US274479A - Territory - Google Patents

Description

(N0 Mcdel.) 4 Sheets-Sheet 1. I. N. FORBES.

ROTARY ENGINE. No. 214,479. Patented Mar.27,1883.

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LNQ ORBES. 1 ROTARY ENGINE. No. 274,479.

Patented Mar 27-, 1883.

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I. N. FORBES.

ROTARY ENGINE.

No. 274,479. Patent ed Mar. 27,1883

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ROTABEENGINE. No. 274,479. Patented Mar. 27,1883.

NZITED STATES Arena? FFifiEs ROTARY ENGlNE.

SPECIFICATION forming part of Letters Patent No. 274,479, dated March 27, 1883.

Application filed July 26, 1882.

To all whom it may concern Be itknown that 1, Isaac Nnw'ron Fonnns, of Lawrence county, in the Territory of Dakota, temporarily residing at WVashington, in the District of Columbia, have invented new and useful Improvements in Trochilicor Rorary Engines, of which the following is a specification. V

The subject of my invention is a valveless o non-reversibletrochilic or rotary engine. This engine is provided with one or more pistonwheels keyed or otherwise secured to a shaft, each wheel being provided with four piston teeth, and the teeth ot'each of the wheels, where 5 two are used, hein g arrangedto correspond with the center of the spaces. between the teeth of the other wheel-that is to say, they intersect each other at an angle of forty-five degrees. On theopposite sideoi' each are located abutment- 2Q rollers, which may be equal in diameter to the piston-wheel, but are preferably one-halt the diameter, and are connected with the wheels by gearing, so as to rotate in unison therewith without slip between their peripheries, the abutment-rollers being provided with cavities on opposite sides of their peripheries and geared to the main shaft. The gearing connecting the piston-wheels and the abutment rollers is of helical type, which is best adapted o to this class of work and admits close contact and easy adjustment to compensate for wear,

and efiectually prevent lost motion. The induction-passages are arranged to admit steam into the piston-wheel cylinder at die metricallyopposite points. The exhaust-ports are also arranged at diametrically-opposite points to each other, all being in close proximity to the abutment-rollers on the opposite sides thereof. 7 The abutment-rollers are supported by adjust- 0 able bearings pressed automatically or otherwise radially inward by follower-sand springs, so as to keep themv in the required working position in contact with the periphery of the piston wheel or wheels.

The invention further relates to details in the mode of constructing the steam passages, inlets, and exits through the casings and cylinders, and to the construction of the bearing- 7 supports above referred to, and also to an im proved construction of gear connecting the abutment-rollers with the piston-wheels, so that the shaft rotates in complete unison therewith.

(No modeLl In the accompanying drawings, Figure 1 illustrates a center head, partly in section, the. steam-connection broken. Fig. 2 is a crosssection through one of the cylinders, showing piston-wheel, abutment-rollers, 850. Fig. 3 illustrates in detail the piston-wheels, abutment-rollers, and gearings attached to their shafts. Fig. 4 is an inside view of the outer head in elevation. Fig. 5 is a cross-section through the cylinder where but a single engine is used. (This may be used for a double engine with independent steam-connections joining the two.) Figs. 6, 6, 7, and Sare detailed sectional views of the piston-wheel and teeth, showing their relative position to the recesses in the abutment-rollers. Figs. 9, 9 to 9 inclusive, are detailed views of the teeth illustrated partly in full and partly in section.

To the main shaft 161 are secured pistonwheels 162, each provided with four or more teeth, 163, having packing-strips 164 pressed outward in contact with the inner surface of the cylinders 165 by means of springs orsteam, or both.

166 represent abutment-rollers provided with cavities 167,and connected by gearing with the piston-wheel, so as to rotate in unison there with without slip between their meeting surfaces. The cavities 167 correspond with-the circular or required shape for the teeth to pass in their revolution without leakage of steam. The pistonteeth 163 of one wheel are arranged opposite the spaces between the teeth of the other wheel as indicated by dotted lines in Fig. 2, which show an angle of forty-five dethepiston-teetli into the cylinders through 0011- stantly-open ports at diametrically-opposite points, thereby utilizing the entire force of the power applied on the spaces between the in.- duction and exhaust ports.

183 represents exhaust-ports, which are also constantly open, the engine being without valves, as heretofore described, the escape of ICC . steam being effectuall y prevented by the contact of the piston-wheel teeth 163 and the abutment-rollers 166, the successive piston-teeth 163, which are for the time being passing through the spaces between the respective inlet and exhaust ports, being under full pressure of steam.

' The exhaust-passages 184, into which the ports 1S3 deliver, extend around the chamber between the inner and outer shells of the cylinder-casing, so as to cover the live-steam passage and to prevent radiation of heat from the steam therein. Arrows indicate the direction of steam-currents, whether induction or eduction. The engine-casing proper, in which the piston-wheels and abutment-rollers are located and the several steam-channels are situated, may be partitioned with walls exas may be required.

tending through from the outer to the inner portions of the casing, with proper holes for core-supports, which would form a very excellent and rigid casing for the steam-cylinder. The ports (induction and eduction) are all provided with and united by bridges at proper intervals, strengthening the cylinder,

The piston-teeth are provided with springs for setting the packingstrips outward; but steam or both methods combined may be used, as required. The teeth are bolted to the piston-wheel, as I have more fully described in other applications of even date herewith, designatedCases A and D. The surfaces of the piston-wheel and abutmentrollers should invariably be very hard. Their surfaces are preferably laid with steel or the piston-wheels and abutment-rollers may be each manufactured entirely of steel, or partially, as the case may be, when the recesses will permit of independent shafts in the abutmentrollers and leave sufficient strength in the recesses to sustain the abutment-rollers. They may be made separate and bored out and shafts inserted and secured firmly thereto. Where the recesses would be too deep for that purpose, the abutment-rollers and their journals should be made in one piece, invariably. The plates covering the recesses of the abutmentrollers at each respective end thereof must be either secured firmly to the respective ends of the abutmen t-rollers or fitted thereto for steamtightjoints, and may remainstationary in the recesses in the respective heads and secured by dowel-pins in the recess in the head from turning around, if desired, or they may be loose. They have water-cuts extending radially on their surfaces, corresponding to similar water-grooves on the ends of the abutmentrollers. The plates should be of very hard brass, or other suitable metal should be adopted. In case the end plates are not secured to the abutment-rollers, their respective ends should be plated with hardened'steel plates, to be removed, if desired, with the recesses corresponding to the recesses of the abutment rollers.

To insure steam-tight joints between the peripheries of the abutment-rollers and wheels,

water-grooves should be inserted at short intervals from each other, as shown in Fig. 3. Grooves may also be made in the piston-cylinders and the abutment-roller casings.

The induction and eduction steam-passages in this engine are very simple and ample for the purpose required. I

Fig. 2 represents a casing and cylinder especially adapted for a double engine receiving steam in the top of the center head, thence conveyingit in the respective engine-casings in a similar manner'to thatdeserihed in other applications of even date herewith.

The abutment-roller casings are provided with removable surface pieces similar to those more fully described by me in other applications of even date herewith, designated Gases B and D.

Fig. 5 represents the engine with the casing better adapted for a single engine, in which the pipe conveys the steam direct to the cylinder through'the induction-channels in the engine-casing upon the piston-teeth, as shown therein.

Figs. 6 and 6 show the relative positions of the abutment-rollers and piston-teeth in the recesses of the same, with a broken portion of the wheel to each respective tooth.

The adjustable packing-strip 64: in Fig. 6 is difi'erently constructed from that in Fig. 6, that in Fig. 6 being T-shaped at the outer surface. The sides, being grooved, fit the recesses and corresponding tongues in thetooth, which hold it in position. In this case the steam passes underthe flanges of the packingstrip 164 in Fig. 6 and assists the springs in keeping it upon the surface of the cylinder, there being sufficient play in the grooves and between the bottom of the packing-surface and the teeth to permit the adjustment of the packing-piece to the surface of the cylinder and secure steam-tight joints. Provision is made in teeth of Figs. 6 and 6 for both springs and steam to throw the packing-strips upon the surface ofthe cylinders. Either or both may be used."

The packing-strips 16; in Figs. 7 and 8 vary from those just referred to. They arev both, however, good methods of packing. the teeth to prevent the leakage of steam with strips which are renewable at will. Figs. 7 and 8 are a little more simple in the construction of the grooves in teeth.

It will be seen by the sectional views of the ThOSB in longitudinal packing-pieces in the teeth that their edges, where they come in contact with the cylinder, are square. Thisis in order that the steam, coming in contact with the square corner, will form-an eddy, and so prevent its passage between the cylinder and the outside of the packing-strip.

The construction of the teeth, as represented in Figs. 9 to 9 inclusive, is as follows: -In Fig. 9 is shown in section the tooth-spring and the packing-piece 164, corresponding with Fig. 9, which is an endview with the end packingpiece in place. They are also both constructand the tooth.

I ed without any provision upon their concave surface for holding them inposition on the piston -wheel, and are manufactured from a solid ring bored out a little less than the diameter of the piston-wheel, and turned the requisite size for the depth ofthe tooth. To get them in exact position on the respective pistonwheels, they should be placed in a temple-t provided for the purpose, holding each other in their exact position. In this case extra bolts should be used over and above those used in the teeth that are dovetailed, as hereinbefore described, orthan that shown in Fig. 9. Fig. 9 represents an end view of a tooth with a dili'erent piece for the end packing than that shown in Fig. 9. Figs. 9 and 9 represent the dili'erent views of this end packing'picce. Fig.9 represents a sectional view of the end of Fig. 9* with the packing-piece removed. Fig. 9*" represents the central sectional view of the end of Figllishowing the packing-spring for throwing out the packing piece radially, also the end spring for throwing" out the end packing-piece. Figs. 9 and 9 represent the end packing-piece shown in Fig. 9. Fig. 9 represents the same method of making the tooth as Figs. 9 and 9, with the exception of the end packing-piece and the groove out in the bottom its full length, which requires a corresponding groove to be cut in the wheel, in which a tongue is fitted corresponding with the groove in the surface of the piston-wheel Fig. 9 represents the bottom side of Fig. 9" broken, with the tongue inserted, also broken, while Fig. 9 represents the top" or plan View of one of the teeth broken.

The end pieces, ldl, for longitudinal packing are made, as shown in Figs. 9 to S), inelusive, with shouldered stems to lit within sockets at the ends of the teeth, and by means of the shoulders of the stems to confine the springs 16;" completely within their sockets, preventing, as the packing-pieces 161. are pressed ont,an v possibility of the outer coil of the spring protruding out of the socket,which, ii permitted, would be liable to interfere with the free movement of the packing-piece by catching between it and the end surface of the tooth. A

Fig. 3 represents a plan View of the pistonwheels and abutment-rollers in their position as they would be in the double engine, also their journals, with the helical gear in place atone end full and at the other end sectional, the end of the main shaft being broken off.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. A non-reversible valveless trochilic or rotary engine having one or more piston-wheels,

provided with four or more piston-teeth upon each wheel, having adjustable paching'strips therein, with two abutment-rollers to each wheel, recessed for the passage of the pistonteeth, geared to rotate in unison with the pistonwheel, in combination with the casing containing cylinders for the piston-wheel and abutment-rollers, and automatic adjustable hearings for the abutment-rollers, substantially as shown and described.

2. The valveless cylimler-caslng165,having steam-inlet 181., passages 182, ports 182 183,

and exhaust-ch am her 184, in combination with the toothed piston -'whel 162 and recessed abutment-rollers 166, substantially and for .the purposes set forth.

3. The valveless casing165 in combination with the center head, 148, the end heads, 147, piston wheel or wheels 162, abutment-rollers 166, and helical gearing 168 and 169,substantially as and for the purposes set forth.

4. The valveless engine-casing 165, containing steam-passages 182 and exhaust-chamber 184, in combination with the end heads, 147, piston-wheel 163, shaft 161, abutment-rollers 166, and gearing 163 169, substantially as and for the purposes set forth.

The combination, with the piston-wheel, of longitudinal strips 164, set in theface of the teeth for packing them radially, and end packingpieces, 16%, for packing the teeth longitudinally, said end packing-strips being received in grooves or notches in the ends of the teeth and in the packing-strips 164, substantially asv and for the purposes set forth.

6. The combination, with the piston-wheel teeth, of end packing strips, 164., having shouldered stems set in sockets in the ends of the teeth, and springs 164*, also contained in said sockets and confined therein by the shoul: ders of the stems, substantially as set forth.

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In presence of- ERNEST ABSHAGEN, FaEInL. Fos'rna.

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