Improvements in Steam or other Fluid Pressure Motors.
Year: 1899

page_text: Date of Application, 7th Jan, 1899
Complete Specification Left, 5th Sept., 1899-Accepted, 9th Dec.,
1899
PROVISIONAL SPECIFICATION.
Improvements in Steam or other Fluid Pressure Motors.
I, PHILIP FRANCIS ODDIE, of 9, Mansel Road, Wimbledon, in the County of
Surrey, Engineer, do hereby declare the nature of this invention to be as
follows:-
This invention relates to improvements in steam or other fluid pressure engines
and refers to that class known as the revolving cylinder type, designed with the
object of increasing the economy and reducing the vibrations set up
revolving at a high number of revolutions in a given time.
when
The improved motor consists of a disc or flywheel mounted on a shaft which
revolves in a suitable bearing. On the side of this disc, approximately near
the periphery I fix in pairs opposite to one another two or more studs or arms
which project at right angles to the disc. On these studs I mount cylinders,
either singly (one to each stud) or in pairs. The under side of each projecting
stud is formed with a circular edge which corresponds with a circular groove
formed in the outer heads or covers of each cylinder forming a kind of socket
joint, to allow the cylinders to oscillate slightly on the projecting studs.
Each cylinder is provided with a piston and I connect their inner ends, each
respectively to the opposite pins of a double throw crank, by means of suitable
bearings. As in an ordinary engine, where the crank revolves, the stroke is
determined by the amount of eccentricity of the crank pins, so in my invention,
the travel of the pistons, in and out of their respective cylinders, when the disc
and cylinders revolve, is determined by the eccentricity of the fixed crank pins.
In order to keep the piston bearings in constant contact with the crank pina
and avoid the shock caused by any change of direction of pressure, I make
the pistons sufficiently heavy that the centrifugal force generated by their
rotation shall be slightly greater than the total initial pressure acting on the
pistons.
The steam or the operating fluid enters the engine through suitable orifices
formed in the shaft on which the disc is mounted. It passes into the disc and
from thence by suitable ports or channels to a steam chest formed in each pro-
jecting stud. These steam chests are provided with valve faces and suitable ports
communicating with their respective cylinders.
I prefer to use a piston valve, one to each projecting stud, and expose its
outer face or area, constantly to the initial pressure of the steam. These valves
are actuated by means of an eccentric or other similar arrangement of mechanism.
When steam or other expanding fluid forms the working medium I prefer to
arrange the engine so as to work in what is known technically as the compound
way. With this object I mount the cylinders on the hollow studs in pairs, two
to each projecting stud, and make them single acting. The diameter of one
of the cylinders in each pair is made considerably larger than the other; the
steam entering the smaller cylinder first, to be afterwards further expanded in
the larger cylinder. Preferably I place the high pressure cylinders next to the
disc, the pistons of which are connected to one crank pin, while the pistons of the

page_text: low pressure cylinders are connected to the opposite crank pin of the double-throw
crank.
The valve face is located preferably between the two cylinders in the projecting
stud and is provided with a piston valve, one valve acting for each pair of
cylinders.
In operation the steam entering the steam chest is distributed to the cylinders
by the piston valves and presses on the pistons. This pressure also reacts on
the covers or ends of the cylinders, and through them is transmitted to the
projecting studs causing the disc and shaft to revolve, owing to the angular
direction of the thrust due to the eccentricity of the double-throw crank to which
the pistons are connected.
As each pair of pistons are connected to opposite cranks they reciprocate in
opposite directions, that is to say one piston is in its extreme inward position
when the other is in its extreme outward position. Thus in a compound engine
arranged as above described the high pressure piston of one pair of cylinders
is cooperating or acting with the low pressure piston of the other pair and vice
versa.
This arrangement relieves the bearings of the shaft on which the disc is mounted
of all undue strain; the outward thrust of one high pressure cylinder being
approximately balanced by the outward thrust of the opposite low pressure
cylinder. The resultant is two opposite tangential forces causing the engine to
revolve.
I take advantage of the oscillations of the cylinders to form additional exhaust
passages in the cylinder heads which correspond on, the exhaust stroke with
similar ports formed in the under circular part of the projecting studs. In the
case of a compound engine these ports, in the high pressure cylinders com-
municate with receivers formed in the projecting studs which are made hollow
for the purpose; the steam passing from this receiver to the low pressure cylinder
on its next working stroke. I prefer to surround the disc and cylinders with a
casing into which the steam is exhausted after it has done its work in the
cylinders.
In order to automatically regulate and maintain a constant speed while
running, I provide and place, preferably in each hollow stud, and as near to the
valve chamber as possible a throttle valve which is kept open by being pressed
upon by an adjustable spring. The weight of the throttle valve is proportioned
to the controlling force of the spring so that when the normal speed of the
engine is exceeded centrifugal force causes the spring to be compressed by the
valve which moving outwards reduces the opening for steam and consequently
the supply.
Dated this 7th day of January 1899.
Improvements in Steam or other Fluid Pressure Motors.
I, PHILIP FRANCIS ODDIE, of 9, Mansel Road, Wimbledon, in the County of
Surrey, Engineer, 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 improvements in steam or other fluid pressure engines
and refers to that class known as the revolving cylinder type. I have designed
my invention with the object of increasing the working economy and reducing to

page_text: a minimum the vibrations set up when revolving at a high number of revolutions
in a given time.
My invention is embodied in an improved motor consisting of a disc or fly-
wheel mounted on a shaft which revolves in suitable bearings. On one side of this
disc, approximately near the periphery I fix hollow arms in pairs; one member of
each pair opposite to its fellow, which project at right angles to the line of the
face of the disc. Un each of these projecting arms I mount a cylinder or
cylinders either singly that is to say one cylinder to each arm or as herein
shown in pairs one pair mounted on each stud.
The underside of each projecting arm is formed with a circular edge which
corresponds with a circular groove formed in the outer heads or covers of each
cylinder forming a kind of socket joint, to allow the cylinders to oscillate slightly
on the projecting studs or parts.
My improved construction of motor embodies a plurality of cylinders each
provided with a piston each piston having its inner end connected each respec-
tively to the opposite pin of a double throw crank by means of suitable brasses
or bearings. As in an ordinary engine, where the crank revolves, the stroke
is determined by the amount of eccentricity of the crank pins, so in my invention
the travel of the pistons, in and out of their respective cylinders, when the disc
and cylinders revolve, is determined by the eccentricity of the fixed crank pins.
In order to keep the piston end brasses or bearings in constant contact with the
crank pins and to avoid the shock caused by any change of direction of pressure,
I make the pistons sufficiently heavy for the centrifugal force generated by their
rotation to become slightly greater than the total initial pressure acting on the
pistons.
The steam or the operating fluid enters the engine through suitable orifices
formed in the shaft on which the disc is mounted. It passes into the disc
and from thence by suitable ports or channels to a steam chest formed in each
projecting stud. These steam chests are provided with valve faces and suitable
ports communicating with their respective cylinders.
My invention also embodies a new construction of governing or regulating valve
which I have shown in each hollow arm located as nearly as possible to the
valve chamber comprising a throttle valve which is kept open by being pressed
upon by an adjustable spring.
The weight of this throttle valve is proportioned to the controlling force of the
spring so that when the normal speed of the engine is exceeded the centrifugal
force causes the spring to be compressed by the valve which moving outwards
reduces the opening for steam or motive fluid and consequently constricts the
supply thereof.
I use a valve, one to each projecting stud herein shown as piston valves although
another form of valve may be used and I expose the outer face or area of each
valve constantly to the initial pressure of the steam. These valves are actuated
by means of an eccentric or other equivalent device. When an expanding fluid
herein referred to as steam forms the working medium I arrange the engine to
work in what is known technically as the "compound" way, but it is within the
scope of my invention to work with the expansive or other fluid according to the
simple expansivo mode.
In the embodiment of the invention shown I have mounted the cylinders on the
hollow studs in pairs, two to each projecting stud, and make them single acting.
The diameter of one of each of the pairs of cylinders is made considerably larger
than its fellow cylinder; the steam enters the smaller cylinders of each pair
first, afterwards being further expanded in the larger cylinders.
Herein I have shown the high pressure cylinders arranged next to the disc but
this arrangement is not essential as these positions may be reversed. The high
pressure pistons are connected to one crank pin. while the pistons of the low
pressure cylinders are connected to the opposite crank pin of the double throw
crank.

page_text: I have shown the distributing valves as located between the two cylinders in
the projecting stud and as what are known as piston valves, one valve acting for
each pair of cylinders, but the form of valves so employed is essentially capable
of variation.
In operation with the described motor the steam entering the steam chest is
distributed to the cylinders by the piston valves and presses on the pistons.
This pressure reacts on the covers or ends of the cylinders, and through them
the pressure is transmitted to the projecting studs causing the disc and shaft to
revolve. This revolution results from the angular direction of the thrust arising
from the eccentricity of the double throw crank to which the pistons are connected.
Each pair of pistons are so connected to opposite cranks that they reciprocate in
opposite directions, that is to say one piston is in its extreme inward position
when the other is in its extreme outward position. Thus in a compound engine
arranged as described the high pressure piston of one pair of cylinders is cooperat-
ing or acting with the low pressure piston of the other pair and the low pressure
piston of the opposite pair is cooperating with the corresponding high pressure
piston.
This arrangement is designed to relieve the bearings of the shaft on which
the disc is mounted of all undue strain; the outward thrust of one high pressure
cylinder being approximately balanced by the outward thrust of the opposite low
pressure cylinder. This results in the devolopment of two forces operating
tangentially to cause the engine to revolve.
Owing to the construction of the outer heads or covers of the cylinders I am
enabled to utilize the oscillatory movement of cylinder end relatively to the
stud or projecting part to cover and uncover the exhaust passages formed in said
heads which correspond on the exhaust stroke with similar ports formed in the
under circular part of the projecting studs. In the case of a compound engine
these ports, in the high pressure cylinders communicate with intermediate
receivers formed in the projecting studs which are made hollow for the purpose;
the steam passing from the receiver to the low pressure cylinder on its next
working stroke.
The disc and cylinders are herein shown as being surrounded with a casing into
which the steam is exhausted after it has done its work in the cylinders and I
prefer such construction but the casing may be modified or dispensed with
especially in tunnel work when employing air as the motive fluid.
DESCRIPTION OF THE DRAWINGS.
Fig. 1 is a partial vertical section taken on the line of the main shaft.
Fig. 2 is a transverse vertical section taken through the low pressure cylinders.
Fig. 3 is a vertical section of the distributing valve, valve chest and adjacent
parts taken transversely and upon a plane at right angles to the same parts in
Fig. 1 and drawn to a larger scale.
Fig. 3 is a similar section taken on the line B B of Figure 4.
Fig. 4 is a horizontal section taken on the line A A. of Fig. 3.
Fig. 5 is a plan view of the covering parts of Figs. 3, and 3".
a is the entrent passage for the motive fluid which passes thence by the hollow
perforated shaft 6 to the passages in the disc e one only of such passages, at c
being shown, the lower part of disc being similarly provided.
The said passages are extended into and through the studs or projecting
parts d, done such extension being shown at d where it gives access of the
fluid to the passages el of the throttle valve e whence it passes to the chamber f
and from there to the passage h leading to the cylinder when the distributing
valve g in its movement uncovers the entrance to said passage h¹.
The fluid pressure from the passage acts on the high pressure piston h² to force
it outwardly as soon as the parts are moved from the dead point, and in like
manner the fluid that has been led to and has operated the other high pressure
cylinder h³ now passes to the opposite lower pressure cylinder i forcing its

page_text: piston out at the same time that the coacting piston h is forced out and by
their combined pressure causing the moving parts to revolve about the fixed
double throw crank shaft which shaft is bolted to the framing by rods and
nuts. The opposite end 8 is formed recessed to enclose the adjacent end of the
revolving shaft b and thereby to be steadied. The fluid having performed its work
in the cylinder h now returns by the passage h¹ and passes on the underside of the
upraised distributing valve into the low pressure cylinder by the passage i
until by the return stroke of the valve g said passage ¹ becomes closed when the
surplus fluid passes into the receiver n by passages not shown but correspondingly
placed to the like passages in the upper part of cylinder (see Fig. 2). Said
passages corresponding with passages into the receiver during the whole of the
exhaust movement of the piston and the parts obstruct each others passages
during the active stroke of the piston under the fluid pressure, the steam in the
receiver n being imprisoned during such active stroke and upon the next return
stroke of the piston into the cylinder the passages between h and n are
reopened allowing the fluid from n to mix with the fluid now bring exhausted
from into ³.
in
Having forced out the low pressure piston to the point where the passage
the side of the cylinder 3 becomes uncovered the fluid is then at liberty to be
discharged thereby into the space between the casing and the engine and in the
case of steam it is led away as required. Fluid remaining in the cylinder on the
return inward stroke of the piston i after the passages become closed passes away
to the outer space through the passages and the hollow part of the stud d and
out by opening d³.
At the same time corresponding operations have been taking place with the
fluid between the corresponding cylinders and through like passages and
cooperating parts.
The machine to be driven is either coupled up directly to the shaft b as by
connections to the coupling indicated at 61 or the driving power may be trans-
mitted by the intervention of any usual means of transmission either positive or
frictional.
Owing to the fact that every moving part of my improved motor participates
in the centrifugal force developed by the high rate of revolution every particle
of the motive fluid is more or less subject to the influence of that force and
consequently if any watery particles are or become present by condensation, such
heavier particles become separated from the more fluid parts and are delivered
by the passages to the outermost or peripheral portion and thence they are
discharged by openings as o, o and o into the surrounding space. Like open-
ings o, and oi are provided adjacent to the opposite valve parts, also these
openings o may be free or they may be fitted with any well known devices by
which they are only opened upon the higher pressure developed by escaping
water, but normally they remain closed to the passage of dry steam or fluid. The
hole o¹ is not absolutely required.
This constant leakage of condensed liquid from the motor when in operation,
and which leakage is the greater the higher the speed of revolution developed
enables the working parts to be kept in the highest state of efficiency reducing to
a minimum any initial condensation owing to no condensed water being left in the
cylinders or passages after exhaust to set up active further condensation.
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 motor, the combination with a revolving shaft from which the power
developed is transmitted, of a motive fluid supply passage, a disce provided with
fluid distributing passages, hollow projecting studs, each hollow arm having
fluid passages and carrying a distributing valve, a high pressure cylinder and
8 low pressure oscillatory cylinder, each cylinder being provided with fluid passages

page_text: and with a piston and connections between said piston and the -fixed centrally
located cranked shaft and a supporting framing therefor, substantially as set forth.
2. In a motor, the combination with a revolving partly hollow power trans-
mitting shaft, of a motive fluid supply passage, a disc e provided with fluid dis-
tributing passages, hollow arms projecting from said disc, cylinders mounted on
said arnis, a central cranked shaft, pistons working in said cylinders and connec
tious between such pistons and the cranks of said fixed centrally located shaft,
valves and passages to distribute, and control the distribution of the motive
fluid and convey away products of condensation, and a supporting framing, sub-
stantially as set forth.
3. In a motor, a fixed cranked axis and a framing provided with a bearing for
said axis in combination with a revoluble axis mounted in said framing, a disc,
arnis mounted at opposite points on the face of said disc, oscillatory cylinders
mounted on said arms, a reciprocatory piston fitted in each said cylinder, a
connecting arm and parts between each piston and the cranks of the fixed shaft,
and passages and ports for supply, control and distribution of motive fluid, sub-
stantially as set forth.
4. In a motor, a plurality of oscillatory cylinders and pistons cooperating
therewith, a fixed centrally located cranked shaft, connections between said shaft
and pistons, passages for supply and distribution of motive fluid in combination
with a governing and regulating valve comprising a throttle valve, a seating
therefor, distributing ports and a resistance spring located beyond the valve and
opposed to the centrifugal force developed, substantially as set forth.
O mandato Sun mo at naine
WM. BROOKES & SON,
55 and 56, Chancery Lane, London,
Agents for the Applicant.