US313055A

US313055A - Reversible rotary engine

Info

Publication number: US313055A
Authority: US
Publication date: 1885-03-03
Anticipated expiration: 1902-03-03

Description

6 Sheets-Sheet 1.

(No Model.)

0. P. OASE.

REVERSIBLE ROTARY ENGINE.

Patented Mar. 3, 1885.

INVENTOR m ATTOREEY (No Model.)

6 Sheets-Sh-egt 2.

Patefited Mar. 3, 1885.

O. P. CASE.

REVERSIBLE ROTARY ENGINE.

INVENTOR WITNESSES:

ATTORNEY 6 Sheets-Sheet 3.

(No Model.)

0. P. CASE. REVERSIBLE ROTARY ENGINE.

Patented Mar. 3 1885.

WITNESSES INVENIOR JAG- V@%m ATTORNEY .N. PETERS. P mmLium nlmn Wnsllmgmn, n. c.

(No Model.) 6 SheetsSheet 4. G. P. CASE.

REVERSIBLE ROTARY ENGINE.-

No. 313,055. Patented Mar. 3, 1885.

WITNESSES INVENTOR ATTORNEY (No Model.) 6 Sheets-S heet 5.

O. P. CASE.

REVERSIBLE ROTARY ENGINE. No 313,055. Patented Mar. 8, 1885.

J j m x w R Y 8 2 m R Ill I V E II N V W a 1 T MW $KN m A ssssssssssssss O. P. GASE.

REVERSIBLE ROTARY ENGINE.

Patented Mar. 3, 1885.

IN VENTOR ATTORNEY lhvrrian dramas Parana @rinicn.

CHARLES 1. CASE, OF HORSEHEADS, NEW YORK.

REVERSIBLE ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent No, 313,055, dated March 3, 1885.

A pplicaiion filed May 17, 1884.

To all whom, it may concern.-

Be it known that 1, CHARLES P. Case, of Horseheads, in the count-y of Chemungand State of New York, have invented certain new and useful Improvements in Reversible Rotary Engines; and I do hereby declare that the following is a fnll, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form part of this specification.

This invention relates to that class known as rotary engines, in which the piston rotates in the cylinder, and is designed to be reversible.

Thegreat objection heretofore existing in rotary engines is that it has been found very difficult to pack them, and, so far as I know, no means have been found of packing the pistons so that they shall work without excessive friction and be steam-tight and durable. There have been numerous projects for. overcoming these difficulties, but with little success, and while my improved engine has many other novel features, I point with more particularity to the means of packing my piston and abutments.

In my engine the pistons revolve on a hub concentric with the cylinder, and the annular steam-space between the hub and the cylinder side is traversed, respectively, by the two pistons, and on each side are radially-sliding abutments, which are packed similarly to the piston.

The object of my invention consists, first, in certain gearing mechanism for the purpose of reversing the engine and operating the valves. The gearing is secured to the shaft by an elastic clamp or by any suitable means. The hub may preferably be shrunk on or cast to the main shalt. This gearing, by a single movement of a lever, reverses the cutoff valves. Iherevcrsing gear, together with the cut-off gear, changes the position of the exhaust ports and valves as applied to Figures 1, 2, and 3, and of the exhaust ports and cutoff valves alone when applied to Fig. 4, the re versible plug-valves and relief-valves not be ing shown in the latter.

(X0 madel.)

Second. The invention further consists, in a reversible rotary engine, of the movable cylindrical lining in combination therewith, and with the exhaust -.ports, and with suitable mechanism for operating the same.

Third. It consists in the combination of the cut-off plug-valve with the relief-valve,whereby when the engine is reversed the live steam remaining in the cylinder between the piston and abutment and the steam in the port passes out through the relief-valve, thereby relieving the engine of the steam-pressure on the front of the piston in the direction from which it was formerly traveling. The steam admission and cut off valves herein shown and described will be made the subject-matter of another application.

Fourth. In the peculiar manner of packing the piston and abutment of the engine, which consists in the combined pressure of steam in a chamber formed in the piston, and springs, whereby thepacking is set out by the press ure of steam, said steam being exhausted from said chamber through the port common to the engine. When the said steam is exhausted from the chamber in the piston, the resiliency of the springs draws up the abutment radially until the piston passes the point of abutment, when the chamber immediately refills with steam, again setting out the packing. This operation is constantly repeated. The ports and chambers, with pistons, are to be so proportioned as not to cause the friction of the piston against the cylinder to be unnecessarily greater than to keep it steam-tight. To prevent leakage in the steam break-joint, angle lockingpieces are inserted in a groove on the face of the abutment.

Fifth. The invention consists, further, in a peculiar combination of devices, and with steanrpressurc for setting out the abutments, and which may also be applied to the pistons of the engines generally. These devices are arranged within the abutments or pistons, and are composed of a bolt upon which a spring is placed. The steam passes behind the pack ing of the abutments or piston, and sets it out sufficiently to make it steam-tight, but not sufficient to cause friction. The springs being set to the desired pressure, so that when the pressure of the steam behind the packing the proper pressure is obtained to pack the piston, the spring draws the valve to its seat. Thus the engine may have eighty or onehundred pounds of steam-pressure, While the abutment or packing may not have over five or due to the working engine.

ten pounds. as the case may be. r

Sixth. Theinvention further consists in the arrangement of certain valves located within the abutment or piston behind the packing, and in communication with the steam-chamber. From both sides of the piston or abutment steam passesinto a small chamber formed within the abutment or piston through a button or check valve,which when open on one side closes on the other. \Vhen greater pressure is had within the chamber in the piston than is found necessary to keep the packing steamtight, the steam escapes through a double spring-valve provided for the purpose, which also communicates with the steam-chamber on both sides of the piston. The spring of this valveis set at the required tension,which permits the escape of steam to the exhaust side un tilthepackinghasthedesiredbearingpressure, and is thus relieved from the steam-pressure These valves are set reciprocally in their action, as they are as easily applicable to one side of the piston as the other, and will work in either direction, according to the travel of the engine.

Seventh; The invention further consists in the combination of cylinder-head provided with a projection or boss in which is formed ajournal-bearing box, into which is fitted a metallic sectional journal-box tapering onits fsleeve itself has only a partial rotation. the inner end of the sleeve there are two proouter surface, and which corresponds with the taper formed in the boss of the cylinder-head. The outer surface of this boss is screw-threaded, and to fit this I make a screw-box nut or gland which has a corresponding female thread a portion of its length, and which screws over the projection formed on the boss of the cylinder-head. The gland has a setscrew that secures it to the cylinder projection, and also one that holds the tapering jections, that work in recesses formed in the valve-casing, for engaging and operating the cut-off when necessary. A gland and stuffing-box of the usual character is shown on the longer projection, which prevents the sleeve from leaking steam through it. On the other end of the valve-stem the bearing involves new features, which are as follows: The valve chest head has two annular pro jections, one longer than the other, to which there is a corresponding gland,forming three pockets. These pockets are provided with suitable packing, the parts being held in place by suitable set-screws. The bore of the valvechest head is of tapering form, in which works a journal-box with corresponding taper on its outer surface, its inner bore being straight and parallel with the valve-spindle. The valve-spindle has on its end an annular recess, in which a clamp works, the said clamp being adapted to be operated from the outside by means of a hollow screw-bolt, which works a set-screw for retaining the valve in position, so that when the valve wears loose the lateral .motion can be taken up without taking the valve and valve-chest to pieces, The valvespindle has on it a 'feather,which works in a corresponding slot in the box, so that the shaft and box rotate together; but the shaft or spindle is adapted to be adjustable lengthwise independent'of the box or sleeve.

Ninth. The invention further consistsin the arrangement of the cam disk by which the abutments are radially operated. This camdisk is clearly shown by Figs. 3 and 5. The inner face of the disk is provided with two annular flanges or projections, except where the cam portion is formed by segmental curves. These flanges form between them a Vshaped groove, in which the V -shaped conical slide shown by Fig. 6 works. In this instance the parts slide on each other, and when properly lubricated give good results. Fig. 3 shows in section rollers which are substituted for the V-shaped conical slide, if desired. The slide and roller are secured to an arm projection of the abutment, which projects through the cylinder-head. The rollers revolve in the groove, while the cam-shaped guide slides; but when the guide slide strikes the cam it rotates slightly, to avoid any sudden jar that might otherwise take place.

Tenth. The invention consists in providing means for maintaining the engine in a true position or in line, notwithstanding the displacement of the shaft. It frequently occurs when engines receive sudden shocks that the shaft becomes bent or loses its alignment, and in this way the steam working mechanism becomes twisted it some provision is not made to preserve it in its true position. The means referred to are: I provide a hollow shaft and have cast around it a hub or cone, to which the pistons are secured. Through this structure I pass the main shaft or the axle of a locomotive, and by suitable clutching devices (shown by Figs. 7 and 8) the hollow hub and main shaft are made to operate together. Thus it will be seen that should the shaft get bent or out of line it has sufficient play in the hollow hub to yield in either direction without at all straining the steam working mechanism.

ICC

' ing that function.

This construction is peculiarly applicable to the axles of locomotives to which my engine may be attached.

Eleventh. Theinvention further consists in other details of construction, as will be here inafter described.

Referring more particularly to the drawings hereto annexed, Fig. 1 represents an end ele' ration, showing the reversing-gear and valve gearing. Fig. 2 shows a transverse section through the engine and valves, taken on the line 3 y, Fig.3. Fig. 3 illustrates a horizontal section taken on the liner 00, Fig. 2. Fig. 4 represents a transverse section of a rotary engine, showing valves with four ports, and without the plug-reversing valve, the cut-off perform- Fig. 5 shows a detached plan View of the cam-disk. Fig. 6 is a sectional view of a portion of the disk, clearly showing theV-shaped groove formed on the cam-disk, and a section of slide-guide that opcrates the abutment, and which is kept in position by an adjusting-collar. Fig. 7 shows a partial view of the piston-hub, hollow shaft. main shaft, and a horizontal sect-ion of two of the pistons, with their packing mechanism. Fig. 8 is a detail view of the main shaft and clutching mechanism. Fig. 9 is a plan and end view ofthe guide-slide, respectively. Fig. 10 is a plan View in detail of the break-joint packing-piece.arranged under the main packing, and which is located immediately over the button-valve. Fig. 11 is a detail sectional view of the double spring-valve as at present used in connection with the reversible engine. Fig. 12 shows a sectional detail view of my improved manner of securing the valve lever to the connecting-rod. Fig. 13 is another and a simpler means of setting up the packing. Fig. 14 is an enlarged view of the double spring button-valve adapted to be arranged behind the packin Fig. 15 represents a section of the cylinder, combined cylinder-ring,

and exhaust-valve cutoff. Figs. 16 and 17 are perspective views of the valve cut-offs. Fig. 18 is a perspective view of the valve, which is provided in this instance with eight ports, but it may have from two to any required number. Fig. 19 is a perspective view of the winged clutch-lever for operating the cut-off. The spindle works in a sleeve which works in a stuffing box, as will be hereinafter more fully described. Fig. 20 is a longitudinal section through the rotary valve, taken on the line (L a, Fig. 18. The vanes of the hollow valve are at different radial points, so that the steam can readily pass through the hub to the ports and from the ports through the valve. This valve is completely balanced, as the steam from the steam-chests passes through the valve, the shell ofv the valve being so arranged as to disclose the same steamspace on the opposite sides of the valve while under pressure. Fig. 21 is a perspective view in detail, and represents another means of packing the pistons and abutments. In this case the packing-strip is not joined in the middle, the steam breakjoints being at the end. They havelapjoints and free movement laterally to pack at the ends of the piston or abutment, the long packingstrip being free to move to meet the bore of the cylinder.

To construct the end joint, I box out of the end of the abutment, a little below the packing-channel, a recess, and into this recess I fit a piece snugly, which may play freely in its seat, and is recessed to correspond with the channel in the end of the abutment,only alittle larger. Into this recess formed by thejunction of the packing I insert my break-joint piece, which forms a tight joint on three of its edges and on one of its sides, and operates as follows: The steam passes from the induction-port in the abutment along the back edge of the packing-strip and around the corners to the end piece, setting them out. The steam also strikes against the edge and passes back of the cheek-piece, pushing it backward and outward against its seat in the abutment, against the face of the cy1inder-head. This prevents steam from passing around those joints. The upper and lower edges of this piece are now between the longitudinal packingstrips, which, being pressed inwardly, pack them perfectly steam-tight.

The same letters will denote like parts throughout the different figures.

A is the grooved eccentric plate which operates the abutments, as clearly shown in Fig. 8, the inner face of which is shown by Fig. 5.

B is the gear-wheel, arranged on the end of the main shaft, and meshes into a pair of gear- .wheels, 0 C, which operate therotary valves. The valve gear-wheels G G are about four times the diameter of wheel B, so that the valves turn but once to four revolutions of the engine, and thus a large amount of friction is prevented. In the ordinary engines the valve rotates as often asthe piston. The gear-wheels O O mesh with the central gear, B, on the main shaft of the engine, by which motion is transmitted to the valves, and by means of which the valves and engine work simultaneously.

The lever His secured to a toothed segment, which works in a correspondingly-toothed rack, G, which on its lower side is also provided with teeth, the latter meshing with two segmental gears, F F, which in turn are secured to the spindles of the reversing plugvalves Q Q. By the same movement of the lever II the reversing portion of lining P is also moved to correspond with the reversingvalves by means of a pinion partially toothed on its periphery, and meshing with teeth on the movable portion of lining P, and which changes the exhaust-ports to correspond with the reversal of the engine from one direction to the other. I I are steam chests forsupplying steam to the engine, and J J the steamsupply pipes.

K K is the exhaust-exit, which communicates with the exhaustchambers of the engine.

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L L are relief-valves to carry off the live steam that remains between the piston and the abutment when the engine is reversed, so that the engine will be instantly relieved of back-pressure from live steamin the cylinder at that moment.

Referring to Sheet 2, M shows the outside shell of the cylinder, and N the cylinder proper. The exhaust-chambers 0 0 are formed be tween these shells. The cylinder N in this case is provided with four exhaust-ports, 1 2 3 4, and four live-steam ports, 5, 6, 7, and 8. Within cylinder N,I locate a lining, P, which snugly fits the inner diameter of said cylinder. This lining P is made in three parts,one of which is movable. The movable sections of the lining have asingle exhaust-port, 9, which is adapted to register, respectively,with ports 1 2 3 4 of the cylinder or shut them off, according to the direction in which the engine is traveling. This lining P is similar in construction,when detached,to that shown by the cut-off valves, Figs. 16 and 17, and its movement is somewhat the same, so that when the engine is to be reversed the cylinder-lining is partially rotated to cover either one of the exhaust-ports, say 1 and 4, as shown. and open 2 and 3, or close 2 and 3' and open 1 and 4. The other two portions of the lining are stationary and fixed to the cylinder, through which the live-steam ports pass, as do also the abutments. The ports to the reliefvalves communicate with the cylinder through the main steam-supply ports when the engine is reversed and the supply-current is changed, and exhaust their steam taken from the front of the'piston to the exhaust side thereof. It will be seen that the communication is formed, and will at any time overcome any extra strain that may be brought upon the engine. The plug-valves Q Q are reversed when the en gine is, their ports registering with the main steam-supply port. They are, however, supplemental in their character, and may be dispensed with, as may be seen at Fig. 4, as the cutoff-valves will perform all the necessary functions in their absence. However, with these plug-valves Q Q, the supply of steam is better controlled.

, steam passes.

truly bored out, and a shaft or spindle, f, is

fitted therein. The valve-cone constantly rotates with this shaft while the engine is in motion. There are vanes or ribs g, which are cast with the hub and cylinder, which must be arranged in a zigzag manner to permit the steam to flow with easy access through it.

Were the webs to run straight and parallelwith each other, the steam could not pass through them; hence they are so arranged that the steam passes through them the same as if they were simply spokes in a wheel. The greater the number of slits' or ports in the valve-cylinder a the less number of times it will have to rotate to supply steam to the en- I gine, providing the outside gearing is made to correspond When the valve is put in place, the section marked 0 is also put in position and fixed not to rotate. This section 0 is provided with two wing-pieces, h h, which snugly fit the rotary valve a. When this is done, the section b is put in position. It also has two wings, it, which are designed to work between the wings h h of section 0, and which also fit snugly the circumference of valve a. The section b is adapted to partially rotate only, while valve (1 is constantly rotating. The wings M of sec- 8 tion 0 are not as wide as the spaces 2' 2' between the wings h h, so that there is a space formed between the wings t i of section b and the wings h h of section a. This space isjust the distance that section Z1 is designed to rotate, and of sufficient width to register with a port, d, of the valve a, or to close such port when necessary. The throw of the valve may be clearly seen at K, Fig. 4, when only four ports are used; but when eight ports are used then it will be seen 95 as shown at K K, Fig. 2. It is evident that these wings i i are splendidly adapted for cutoff or steam-controlling purposes. The device shown by Fig. 19 is preferred to operate the cut-off portion of the valve, and is constructed of a hollow stem, f, designed to work loosely on the valve-spindle. The wings or clutches Z Z fit nicely into openings m, m of cut-off section I). The sleeve of course is worked independent of the valve-spindle. All these parts form the valve and cut-off. Of course,when the engine is to be reversed, these valves and cut-off are very readily moved. I will now refer to the construction of the piston and abutments,whioh are substantially the'same, except as to the side packing of the abutments, and will more particularly refer to Figs. 3, 6, 7, 9, 10, 11, 13, and 14. In Fig. 3 it will be seen that the abutments-are provided with projections 10 10 10 10, which are provided with rollers 11 11 11 11. These projections and rollers work in the recess 12, shown on the eccentric plate, Fig. 6, part of which is shown in section- This slide-guide 17 when in motion strikes the points 15 and 16. 1 20 It gives a partial rotation, that permits it to glide around very easily without much fric tion. The arms 10 of the abutments and the guide-slide 17 are suitably secured thereto by set-screws 1S and 19 3 but of course they may 12 5 be secured by any other approved means; The bore of conical slide-guide 17 is tapering in form, in which fits a corresponding tapering plug,20, the end of which screws into the arm 10 of the abutment, or may be turned off to form 1 0 a solid piece. This projection 20 gives an increased bearing to the slide-guide 17, which lessens the strain on arm 10, and which renders it less liable to twist out of line. The

set-screws 18 and 19 screw a collar on arm 10, I stead of assisting it to increase friction, as

which preserves the tapering portion from tightening too much, so that while they hold the guide in its position it is not fixed so tight but what it can turn, although it could not get out of place even if it had no set-screws.

It was stated that the construction of the piston and abutments was the same, and that also their operations were alike. This is true, only the pistons rotate around in a common hub, and also slide radially in and out of said hub, while the abutments slide radially only in the engine-casing; therefore, with this difference in view, the description of one will suffice for the other. I

The pistons and abutinents are formed with agroove around their edges. In these grooves I place a metallic packing, 21. This packing is separated at or about the center, and extends both directions from that point, and also around the end of the piston or abutment. At the point wherethe packing separates,and behind it, I locate a break-joint piece, (shown by 22, Fig. 10, in dotted line.) The packing at the end ofthepiston is set out by a peculiar spring, 23, which, when pressed, also forms a kind of valve pr lining, which prevents the escape of steam. These springs 23 also draw the packing from the point of separation longitudinally and keep it in position. In the sides of the pistons and abutmcnts, and behind their packing, I form a steam-chamber, 25, which communicates with the live-steam space of the cylinder, and also with the exhaust side by In this chamber I locate what I term a "button-valvc,28,which is double-seated, and adapted to close the ports on each side of the piston or abutment, as required, which depends on the direction the engine is running. These chambers and valves are designed to set out the packing by steampressure. These valves are kept to theirseats against a certain pressure of steam by means of springs, which keep the valves closed; but when the pressure of the steam is greaterthan the tension of the spring it opens the valve on the exhaust sideof the engine and permits the steam to escape with the exhaust-steam,

and thus the piston-packing is relieved from the extraordinary friction against the bore of the cylinder that would otherwise be caused if the full pressure of. the steam were acting on the packing and it had no escape. This is a very important feature of this invention,

and may be applied to any gas or steam packed piston of any kind of engine. The construction of these valves andsprings may be changed without departing from the principle therein involved. The steam that gets under the packing by means of the button-valve in Fig. 7 passes between the packing and the body of the piston or abutment, and sets it out, only that it is controlled as before described. In Fig.

13 the steam passes between the inner edge of the packing and the hub of the piston-cone. In either case the packing and abntments are held against the pressure of the steam, (inheretofore,) so that when the steam is cut off the springs draw the pistons and abutments back to their original position.

The construction of the springholts and their attachments is as follows: A hole is bored into the edge of the piston and abutment, and they are also provided with an elongated slot. The bolt is inserted in the hole, its head being arranged in the said slot. The

, hole in the piston is larger than the bolt, about one-half the depth of the hole. A spring is then slipped over the bolt, which its the enlarged portion of the hole, when the screwnut is screwed on so as to bring the spring to the desired resiliency. A steam-tight plugpacking is now inserted outside of the nut in the hole. The piston when in position is now ready for operation. Fig. 7 also shows clearly the construction of the sleeved shaft in which the main shaft 29 works, the sleeve being designated by 30. The sleeve may have one or more clutches, 31, which hold them together. The object of the sleeve is, that should the shaft get out of line it would not force the working portion of the engine with it. Thus the engine will work true and avoid friction. I However, it is not absolutely essential to the proper working of the engine that a sleeve be provided, as it will work well without the sleeve, and particularly where the packing has a yielding function, as it has in this engine.

It will be observed that the sleeve f, Fig.- 19, forms a stui'ling-box and works in extension. 32, Fig. 3, on the end head of the cutoff-valve steam-chest forms a bearing for the valve-stein. The gland 33 of the stuffing-box extension has a flat outer surface, and forms a collar for the hub of the gearing that operates the valve to work against.

I will now proceed to describe the opposite end of thevalve-chest and valve-rod hearing, which description will apply to both valves an (1 chests.

The valve-head St is cast with two annular projections, 35 and 36, which form an annular recess between them. The gland is also cast with like projections, only the recesses in the gland are made to overlap the projections formed on the valve steam-chest head, which when put together forms a packing-recess. which I fill with packing of any approved kind. The gland is held in position by means of set-screws; but of course they may be screwed on, if found desirable. Centrally of the valve-chest head and also the gland 38 I bore an elongated tapering hole, which increases in diameter outwardly. This hole must be bored true, as it forms the journalbearing 37 for the valvestem, which bearing is keyed to said stem, but not so tightly but what the stem will have longitudinal play through it. The gland 38 has an outward extension, in which is formed a chamber, 39,

the object of which is to hold a sliding clutchbox, 40. This clutch-box fits around a neck or'collar, 41, formed on the end of the stem,

and also around a collar on hollow screw 42, by which the valve is drawn up, and through which works the end of a set-screw, 43, by which the valve is retained in its adjusted position. WVhen the valve is set, a lock-nut, 44, then holds it in a fixed position. The object of this hollow screw is to draw the valve when worn slightly into its casing, the valve having a tapering form, and thus keep it tightly to its seat. The valve is secured to its stem by a collar on the latter, which tits in a recess;.

and at the opposite end of the valve, in a recess formed therein, two check-nuts are placed on the shaft. Thus between the collar and check or look nuts the valve is held rigidly on the valve-stem. The plug-valves Q are held in position by a pair of lock-nuts screwed to the spindle of the valve.

I will now proceed to describe specifically thejournal-bearingsoi theengine. Inthefirst place,it will be understood that it is designed that no steam reach the journalbearings of the engine,and hence no packing is required, and but very littlelubricant. The main shaft is designed to be parallel throughout, and designed to fit the bore of the cone or hub snugly, except as in the case shown by Fig. 7. The cylinder-head of the engine is cast with the usual central hub, 43, but of greater depth than ordinary. This hub-box is taperingly bored, the bore enlarging from the inner side outwardly. This stuffing-box or hub 43 has a screw-thread out upon its exterior, upon which a gland or cap, 44, is screwed. Within the tapering hub or box 43 I fit a bearing box or sleeve, 45, the taper of which on the exterior corresponds with the taper of box 43. The inner bore of bearing-box 45 is parallel and snugly fits the shaft. After the shaft is put in place the tapering bearing-boxes 45 are slipped on over the shaft and then into the hub or stuffing-box 43. The shaft and taper bearing-box are then rigidly fixed to each other. The cap or gland is now screwed onto the box 43. The outer end ofbearing45 is provided with an annular slot,in which set-screws 46 work. These set-screws 46 screw through the cap or gland into the recess in the tapering box, and are thus held in posit-ionfrom has inner collars, 51, which work up against the inner face of the cylinder-head. These hold the main shaft 50 from longitudinal play. Themanner of securing the levers 52 to the connecting-rod 53, as shown by Fig. 12, is efiicient and satisfactory, and is made as follows: The lever is bored and screw-threaded.

The connecting-rod is also bored, having a tapering hole in the connecting-rod. The" two ends of the pin 54 are screw-threaded, one of which ends, 56, ispro'vided with a shoulder, against which the washer-nut 57 screws tightly. The ports are put together by first inserting the tapering pin into the connecting-rod,then screwing it into the screwt-hreaded hole in the lever. The lock-nut is then screwed on the end of the pin at 54. The washer-nut 57' is now screwed on tightly against the shoulder, leaving sufficient play between for the lever to work. The lever is now ready for operation.

The operation of the engine is'as follows: Steam being admitted to the steam-chests simultaneously, the valve-ports are now opened by means of the levers and connecting mechanism, which partially rotate the cut-off to the required distance. The steam passes through the valves to the induction-port of the engine, when it at once commences to operate. A portion of the steam now passes through the button-valve, and sets up the packing' to the required pressure; but should the pressure of the steam exceed that required to keep the packing in a tight condition, the spring-valve on the exhaust side opens and permits its escape. The same principle of operation applies to the abutment.

'Between the cut-off valve and the main steam-ports of the engine I interpose-a doubleported plug-valve, the object being when the 'would otherwise form back-pressure against It will be remembered that when the engine is reversed the cylinder-lining, which slightly rotates, also moves simultaneously with the valves. The movement of the lining changes the exhaust-ports from one side of the piston to the other, just the same as the live-steam sides of the piston change. In Fig. 4 the plugvalves are dispensed with, the cut-off itself changing the ports. The relief-valves may be applied to the steam-ports with equally as good results as if the plug-valves were used. Of course it will be understood that the cut-off valves are adapted to be independently operated for the control and quantity of the steam and its expansion without interfering with the other valveoperating mechanism. In the present construction of the engine and valves the engine rot-ates four times to one rotation of the valve, as shown by Fig. 2, and only twice to one revolution of the engine, as shown by Fig. 4, although the rotation of the engine, as compared with the valve, willbe according to the number of ports in the valve calculated to register with the main steam-port of the engine. It will be further observed that at the time the abutments or pistons move radially, and until they are in position, there is but little pressure upon them, as the steam has spent its force, and is exhausted before they move. They therefore require very little power to move them in either direction.

The operation of the spring 57 at the end of the abutment or piston is that when the steam strikes the rightangled projection formed by the packing at the end of the piston or abutment, this spring forms a valve-like bearing, and while the spring balances the bearing-surface of the ends of the piston it also prevents the leakage of the steam from the cylinder.

Having described my invention, its construction and operation, and the best means known to me at present for carrying the same into effect, what I claim, and desire to secure by LettersPatent, is

1. The combination, in a reversible rotary engine, of the main and cut-off valves and the reversing-valves, substantially as described.

2. The combination, in a rotary engine, of the main cut-off valves, the reversing-valves, and the movable cylinder-lining having steamports therein, and means for operating the said valve and lining, substantially as described.

3. The combination, in a rotary engine, of the valve-gearO O, levers H H,and connectingrod D with the reversing valves, whereby the engine may be reversed from either end ot'the engine, as described.

4. The combination, in a rotary engine, of the gears O O and their connecting mechanism with the segmental pinions F F, rack G, and pinion-lever H, substantially as described.

5. Ina rotary engine, the combination of the pinions F F and rod G, having rack-teeth on each of its bottom ends and centrally on its top,with the lever segmental gear H and with the reversing valves Q Q, substantially as shown.

6. The combination, in a rotary engine, of the main cut-off valves, the reversingvalves, and the relietva-lve, substantially as set forth.

7. The combination, in a steam or gas engine, of the button-valve and the relief-valve, as set forth.

8. The combination, in a rotary engine, of the cut-off valve and the relief-valve, the latter communicating with the exhaust side of the piston by means substantially as shown and described.

9. The combination, in a rotary engine, of the main valve and its cut-off, the reversingvalve, and the movable cylinderliniug having steam-ports therein, substantially as set forth.

10. The combination, in a rotary engine, of the main valve and cut-off, the valve having two or more ports, the reversing-valve, and the live-steam and exhaust ports, each being adapted to be used alternately, as and for the purpose set forth and described.

11. The combination, in a reversible rotary engine, of the central piston head or hub, the pistons, and cylinder-liuing, a portion ofwhich is stationary and a portion movable, the said movable portion being provided with steamports for alternate exhaust orlive steam, as set forth.

12. The combination, in a rotary engine, of fixed pistons and sliding abutments, each being suitably packed, the abutments having steamports on each of their sides, whereby they are balanced, and an equilibrium-valve in their cylinder end, whereby the pressure on the live-steam side of the piston is transferred to the opposite side when the engine is reversed.

13. A rotary engine having a central hub, with shaft secured thereto, and a series of pistons suitably packed, in combination with sliding abutments adapted to be set out with steam at a less pressure than that of the working pressure of the engine, whereby their friction is reduced, substantially as shown and described.

14. In a rotary engine having fixed pistons and sliding abutments, the combination therewith of a button-valve, 27, and a double-seated valve, 28, whereby steam is admitted behind the piston, to set out the packing by a predetermined pressure, substantially as set forth and shown.

15. A sliding abutment for rotary engines, having a steam-chamber with a double-seated valve adapted to open or close to either livesteam or to the exhaust side of the abutment, and a relief-valve, the pressure of which is controlled by springs, substantially as set forth.

16. A sliding abutment for rotary engines, adapted to have its packing set out by steampressure, said pressure being predetermined by a spring-valve, a button-valve for admitting steam thereto, and spring mechanism for acting against the steam-pressure, and which draws the abutment'packing back against its own steam-pressure, as described.

17. A rotary engine having a central hub and sliding abutments with controlling-valves for admitting pressure to set out the packing, the said abutments having projections on each of their ends which work in an eccentricshaped groove and in combination therewith,

substantially as set forth.

too

merits provided with anti-extensions, which vided to break joints, and extending over and Ishaft, the cylinder heads and bearings, and

around the end of said abutment, and the l the shaft with the eccentric disk and abutend retaining-spring for holding the packing in a longitudinaladjustment, in the manner set forth and described.

20. The combination, in a rotary engine, of the central hub, the sliding abutments having pressure-controlled packing and reliefvalves, the springs for holding the packing in place transversely, and the longitudinal ad- I I said gear, in the manner and for the purpose j usting-spring 57, substantially as set forth.

21.,A rotary engine having sliding abutare adapted to carry anti-friction devices, and a recess in the face of said abutments for the reception of packing, and recesses in the ends of said abutments for like packing, the pack ing thereofhaving recesses for the heads of bolt-rods upon which springs are placed for holding it in place, and packing over said springs in a countersunk cavity, and springs at the end of said abutment for holding the packing in position, in the manner set forth and described.

22. In a rotary engine having a central hub secured to a shaft which passes entirely through the engine, the combination therewith of the cylinder-heads having tapering gland-like socket-s 4S. screw-threaded on their outer side and parallel on their inner side. with a hollow screw box for retaining said hearings in position, substantially as shown.

23. The combination, with the cylinderhead having the socket 413, formed as shown, of the bearing, the revolving box, and the setserew holding devices, as set forth.

34. The combination, in a rotary engine, of

the central hub mounted loosely on the main ments, operating together as shown and described.

25. A rotary engine such as describethtin combination with the hub mounted loosely on the main shaft, the eccentric disk, and main shaft, and with main-valve gear adapted tov work on said shaft and to be secured thereto by means of an elastic gasket on each side of set forth, whereby should the valve-gear or valves stick the main gear will remain stationary while the shaft turns, thus preventing the valve or gearing from being broken or inj nred.

26. The combination, with the levers E and rod D, of thev tapering compensating-joint consisting of the pin tapering at its center and screw-threaded to a shoulder at both ends, and having at the junction of the levers a draw portion, and a draw portion at the other end, with lock-nuts, whereby any lateral Wear can be compensated for, substantially as set forth.

27. The combination, in a rotary engine, of a hollow hub, a hollow shaft, and a central shaft connected in such manner that should the shalt get out of line the engine-mechanism will remain true to its bearings, as shown.

In testimony that I claim the foregoing as my own I affix my signature in presence of two witnesses.

- CHARLES P. CASE. WVit-nesses:

O. E. DUFFY, F. O. llIOCLEARY.