US2179519A - Hydraulic coupling - Google Patents

Description

Nov. 14, 1939. l. c. POPPER HYDRAULIC COUPLING Filed Nov. 5, 1934 4 Sheets-Sheet 1 1939- c. POPPER HYDRAULIC COUPLING Filed Nov. 5, 1934 4 Sheets-Sheet 2 Nov. 14, 1939. 1. c. POPPER HYDRAULIC COUPLING Filed Nov. 5, 1934 4 Sheets-Sheet 3 Nov. 14, 1939.

l. c. POPPER HYDRAULIC COUPLING Filed Nov. 5, 1934 4 Sheets-Sheet 4 Patented Nov. 14, 1939 UNITED fiTATES HYDRAULIC COUPLING Isaac C. Popper, New York, N. Y., assignor, by 1 mesne assignments, to Automatic Turbine Drive Company, Inc, Providence, B. 1., a corporation of New York Application November 5, 1934, Serial No. 751,668

33 Claims.

My invention relates to an improvement in turbine drives,- hydraulic clutches or fluid flywheels, and is an improvement on the inventions disclosed in my pending applications, Serial No. 697,334, filed November 9, 1933, and Serial No. 713,388, filed February 28,1934.

In many respects the present invention is similar to those referred to, but it includes certain refinements which will be hereinafter -fully described and set forth in the claims. The purpose of these particular improvements is to gain a faster start, a quicker pick-up, and more power in climbing hills as well'as in ordinary travel.

This invention like the others above-mentioned includes two rotors having opposed counterpart cooperating buckets or scoops formed by spaced vanes or partitions of special and novel form, one of these rotors being secured to the fly-wheel and the other to a driven shaft, the buckets or scoops 20 and vanes or partitions being properly housed to form intercommunicating fluid chambers in combination with a reservoir which automatically keeps the pressure and the supply of fluid more or less constant.

25 With this combination of elements, a gearless hydraulic turbine clutch and transmission are provided, which makes it possible for the operator to control the movement of the car by feeding gas when the car is started and driven, and

30 applying the brake when the speed is to be reduced and/or the car is to be brought to a stop.

In the accompanying drawings Fig. 1 is a section through the various parts constituting my improved invention;

35 Fig. 2 is a face view of the driving rotor taken I on line 2-2 of Fig. 1;

Fig. 3 is a similar view of the driven rotor taken on line 3-3 of Fig. 1;

Fig. 4 is a perspective view of the driven shaft; 40 Fig. 5 is a fragmentary perspective of a portion of the driving rotor;

Fig. 6 is a section on the line 66 of Fig. 1, looking in the direction of the arrows;

Fig. 7 is a greatly enlarged fragmentary sectional view through the two rotors showing diagrammatically the relative relationship between the two;

Fig. 8 is an enlarged section on the line B8 of Fig. 3 looking in the direction of the arrows;

Fig. 9 is a view of a modified form of rotor which is similar to the other rotors except that the annular battle is omitted entirely.

The numeral I represents the fly-wheel having the usual teeth 2 around its periphery for the 55 starter (not shown) to engage,

The numeral 3 indicates the driving rotor integrally or rigidly secured to the fly-wheel as viewed in Fig. 1.

The numeral 4 shows the driven rotor, and 5 is a casing held by boltsor other means 6 to the fly-wheel I, thereby enclosing the two rotors and forming a hydraulic chamber 1 between the casing and the flywheel, which thus constitute a. housing for the hydraulic fluid.

The two rotors are provided with oppositely facing vanes Band 9 respectively, the driving rotor 3 preferably having two more vanes than the driven rotor 4. Obviously this difierence in num ber of vanes may be varied, as one 'rotormight have four more vanes than the other and possibly even more, according to circumstances. This provision is mainiy designed to lessen any tendencyto stall the motor in the transmission of power from one rotor to the other, and the principle is readily understood because the differential in vanes insures against more than two vanes on each rotor ever being opposite the vanes on the other, so that at all times there is a constant flow and agitation in and out and freedom of movement of the fluid between the vanes of the two rotors. The vanes 8 and 9 are spaced apart so as to form buckets or scoops 50 and 5|, respectively, therebetween. f

In the particular construction illustrated, the vanes 8 in the driving rotor 3, and the vanes 9 in the driven rotor 4 are partially separated by annular, oppositely placed baflie-rings 52 and 53 respectively. As disclosed, these are flat on their outer faces and rounded on their inner faces. They are similar to corresponding baffles shown in my previous applications, but much narrower. The contemplated purpose of these bafile-rings is to direct and insure the proper passage and circulation of the fluid. In have found by actual experimentation and use that a faster start, a quicker pick-up, and more power, along with other features, results from this change in the dimensions of the baflle-rings, and I even contemplate dispensing with them altogether as i1- lustrated in Fig. 9, in which the construction of the vanes is the same as in Figs. 1 to 8, except that the baiile-rings are entirely omitted. Other important advantages reside in the particular formation of the vanes or partitions which differ from those employed in my former applications, as will now be pointed out. i e

Each of the vanes or partitions 8 and 9 has its inner end portion, inside the ring 52 or 53, designated by the numeral 55, and the outer end portion, externally of the ring 52 or 53 designated so. These end portions 55 and so are in radial alignment and in reality are conportions, and 53 are directly in alignment and form a straight line or plane, as shown in Figs.

' 2 and 3; but on the other side of each vane 3 or 3 the corresponding side faces of end portions 55 and 53 are at an obtuse angle to each other for a portion of the height of each, the edge portions of each vane .3 or 9 being widened out at opposite ends as very clearly illustrated in Figs. 2 and 3, so as to form a thicker edge than the under part of each vane, as shown in Figs. 7 and 8. The edges of the portions 55 and 56 are beveled as at 51 and 51', the bevel always extending from the straight or plane face side, as will be seen in Figs. 2 and 3 and alsoin Figs. '7 and ,8.

cated by the arrow in Fig. 2, or clockwise, look ing rearward, as in Fig. 9, and of course the .driven rotor 4 when facing the rotor 3, as in Fig. 1, is driven in the same direction, and, when in full operation, at the same speed, as if they were a single unit.

The purpose of these scoop-shaped. buckets is to increase the vortex movement of the fluid between the rotors in a spiral direction into and out of the buckets as indicated by the curved arrows in Figs. '1 and 8. This, with the other novel features, gives the faster start, quicker pick-up, and the added power in hill-climbing and normal travel of the machine in which the mechanism is installed.

It will be observed that the driven rotor has 'a slight play back and forth on the squared end ll of the shaft ID, as shown in Fig. 1, clearance being provided for this purpose. The drawings show the two rotors separated to thefullest extent possible, and this is the relative position.

at slow speed, such as when the engine or automobile is started, but as they gain speed the driven rotor is free to move toward the driving rotor. A thrust-bearing 2| which may be held in place by the crankshaft forms an abutment at one-end and prevents the rotors from touching each other, while movement in the opposite direction is limited by the driven shaft l0 and the end of packing-box 25 formed in the casing 5, so that the peripheral portion of-the driven rotor will be held out of contact with the casing. As

- hereinafter explained,-the driven rotor moves as at H (see Fig. 4) and fitted to -a correspond-' ing aperture 12 through the center of the hub l3 of the driven rotor 4, as viewed in Fig. 1, to inhel; and the lateral ducts i5 and I8 extend radially therefrom, and the ducts l5 are shown in registry with ducts l1 in the hub l3 of the driven 'rotor'. .The ducts l5 are in reserve to take the place of the ducts l5 when adjustment is made to take up for wear. I

Ducts l8 communicate with the circumferential channel I 3 in the gland 20, and ducts 2| are in reserve to take the place of the ducts l8 when adjustment is made to take up the wear of the packing and packing-rings.

The packings are indicated by the numerals 22, 23 and 24 (see Fig. 1). The packing-box 25; packing- rings 25 and 21, the gland 20 and the follower 28,'all surrounding and concentric with the driven shaft I0, house and protect and hold under compression the several packings, so that there'is no possibility of escape of the oil or other liquid.

The follower 28 is held against the packing 24 by a stout spiral spring 29. This spring 29 is backed by a cage 30 secured to a part 3| of the frame of the-machine.

The numeral 32 represents a compression cylinder and fluid reserve tank of a compensator, and 33 is a piston tightly fitted thereto and having packing-rings 34 to prevent the escape of fluid. A pipe 35 extends out of the head 36 of this cylinder and is connected with the channel l9 formed in the gland 20.

A sturdy spiral spring 31 held between the head 38 of the. cylinder and the back of the piston 33 forces the piston forward at all times, or to the left in Fig. 1. Oil or other fluid may be supplied through an opening 43in the casing 5 or through the hole 39 in the head 33 of the cylinder, which hole is closed by the screwplug 40.

The chamber 1 between the driving and driven rotors, and thefspace between the piston and the head 36 of thecylinder, are in constant communication by reason of the communication provided through the flexible pipe 35, the bore l4 of the driven shaft, and the ducts l5 or it,

and I 1, and the ducts l8 or 2| and the circumferential channel IQ of the gland 20.

To facilitate movement of fluid from one side of the chamber 1, to the other, the orifices "a are formed in the hub 13.

In filling this space with the liquid, the pistonrod 4| is forced back against the expansible pressure of the spring 31, the desired amount of fluid is poured through the opening 43 above described, and the opening is then closed by a screw-plug 45, or the system may be filled through'the. hole 39, if desired.

The opening 43 may be turned to the bottom I for draining the fluid chamber 1, and the parts turned in the opposite position, namely at the top, when the chamber 1 is to be refilled. A refilling of chamber 1 is seldom necessary if some proper fluid is used which will not heat excessively or vaporize. In filling the fluid chamber 1, the piston 33 is first forced part way back against the action of spring 31. The fluid is then poured in. until it reaches the top. The

The plugs l and I! are then screwed into the openings 43 and 46 and the mechanism is ready for use.

As fuel is fed to the engine, the crankshaft thereof is rotated, driving the fly-wheel which at first with its rotor moves independently of the driven rotor I, and as the fly-wheel gains momentum the rotary motion is communicated to the driven rotor just as fast as it will respond, and with a very quick pick-up, the driven rotor almost immediately commences to turn with the driving rotor, and thus the driven shaft is set in motion'and the wheels of the vehicle are made to turn and propel the vehicle without the possibility of any sudden jerk as is incident to the shifting of gears in the ordinary geared car when carelessly or unskillfully manipulated. Anything of the sort is rendered impossible in the. present mechanism, which is one of the marked advantages of this invention. My improved hydraulic transmission thus ha a driving and a driven rotor within a hydraulic casing, one rotor being keyed to and slidably mounted on the driven shaft, and the chamber formed by the casing being in free communication with a reservoir containing fluid under pressure, whereby fluctuations of pressure within the casing are compensated for by interchange of fluid with the reservoir, there being a continual interchange of fluid between the casing and the reservoir in accordance with changes in operating conditions. When the motor is started, the flywheel,

to which the driving rotor is secured, revolves at idling speed, the chamber within the casing being full of operating fluid. As the driving rotor rotates, the fluid is agitated and thus creates a pressure which forces the driven rotor away from the driving rotor, the driven rotor moving outwardly until its hub contacts the end of the casing packing box.

As the speed of the driven rotor increases, the driven rotor rotates to turn the driven shaft, the

. agitation being greater if the pulling of the car is heavy, and the slippage or difference between the speeds of the driving and driven rotors increasing. As the driven rotor picks up speed, the agitation lessens and a free circulation of fluid takes place between the driving and the driven rotors,

the slippage decreasing, with a resultant reduction in friction. The increased pressure of the operating fluid at the periphery and betweenthe casing and the driven rotor produces an inward movement of the'drlven rotor towards the driving rotor, and a condition is finally reached where both rotors revolve substantially as a unit, with very little slippage and resultant friction, with the result that there is a decrease in heating of the fluid, which heating is greatest at starting when the fluid agitation and slippage are greatest, the minimum heating occurring when both rotors revolve together substantially as a unit; the small amount of heating is readily taken care of by the circulation of the fluid throughout the inside and outside fluid chambers.

During the starting operation, the fluid agitation and the resulting pressure forces some of the fluid back tothe reservoir, the fluid chamber around the driven rotor and the openings through the hubs of the rotors facilitating the fluid movement. When the agitation decreases and the cirthe pressure in the reservoir. There is thus a constant-back and forth movement of the fluid, responding to changes in road conditions and the changing pull of the car, this being largely dependent on the grade of the road. The automatic movement of the driven rotor thus becomes a movement which corresponds to the amount of gas fed to the engine, and to the road conditions, and the changing road conditions are, therefore, compensated for by control of the throttle.

For reversing and neutral any approved mechanism (not shown) may be used. In fact the ordinary shift-gears may be left in the car, if desired, and kept in high all the time, except when used for reversing and neutral or in climbing extra steep grades.

I claim:

1. In a hydraulic power transmission, driving and driven rotors arranged in parallel relation and having cooperating radial vanes in opposing sides thereof, each of said vanes in transverse cross-section having a side thereof concave, and the opposite side approximately straight, the vanes on the driving rotor being arranged with said concave sides forward, and the vanes on the driven rotor having said concave sides rearward.

2. In a hydraulic power transmission, driving and driven rotors cooperating for the transmission of power, a driven shaft having the driven rotor mounted thereon to rotate said shaft, said driven rotor having limited free sliding movement lengthwise of said driven shaft and being movable away from the driving rotor by the agitation of fluid upon slow movement of the driving rotor and thereafter being movable toward the driving rotor upon a substantial increase in speed.

3. In a hydraulic power transmission, driving and driven rotors cooperating for the transmission of power, a driven shaft having the driven rotor mounted thereon to rotate said shaft, said driven rotor having limited free sliding movement lengthwise of said driven shaft away from the driving rotor-upon slow rotation of the driving rotor and automatically slidable toward the driving rotor upon an increase in speed of said driving rotor.

4. In a hydraulic power transmission, the combination of driving and driven rotors arranged for rotation in parallel relation, and cooperating radial vanes arranged in opposing sides of the rotors and constructed and arranged for creating a vortex action on fluid between the rotors upon rotation of the driving rotor, each of said vanes having radially spaced edge portions thereof flanged laterally and having the flanged side thereof concave and the opposite side thereof plane.

5. Mechanism of the character described including two rotors contiguously mounted and having opposed turbine buckets directed and opening toward each other, one of these rotors being automatically movable only a limited distance toward and away from the other, with a space therebetween adapted to change to respond to the action of the rotors upon a fluid confined therebetween, acompression chamber externally of the rotors in communication with the space between the rotors and adapted to receive a portion of the fluid between the rotors, and'means for exerting pressure at all times upon said fluid in the compression chamber.

6. Mechanism of the character described including two rotors contiguously mounted and having opposed turbine buckets directed and opening toward each other, one of these rotors said straight and angular walls being opposite each other in the buckets of the two rotors.

7. Mechanism of the character described including two rotors contiguously mounted and having opposed turbine buckets directed and opening toward'each other, one of these rotors being automatically movable only a limited distance toward and away from' the other, with a space therebetween adapted to change to respond to the action of the rotors upon a fluid conflned therebetween, the buckets being formed by spaced vanes or partitions, one wall of each of which is straight with a beveled inner edge and the opposite wall angular, said straight and angular walls being diametrically opposite each other in the buckets of the two rotors.

8. In a hydraulic power transmission, the combination of driving and driven rotors arranged for rotation in parallel relation, said rotors having cooperating radial vanes in the facing sides thereof, each of said vanes having flange-like edge portions, the flange-like portions being laterally offset from the main portion of said vane in the same direction'at both inner and outer ends of each vane, the flange-like portions of the driving rotor vanes being oifset in the opposite direction from the flange-like portions of the driven rotor vanes.

9. In a hydraulic power transmission, the combination of driving and driven rotors arranged for rotation in parallel relation, said rotors having cooperating radialvanes in the facing sides thereof for creating a vortex action on fluid between the rotors upon rotation of the driving rotor, each of said vanes having a plane side face extending radially of the rotor throughout the width of said face and having its opposite side face plane radially-of the rotor throughout a portion of the width of the vane and the remainder of said opposite side face laterally offset from said last-mentioned side face with said offset portion concave at least at the outer end of the vane, said ofl'set portion being shaped to form a longitudinal obtuse-angle radially of the rotor the direction of the lateral offset of the vanes of the driving rotor being opposite to the direction of lateral offset; of the vanes of the driven rotor.

10. In a hydraulic power transmission, the combination of opposed driving and driven rotors arranged for rotation and having means forming -a hydraulic coupling therebetween, a casing secured' to the driving rotor and enclosing the driven rotor, a driven shaft slidably carrying the driven rotor and having a driving connection therewith, said driven rotor being mounted for bodily movement automatically away from the driving rotor by the agitation of fluid upon slow movement of the driving rotor, and means for limiting the sliding movement oi-the driven rotor to prevent engagement of theperipheral portion thereof with the casing.

11. Ina hydraulic power transmission, the combination of opposed driving and driven rotors arranged for rotation and having fluid. means forming a hydraulic coupling therebetween, a casing secured to the driving rotor and enclosing j the driven rotor, a driven shaft carrying the driven rotor and having a driving connection therewith, said driven rotor being fr eely slidable upon the driven shaft and bodily movable automatically away from the driving rotor by pressure of fluid upon slow movement of the driving rotor, and means for limiting said'sliding movement of the driven rotor preventingengagement of the peripheral portion thereof with the casing, said driven rotor being free to move toward the driving rotor upon an appreciable increase in speed.

I 12. In a hydraulic power transmission, the combination of opposed driving and driven rotors mounted for rotation and having means for I forming a hydraulic coupling therebetween, housing means enclosing the rotors, a driven shaft carrying the driven rotor and having 'a driving connection therewith, one of said rotors being mounted for bodily movement away from the other rotor by the agitation of fluid upon slow movement of the driving rotor, and means for limiting the bodily movement 'of said movable rotor to prevent engagement of the movable rotor with the casing.

13. In a hydraulic power transmission, the

' combination of opposed driving and driven rotors arranged for rotation and having fluid means forming a hydraulic coupling therebetween, a casing secured to the driving rotor and enclosing the driven rotor, a driven shaft carrying the driven rotor and ,having a driving connection therewith, said driven rotor being' slidable upon the driven shaft and bodily movable away from the driving rotor by fluid pressure upon slow movement of the driving rotor, means for limiting said sliding movement of the driven rotor to prevent engagement of the'peripheral portion thereof with the casing, and said driven rotor being free to move toward the driving rotor upon an appreciable increase in speed, and thrust hearing means limiting sliding movement of the driven rotor toward the driving rotor to maincates with the rotor fluid chamber at the periph-' cry and at a low pressure area, a compression chamber externally of the rotors in communication with j the space between the rotors and con;- taining fluid and adapted to receive a portion of the fluid between therotors, and means for exerting pressure at all times upon said fluid in the compression chamben.

15. Mechanism of the character described including a casing,-two rotors mounted therein, in

spaced parallel relation and having opposed turbine buckets directed and opening toward each other, one .of these rotors' being freely movable a limited distance toward and away from the other and providing a fluid chamber between the movable rotor and said casing, which fluid cham,- ber communicates withthe chamber between the two rotors at the periphery and at a low pressure area, the buckets being formed with spaced vanes or partitions, one wall of each of which is straight and the opposite wall angular, said straight and angular .walls being opposite each other in the buckets of the two rotors.

16. The combination of a casing forming a fluid housing, a driven shaft, and driving and driven rotors within the casing, said rotors having vanes forming intervening buckets having inlet and outlet portions for circulating fluid in a spiral path between the rotors, said vanes being flanged laterally at the edges thereof to constrict the flow area of said buckets at both the inlets and outlets thereof.

17. The combination of a casing forming a fluid housing, a driven shaft, and driving and driven rotors within the casing, said rotors having vanes forming buckets for circulating fluid in a spiral path between the rotors, said vanes being flanged laterally to constrict the flow area of the fluid at the adjacent rotary surfaces, one side wall of the buckets being inclined toward the other side wall.

18. The combination of a driven shaft, driving and driven rotors concentric therewith and forming a fluid chamber therebetween, a casing for said rotors providing an external fluid chamber between said casing and said driven rotor, said external fluid chamber communicating with said rotor fluid chamber at the periphery and at a low pressure area, said driven rotor being freely slidable on said driven shaft, whereby said driven rotor moves on said driven shaft in response to variations of fluid pressure in said chambers.

19. In a hydraulic power transmission, the combination of a driven shaft, a driving and a driven rotor in spaced parallel relation, said rotors being spaced adjacent the shaft to provide a fluid inlet therebetween, said driven rotor being freely slidable on said driven shaft, and a fluid pressure reservoir in communication with said fluid inlet.

20. The combination of a driven shaft, driving and driven rotors concentric therewith, said r0- tors having cooperating opposed radial vanes forming a fluid chamber therebetween, a casing enclosing the rotors and forming a second fluid chamber between said casing and one rotor, the latter being freely slidable with respect to the other rotor, a fluid inlet to said rotor fluid chamber between said rotors, and ducts respectively connecting said rotor chamber peripherally with said second fluid chamber and said second fluid chamber with said fluid inlet.

21. The combination of a driven shaft, driving and driven rotors concentric therewith, said rotors having cooperating opposed radial vanes forming a fluid chamber therebetween, a casing enclosing the rotors and forming a second fluid chamber between said casing and one rotor, the latter being freely slidable with respect to the other rotor, a fluid inlet to said rotor fluidchamber between said rotors, a pressure fluid reservoir in free communication with said fluid inlet, and chamber peripherally with said second fluid chamber and second fluid chamber with said fluid inlet.

22. The combination of a driven shaft, driving and driven rotors concentric therewith and forming a fluid chamber therebetween, the driven rotor having a hub by which it is mounted to turn with the driven shaft, said hub being'slidable on said driven shaft, a casing enclosing the rotors and forming an unobstructed external fluid chamber around the driven rotor, the external fluid chamber being in free communication at both the hub and periphery with the fluid chamber between the rotors, said rotors being spaced apart adjacent the shaft to provide a fluid inlet, and means on either side of the hub and in its path for limiting the movement oi the driven rotor on the driven shaft, and constituting the sole means of preventing the driven rotor from contact with the driving rotor and the casing, whereby the flow of fluid in the fluid chamber between said rotor and the casing is controlled.

23. In combination, a set of. driving and driven rotors forming a fluid chamber therebetween, one of said rotors being mounted to be freely slidable with respect to the other rotor,a casing forming a fluid chamber between itself and said slidable rotor, said second fluid chamber being in free circulatory communication with said first fluid chamber at the periphery thereof, and at a low pressure area, whereby said slidable rotor moves to and from. the other rotor in accordance with a change in the fluid pressure in the two chambers, and a fluid reservoir containing reserve fluid under pressure and communicating with said fluid chambers.

24. A rotor for turbine drives having a central hub, and radial vanes extending from said hub and forming buckets, said vanes each having lateral flanges at the inlet and outlet portions of said buckets, said lateral flanges being positioned on the same side of said vanes.

25. A rotor for turbine drives having radial vanes forming intervening buckets, the vanes each having lateral flanges on the outer edges thereof, said flanges tapering or widening from a point intermediate the ends of said vanes toward each end thereof.

26. In a hydraulic power transmission, a casing, driving and driven rotors cooperating for the transmission of power and forming a fluid chamber therebetween, a driven shaft having the driven rotor mounted thereon to rotate said shaft, said driven rotor having limited free sliding movement lengthwise of said driven shaft to provide a fluid chamber between said driven rotor and said casing, which fluid chamber communicates with the rotor fluid chamber at the periphery and at a point of low pressure area, whereby said driven rotor moves toward the driving rotor upon an increase in speed of said driving rotor.

27. A rotor for turbine drives having a central hub and vanes radiating from said hub to form intervening buckets, said buckets having inlet .and outlet portions, the vanes each having lateral flanges at the, hub ends which widen as they approach the hub.

28. A rotor for turbine drives having vanes forming intermediate buckets, said buckets having inlet and outlet portions, the vanes each having lateral flanges at the face edges thereof, gradually widening from a point near the hub of the rotor toward the ends thereof, the widened flanges at the ends toward the hub of the rotor being beveled and inclined.

29. In a hydraulic power transmission, the combination of a shaft, driving and driven rotors, one of which is operatively connected to said shaft, a casing at least partly enclosing said rotors and into which the shaft extends, packing for the portion of the casing around the shaft, said shaft having a bore therein communicating with the interior of the casing, a gland surrounding the shaft and communicating with the bore, packing for the said gland around the shaft, and a thrust bearing interposed between the first and second-mentioned packings to reduce the friction therebetween.

30. In a hydraulic power transmission, the combination of a shaft, driving and driven rotors, one of which is operatively connected to said a casing at least partly enclosing, laid rotors and into which the shaft extends, packing for the portion oi. the casing around the shaft, said shaft having a bore therein communicating with the interior 0! the casing, a gland surrounding the shait and communicating with the bore, packing iorsaid gland on the side contiguous saidcasing, a thrust bearing in between the flrst and second-mentioned packing tending to reduce the friction therebetween, packing for the opposite side of the gland around the shaft. a follower for the last-mentioned pack- .ing, and resilient means acting on said follower.

31. A rotor having radial vanes forming buckets therebetween, and an integral annular ring at a point intermediate the ends of the vanes, the vanes having lateral flanges all extending in the saine direction which gradually increase in width from the ring toward their outer ends.

32. The combination of 'a driven shaft, driving and driven rotors concentric therewith and forming a fluid chambertherebetween. means for enclosing the rotors and 10 3 8 an external fluid chamber between the rotors andthe ex- I fluid chamber between said means and one of the rotors, said fluid chambers freely communicating, the rotors having opposed, cooperating, radialvanes which create a flow oi fluid .in the ternai fluid chamber, said rotors being spaced adjacent the shaft to provide a fluid inlet, and a pressure reservoir having means for maintaining hydraulic fluid under ,presure in constant communication with said fluid chambers through the said fluid inlet, whereby the fluid in said fluid chambers and said'pressure reservoir constitutes a completely closed fluid system under Pressure.

33. The combination of a driven shaft, driving and driven-roto rs concentric therewith and forming a fluid chamber therebetween, means. for enclosing the rotors and forming an external fluid chamber between said means and one of -the rotors, said fluid chambers freely communicating, the rotors having opposed, cooperating,

radial vanes which create a flow oi. fluid in the

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