US715977A

US715977A - Rotary engine.

Info

Publication number: US715977A
Application number: US10578102A
Authority: US
Inventors: Samuel Eugene Carothers
Original assignee: Individual
Current assignee: Individual
Priority date: 1902-05-03
Filing date: 1902-05-03
Publication date: 1902-12-16
Anticipated expiration: 1919-12-16

Description

No. 75,977.. Patented Dec. 16, I902.

S. E. CABOTHEBS.

ROTARY ENGINE. Ap umio filed May 3, 1902. (N0 Model.) 5 Sheets-Sheet I.

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W JWZZZZWWJ MW w I I A FTU/YNEYS THE Nonms ?ETERS co, PHOTO-LITHOY. WASHINGTDN, D. c.

No. 715,977. Patented Dec. I6, 1902.

8. 'E. CARUTHERS. ROTARY ENGINE.

(Application filed May 8, 1902.)

(No Model.) 5' Sheets-Sheet '2.

| WITNESSES: 2L //v VENTOH A TTORNE Y S N0. 7|5,977. Patented DBO. l6, I902.

s. E. CAROTHERS.

ROTARY ENGINE.

(Application filed my 8, 1902.) (No-Model.)

5 Sheets-Sheet 3.

w/rA/Esm IN VEN 70/? W Mimi r I f A TTORNE Y8 Patented Dec. I6, |90 2.. 8.. E. CARDTHERS.

ROTARY ENGINE.

(Application filed May 3, 1.902.)

(No Model.)

5 Sheets-Shet 4;

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No. 7|5,977. Patented Dec. |6-, I902.

- s. E. CAROTHERS. 4

ROTARY ENGINE.

(Application filed May 3, 1902.)

' 5 Sheets-Sheet 5 (No Model.)

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INVENTOI? A TTOHNFYS Unirrnn STAT S ATENT OFFICE.

SAMUEL EUGENE CAROTHERS, OF OONROE, TEXAS.

ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent No. 715,977, dated December 16, 1902.

Application filed May 3, 1902. $eria1No. 105,781. (No model.)

To a. whom, it may concern.-

Be it known that I, SAMUEL EUGENE O ROTHERs, a citizen of the United States, residing at Oonroe, in the county of Montgomery and State of Texas, have made certain new and useful Improvementsin Rotary Engines, of which the following is a specification.

My invention is an improvement in rotary engines, and particularly in that class of such engines wherein the piston is operated by di-. rect and expansive force of steam; and the invention consists in certain novel constructions and combinations of parts, as will be hereinafter described and claimed.

In the drawings, Figure 1 is a side View, and Fig. 2 is an end elevation, of my engine. Fig. 3 is an elevation from the opposite end from that shown in Fig. 2. vertical longitudinal section on about line 4 4 of Fig. 2, parts being removed. Fig. 5 is a cross-section on about line 5 5 of Fig. 1. Fig. 6 is a detail perspective view of the feedvalve. Fig. 7.is a detail enlarged section on about line 7 7 of Fig. 1, and Fig. 8 is a detail perspective View of one of the sliding abutments.

In carrying out my invention I provide a base A, on which is mounted the cylindershell B, having the ends 0, which are provided with bearings O for the shaft D, to which shaft is secured the piston E, operating concentrically within the cylinder and made of less diameter than the inner diameter of the cylinder providing the steam-space B and having the projecting blades E, which extend across the steam-space B, as best shown in Fig. 5. blades E, arranged diametrically opposite each other, the outer edges of the blades being packed at 6 against the inner surface of the cylinder-shell, while the ends of the pis-- ton are packed at e against the ends of the cylinder, as shown in Figs. 4 and 5. The

steam-chests F, preferably three in number,- as shown in Figs. 2, 3, and 5, are suitably ar-.

ranged in connection with the cylinder and communicate at their interiors with the insliding abutments G, which are packed at f,

as shown in Fig. 5. These sliding abutments G are packed at g at their inner edges and Fig. 4 is a As shown, I employ two are provided in their opposite sides with recesses G and G through which communication is established with the chambers H and H of the steam chest or casing F. These abutments constitute one end of expansion-chambers, whose other ends are provided by the blades of the piston, so the steam will operate between the abutments and said blades to drive the piston in one direction or the'other, according to the feed of steam. Thus if the live steam be admitted to the chambers H the piston will be turned in the direction indicated by the full-line arrows in Fig. 5, and the exhaust-steam will be forced into the chambers H of the steam-casing and disposed of in the manner presently described. It will be understood that means must be provided for moving the sliding abutments in and out, so they will occupy the position shown at the upper side and left of Fig. 5 when the steam is operating between the said abutments and the blades of the piston, and will be adjusted outward to the position shown at the right in Fig. 5 to permit the blade of the piston to pass, this being effected by mechanism which will presently be described.

It will be understood from the foregoing that steam is admitted to corresponding chambers of the steam-casings to drive the piston in one direction, and the steam will be exhausted through the other chambers of the casings,and, further, by reversing the feed of steam and supplying it through the other chambers of the chests or casings the piston can be caused to turn in the opposite direction.

As shown, the abutments G slide between parallel guide-plates F in their respective steam-chests, such guide-plates fitting close to the opposite sides of the abutment and terminating at their inner ends at f suificiently short of the inner ends of the steam casings or chests.

When the abutments are adjusted outward to the position shown at the right in F g. 5, the recesses G and G will be. closed by the guide-plates F as shown in the said Fig. 5. These guide-plates also combine with the sliding abutments in dividing the steamlevers I, which are pivoted at I, and have their other ends connected by links I with arms J of bell-crank levers J, which are pivoted at J and have their other arms J operating in a cam-groove K in the periphery of a wheel K, mounted on the shaft D. This cam-groove K is provided with a wing K in which the arms J travel when the abutment is forced into the position shown at the top and left in Fig. 5, and with a wing K in which the said arms J travel when the abutments are adjusted outwardly to the position at the right in Fig. 5, and with a connectingwing K extending between the wings K and K as will be understood from Figs. 1 and 4. As the cam-wheel revolves it will at the proper time cause the abutments to move in and out and to secure the operation before described.

By the described construction it will be noticed the steam may be admitted to corresponding chambers of tho steam-casing and will pass thence into the cylinder and operate the piston in one direction or the other, according to the chambers of the steam-casing to which the live steam is admitted. In order to control the direction of the piston and to effect a reversal of the engine whenever desired, I provide valve mechanism, including a valve L and a valve-casing M, in which said valve operates, and connections by which communication may be established between the valve-casing M and the opposite chambers of the steam-casings F. As shown, I provide the casing M with a feed-port M and an exhaust-port M preferably arranged diametrically opposite each other, and between the said ports M and M I provide opposite each other ports M and M", the valve L being arranged for adjustment within the casing, as shown in Fig. '7, so it may establish communication between the port M and the ports M and the port M and the ports M when adjusted to the full-line position shown in Fig. 7 or to cause the ports M and M to communicate and the ports M and M to communicate when adjusted to the dottedline position shown in the said Fig. '7. The ports M communicate through pipes 1 with the chambers H of the steam-casings F, while the ports M communicate through pipes 2 with the chambers H of the steam-casings F, as will be understood from Figs. 1, 2, 4, 5, and 7, it being understood that the

pipes

1 and 2 are suitably disposed to properly connect one section of the valve-casing with one set of chambers of the steam-casings and the other section of the valve-casing with the other set of chambers of the steam-casings, so the valve L may be adjusted, as will be understood from Fig. 7, to feed live steam to the chambers on one or the other side of the sliding abutments, the exhaust being properly effected from the opposite sides of such abutment, as will be understood from the drawings and preceding description. Any suitable governor mechanism, such as shown in Figs. 2 and 3, may be employed for controlling the throttle-valve, and the specific construction of such valve may be of any approved style.

In the operation of the described construction the valve L may be adjusted to either position by means of a hand-wheel L (see Fig. 4) or other suitable construction, and the engine will proceed to operate under the action of the steam, the lovers and cam devices, in connection with the sliding abutments, operating to shift the same in and out at proper intervals.

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

1. Theimprovementin rotary engines herein described, comprising the cylinder, the steam-chests located at intervals around the cylinder and communicating therewith and provided with guide-plates arranged within the steam-chests and terminating at their inner ends short of the inner ends of said chests and spaced apart to receive between them the sliding abutments, the sliding abutments operating within the steam chests and arranged to project at their inner ends in certain positions within the eylinderand having in their opposite faces the recesses for the passage of the steam when the abutments are adjusted to their innermost position, said recesses being arranged to be closed by the opposite guide-plates in the outermost position of the abutments, said abutments and guideplates combining to form partitions dividing the steam chests into separate chambers, means for operating the abutments, the piston provided with blades, and means whereby the steam and exhaust may be admitted and discharged, substantially as set forth.

2. The combination substantially as herein described, of the cylinder, the piston therein, and provided with blades, the steam chests or casings located at intervals around the eylinder and communicating at their interiors with the interior of the cylinder, the guideplates projecting inwardly from the outer walls of said steam-chests and terminating at their inner ends short of the inner ends of the chests and spaced apart to receive between them the sliding abutments, the sliding abutments operating between the said guideplates and provided in their opposite faces with recesses which are closed in one position of the abutments by the opposite plates and establish communication in the other position of the abutments between the steamchest and the cylinder, the levers connected with said abutments, the bell-crank levers having one arm connected with said first levers to operate the same, and the piston-shaft provided with a wheel having a cam-groove in which operates the other arms of the bellcrank lever, substantially as set forth.

3. The combination substantially as herein described, of the cylinder, the steam-chests located at intervals around the cylinder and provided with guide-plates and abutments dividing said chests into separate chambers,

the valve-casing having inlet and exhaust whereby it may be adjusted to feed and exports and a valve dividing it into sections haust steam from the several steam-chests, IO and provided in the opposite sections With snbstantiallyasandforthepurposessetfol'th. ports, and pipes connecting the ports of one section with one set of chambers of the valve- SAMUEL EUGENE OAROTHDRS' chest and the ports of the other section of the Witnesses: valve-casing with the other set of chambers W. M. WILLIAMS, 0f the valve-chest, the valve being shiftable, l M. ALSWORTH.