US409591A - Thomas e - Google Patents

Description

(No Model.)

T. E. KEAVY. ROTARY ENGINE. No. 409,591. Patented Aug. 20, 18 89.

N. Pl-TIERs. Pho| Li|hogr=phnn Washinglcm D. C.

Wi'ZnesJeJ.

UNITED STATES ROTARY OF MEDINA, OHIO, ASSIGNOR TO PATENT OFFICE.

TI-IE MEDINA ENGINE SAME PLACE.

ENGINE.

SPECIFICATION forming part of Letters Patent No. 409,591, dated August 20, 1889.

Application filed March 23, 1889. Serial No. 304,417. (No model.)

To aZZ 1011 0171, it may concern:

Be it known that I, THOMAS E. KEAVY, of

Medina, in the county of Medina and State of Ohio, have invented certain new and useful Improvements in Rotary Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same.

My invention relates to improvements in rotary engines in which the steam-cylinder is adjustable towardand from the piston-wheel to the end that a tight joint is had.along the contact line of piston-wheel and cylinder without the aid of packing.

My invention also relates to details of construction hereinafter described, and pointed out in the claims, the object being to si1nplify the construction and to reduce the initial cost of the engine.

My invention is designed as an improve ment on a rotary engine described in United States Letters Patent No. 351,231, granted October 19, 1886, to G. A. Washburn, and to which patent reference is hereby made.

In the accompanying drawings, Figure 1 is a side elevation. Fig. 2 is an end elevation, in section.

A represents the steanrcylinder; A, the bed-plate5 B, the engine-shaft; B, the bandwheel, and O the piston-wheel. The shaft is journaled in and supported by pillow-blocks B the latter being mounted on the bed-plate independent of the steamcylinder. I

For securing a tight joint along the contact-line of piston-wheel and cylinder between the induction and eduction ports, respectively, I and J, I hinge the cylinder in position to render it adjustable toward and from such contact-line, and for this purpose the cylinder is provided with one or more cars a and the bed-plate with corresponding ears CL, the series of cars being pierced laterally for receiving the pintle. The cylinderis provided with lug A and the bed-plate with adj usting-screw A, the latter passing loosely through a hole in the lug, with nuts a and (6 arranged above and below the lug, by manipulating which the cylinder is tilted and brought accurately to the desired position.

By turning the shaft by means of the bandwheel or otherwise it is easily determined when the pistonwheel and cylinder are brought together with sufficient pressure to make a tight joint at the union, and at the same time causing only nominal friction of the parts. The stuffing-boxes b,withwhich the cylinderheads are provided, fit the shaft loosely to accommodate the slight changes necessary in adjusting the cylinder, and with elastic packing in the stuffing-boxes there is no trouble in making tight joints around the shaft. Of course the cylinder, in common with any variety of steanrcylinders for engines, will, when badly worn, require reboring and the piston and piston-wheels will require refitting, and between the times of such reboring and refitting the necessary adjustment of the cylinder will be slight. In the patent aforesaid are shown longitudinal 7c grooves on the faces of the piston-wheels with metal packing-bars inserted therein and springs to set out the packing and retainingscrews to limit the action of such springs. Such packing devices were expensive, troublesome, and in operation noisy, and with my improved construction packing of any kind at this part is not required. \Vheel O has longitudinal deep slots 0 set radially and located on opposite sides of the wheel, in which slots operate, respectively, pistons D, these pistons being yieldingly connected by steadypins (1. The latter extend with easy fits through th e holes made through the shaft and through the adjacent walls of the wheel at the 8 5 bottom of the slots. These steady pins had better be made fast to one piston, while the other ends thereof operate with an easy fit in holes made in the opposing piston, so that the pistons may distend and collapse a go trifle in addition to the reciprocating movement of the piston in slots 0. Between the free end of each steady-pin and the opposing walls of the piston, at the bottom of the holes, are located light springs d for holding the pis- 5 tons distended, whereby packing-blocks d are made to engage the cylinder with gentle pressure sufficient for the purpose. Of course the steadypins might fit loosely in. both pistons, if such construction were preferred, in 10-2 which case each piston might be backed with 'springs d. A good practice, however, is to have one steady-pin rigidly connected with each piston and operating loosely in the other piston, with springs d connected with the loose end of each pin to act on the loose end of the opposing piston; but this, however, is a matter of no great importance. Packingblocks (1 aforesaid are of the form shown, being somewhat more than semi-cylindrical in cross-section, with corresponding seats in the ends of the piston for receiving these blocks, whereby the blocks having been slid in end Wise are retained in their places, but may oscillate a trifle, so that the outer faces thereof may always fit the bore of the cylinder. The eduction-port J is located far enough away from the contact-line of piston-wheel and cylinder to give free vent to the exhaust steam, port J discharging into the exhaustchamber J, with eXhaust-oipej located, preferably, opposite this port. With such construction little or no back-pressure is had except after the piston passes the eductionport, and such vapor as may be retained in advance of the piston is discharged through a so-called back-pressure vent or port j, the latter leading from near the contact-line aforesaid and discharging into chamber J.

Heretofore much difficulty was had in properly lubricating the internal portions of the engine. The lubricant introduced in the usual way into the steam induction-pipe did not find its way into the slots of the pistonwheel, and consequently the pistons and steady-pins were not lubricated, whereby much friction and wear ensued. To avoid this difficulty, I locate the oiler L in position to discharge into a central here I) of the shaft, and as bore Z) is traversed by the larger holes through which the steady-pins pass, the oil first engages the steady-pin and from thence lubricates the pistons, after which the oil circulates with the steam within the cylinder, thus lubricating all the internal members of the engine. A small steam-pipe Z, leading from the induction steam-pipe, discharges into the oil for forcing the lubricant into the engine as against the steam-pressure in the cylinder.

\Vhat I claim is 1. In a rotary engine, the combination, with piston-wheel and shaft, the latter being journaled in stationary boxes, substantially as indicated, of a base, a steam-cylinder inclosing such piston-wheel, the cylinder being hinged or pivoted to the base in position to render the cylinder adjustable toward and from the contact-line between piston-wheel and cylinder, and devices for locking the cylinder against movement, substantially as set forth.

2. In a rotary engine, the combination, with piston-wheel and cylinder eccentric with each other and having a contact-line, the said cylinder being hinged or pivoted to the base in position to render it adjustable toward and away from the contact-line, and devices for locking the cylinder against movement, of induction and eduction ports, substantially as indicated, and a back-pressure vent or port, the same entering cylinder near the contactline, substantially as set forth.

In testimony whereof I sign this specification, in the presence of two witnesses, this 96th day of January, 1889.

. THOMAS E. KEAVY.

Witnesses:

CHAS. H. DORER, CHAS. R. PHILLIPS.

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