US2035482A - Combustion turbine - Google Patents

Description

March 31, 1936. A. J. IJODEIKO 2,035,482

COMBUSTION TURBINE Filed April 27, 1952 6 Sheets-Sheet l g M W ATTORNE'Y March 31, 1936 A. J. JODEIKO COMBUSTION TURBINE Filed April 27, 1932 6 Sheets-Sheet 2 MM M- March 31, A J E Q COMBUSTION TURBINE Filed April 27, 1932 6 Sheets-Sheet 3 INVENTOR 0 w w 01 p m a a 7 W y 1/6. 0 w w 2 9 1 1 y a 15 0 H J n J 6 H ATTORNEY March 31, A J, J KQ COMBUSTION TURBINE Filed April 27, 1932 6 Sheets-Sheet 4 wisfaizaercfcfadezzo INVENTOR ATTORNIEV March 31, 1936. J JODElKO COMBUSTION TURBINE Filed April 27, 1952 6 Sheets-Sheet 6 a/fiazarzderde dczko ATTORNEY Patented Mar. 31, E936 UNiTED STATES PATENT OFFICE 6 Claims.

The object of the invention is to provide a combustion turbine adapted to be operated by combustion gases formed by the ignition of fuel and air under relatively-great pressure; to provide a turbine composed of two units selectively operable, so'that the" machine as a whole may be operated by one or the other to selectively secure rotation in either direction; to provide a turbine incorporating means for compressing air to secure the hi h temperature of the latter for ignition purposes; to provide a synchronized valve control for simultaneously introducing the air under pressure and a fuel charge into an ignition chamber'and conducting the resultant explosive charge to the stator; to provide a machine incorporating means for the, circulation of air in the rotor to incl-2p the latter cool; to provide a construction in which the exhausted fuel charge is withdrawn ai 't, er it has doneits work; to provide'a manual control for the synchronized valves to selectively vary the time interval of their operation or render them inert in closed position; and generally to provide a tu'rbine'which, for carrying out all of the functions for which it is designed, is of comparativeiy simple form and susceptible of cheap manufacture.

With this object in view, the invention consists in a construction and combination of parts of I which a preferred embodiment is illustrated in the accompanying drawings but to which the invention is not to b restricted. Continued use in practice may dictate certain changes or alterlotions and the right is claimed to make any fall,- ing within the scope of the appended claims.

In the drawings:

Figure 1 is a top plan view of a turbine constructed in accordance with the invention, the fuel supply means being omitted. The conduits 69 are not shown in Figures 1 and 3. To do so would only confuse the general showing.

Figure 2 is a sectional view on the plane indicated by the line 2-2 of Figure 1.

Figure 3 is a plan view, on an enlarged scale, of the intermediate portion of the machine.

Figure 4 is a sectional view on the plane indicated by the line L4 of Figure 3.

Figure 5 is a, sectional view on the plane indicated by theline 5+5 bf Figure 1.

Figure 6 is an enlarged diametrical horizontal sectional view of oneof the turbine units of the machine.

, Constructed on the turbine principle but designed to fun in either direction, the invention comprises twoturbineunits A and B disposed at the remoteends of obese C, in axial alignment,

so that theymay be coupled to a common shaft l0, mounted in appropriate bearings in pillar blocks ll either cast integral with or formed separately from but attached to the base C. The two turbines A and B are designed to be supplied 5 separately and are accordingly constructed to run in opposite directions when energized, the unenergized unit being driven by the energized unit in the operation of the machine.

The principle of operation is based on the prin- 10 ciple of igniting the fuel by subjecting it to air under pressure, for example, thirty atmospheres, so that the intense heat acquired by the air under compression will serve to ignite the fuel. To this end an ignition apparatus D is provided, as are also the air compressors F and the fuel pumps G, the fuel pumps and the air compressors being in pairs with the units of each pair disposed on opposite sides of the shaft l0 and operatively connected with the latter. The exhaust gases are removed from the turbines by the scavenging pumps H, also consisting of a pair of units disposed one on each side of the shaft i0 but operatively connected therewith.

Except for being constructed to rotate in opposite directions when energized, the two turbine units are identical and each comprises a stator composed of a sectional housing l2 having the two sections joined on a horizontal diametrical plane, as by fasteners passed through the flanges N. The stators also include the stationary blades i5 enclosed by the housing and of progressively increasing diameter from the intake to the discharge end, the discharge ends of the two turbines being directed toward each other and therefore toward the apparatus mounted at intermediate points on the base C. The rotors of the stators comprise the cores IS, the hollow shaft I! on which the cores are mounted, and the blades is which are disposed in cooperative relation with the stator blades i5 and are of progressively increasing diameter, so that as the swiftly moving gases pass between the blades of the, stator and rotor, rotation may be imparted to the latter. 45

The shafts I! each comprises two shaft sections Il each section constituting a journal mounted in an appropriate bearing l9 carried by the housing. The shaft ll does not, however, extend through the rotor core l8 but the two sections are the latter. A back pressure plate Zi is secured to the cap plate at the intake end of the rotor and between this and the rotor blades, and at the exhaust end of the rotor, are secured the heat shields 2|, these shields being made preferably of a tungsten-steel alloy and covering the heads of the bolts 2| to preserve them against the deleterlous effects of the heated gases.

The bore of the rotor shaft extends through the two sections and constitutes an air intake to be utilized for cooling purposes and to make this conduit continuous from the outer end of the shaft, the core is formed axially with a cross-sectionally annular opening 22 of progressively increasing diameter and having on its interior peripheral surface spirally arranged blades 23. Fans 24 are disposed between the clamp plates and the core but rotate with the latter, so that when the rotor is in motion, air passes through the hollow shaft section at the outer end of the latter, being drawn in by the fan 24 adjacent that end, and is then passed through the annular opening in the core to the next fan 24 and then out through the inner shaft section H which, at its point of coupling with the shaft In, is provided with radial outlets 24' formed in the hub of a fan 25 disposed in the housing 26 mounted on the base C. The air thus entering the fan housing 26 through the openings 24' of the hub of the fan 25, is discharged from the housing through peripheral outlets communicating with conduits 30 from which it is discharged, either to the atmosphere or to the inactive or unenergized turbine unit, as hereinafter appears.

The combustion gases by which rotation of the rotor is efiected pass from. the ignition apparatus D through the conduits or feed tubes 3| and are delivered by the latter to the stator interiorly, as indicated by the gas intake chambers 32. The swiftly moving gases then pass between the blades of the stator and rotor, imparting movement to the latter, and enter the exhaust chamber 33, from which they are discharged through the exhaust conduits 34 which are in communication with the intake of the exhaust pumps 1-1.

As above indicated, the shafts H of the two turbine units A and B are coupled to the shaft 50, so that when either one or the other is in motion, the shaft I0 is rotated and therefore the pump units G, F, and H and ignition apparatus D are set in motion, these having operative connections with the shaft ID, by reason of the countershafts 35 which are disposed on diametrically opposite sides of the shaft H) but parallel with the latter and rotatably mounted in pillar blocks 36. Mo-

' tion is communicated to both countershafts 35 through the instrumentality of pinions 31 carried by the shaft l 0 and meshing with gears 38 mounted on the countersh'afts at opposite ends of the latter.

The exhaust or scavenging pumps H are preferably mounted at an intermediate point in the length of the base C, so that they are disposed at a midpoint between the two turbine units A and B. The cylinders of the pumps H are covered at the upper ends with housing or cap members 39 having discharge outlets 40. Webs 4i constitute the top walls or heads of the cylinders of the pumps and these webs are formed with openings normally closed by spring-seated valves 42, the valves opening outwardly-that is, away from the pistons 43. Thus, on an upward stroke of the piston, the valves 42 will open and discharge from the cylinder the exhaust gases contained therein.

The piston itself is likewise formed with a plurality of ports normally closed by spring-seated valves at, these opening upwardly, toward the web plate, so that they may be held in closed position during the ejection stroke but open on the downward or intake stroke. Positioned in the cylinder immediately below the piston in the lowermost position of the latter is a web plate 55. This web plate is likewise provided with ports and these are normally closed by spring-seated valves 66 opening upwardly or toward the piston, so that in the ascending movement of the piston the valves will be opened and closed on the descending movement. The piston is closed at its lower end with a head 41 and just above the latter is provided with lateral intake ports 48 by means of which communication between the cylinder and the exhaust conduits 36 is had by means of nipple connections 49. Thus, any exhaust gases in the exhaust conduits will, on the upward stroke of the piston, be drawn in through the ports 48 and through the valve controlled openings in the web plate 45, behind the piston. As the latter descends, these gases will be transferred to the upper side of the piston and be ejected through the valve controlled openings in the web plate 8! and through the exhaust outlet to the atmosphere.

The pistons of the pumps H are actuated from the crank shafts 35 by reason of the cranks 50 formed in the latter and the con m; rods 5i between the piston rod and th 1 termcdiate pillar blocks 35 are mounted on the base C and between these and on the counter-- shaft 35 are positioned oil s ulating pumps 52 by means of which 011 is Gill. late-d to the vari ous bearings and other parts requiring lubrication.

The air compressors F are positioned next adjacent the scavenging pumps H and these consist each of a cylinder in which a piston 53 moves, the reciprocatory movement of the piston being derived from the countershaft 35 by reason of a connecting rod 58 which is connected with a crank 55 in the countershaft. Upwardly opening spring-seated valves 56 normally close ports formed in the piston, and on the downward stroke of the latter the valves will be open but on the upward stroke will be closed, so that the air above the piston will be driven through the valve closed openings in the head of the latter, said head being provided with ports normally closed by spring-actuated valves 51, these valves 51, however, opening upwardly, so that opening movement is accomplished on the upward stroke of the piston, whereas they will remain closed on the downward stroke. The head of the cylinder is covered with a housing 58 and the two pump units F are interconnected by means of a header 59 which places the two pump units in communication through ports or openings 60 formed laterally in the housings 58. As the two countershafts rotate, the pistons 53 of the two pump units are reciprocated, the downward stroke serving to fill the cylinders with air by reason of the valves 56 opening and the upward stroke serving to eject the air into the housings 58 from which it passes to the ignition apparatus for utilization as hereinafter appears.

Disposed immediately beside the air compressor units F are the fuel pumping units G. These are likewise disposed one on each side of the center or power shaft Ill and are each actuated by one of the countershafts 35. The cylinder of the fuel pump is immediately next to the cylinder of the air compressor and its head is ported with the ports normally closed by spring-seated upwardly opening valves 6 I. The piston 62 is likewise ported, with the ports normally closed by upwardly opening spring-seated valves 63. The reciprocatory motion of the piston is derived from the countershaft 35 by reason of the crank 64 on the latter and the connecting rod 65 by which an operative connection is effected between the piston and the countershaft. The cylinder of the fuel pump is covered at the head with a housing 66 and the two fuel pump units are interconnected by means of a header 61 by means of which communication between the two housings is effected by lateralports 68 in the housings.

The fuel supply comes from a supply source through the conduit 59 from; which it passes through a supply tube 10 and strainer 10 into a compartmental chamber 1!, the compartments of which are defined by a division wall 12 formed with nozzles 13. Communication between the supply tube 18 and the upper compartment of the chamber is controlled by a needle valve 14, and the fuel reaching this compartment passes through the nozzles 13 into the lower compartment from which it passes into the conduits 15 leading to chambers 16 disposed directly above the cylinders of the fuel pumps. The conduits 15 serve as a supporting means for the chamber 1| as well as a means for effecting communication between it and the chambers 16 and the latter are supported above the fuel pump cylinders by fuel tubes 11, which communicate with the cylinders, as indicated at 18, just below the plane of the valves 6i. One of the fuel tubes 11 is equipped with a petcock 11 for'the purpose of examining the character of fuel being delivered. The fuel tubes, aside from acting as supports for the chambers 16, also serve as a means for communication between these chambers and the pump cylinders. The fuel tubes communicate with the chambers 16 above the plane of the valve 18', the opening movement of which is controlled by adjustable stop pins 19 mounted in the top walls of the chamber 16. The valves 18' control openings in partition members 88 which divide the chambers 16 into two compartments, with the lower of which the conduits 15 communicate and with the upper of which the fuel tubes 11 communicate. On the downward stroke of the piston 62, air below the latter which has entered through lateral ports 8| formed in the cylinder Walls passes the valve controlled openings in the piston by reason of the valves 63 being unseated by such air pressure. At the same time, sufficient suction is created in the fuel tube 11 to draw fuel into the cylinder which is mixed with the air and on the upward stroke of the piston 62 this is ejected into the chambers formed by the housing 66 by reason of the valves 8| then opening. The fuel then passes into the head 61 and thence to the ignition apparatus.

The fuel which drops from the upper compartment of the chamber through the nozzles 13 enters the lower compartments of the chambers 16 and partly by reason of the suction in the fuel tube 11 and partly by the rising head of fuel in the chamber 1|, reaches the upper compartment of the chamber 16 for passage into the fuel pump cylinders.

A valve controlled drain 82 is mounted in the lower wall of the chamber 12 for clean out purposes.

The fuel taken in by the fuel pumps G and the air compressed by the air compressors F are delivered to the ignition apparatus D, the former through conductor tubes 83 in communication with the header 61 and the latter through conductor tubes 84 in communication with the header 59.

The ignition apparatus D comprises a compartmental case or chest disposed one each on diametrically opposite sides of the main shaft I8, with the compartments thereof controlled by means of valves actuated from the countershafts 35. Each compartmental chest or housing 85 is divided by means of a horizontal partition and upright partitions so as to provide compartments 86, 81 and 88. There are preferably three or more of the compartments 88 and an equal number of each of the compartments 86 and 81, the two latter being of a combined width equal to the width of the former. The conductor tubes 83 place the header 61 in communication with the compartments 86, while the conductor tubes 84 place the compartments 81 in communication with the header 59. Thus, the fuel drawn in by the fuel pumps is transferred to the compartments 86 and the air compressed by the compressors transferred to the compartments 81. In each pair of compartments 86 and 81, the fuel in the one is introduced to the compressed air in the other by the two being admitted simultaneously into the compartment 88 directly below and to this end the horizontal partition defining the bottom wall of the compartments 86 and 81 is formed with ports closed by means of the valves 89 and 90 which are operatively connected for actuation in unison by being connected with a common stem 9i. When the set of valves 8898 is opened, the fuelis ignited by contact with the highly heated air, this ignition taking place in the compartment 88 and the high velocity of the gases resulting from the ignition is translated into turning movement of the rotor, reaching the latter through the conduit 3!. Since in the illustrated embodiment of the invention, the ignition apparatus comprises three sets of compartments on a side, all of the chambers or compartments 88 on the one side are connected to the intake end of one stator through a corresponding number of tubes 31, the corresponding number of chambers 88 on the other side of the power shaft being connected to the opposite stator in a similar manner. The compartments 86 and 81 of the ignition apparatus are connected by cross conductors 86 and 81*, these being for the purpose of equalization.

The means for actuating the valve sets 89--98 comprises cylinders 92 which are peripherally toothed throughout their length. In each one of these cylinders, at the upper end, is threaded the lower end of a valve stem 9|, as indicated at 83. This provides for axial adjustment of the cylinder with reference to the valve stem, so that the extent, as well as the interval of time during which the valve is open may be determined by reason of the fact that valve opening movement is communicated to the stem from the cylinder and to the latter from an abutment collar 93 on a push rod 94 having a pivotal connection with the eccentric strap 95 of the eccentric 98 which is mounted upon and driven by the countershaft 35. The rotation of the countershaft 35 will obviously impart reciprocatory movement to the push rod 94, so that the abutment collar will engage the cylinder and thereby lift or unseat the valve s e t 8988. Springs 91 are compressed between the abutment collars 93' and a guide bracket 98 in which the push rods 94 are slidably mounted. These springs prevent rattle in the reciprocatory movement of the push rods. Sim- III ilarly, springs 99 are compressed between collars I mounted on the valve stem and a valve stem guide IN. The springs 99 thus serve to yieldingly hold the valves 89-90 in closed position and against the pressure of which they are opened by reason of the collars 93' abutting the lower ends of the cylinders 92 when the push rods are elevated by the eccentric.

The threaded connection between the cylinders and the valve stem provides, as above stated, for axial adjustment of the cylinders on the valve stem. so that their effective length may be varied by reducing or increasing it, so that thereby the length of time that the collars 93 engage the cylinders is determined by their adjustment on the valve stems 9|. If the cylinders be elevated to the point where the abutment collars will not engage them in the highest position of the push rods 94, the operation of the valves will be stopped which will stop the turbine units by reason of the fuel and air supply being then cut off.

It is essential that the adjustment of the cylinders 92 be effected with timed relation to each other or synchronously and that the adjustment be possible from some exterior source. Therefore, between each pair of adjustment cylinders 92 there is positioned a rotary drum I02, formed at an intermediate point in its length with the spur teeth I03 which mesh with the teeth formed on the peripheries of the cylinders 92. Rotary or turning movement being imparted to these drums I02,the cylinders 92 will obviously be rotated and thereby adjusted axially of the valve stems 9I. To provide for the simultaneous or synchronous rotation of the drums I02 they are formed at their lower ends with worm wheels I02 by means of which a worm connection is effected with the shaft I on which is mounted a spur gear I06 which is the terminal unit of a gear train I01 of which the initial unit is driven by a bevel gear I08 in mesh with a bevel pinion I09 on a vertically disposed shaft IIO carrying at its lower end a worm gear III in mesh with a worm I I2 actuated by a shaft I I3 to which motion is manually communicated by means of a hand wheel I I4.

The valve adjustments of oppositely disposed ignition apparatus are simultaneously effected by the apparatus above described, but when the valves are adjusted for full opening movement on the one side, those on the other side are adjusted to remain inactive. In other words, when the cylinders of the valves of one ignition apparatus are adjusted to open fully, the cylinders on the opposite apparatus are so adjusted that they will be unresponsive to reciprocatory movement of the abutment collars or washers 93 and their respective push rods 94. Thus it will be seen that either one or the other of the turbine units is energized by the adjustment of the valves in the ignition apparatus and since the units are constructed to run in relatively opposite directions, either direction of rotation of the complete apparatus is secured by the adjustment of the valves and this by the operation of the hand wheel 4 in one direction or the other, to impart the necessary movement to the gear mechanism by which the adjustment of the cylinders 92 is eil'ected. Also, the adjustment of the cylinders on the valve stem may be efifected so that none of them may be engaged by the abutment collars 39'. When the hand wheel I I4 is rotated, the cylinders 92 of one set of valves are elevated and the other set lowered, since in any direction of rotation of the hand wheels, the cylinders of the two sets are respectively rotated in opposite directions. The cylinders of that set which are lowered are moved toward the abutment collars, while the cylinders of the opposite set are moved away from the abutment collars. The set being moved toward the abutment collars is the set which will be engaged by the abutment collars and is the set whose valves will be operated when the cylinders reach the range of movement of the abutment collars. Thus, there is determined the turbine unit which will be operated. When th cylinders in the two sets, however, lie in the same horizontal plane, neither set is within the range of movement of the abutment collars and therefore the valves of neither unit of the ignition apparatus may be operated. Such an adjustment of the cylinders is the one which is effected to bring the apparatus to rest and that is the setting of the cylinders that will obtain during the starting operation.

The air discharged into the conduit 30 by the fans may, by reason of the peculiar construction, be employed to cool the exhaust conduit 34, since each of these adjacent its point of connection with the exhaust pump is provided with a pipe coil I I5 interiorly thereof. One end of this pipe coil H5 is connected with the pipe I I6 which is tapped into the conduit 30 but is provided with a valve I I! at this point. The conduits 30 of the opposite turbine units are connected together with a valve I I8 interposed and this valve is shunted with a pipe II9 provided with valves I and a valve I2I. The air thus delivered by the fan may be exhausted to the atmosphere by closing the valve II 1 and opening a valve I20 nearest the fan delivering the air and also opening the valve I 2I Thus the air passes from the fan through the conduit and into the shunt pipe I I 9 and thence out through the valve I2I. Desiring to use the air to cool the exhaust conduit 34 nearest the fan delivering the air, the valve I20 is closed and the valve II'I opened when the air will pass from the conduit 30 into the pipe I I6 and then through the coil H5 and out to the atmosphere. Similarly, the air delivered by the fan may be driven through the coil II5 of the exhaust tube 34 of the conduit operating and simultaneously through the coil in the exhaust tube of the opposite unit, by opening both valves I20 and both valves II! but closing valve I2I. Then the air in the conduit 30 passes into both pipes I I6 and around both coils I I5 to the atmosphere. Instead, the air of the fan of the turbine under operation may be driven direct through the conduit 30 to the opposite fan and out through the hollow shaft of the opposite turbine unit by closing the valves I I I and I20 and opening valve II8. To provide for the exhaust pump taking in the exhaust charges where they are subjected to the cooling effect of both coils I I5, the conduits or exhaust tubes 34 are interconnected by a tubular connection I22 containing a valve I23. Thus, if this valve I23 is opened and the air in .the conduit 30 permitted to circulate in both coils II5, there will be an increased cooling effect and the intake on the exhaust pump will be in the region of both of these cooling zones.

The cylinders of the exhaust pumps are connected by means of an equalizing header I24 which exhausts to the atmosphere.

The invention having been described, what is claimed as new and useful is:

1. A combustion turbine comprising a pair of stators, a pair of rotors of which one is rotatably mounted in each stator, a shaft common to said rotors, the two rotor-stator pairs being relatively reversed in position so that the shaft may be rotated in either direction depending on which pair is energized, a fuel charge compressor in communication with a source of fuel supply, an air compressor, a pair of compartmental elements respectively having fuel chambers, air pressure chambers and combustion chambers of which the combustion chambers of said compartmental elements are respectively in communication one with each of the stators exteriorly of the rotor thereof, the fuel charge compressor being in communication with the fuel chambers, the air compressor being in communication with the air pressure chambers. the fuel and air pressure chambers of said compartmental element being respectively in communication with its cooperating combustion chamber, valves controlling communication between. the fuel chambers and said combustion chambers and between the air pressure chambers and said combustion chambers, operative connections between the rotors and said valves, and manual means for adjusting all of said valves including operative connections between the valves of both compartmental elements, whereby adjustment may render the valves of either compartmental element active and the other inactive to direct the fuel charges ignited to one or the other of the stators.

2. A combustion turbine comprising a base, a stator mounted at opposite ends of the base, a

rotor rotatably mounted in each stator, the two rotors rotating in respectively opposite directions when energized, a centrally disposed shaft common to the two rotors, fuel charge compressors mounted respectively on opposite sides of said shaft and between said stators and operatively connected with said shaft for rotation by the latter, said fuel compressor being in communication with a source of fuel supply, a pair of air compressors disposed between said stators and on opposite sides of said shaft and operatively connected with the latter, a pair of compartmental members mounted respectively on opposite sides of said shaft with the compartments of each constituting respectively combustion, air pressure chambers and fuel chambers, the fuel charge compressors having their discharges in communication with the fuel chambers, the air compressors having their discharges in communication with the air pressure chambers, the combustion chamber of one compartmental unit being in communication with one stator exteriorly of the rotor thereof and the combustion chamber of the other compartmental unit correspondingly communicating with the other stator, valves controlling communication between the fuel chambers and combustion chambers of each compartmental unit, valves controlling communication between the air pressure chambers and combustion chambers of each compartmental unit, the fuel chambers and the air pressure chambers of the two compartmental units being in communication with each other, operative connections between said shaft and said valves for synchronously operating the valves of the fuel chambers and air pressure chambers in unison, and adjustable means included in said operative connections for selectively rendering the valves of either compartmental unit active and the other inactive, whereby the combustion chambers of either compartmental unit may be rendered active and its connected rotor correspondingly rendered responsive thereto.

3. A combustion turbine comprising a pair of stators, a pair of rotors of which one is rotatably mounted in each stator, a rotor shaft common to said rotors, the two rotor-stator pairs being relatively reversed in position, so that the shaft may be rotated in either direction, depending on which pair is energized, a fuel charge compressor in communication with a source of fuel supply, an air compressor, a pair of compartmental elements respectively having fuel chambers, air pressure chambers and combustion chambers of which the combustion chambers of said elements are respectively in communication one with each of the stators exteriorly of the rotors thereof, the fuel charge compressor being in communication with the fuel chambers, the air compressor being in communication with the air pressure chambers, the fuel and air pressure chambers of said compartmental elements being respectively in communication with its cooperating combustion chamber, valves controlling communication between the fuel chambers and said combustion chambers and between the air pressure chambers and the combustion chambers, operative connections between the rotors and said valves to effect opening movement of the latter on the rotation of the rotors, and a transverse shaft positioned intermediately between the stators for adjusting all of said valves and provided with a hand wheel and with operative connections with the valves of both compartmental elements whereby the valves controlling communication to one stator may be held inactive while the valves controlling communication to the other stator may have their time period of opening movement varied.

4. A combustion turbine comprising a pair of stators, a pair of rotors of which one is rotatably mounted in each stator, a rotor shaft common to said rotors, the two rotor-stator pairs being relatively reversed in position, so that the shaft may be rotated in either direction depending on which pair is energized, a fuel charge compressor in communication with a source of fuel supply, an air compressor, a pair 0." compartmental elements respectively having fuel chambers, air pressure chambers and combustion chambers of which the combustion chambers of said elements are respectively in communication one with each of the stators exteriorly of the rotors thereof, the fuel charge compressor being in communication with the fuel chambers, the air compressor being in communication with the air pressure chambers, the fuel and air pressure chambers of said compartmental elements being respectively in communication with its cooperating combustion chamber, valves controlling communication between the fuel chambers and said combustion chambers and between the air pressure chambers and the combustion chambers, operative connections between the rotors and said valves to impart opening movement to the latter on rotation of the rotors, axially adjutable members included in said operative connections, a gear'train operatively connecting said axially adjutable members of each compartmental element, and. a transverse shaft operatively connected with both gear trains, whereby the axially adjustable elements of the two compartmental elements may be simultaneously adjusted in opposite directions to successively vary the degree of opening movement of the valves controlling communication with one stator while leaving the valves of the other stator inactive and vice versa.

5. A combustion turbine comprising a pair of stators, a pair of rotors of which one is rotatably mounted in each stator, a rotor shaft common to said rotors, the two rotor-stator pairs being relatively reversed in position, so that the shaft may be rotated in either direction depending on which pair is energized, a fuel charge compressor in communication with a source of fuel supply, an air compressor, a pair of compartmental elements respectively having fuel chambers, air pressure chambers and combustion chambers of which the combustion chambers of said elements are respectively in communication one with each of the stators exteriorly of the rotors thereof, the fuel charge compressor being in communication with the fuel chambers, the air compressor being in communication with the air pressure chambers, the fuel and air pressure chambers of said compartmental elements being respectively in communication with its cooperating combustion chamber, valves controlling communication between the fuel chambers and said combustion chambers and between the air pressure chambers and the combustion chambers, the fuel chambers and the air pressure chambers being grouped in pairs of which each comprises a fuel chamber and an air compression chamber, the valves of each pair having a common stem, reciprocating abutment members for each valve stem operatively connected with said shaft, a cylinder threaded on each valve stem for axial adjustment along the latter, an abutment collar carried on each reciprocating member for engagement with the end of its attendant cylinder to effect unseating movement of said valves, geared connections between the cylinders of the valves controlling communication with each stator, shafts operatively connected with said geared connections, a gear train operatively connecting said shafts, and means for manually rotating one of the elements of said gear train to rotate said shaft in one direction to adjust the degree of opening movement of the valves of the stators exteriorly of the rotors thereof, the

fuel charge compressor being in communication with the fuel chambers, the air compressor being in communication with the air pressure chambers, the fuel and air pressure chambers of said compartmental elements being respectively in communication with its cooperating combustion chamber, valves controlling communication between the fuel chambers and said combustion chambers and between the air pressure chambers and the combustion chambers, the fuel chambers and the air pressure chambers being grouped in pairs of which each comprises a fuel chamber and an air compression chamber, the valves of each pair having a common stem, reciprocating abutment members for each valve stem operatively connected with said shaft, a cylinder threaded on each valve stem for axial adjustment along the latter, an abutment collar carried on each reciprocating member for engagement with the end of its attendant cylinder to eifect unseating movement of said valves, geared connections between the cylinders of the valves controlling communication with each stator, shafts operatively connected with said geared connections, a gear train operatively connecting said shafts, and means for manually rotating one of the elements of said gear train to rotate said shafts in one direction to adjust the degree of opening movement of the valves of one rotor without affecting the valves of the other, or to rotate the shafts in the opposite direction to similarly but reversely affect the two sets of valves, the gear train \mit actuating means comprising a hand wheel and a connected shaft extending transversely to the rotor shaft but operatively connected with said gear train unit.

ALEXANDER J. JODEIKO.

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