US702675A - Rotary engine. - Google Patents

Description

v9m W. 7., e n u .l d e .t n er .I a. P Hm am WE HY .M FT .0 En" 5. l 6, 2 0 l 0. N

. (Application filed Jan. 28, 1902.) (No M odel.)

3 Sheets-Sheet l;

Nb. 702,675. Patented :une I7, |902.`

E. F. PICKETT. L

ROTARY ENGINE. I i (Application med Jah. 2s. 1902.) "3 (lo Model.) 3 She'ets-Sheet 2.

No. 702,675. Painted :une I7, |902.

" E. F. PICKETT.

` ROTARY ENGINE'.

. (App1ia i'n med Jan. 2s, 1902.) l Y (No model.) 1,1 I a sheets-sheet 3.

i rs weren: no. moroummwsmncfm o c UNITED STATES? ATENT trios.

EDWARD FORBES PICKETT, OF BUFFALO, NEVYORK.

ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent No. 702,675, dated June 17, 1902. Application filed January'ZS, 1902. Serial No. 90l938. (No model.)

T0 all whom t may concern/.1

Be it known that I, EDWARD FORBES PICK- ETT, a citizen of the United States, residing at Buffalo, in the county of Erie, State of New York, have inventeda :new and useful Improvement in Rotary Engines, ot which the following is a specification.

This invention relates to the class ofV rotary engines in which a piston-cylinder is pivoted concentric with the steam-cylinder.

The object of my invention is to provide a rotary engine having a limited number of moving parts and adapted to receive fluid energy during a portion of its revolution, to expand the said fluid in compound cylinders, to avoid a dead-center and permit starting the engine with the piston in any position, and rotate in either direction.

I do not limit myself to the use of any particular fluid-pressure as a moving agent; but

for convenience in describing the operation of the engine I will designate steam as the motive power.

In the accompanying drawings like letters of reference show like parts, and the darkersection lining shows the movingcylinder or piston. l y

Figure l is a vertical section of a compound expansion-engine, taken through the small steam-chamber. Fig. 2 is a vertical cross,- section through both chambers. Fig. Sshows the gear arrangement for reversing the eX- haust-valve. Fig. 4 is a vertical section showing the piston-lug of the first or high-pressure chamber passing under and displacing the first abutment. This figure also shows a modification of the exhaust-valve. Fig. 5 is a horizontal section on line H II, Fig. 4. Figs. 6, 7, and 8 shoviT modications in the arrangement of parts.

Referring to Figs. l and 2, the engine is provided with two parallel steam-chambers designed for high and low pressure and lying between two concentrically-arranged cylinders. The stationary cylinder A is formed with an annular partitiona, which is gbored to fit the outside 'diameter of the piston B and separates the two steam-chambers. y A segmental recess Whose radius extends to the outer diameter of the piston is formed on each side of the said partition. Abutments O and C', having radial wings ofequal length, which insures equal pressure against the wings, are

pivoted in the said recesses, and each abutment moves independently of the other. Springs n and n, secured to the pivots, hold theabutments in a line vertical to the engine-axis and with one Wing touching the outer cylinder, While the other contacts withA the rotary piston. The piston-cylinder is provided With lugsp andp, tting the steamchambers and consisting, preferably, of tubular steam-packin g or other suitable material secu red to a spring,which holds the lug against the bore of the outer cylinder. The lugs are ydesigned tojdisplace the abutments by impact and cause them to rotate or oscillate with every turn of the piston, and they are so arranged that when one abutment is opened the other will be closed, thus preventing a dead-center. This may be eected by placing one pair of either the abutments or the lugs With one out of alinemeut with the other of the same pair.

An opening which I Will term the transranged in combination with the exhaust-ports as follows: An inlet-port t' and an exhaustport e open into the iirst chamber at-the right of the abutment O, and similar ports fr" and e open into the second chamber at the left of abutment C. Thus each steam-chamber is provided with a supply and an exhaust port on the opposite side of the abutment to the entrance of the transfer-passage. A tubular shaft I is journaled in the piston-cylinder and remains stationary during the rotation of the engine.

according to the direction in which the engine moves. An eXhaust-valveE is'iitted in the partition and provided with an aperture h, adapted to register With the exhaust-ports e and e', and thus Withdraw the expanded The shaftis provided with an aper-` `ture adapted toregister With either inlet-port,

steam from either chamber. The lever L is fulcrumed on -the side of the engine and may turn or reverse the exhaust-valve by means of a rack and gear, as shown in Fig. 3, and it also moves the supply-shaft by means of bevelsgears either longitudinally to direct live steam into either chamber or it may be rotated to bring its aperture in register with the inlet-port, as may be necessary in starting the engine. The shaft is rotatably held in a sleeve which carries the gear attached to the lever, and the other gear-wheel is fixed to the shaft, as shown. A pulley-shaft s extends outwardly from the piston and affords means for the transmission of power by pulley or otherwise.

In Figs. t and 5 the exhaust-Valve E is iitted in a bore parallel to the engine-axis and directly secured to the hand-lever, by which it may be drawn in or out to open either exhaust-port. I do not limit myself to placing either the exhaust valve or ports in any special position, the object sought being to withdraw steam from each chamber at points opposite to one another in relation to the abutments.

To conveniently illustrate the operation ot' the engine, I have indicated the movement of live steam by a double-arrow mark, the transfer oi. steam into the second chamber by a single arrow, and the final exhaust by a dotted-arrow mark.

In starting the engine the supply-shaft will be moved inwardly to admit steam through its aperture into the inlet-port fi, and the rotation of the piston over the shaft will cut oi the supply after one quarter-turn. The steam then enters the liigli-pressu re chamber to the right of the abutment C, Figs. I and 2, which, being balanced, receives the impact equally on both wings and remains stationary. The steam-pressure on the lug p ro tates the piston-cylinder to the right, and when one revolution is completed the partially-expanded steam enters the low-pressure chamber at the right of abutment C. The steam expands against p during another rotation of the piston and then exhausts from the port c and through the aperture 7L of the exhaust-valve E, Figs. 2 and 5. In reversing the engine the handle of the lever is moved inwardly, and the opposite exhaustport e is opened, and the shaft I is drawn out to direct the steam-jet into the inlet-port t2 The steam then enters the second chamber for its initial impulse and expands at the left oi' the abutment, rotates the piston to the left, and exhausts from the first chamber.

In orderthat no dead-center shall occur when starting the engine, the piston-lugs 1J and p are out of alinement, so that one precedes the other in passing an abutment, as shown in Figs. a and 5. In this case assume the engine at rest, with the lug p under the abutment C, and it is desired to start the engine to the right. The steam entering the inlet-port t would have no effect on, the iu g p.

It will, however, pass through d and d into the second chamber, and the abutment C being closed allows the steam to expand between it and the second lug p', thereby starting the engine. Vhen the first lugp is moved sufficiently to allow the abutment C to assume its normal position, the steamjet from the same port twill at once act in the first chamber and against the lug p, entering the second chamber only after the first expansion is completed.

In Figs. 6 and 7 the abutment is modified and arranged to rotate one quarterturn with every stroke of the piston. The exhaust and inlet ports are placed in the inner cylinder, and the exhaust-valve as well as the supplypipe are fitted in the journal ot` the engine, and both are movable longitudinally to open their respective ports. In this case the outer cylinder carries the piston-lug, a side view oi which is shown at Fig. 8.

I claim- 1. A rotary engine comprising a stationary cylinder or body, annular steam-chambers, one arranged for high pressure and the other for low pressure, an abutmentin each chamber, a rotary piston having a lug fitting each chamber, said lugs being out of alinement with each other, a passage connecting one steain-chamberat the left with the other chamber at the right of the said abutments, an inlet and an exhaust port opening from each chamber on the opposite side of the abutment to the entrance oi' the said passage, a supplypipe adapted to admit steam into either inletport, and an exliaust-valve arranged to withdraw steam from either exhaust-port, substantially as described.

2. A rotary engine comprising a stationary cylinder or body, an annular partition separating two steam-chambers, said chambers arranged for high and low pressure, a movable abutment pivoted in each chamber, a rotary piston concentric with the said stationary cylinder and having a lug fitting each chamber, said lugs being out of alinement with each other, a passage connecting one steamschamber at the left with the other chamber at the right of the said abutments, an exhaust-port in each chamber on the opposite side of the abutment to the entrance of the said passage, inlet-ports arranged to admit steam into one chamber at the left and into the other chamber at the right of the said piston-lugs and between the lug and the abutment, a supplyshaft journaled in the engine and arranged to admit steam into either inlet-port, an exhaust-valve adapted to withdraw steam from either exhaust-port, and a lever engaging the said shaft and exhaust-valve and adapted to move them for the purpose of opening or closing the said inlet or exhaust ports, substantially as described.

EDWARD FORBES PICKICTT.

NVitnesses:

ELLA J. BLACKMAN, L. W. Dniiitind.

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