US674258A

US674258A - Rotary engine.

Info

Publication number: US674258A
Application number: US895300A
Authority: US
Inventors: Thomas Croston
Original assignee: Individual
Current assignee: Individual
Priority date: 1900-03-16
Filing date: 1900-03-16
Publication date: 1901-05-14
Anticipated expiration: 1918-05-14

Description

m w m, y a M .d e t n e t a DI N. D .T S o Dn c T.

RITIRY ENGINE. (Application med mr. 16, 1900.) (No Model.) 4 Sheets 8heet 2.

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No. 674,258. Patented Mayu, 190|.

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ROTARY ENGINE.

W/ TNE SSE S QM/m Yu: Monk@ ETEN co, Prlcoumo., WASHINGTON, D4 c.

No. 674,258. 'Patenten may'm, 190|.

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` noTAY ENGINE.

(Appxicmou med mim-1e, 1900.-,

(un Model.) 4 sheets-sheet 4. 4

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UNITE STATES PATENT OFFICE THOMAS OROSTON, OF HOQUIAM, WASHINGTON.y

ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent No. 674,258, dated May 14, 190i.

Application filed March 16, 1900. Serial No. 8,953. (No model.)

To all whom, it may concern:

Be it k'nown that I, THOMAS CRos'roN, a citizen of the United States, and a resident of Hoquiam, in the county of Chehalis and State of Washington, have invented a new and Improved Rotary Engine,lof which the following is a full, clear, and exact description.

The invention relates to rotary engines such as shown and described in the Letters Patent of the United States No. 633,813, granted to me on September 26, 1899.

The object of the present invention is to provide a new and improved rotary engine capable of instantly and automatically adjusting itself to the requirements of the load and to the variation of steam-pressure, the engine being arranged to prevent racing under any circumstances and is not liable to slow down until the limit of the working power of the enginev is reached, and is constructed to permit of utilizing the motive agent to the fullest advantage, with a variation in the cutoff from zero to full revolution, and to allow of convenient reversing, and to allow the engineer to ascertain the horse-power under which the engine is running.

The invention consists of novel features and parts and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

A practical embodiment of my invention is represented in the accompanying drawings, forming a part of this specifica-tion, in which similar characters of reference indicate corresponding parts in all the views.

Figure l is a sectional side elevation of the improvement. Fig. 2 is a section of the governing-engine, the section being on the line 2 2 in Fig. 1. Fig. 3 is a transverse section of the main rotary engine, the section being on the line 3 3 in Fig. l. Fig. .tisalike View of the improvement on the line 4L 4 in Fig. l. Fig. 5 is an enlarged transverse section of the governing-engine, the section being lon the line 5 5 in Fig. l. Fig. 6 is similar View of the same on the line 6 6 in Fig. l an enlarged sectional plan view of the same on the line 7 7 in Fig. l. Fig. 8 is a transverse section of the main rotary engine, the section being on the line 8 8 in Fig. l. Fig. 9 is a sectional side elevation of the abutmentpackings. Fig. l0 is a plan view of part of Fig. 7 i@y the same. Fig. ll is a perspective view of the abutment-packing, showing the pairs of blocks separated and the blocks of each pair partially separated; and Fig. l2 is a perspective View of a pair of said blocks.

The improved rotary engine consists, es sentially, of amain rotary engine Afand an auxiliary or governing rotary engine A', of which the latter is essentially of the construction shown in the patent above referred to. The engines A A are pro vided with cylinders A2 A3, respectively, having heads A4 A5 and A6 A7, respectively, and abutment portions A8 A9, containing packings B B', respectively, engaging the peripheral surfaces of the cylindrical pistons C C', of which the piston C is arranged on the main shaft D, while the piston C of the governing-engine is mounted loosely on a shaft D and has a yielding connection with the same, as hereinafter more fully described, to govern the admission of steam to the cylinder A3, according to the load, by way of the shaft D'. The shaft D carries the main admission-valve E in the steam-chest F for the main rotary engine A, and the yielding connection referred to between the piston C and the shaft D controls the cut-off valve E, arranged above the admissionvalve E, likewise located in the steam-chest F, as is plainly shown in Figs. 1 and 3. A supplypipe F opens into the upper end of the steamchest F and is connected with a suitable source of steam-supply, and a branch pipe F2 leads from the pipe F and opens into the cylinder A3 between the head Anl and the adjacent face of the piston C', the same as in the patent above mentioned.

Theshaft D' is directly geared to the main shaft D and is for this purpose provided at one end with a bevel gear-wheel D2, meshing with a bevel gear-wheelDs, secured on a shaft D4, carrying at its lower end a bevel gearwheel D5, in mesh with a bevel gear-Wheel D6, secured on the main driving-shaft D. The gearing described is so proportioned that the shaft D makes one-half a revolution to one full revolution of the shaft D.

The upper or cut-off valve E is rotated from the governing-engine A according to the difference in the rotary. motion of the piston C and the shaft D, and for this purpose the following arrangement is made: On the shaftA IOO D inside the cylinder-head AG is secured a head G, on which are mounted to rotate pinions G', in mesh at one side with a bevel gearwheel G2, held on a hub G3, attached to a transverse bar G4, secured to the inner face of the piston Cl, as is plainly shown in Figs. l, 5, and 7, so that the rotary motion of the piston C in the cylinder A3 causes a like rotary motion of the gear-wheel G2. The opposite sides of the pinions G are in mesh with a bevel gear-wheel G5, secured on the face of a spur-wheel GG, mounted to rotate loosely on the shaft D inside of the head A, (see Figs. l, 5, and 7,) and said spur-wheel GG is in mesh with a like spur-wheel G7, secured on one end of the shaft E2, on which the upper cut-off valve E' is fastened, saidshaft E2 being journaled in suitable bearings in the chest F and thehead A6 of the auxiliary or governing engine A. The valve E is cylindrical and is formed with two ports ct a', standing at right angles to each other, as is plainly shown in Figs. l and 3, and similar ports b b' are formed in the lower valve E. The lower half of the upper valve E is mounted to turn in a suitable seat in the steam-chest F, and the upper portion ofsaid valveextendsintoa chamber F3, into which passes the motive agent from the supply-pipeF. Thelowerendsoftheportsaa/ are adapted to open into a channel F4, formed in the steam-chest F and leading to the upper end of the ports Z) b in the valve E, which latter is mounted to rotate completely in a seat formed in the steam-chest F. The relation of the ports a a to the port-s l) b is such that when the port b opens, the port a closes, the port b opens,and port acloses. Now when the cut-ott valve E' lags behind it is evident that the ports d and a admit steam longer to the valve E,according to requirements. When the engines are set to run a certain number of revolutions in a time unit and any additional load is thrown on,then the yielding connection of the auxiliary engine A operates to keep up the speed by turning the valve E accordingly, and when the load is thrown o the valve E is likewise actuated from the yielding connection to keep the engine from racing. The lower ends of the ports b ZJ are adapted to discharge the steain into a chamber F5, connected by ports c c with the interior of the cylinder A2 at opposite sides of the abutment- B,as is plainlyindicated in Fig. 3. The ports c c at the chamber Fare controlled by valves F6 F7, respectively, held on the ends of a level' F8, fulcru med at its middle in the chamber F5, so that one of the ports is closed by its corresponding valve at the time the other port is open. Thus the port c or c not used at the time as the ad mission-port for the motive agent is closed, while the other port is open. For instance, asshown in Fig. 3, the port c is closed and the port c is open and is the admission-port for allowing the motive agent to pass into the cylinder A2 at the righthand side of the abutment B and act successi vely on the piston-heads H H' to rotate the piston C in the direction of the arrow d'.

The piston-heads H H are mounted to slide diametrically opposite each other in the piston C and extend for this purpose in correspondingly-shaped openings C2, each leading at its inner end to a chamber C3, containing a spring H3, pressing against the inner end of the corresponding piston-head to insure an outward movement of thepiston-head, so that the packing H4 in the piston-head contacts with the inner peripheral surface of the cylinder. The inner end of the edge of the piston-head H is provided with a flange H2, litting in the chamber C3 and abutting on the shoulder between the opening C2 and the chamber C3, so that the outward movement of the piston-head is limited by theange coming in contact with the shoulder, as will be readily understood by reference to Fig. 3, whereby only the packing H4 in the outerend of the piston is forced in contact with the peripheral surface of the cylinder. The inner end of each of the chambers C3 is connected by a port e with a chamber C4, connected by ports e e2 with the interior of the cylinder on opposite sides of the correspondingabutment, so that the motive agent on the pressure side of the piston-head can pass through the corresponding port into the chamber C and from the latter by the port e into the chamber C3 to press against the pistonhead H and force the same outward until the flange H2 abuts against the shoulder in the piston, thus relieving the packing H4 of any sudden jar when moving in contact with the inner surface of the cylinder and also preventing any more friction on the inner surface of the cylinder than that of the spring in the piston-head. The other port on the exhaust side of the piston-head H or H is in communication with the outer air by Way of the exhaust ports and valves, as hereinafter more fully described, and in order to close this port on the exhaust side of the pistonhead valves C5 C are provided, held on a lever C7', fulcrumed at its middle in the chamber Cl.

Now when the several parts are in the position shownin Fig. Sand motive agent passes into the cylinder A2, then it can pass through the port e for the piston-head H into the chamber c4 to force the valve c to its seat and close the port e2, while the other valve c5 remains open. When the engine is reversed and the port c becomes the inlet-port, then the motive agent passes through the port c2 into the chamber c4 to open the valve c and close the valve c5 on the port c', which latter is now on the exhaust side of the piston-head. The valves c5 and c thus control the motive agent to and from the chambers c3 c4 to cause the motive agent to press the piston-heads H H outward and hold their shoulders H2 against the piston, the valves also serving to prevent compression or vacuum in the said IOO IOS

IlO

IZO

f2 f3, respectively, in the exhaust-valves J J',

mounted to oscillate in suitable bearings formed on the outside of the cylinder A2. (See Figs. 3 and 4.) The ports f2 f3 are adapted to register with ports f4f5, respectively, formed in the lower portion of the cylinderwall and connecting with an exhaust-port f3, leading to the outer air. The valves J J are so arranged that when the port of one connects the interior of the cylinder with the outer air by way of the exhaust-port f3, then the other valve is in a closed position. For instance, as shown in Fig. 3, the valve J is closed while the valve-J is open-that is, its port f3 connects with the ports f' and fto connect the interior of the cylinder with the atmosphere by way of the port f3. When the port c becomes the inlet-port, the position of the valves J J is reversed, so that the valve J' is closed, and the valve J then connects the interior of the cylinder with the atmosphere by way of the ports ff'2 and f4f6.

The exhaust-valves J J operate in unison with the exhaust-valves J2 J3 for the auxiliary or governing engine A', only in a reverse direction-that is, when the valves VJ J3 are open the valves J2 J are. closed, and when the valves J J3 are closed the valves J J2 are open. For this purposethe following mechanism is provided, controlled .by the reversing-lever J4, adapted to be manipulated by the operator and arranged t0 be engaged with a notched segment J5, carried by the engine A. (See Fig. 4.) The reversing-lever J4 is secured on one end of the stem J6 of the valve J3, and said lever is connected by a link J7 with an arm J8 on the stem J9 of the eXhaustvalve J2. On the stem J6 of the exhaustvalve J3 is also secured a bevel gear-Wheel J10 in mesh with a bevel gear-wheel J, secured on a shaft J12, carrying at its lower end a bevel gear-wheel J13 in mesh with a bevel gear-wheel J 14, secured on the stem J15 of the exhaust-valve J'. On the stem J15 is secured an arm J1, connected by a link J17 with an arm J18 on the stem J19of the reversing-valve J. It is evident that when the operator moves the reversing-lever J4 from a vertical normal position to either the right or the left, then the several exhaust-valves J J J2 J3 are correspondingly manipulated for running the main engine A in a forward or reverse direction at the same time the auxiliary engine is run in a forward or in a reverse direction, according to the position in which the lever J4 is moved.

The admission of the motive agent to the cylinder A3 of the governing-engine A is essentially the same as that described in the Letters Patent above referred to-that is, the motive agent passes from the end of the cylinder adjacent to the head A7 through a valve-seat K into a cylindrical valve L, se-

cured on the shaft D' and mounted to turn in a central bore C3, formed at one end of the piston C. (See Figs. l and 7.) The motive agent passes from the valve L past the valves N into chambers Cgby way of a port h, leading from the bore C3 to the said chambers, and the motive agent passes from each chamber C3 through one of two ports 1l or t" into the cylinder at the working side of the pistonheads H5 H6, arranged diametrically opposite each other and similar in yconstruction to the piston-heads H H', above described inreference to the engine A. The ports i il are controlled by valves O O', secured on a lever O2, fulcrurned at its middle in the chamber C9, so that the port for t" which is on the exhaust side of the corresponding piston-head H5 or H6 closes, while the other port is open to allow the motive agent to pass to the Working or pressure side of the piston-heads.

The valve-seat K is provided with a cutout portion K', and the cylindrical cut-off valve L, rotating on the said valve-seat and rigidly secured to the shaft D', is provided with two oppositely arranged ports g g', adapted to connect alternately the cut-out portion K of the valve-seat K with the ports h h' to allow the motive agent to pass from the end of the cylinder through the cut-out portion K and the ports g g h h' and the valves N into the chamber Cgat the time the valves N are open, so that the motive agent finally passes from the chamber C9 th rough the open ports c' 0r t" to the working or pressure side of the cylinder to rotate the piston C' either in a reverse or forward directionthat is, in the direction opposite to that in which the piston C is traveling. Each of the valves N has its valve-stem N journaled in suitable bearings in the piston C', and the outer ends of the said valve-stems N' adjacent to the head A3 are provided with crank-arms N2, (see Figs. 5 and 7,) pivotally connected with the eccentric-strap N3 of an eccentric disk N4, secured to or formed 'on a bracket N3 on the cylinder-head A6, as is plainly indicated in Fig. 5. It is evident that when the piston C' rotates the stems N' move with the piston, and in doing so carry the eccentric-strap N3 around the fixed eccentric disk, so that a rotary motion is given bythe eccentric-strap and the crank-arms N2 to the valve-stems N', so as to rotate the valves N, and thereby open and close the same at the proper time. The valves N serve to prevent the motive agent from pressing the piston-heads H5 H3 outward lIO at the time lthe valve K is cutting off at or ffl- H5 or H(i to force the latter into an outermost position b y the live steam. A spring H2 presses on each piston -head H5 and H6, the same as the spring H3 on the piston-heads H H', and this spring H3 serves to hold the piston-head H5 or H6 in position to work until the motive agent begins to come through the valve N, as the latter is closed until the piston-head H5 0r H6 is in front of the port f. The springs also serve to hold the pistonheads in proper position when the engine is running very slow. The valve L is formed at the inside with an offset L2 to balance the valve-seat K, as steam can get under the seat and balance all of it except that portion covering the port g.

The valveseat K is under the control of the operator and is also controlled by the boilerpressure, and for this purpose similar devices are employed to those shown and described in the patent above referred to, with the eX- ception that the valve-seat K is not rigidly connected with the gear-wheel K2, but by a lug and notch to allow the valve-seat to take up its own wear. The gear-wheel K2 is in mesh with a gear-wheel K2, secured on a shaft K4, connected by a gearing with a handwheel KG, under the control of the engineer for turning the hand-wheel so as to rotate the valve-seat K to move the same into proper position for running the engine A' forward or backward. A controlling device P for controlling the valve-seat K according to boilerpressure is provided with a cylinder P', in which reciprocates aspring-pressed piston P2, said cylinder P being connected by avalved pipe P3 with the steam-inlet pipe F2 for the engine A'. The piston P2 is connected by the mechanism PA1 with the shaft K4, and this mechanism is the same as the one described in the patent above referred to, so that further description of the same is not deemed necessary, it being understood, however, that when the boiler-pressure increases beyond a normal pressure then the piston P2 is forced downward beyond its normal position to rotate the valve-seat K,so that the latter changes its position relatively to the cut-olf valve L, according to the-increase in the boiler-pressure, and consequently cut off takes place sooner on an increase of pressure, and a like result in a reverse direction takes place when the boiler-pressure decreases, as the spring on the piston P2 then pushes the latter npward and the valve-seat K is turned in the opposite direction and changes its position relatively to that of the valve L, so that the cut off takes place later and more steam is admitted to the cylinder. The valve P5 in the pipe P3 is actuated from the link J7 by the same mechanism as described in the patent above referred to, so that when it is desired to reverse the engine the cylinder P' is connected with the outer air, while steam is cut off from the cylinder to permit of conveniently reversing the engine. The controlling device for the valve-seat K is also provided with an indicator for indicating the position of the valve-seat relatively to the cut-off valve L, and as this device is the same as that described in the patent previously referred to it is not deemed necessary to describe the same again in detail.

The yielding connection between the piston C and the shaft D' is similar to the one described in the patent referred to-that is, it is provided with disks Q Q', rods Q3, a disk Q4, pressed on by a spring R, and all contained in a bore C11, adjacent to the bore C8, containing the cut-oft' valve L. The two disks Q Q' are loose on their shaft and are provided with friction-rollers Q2, engaged by projections C12, extending from the wall of the bore C11 in an inward direction, so that when the piston is rotated the projections carry the disks along. The disks Q Q' are provided at their hubs with inwardly-projecting pins Q5 Q6, adapted to engage annular grooves D7 and spiral grooves DS, formed on an enlarged portion of the shaft D', as plainly shown in Fig. 7. Now when the load on the shaft D' increases beyond a normal load, then the shaft D drags relatively to the piston C', and in doing so the disk Q' is caused to travel inward toward the disk Q at the time the pin Q6 permits the pis ton C' to rotate to bring the piston in such relative position to the cnt-off valve L that the cut-off takes place later, so as to allow more steam to pass into the cylinder and overcome the increase in the load. ln case the load decreases the disk Q' moves outward by the tension of the spring R, and consequently said disk tends to turn the piston C' faster to reduce the amount of steam passing into the cylinder. In either case the spring tends to equalize the discrepancy between the pressure of the steam in the cylinder and the load connected with the shaft D', so that the disk Q' moves correspondingly, and consequently the admission of steam to the cylinder and piston is governed according to and from the load by way of the shaft D'. When the engine is reversed, the action is the same as above described, the only difference being that it is the disk Q that moves toward or from the other disk, Q', butagainst the tension of the spring R, for the purpose set forth.

In order to indicate the horse-power of the engine, the following device is provided, reference being had to Fig. l: On the outer end of the shaft E2 for the upper cnt-olf valve E is arranged a sleeve S, having an annular groove S' engaged by a pin on a pointer S2, fulcrumed on a suitable bracket carried by the steam-chest F, the pointer on a graduation S3 indicating horse power from zero upward, both when the engine runs in a forward direction and when it is reversed. On the sleeve S is secured a gear-wheel S, in mesh with a gear-wheel S5, secured on the shaft D' adjacent to the bevel gear-wheel D2, and on the hub of the gear-wheel S4 is secured a pin S6, extending into a spiral slot S7, formed on one end of the shaft E2. The rotary mo- IOO IIO

tion of the shaft D is transmitted by the gear-wheel S5 fo the gear-wheel S4 and the sleeve S, and when the shafts D and E2 travel at a different rate of speed it is evident that the sleeve S is caused to slide on the shaft E2, owing to the pin S6 engaging the spiral groove S7, so that the shifting of' the sleeve on the shaft causes the pointer S2 to swing to indicate the horse-power.

In order to counterbalance the piston-heads H H in the piston C, the following device is provided, reference being had to Figs. 1 and 8: On the outer faces of the-ends of the piston B are secured or formed the oppositelyarranged guideways T, formed at their inner parallel edges with grooves T for receiving the opposite sides of a block T2, formed with an elongated slot T2 for the free passagel of the shaft D, and on thesaid block are pivoted the shoes T4, engaging cam rings or grooves T5, formed on the inside of the cylinder-heads A4 A5. Now when .the piston B rotates the block T2 is shifted in its guideways T by the action of the shoes T4 traveling in the camgrooves T5, so that the piston-heads H H' are counterbalanced to insure an easyuniform running of the piston in the cylinder A2 without jerk or jar.

To permit the removal of the shoes T4 for repairs or otherwise without removing the cylinder-heads A4 A5, holes larger than and of the shape of the shoes are formed in the said heads and leading into the cam-grooves T5, and said openings are closed by plates ,carry ing plugs fitting said openings, as clearly shown in Figs. 1 and 4.

The packings B B' in the cylinders A2 and A3 are alike in construction, and each consists of four chalnbered blocks B2 B3 B4 B5, (see Figs. 9, 10, 11, and 12,) the blocks B2 B3 having tongues and recesses 1 and 2 on each side and pressed apart by a spring B7, surrounding a rod 3, having bearing in blocks 4 in the chamber of the blocks B2 B2, and the blocks B4 B5 are similarly arranged and pressed apart by a spring BB. The sets of blocks B2 B2 and B4 B5 are pressed apart in a 'radial direction by a spring B2, and the side flanges B6 of the set of blocks B4 B5 are provided with side Iianges B5, extending from opposite faces and overlapping a portion of the sides of the set of blocks B2 B5. By the arrangement described the blocks are pressed outward and fit snugly against the inside of the annular flanges C12 of the pistons C C and radially to make tight contact with theperipheral surface of the pistons between their danges C42.

The packings H4 for the piston-heads H, H', H5, and HG are alike in construction, and each consists of two longitudinally-extending bars H7, overlapping each other at their inner ends and carnyingattheirouterendsspring-pressed heads H8, t'ting into recesses at the inner faces of the flanges C15. (See Fig. 1.) The bars H7 are mounted to slide radially on pins H2, carried by the piston-head and extending through elongated grooves in the said bars.

. the said ports.

(See Fig. 7.) The bars are pressed at their under sides by the free end of a spring H10 to hold the outer faces of the bars in contact with the inner surface of the cylinder A2 or A5. The tops of the bars are provided with transverse arms H11, fitting into corresponding recesses in the piston-head, and the said arms H11 slide under partitions in the ports ff to allow the packings H4 to readily pass (See top of Fig. 7.) The inner overlapping ends of the bars are pivotally connected to insure a uniform simultaneous movement of both ha rs and a consequent even wear thereof.

The flanges O72 of the pistons C C engage with their peripheral faces packing-rings U, set in annular recesses in the cylinders A2 A5, respectively, to prevent leakage of the motive agent from the cylinder past the said flanges.

The pipe F9, connected with the motiveagent supply, (see Fig. 4,) opens into the cylinder-head A6 to fill the latter with steam the same as the other cylinder-head, A7. A port lo connects with a channel Z in each of the exhaust-valves J2 J 4 to conduct the motive agent through a port n into the cylinder.

The operation is as followsz` When the engines are at rest, the cut-off valve E is closed at the time the piston C is at the commencement of its working travel. When steam is Simultaneously admitted to both engines, then the engines are ready to be started, the reversing-lever J4 being then in the center notch of the segment J5, so that no steam is yet admitted through the valves of either engine. Now by the operator throwing the lever J4 partly over to one side and admitting steam to the controlling-engine A then the piston C' is caused to rotate in the cylinder A2 against the tension of the spring R. As the positive valve E is secured to the shaft D and always commences to open at the same time that the piston-heads H and l-I' commence their working travel, and the shaft D' is in solid connection with the main engine-shaft D, it is evident that said valve E will remain stationary until the gear-wheel G2,which turns with the piston C', rotates the pinions G and the gear-wheels G5 G6 in a reverse direction and with them the valve E4 until the latter is suiiciently open for the admitted steam to overcome the load on the main shaft D. It is understood that the cutoff valve`E when working at zero is always just closing as the other and positive valve E is just opening. The reason for having the gear-wheel G5 and the pinions G loose on their shafts is to cause a retarding motion on the cut-off valve Ethat is, the bracket G4, secured on the piston C', gains on the shaft D; but the gaining motion is turned into a losing motion, so far `as the valve E is concerned, .by the small pinions G, thereby prolonging the cut-off'when the load is thrown on. The head G, on which the pinions G are mounted to revolve loosely, is fastened with a set-screw to the shaft D', thereby carrying IOO the said pinions G' around to cause the gearwlieels G5 and GrG to go with it, the only variation between the bracket Gr'1 and the gearwheels G5 GfG being what the tension of the spring R allows. As above explained, the amount of tension given to the spring R is indicated by the pointer S2 on the graduation S3 as the sleeve S is caused to slide on the shaft E2 according to the variation of part of a revolution in the speed between the shafts E2 and D'. The reason for the lever J4 being but partly thrown over, as previously mentioned, is to allow steam to pass into the piston C to start the auxiliary engine. This is done by the exhaust-valves J2 J3 making connection at the channels Z with the ports 7c and 1t, so that steam from the head A*i can pass by way of said ports and channels into the engine-cylinder and behind the pistonhead H5 or H to start the piston in the direction of the arrow d2. When the lever J4 is thrown over sufficiently to allow a partial opening of the exhaust-valves J2 and J3, then the channel Z in the corresponding valve connects the said ports, as above described,'and when steam has moved against the pistonhead H5 or HG and against the tension of the spring R suiiiciently to uncover the port h then the lever JAl can be thrown completely over and the ports 7i; and n and the channel l in the valvej2 or J3 will now be disconnected and shutoff. When the lever J4 is in its middle position and the valve-seat K is indicated centrally, then both exhaust and inlet are closed on both engines by the gearing Ju J13. Therefore the piston C, being inactive, brings the cut-off valve E to cut-off (or closed) position just as the positive valve E is coining open, and the engines cannot get steam. Therefore the ports d and l) are not open both at once in any position of revolution when the lever J4 is in the middle position; but when the lever J4 is in either of its outer notches then the engines are working and the port et on the cut-off valve E will stand in relation to the port b on the positive valve, the variation caused by load causing cut-off valve E' to drag through the spur-wheels G Gf. Each port a and b, also n. and b', (acting in pairs,) is in operation for one half-revolution of the main engine and then turns over and acts on another half-revolution of the main engine before getting back to the first position. For instance, if the ports a and b act on the piston-head H when the piston H gets around to exhaust then the ports a and b will be closed and the other pair, ct` and b', will act on the piston-head I-l/ in like manner. This is the reason why an auxiliary engine only revolves once for the main engine revolving twice.

Between the inner disk Q of the yielding connection and the adjacent cut-off valve L is arranged a bearing-disk L3 to carry the piston C centrally, and thereby prevent the said valve L from coming in frictional contact with its chamber.

By having a double engine, as described, the greater part of the power is thrown upon a shaft connected to a piston, so that in case of a large double engine the strain is not thrown on the yielding spring connection any more than is suiiicient to `govern both engines.

Having thus fully described myinvention, I claim as new and desire to secure by Letters Patentl. The combination with a main rotary engine and an admission-valve operated thereby, of a controlling-engine for controlling the main-engine ad mission-valve, the controllingengine consisting` of a rotary engine geared with said valve, substantially as shown and described.

2. The combination with a main rotary engine, of a controlling-engine for controlling the main-engine admission-valve, said controlling-engine comprising a revoluble piston in a cylinder, and a yielding connection between said piston and said valve, substantially as shown and described.

3. The combination, with a main rotary engine havini.r a piston fast on the main shaft, of an auxiliary or controlling rotary engine having its shaft `geared to the main shaft and yieldingly connected with its piston, substantially as shown and described.

4L. The combination, with a main rotary engine having a piston fast on the main shaft, of an auxiliary or controlling rotary engine having its shaft geared to the main shaft and yieldingly connected with its piston, the yielding connection controlling the admission-valve of the main engine, substantially as shown and described.

5. The combination with a main rotary engine having two admission valves, one of which is positively actuated from the main shaft, of an auxiliary rot-ary engine having a yielding connection between its piston and shaft, the latter being directly geared to the shaft of the main engine, and the yielding connection controlling the second admissionvalve of the main engine, substantially as shown and described.

G. A rotary engine, provided with a piston, a piston-head slidable in said piston, and having a packing comprising spring-pressed bars slidable radially in the piston head, and spring-pressed caps on the ends of the bars and fitting into recesses in the piston-flanges, the inner overlappingr ends of the said bars being pivotally connected with each other to cause the bars to yield in unison, substantially as shown and described.

7. A rotary engine, provided with a piston, a piston-head slidable in said piston, and having a packing comprising spring-pressed bars slidable radially in the piston-head, springpressed caps on the ends of the barsand fit-V ting into recesses in the piston-flanges, and transverse guide-arms on the tops of the bars, and fitting into recesses in the pistonheads, substantially as shown and described.

8. A rotary engine, provided with a cylin- IOO IIO

drical piston containing valves covering ports exposed to the atmosphere, said ports also acting as feed-ports and also as relief-ports for the piston-heads, said ports also acting to prevent vacuum and compression, substantially as shown and described.

9. A rotary engine, provided with a cylindrical piston containing a rotating valve to prevent pressure on the piston-heads while the latter are receding from the cylinder-abutments, said valve also acting to balance said piston-heads, substantially as shown and described.

10. A rotary engine, provided with a cylindrical piston containing a rotating valve to vprevent pressure on the piston-heads while the latter are receding from the cylinder-abutments, said valve. also acting to balance said piston-heads, and means, substantially as described, for actuating the said valve from the piston when the latter rotates, substantially as shown and described.

11. A rotary engine, provided withacylindrical piston containing a rotating valve to prevent pressure on the piston-heads while the latter are receding from the cylinder-abutments, said valve also acting to balance said piston-heads, a stationary eccentric-disk, an eccentric-strap, and a crank-arm on the stem of the said valve to rotate the latter when the piston is rotated, substantially as shown and described.

12. A rotary engine provided with an abutment-packing, comprising four chambered blocks arranged in pairs, the blocks of each pair being provided with engaging tongues and recesses and pressed apart by a spring in the cham bers thereof, one pair of blocks being provided with side lianges overlapping the blocks of the other pair, the pairs of blocks being pressed apart by a spring, substantially as described.

13. A rotary engine provided with an abutment-packing, comprising four blocks ar,- ranged in pairs pressed apart by a spring, the blocks of each pair being chambered and 4provided with engaging tongues and recesses, bearing-blocks in the chambers, a rod engaging the said blocks, and a spring surrounding the rod, substantially as described.

14. A rotary engine provided with an abutment-packing, consisting of four chambered blocks arranged in pairs, the pairs being pressed apart by a spring, each pair being provided with engaging tongues and recesses and one pair with side iianges overlapping the other pair, the blocks of each pair containing a bearing-block in its chamber, with which a rod surrounded bya spring engages, substantially as described.

15. A rotary engine, provided with a positively-d riven admission-va1ve,a cut-off valve, and a yieldingcon nection between said valves, substantially as shown and described.

16. A rotary engine provided with a valve actuated positively by action of a solid gearing with main shaft of engine, and a valve actuated variably by a yielding connection between the governor mechanism and main shaft, said yielding` connection comprising pinions journaled loosely on a head on the positive-valve shaft, and gear-wheels in mesh with opposite sides of said pinions, one of the gear-wheels being fastened to positive-valve shaft and the other connected to and varied by motive power acting on a piston connected by a spring to positive-valve shaft, substantially as described.

17. A rotary engine provided with a rotary positive valve, and a rotary variable valve, each valve having two ports passingr centrally through the valves with a partition between, the ports being at right angles to each other, substantially as described.

18.. A rotary engine,provided with a piston, piston-heads slidable therein, and a counterbalancing device for said piston-heads, the said device comprising a ixed eccentric-ring, shoes sliding in the ring, and a block slidable on the said piston and carrying the said shoes, substantially as shown and described.

19. A rotary engine, provided with a piston, piston-heads slidable therein, a counterbalancing device for said piston-heads, the said device comprising a fixed greater half of a cam ring or groove and a lesser half of a truecircle ring or groove, shoes sliding in said portions of the true and cam groove, a block slidable on the said piston and carrying the said shoes, and means whereby the shoes may be readily applied or removed, substantially as shown and described.

20. A rotary engine, provided with a means vfor automatically starting the engine, the means comprising a reversing exhaust-valve having a channel at one end, and ports through the cylinder, to admit steam through the ports and channel to the cylinder in advance of the regular steam-inlet,substantially as shown and described.

21. A rotary engine, provided with a powerindicator, comprising a loose gear-Wheelon the cut-off-valve shaft and in mesh with a gear on the positively-driven admission-valve shaft, the loose gear-wheel having a pin engaging a spiral groove in the cut-off-valve shaft,a yielding connection between the shafts of the said valves and a pointer engaged by the hub of the said loose gear-wheel, substantially as shown and described.

`In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

THOMAS OROSTON.

Witnesses:

W. FESENFELD, GEO. P. REUTEN.

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