown in Fig. 13, and the driving blade be at 5 in an
opposite direction to that in Fig. 12. If then the engine shaft should be moved by
one quarter of a revolution and take the position shown at Fig. 13, the hole 8 of
the engine shaft will be overlapping the steam passage 6, instead of the hole 7,
which will now be overlapping the passage 9, by which steam is leaving the
cylinder. The driving blade will therefore restart on its path, and return to 5 in
Fig. 12, moving now from left to right, and with it, engine shaft and crank. Thus
at every half revolution of the driving blade, the steam shaft will move one
quarter of a revolution in the opposite direction in which the driving blade and
crank are moving; reversing the position of the passages in the steam shaft, and
causing the driving blade and crank to move from right to left, and from left to
right, in an alternate semirotary motion.
The overlapping of the holes in the steam and engine shafts, before the driving
blade has reached the end of the half revolution, will form the lead to facilitate the
restarting of the driving blade in the opposite direction. This lead, as well as the
time at which the movement of the steam shaft is to take place, is regulated by
the length given to the levers in Fig. 1.
The engine will have a furnace at its low pressure end; from which the heated
gases will traverse the flues 36 Fig. 2, bored along the body of the engine, and will
superheat the steam in the low pressure cylinders, and that portion of the high
pressure cylinder which is open to them.
The steam released from the engine, will either run into a surface condenser in
the ordinary manner, or else to the boiler direct, according as in leaving the engine,
it has a lower or higher pressure than the steam in the boiler.
The sketches or figures are intended only to illustrate and explain the working
of the engine, but not to give dimensions or proportions of the parts forming the
same.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is.
1. The making of the low pressure cylinders, or the cylinders corresponding to
the low pressure cylinders, many in number but exactly similar to each other and
to the high pressure cylinder. In giving to the body of the engine such a form and
disposition, that it can be built up by the superposition of several lathe turned
pieces or blocks of cast or laminated iron, steel, or other suitable metal, bolted or
stayed together.
2. The making of the pistons or driving blades of a circular shape with a ring
round them to secure better contact, and the adapting of the rectangular slides or
shutters to the annular form of the cylinders, and in making them to be enclosed
into the body of the engine.
3. In suppressing all valves, and in leading the steam into the cylinders through
passages cut in shaft ; in making the steam ports to rotate together with the shaft
in the centre of the engine, and in the disposition by which steam is made to flow
in an uninterrupted stream from one set of cylinders to the next.
4. The particular disposition devised to obtain the movement of the slides in the
first engine.
5. The arrangement of placing concentric shafts in the centre line of the engine
and in boring them in steam passages and ports, and in moving of the central shaft
in the second engine to obtain the reciprocating movement in the same, and the
reversing in both.
6. The arrangement by which the oscillatory movement in the second engine is
transformed into circular movement in the shaft carrying the propeller or the pulley,

page_text: crank k would be,
KC Cos. a x C
-
2
The length of the crank 2-4 will then be such, that when the crank 1-3 makes
one quarter of a revolution and from the point 3 reaches the point 8 in Fig. 14, the
small crank accomplishes one half of a revolution and is at 20, passing by 6. The
point 9 where the two rods are jointed is then at 12. As the crank 1-3 continues
to move from right to left and reaches 7, the crank 2-4 makes another half of a
revolution, and is again at 2-4. Thus to one revolution of the crank 1-3,
corresponds a whole revolution of the crank 2-4 and of the working shaft.
If the guides between which the pin 9 Fig. 14 is to move, instead of being vertical,
should be placed in a line to 7-3 Fig. 14. and the shaft carrying the propeller,
should be in a line with the engine shaft; the two cranks 1-3 and 2-4 being
made of the same length; to each half revolution of the engine shaft, would
correspond one revolution of the propeller shaft.
The arrangement of the two cranks and connecting rods are seen at a side view
in Fig. 15. The shaft 2 and the shaft 1 may be in a straight or in a parallel
line..
The working of the engine is in the following manner.
Steam enters the body of the engine at 1 Fig. 10, it fills the space between the
shaft and the inside of the engine body at that end, thence through the passage cut
in the engine shaft, runs into the chamber 4, where it finds the passage drilled in
the steam shaft at 6, which it enters at 3, and through the hole 7 of the engine
shaft, it makes its way into the driving blade; whence it runs into the cylinder at 5
Fig. 2, making the driving blade to turn from right to left, and with it the
crank 1-3 in Fig. 14 and Fig. 11..
The disposition of the steam holes on the engine shaft and drums, and the passages
in the steam shaft in Fig. 10 will show that, while steam is entering the cylinder
by the hole at 5 Fig. 2, the waste steam in the same is to run out of the cylinder by
the holes at 8 and 9 into the passage 8 in Fig. 10, and thence into the passage 10-13
of the steam shaft, whence it will simultaneously enter into the whole range of the
cylinders opening to that passage; which cylinders will conjointly act as a low
pressure of so many times the capacity of the high pressure cylinder, as there are
cylinders opening into the passage 13.
The waste steam of these cylinders will in the same manner empty itself into the
passage 19 of the steam shaft, and through 12, 20, 21, 23, find its way out of the
engine altogether.
As the engine shaft revolves, the steam shaft is kept stationary in this engine, till
the driving blade and the crank take the position shown at 1-14 in Fig. 11. Here
the crank presses on the lever 15-16, which is movable round the point 15, and
jointed to the radius of the wheel through the lever 1-17 Fig. 11; the wheel 1
being fixed to the steam shaft rod.
As the crank 1-3 reaches the point 7 Fig. 11; the levers 1-17, 17-16
and 16-15, take the position of the levers -17, 17-18, and 18-19 pulling
the lever 1-17, and causing the steam shaft in the engine to turn by one
quarter of a revolution, and the steam passage 6 in Fig. 12, to take the position 6
in Fig. 13.
The levers 17-18 and 18-19 in Fig. 11, will now take the same position a³ the
levers 17-16 and 16-15, and on the return of the crank to the right be pressed by
it, and on their turn pull the lever 1-17, causing the steam shaft to retake the
position shown at 6 Fig. 12.
The Figs. 12 and 13, are made to explain this working of the stean shaft.
The steam and the engine shafts being seen at a section perpendicular to their

page_text: causing one whole, or one half revolution in the same for every half revolution of
the driving blade.
7. The disposition to superheat the steam in the second set of the cylinders.
corresponding to the low pressure cylinder.
8. The arrangement to let the superheated steam in these cylinders to run either
to the condenser or to the boiler direct.
Dated this 8th day of November 1803
A. E. NARLIAN..