US716642A - Rotary engine. - Google Patents

Description

' No. 7161542a Patentad Dec. 23, |902. W. J. MACKLE. ROTARY ENGINE. (Applicatirm Bled Aug. 22, 1902.) (N'o Model.) '2 Sheets-S'hagt l.

- un. 7|a,s42. 'Patented nec. 23,1902;

w. J.' MACKLE.

ROTARY ENGINE.

(Application led Aug. 22, 1902A (nu Model.) 2 shets-sheet -2'.

llirnn rnrns PATENT OFFICE.

VILLIAM J. MAOKLE, OE ELIZABETH, NEV JERSEY, ASSIGNOR OF ONE- j HALE TO PETER M. KLING, OE ELIZABETH, NEW JERSEY.

ROTARY ENGINE.

SPECFICATION forming part of Letters Patent No. 716,642, dated December 23, 1902- Application tiled August 22,1902. Serial No. 120.611. (No model.)

T0 all whom, it may concern.-

Be it known that I, WILLIAM J. MAGKLE, a citizen of the United States, residing at Elizabeth, New Jersey, have invented certain new and useful Improvements in Rotary Engines, of which the following is a specication.

My invention relates to engines of the rotary type, and has for its object to provide an engine of simple construction and economical of steam consumption and in which the pressure of the steam itself maintains steam-tight joints between moving parts.

Further objects of my invention are to provide an engine of such construction that any pressure which would tend to impair the packing or open joints which should be steamtight is reduced to a minimum, to provide moving parts of such construction that wear is automatically taken up, and to provide a piston of such construction that its contact with the cylinder is automatically preserved steam-tight and wear compensated for.

A construction of engine embodying my invention is illustrated in the accompanying drawings, in which- Figure l is a vertical section transversely of the cylinder. Fig. 2 is a vertical section longitudinally of the cylinder. Fig. 3 is a top plan View of the piston. Figs. @l and 5 are views showing details of various parts of the engine.

The same reference letters and numerals are applied to the same parts in the different views.

l have illustrated a simple form of engine consisting of a single main cylinder; but it is to be understood that other similar cylinders may be connected to the same shaft, thus making engines of multiple or compound type, as Well as providing means for obviating dead-centers.

A indicates the casinglor shell of the engine which is of such form as to provide a housing for moving parts as well as to form the body of the cylinder. This casing is provided with screw-threaded flanges B for the attachment ofthe cylinder-heads B B2. The cylinderheads are provided with suitable apertured hubs to provide journals for the shaft T. The joints between the casing and the cylinder-heads and also thehubs of the latter are provided with the usual steam-packing gaskets and packing-glands, respectively, to preserve them steam-tight.

Attached to the shaft T, so as to rotate therewith, is a hub E. In this hub is asteam port and channel 13, by which steam is fed to the cylinder from the steam-inlet 3 in the cylinder-head B. Mounted in this hub is the piston Q. The piston is formed of flaring shape, as shown, being Wider at its extremity than near its seat. It is loosely mounted in its seat, so as to allow of movement radially. The object of providing a piston of flaring shape and admitting of radial movement will be explained later. The face yof the piston Q is provided with a marginal plate 16, of soft metal-such as, for instance, Babbitt metalas clearly shown in Figs. l and 3 of the drawings. This marginal plate is adjustably secured to the face of the piston Q by'means of an undercut plate 17, the beveled edges of which engage the beveled edges of the marginal plate, as shown in the drawings. The plate 17 is held on the piston-face by means of screws 13.

Mounted so as to have a slight sliding 1ongitudinal movement on hub E are cone-pieces F F2. These cones may be retained in place and have their outward longitudinal movement limited by screw-threaded collars f f, which are secured on threaded shoulders formed on ends of hub E. These cones are provided with sloping or beveled inner faces accurately fitting against beveled faces, so as to form an angle bearing thereupon. The respective bearing-faces of the cylinder and the cones must be made to fit securely, so that when the cones are pressed into contact with cylinder-faces a steam-tight joint is formed. The outer ends of the cones F F2 are recessed to form steam-chests 2 2. The steamchests at each end of the cylinder communicate through channels 15 in the hub E. The

steam-chests are preserved steam-tight by suitable packing interposed between the cylinder-heads and the cones. A suitable cut-` off J is provided in the end hub E, by which the admission of steam to the cylinder is regulated. This cut-off is held in position by pins I in cylinder-head B', so as to allow of longitudinal movement. The cut-off may be regulated to work the engine expansively.

Above the cylinder is arranged a casing O, inclosing the actuating device for fulcrum or abutment AG. In the machine illustrated this actuating device consists of a cylinder 4, provided with piston L, to which is attached rod K. At the lower end of rod K is attached fulcrum G, which enters the cylinder and at the limit of its downward movement abuts against hub E, so as to form a tight joint therewith. At the limit of the upward movement fulcrum G is withdrawn from the cylinder, so as to permit piston Q to pass by in its revolutions. Piston-rod K is guided in its movements through packing-glands H and O, the latter being conveniently carried bya centrally-apertured plate D, screwed onto the top of the cylinder.

The fulcrum or abutment G is constructed, as shown in Fig. 4 of the drawings, of two members 19 and 19, provided with mating shoulders 2O 20. The members 19 19L are secured together by means of a screw 21, which passes through a slot in the member 19 and is screwed into the member 19, so that member 19 has a slight vertical longitudinal play with respect to the member 19". The shoulders 2O 20L on the respective members form a cam-surface to force the members apart and automatically cause a tight joint between the fulcrum or abutment and the walls of its aperture, through which it reciprocates.

Cylinder 4 is provided with a packing-gland N for the passage ofthe piston-rod K and with a cap P. Aspring M is provided beneath piston L, exerting an upward pressure thereon for the purpose of keeping fulcrum G in a raised position out of the cylinder 1 and of the path of piston Q when the engine is not inoperation.

Within the walls of cylinder-casings C and A, arranged as shown in the drawings, are suitable steam passages and ports 9, l0, 11, and 12, by means of which steam is admitted at the proper times to and from 1cylinder 4. Theadmission of steam to these passages is controlled by the rotations of the cones F and F2, which are provided with steam-passages 5,`6, 7, and 8, so arranged as to come into communication with passages 9, 10, 1l, and 12 at and for the proper time to actuate the fulcrum G. The arrangement of these passages will be understood fromthe following description of the operation of the engine. Steam being admitted at the inlet 3 into steam-chests 2 2 enters the cylinder through passage 13, the entry to which is controlled by cut-off plate J. Simultaneously the steam enters channel 5 in cone F', which communicates with steam-chest 2, as shown in dotted lines. Passage 5 is of such length as to maintain communication with passage 9 for such a period of time as will keep fulcrum G in its depressed position within the cylinder, as shown in Fig. 1, until it is required to be raised out of the path of piston Q. Vhen piston Q has reached the point when it is about topas's fulcrum G, passage 7 in cone F2 comes into communication with steamchest 2 2 and passage 11, and thus admits steam to the lower side of piston L, thus forcing the piston to raise fulcrum G out of the path of piston Q. It will be apparent that passage 7 in cone F2 is much shorter than passage 5, since fulcrum G is required to be raised for a much shorter period of time than it is required to be depressed. The exhaust from the lower end of cylinder 4 is through passage 10 and channel 6 in the cone F2 to the exhaust-port 14, with which it communicates by lateral passage in the engine-casing. The exhaust from the upper end of cylinder 4 is through passage 10 to channel 8 in the cone F', which communicates through a lateral branch or passage with exhaust-port 14.

Although I have described and shown the `actuation of fulcrum G by means of steampressure, I may, if desired, actuate the same by means of acam or eccentric and pitman connected with the main shaft, for instance. I may also use other fluid pressure than steam.

An important feature of my invention, as above indicated, is the angular bearing-faces of cones F' F2, which,together with the sloping faces of the cylinder upon which they bear and the longitudinal movement permitted to the cones, automatically take up all wear. The steam-pressure in the steamchests upon the outer surfaces of the cones keeps the cones in close contact with the cylinder-faces. The angle of slope of the conefaces and cylinder-faces may be of any desired degree to accomplish the best results. I have found that the best results are secured when the angle of slope is greater than forty-five degrees with reference to the shaft.

Another advantage which my form of construction confers is that the surface of the cones exposed 1o steam-pressure from the interior of the cylinder is much smaller than that exposed to the exterior steam-pressure from the steam-chests. This obviates all tendency of the cones to move outwardly by reason of the pressure from the outside being in excess of that from within the cylinder. This not only insures a tight joint between the cone and cylinder faces, but the pressure from the interior of the cylinder counteracts the pressure from the exterior and greatly reduces the lfriction and binding between the faces. By having the interior of the cylinder of the form shown in the drawingsthat is, of a somewhat-globular form, the cross-sectional area on the median line greater than the cross-sectional area of its end openingsthe interior pressure on the cone-pieces is reduced, thus still further maintaining the disparity between the outer and inner 'pressu re on the cone-pieces.

It will be seen that by regulating the amount of steam applied to the steam-chests the dif- IOO ference in pressure on the outer and inner faces of the cones may be adjusted so as to reduce the friction between the cylinder and cone faces to a minimum, while at the same time preserving a steam-tight joint.

The form and manner of mounting of my piston, as before intimated, is an important feature of my invention. By reason of its iiaring shape and its longitudinal or radial play in its seat the pressure of the steam upon its sloping face tends to force it outwardly against the cylinder-wall, thus preventing any leakage of steam past its extremity. The centrifugal force developed during the running of engine also tends to throw the piston outwardly against the cylinder-wall. By forming the face of the piston with a marginal plate of soft metal engaged by the plate 17 the pressure of the steam upon said plate 17 tends to press outwardly the soft-metal plate 1G against the walls of the cylinder,

thus automatically insuring a steam-tight.

joint around the edges of the piston. The plate 17 being attached to the piston by means of a screw, as shown, all wear of the marginal plate 16 may be taken up.

The abutment 19, being constructed as shown in Fig. Ll, automatically forms a steamtight joint at the moment it comes into action. At every downward thrust its member 19 strikes the hub E, causing its shoulder 2O to engage with the shoulder 20 of its mating member, and thereby force the two members apart to insure a steam-tight joint around the sides of the abutment. On the retreat of the abutment Gr to allow the piston Q to pass the same the member 1) drops, and thus relieves the abutment of friction in its reciprocation through the cylinder-body.

Thus it will be seen that an engine constructed according to myinvention possesses nnmeronsfeatnresofadvantage. Itsworking joints are automatically maintained steamtight, thus insuring economy of steam consumption. Vear is taken up without the need of inspecting and adjustment of inaccessible parts.

Having thus described my invention, the following is what I claim as new therein and desire to secure by Letters Patent:

1. In a rotary engine, a steam-cylinder having at its ends sloping bearing-faces, conepieces mounted to close the ends of said cylinder with their sloping faces coincident with the sloping bearing-faces of the cylinder, said cone-pieces being movable toward and from said cylinder and having steam chests at their outer ends.

2. In a rotary engine, a steam-cylinder having at its ends outwardly-sloping bearingfaces, cone-pieces mounted to close the ends of said cylinder with their sloping faces coincident with the sloping bearing-faces of the cylinder, said cone-pieces being movable toward and from said cylinder and having steam-chests at their outer ends.

3. In a rotary engine, a steam-cylinder having at its ends sloping bearing-faces, conepieces mounted to close the ends of said cylinder with their sloping faces coincident with the sloping bearing-faces of the cylinder, said cone-pieces being movable toward and from said cylinder and having steam chests at their outer ends, the cone pieces having greater area exposed to steam-pressure from the steam-chests than is exposed to pressure from within the cylinder.

11. In a rotary engine, a cylinder having its interior of greater cross-sectional area at the median line thereof than at the ends thereof, and having its ends formed with sloping bearing-faces, cone-pieces mounted to close the ends of said cylinder with their sloping faces coincident with the sloping bearing-faces of the cylinder, said cone-pieces being movable toward and from said cylinder and having steam-chests at their outer ends.

5. In a rotary engine, a steam-cylinder having its interior of greater cross-sectional area at the median line thereof than at the ends lthereof, and having its ends formed with outwardly sloping bearing faces, cone pieces mounted to close the ends of said cylinder with their sloping faces coincident with the sloping bearing-faces of the cylinder, said cone-pieces being movable toward and from said cylinder and having steam -chests at their outer ends.

6. In a rotaryengine having its interior of greater cross-sectional area at the median line thereof than at the ends thereof, and having its ends formed with sloping bearing-faces, cone-pieces mounted to close the ends of said cylinder with their sloping faces coincident with the sloping bearing-faces of the cylinder, said cone-pieces being movable toward and from said cylinder and having steamchests at their outer ends, the cone-pieces having greater area exposed to steam-pressure from the steam-chests than is exposed to pressure from within the cylinder.

7. In a rotary engine, a cylinder, a shaft passing through said cylinder, a piston carried by said shaft, a fulcrum reciprocated into and out of said cylinder, said fulcrum when within the cylinder forming with said piston a closed steam-chamber, and means to hold said fulcrum out of the path of said piston when the engine is not in operation.

8. In a rotary engine, the cylinder, a shaft passing through said cylinder, a piston carried by said shaft, a fulcrum reciprocated into and out of said cylinder, an auxiliary cylinder to operate said fulcrum, a spring interposed between the lower face of the piston within the said auxiliary cylinder and lower cylinder-head thereof, said spring exerting upward pressure upon said auxiliary piston to hold the fulcrum out of the path in the main cylinder when the engine is not in operation.

9. In a rotary engine, a main cylinder, a shaft passing through the same, a piston carried by said shaft, a fulcrum reciprocated into IOO IIO

and out of said cylinder to form With said piston a closed steam-chamber, an auxiliary cylinder to operate the said fulcrum, cone-pieces mounted on the shaft of said main cylinder and having steam-chests at their outer ends, ports in said cone-pieces communicating With said steam-chests and said main cylinder, and other ports and passages Within said conepieces communicating With said steam-chests and said auxiliary cylinder.

10. In a rotary engine, a cylinder, a shaft passing through the same, a hub mountedon said shaft, cone-pieces mounted on said shaft to close the ends of the cylinder, steam-chests at the outer ends of said cone-pieces, passages Within the hub connecting the steamchest of one cone-piece With the steam-chest of the other cone-piece.

1l. In a rotary engine, a steam-cylinder having at its ends sloping bearing-faces, a shaft passing through saidcylinder, conepieces mounted on said shaft to close the ends of said cylinder with their sloping faces coincident with the sloping bearing-face of the cylinder, said cone-pieces being movable longitudinally of the shaft, steam-chests at the outer ends of said cone-pieces, a hub mounted on said shaft, passages Within the hub connecting the steam chest of one conepiece with the steam-chest of the other conewas@ pable of radial movement therein, said piston having its pressure-face inclined to the direction of steam-pressure, the inclination of said face beingsuch that the pressure of steam thereon will tend to force the piston radially outward.

14. A piston having packing on the pressure-face thereof, and means coperating with said packing and responsive to the steampressure thereof to press said packing toward the cylinder-Walls. y

15. A piston having a marginal packingplate on its pressure-face, a plate engaging said packing-plate to retain it in position, both said plates having beveled engaging edges.

16. A piston having a marginal packingplate on its pressure-face, said plate having beveled edges, a retaining-plate having undercut edges engaging said packing-plate, and adjustable means to cause the retaining-plate to press the packing-plate toward the cylinder-Walls.

17. A piston having a marginal packing plate on its pressure-face, said plate having beveled edges, a retaining-plate having undercut edges engaging said packing-plate, and adjustable means to cause the retaining-plate to press the packing-plate toward the cylinder, said retaining-plate tending to press the packing-plate toward the cylinder-Walls When the piston is subjected to steam-pressure.

18. A piston having on its pressure-face a marginal packing-plate of antifriction metal provided with beveled edges, a retaining-plate having undercut beveled edges engaging said packing-plate, means to adjust the engagement of the two plates and to take up Wearl of the packing-plate.

WILLIAM J. MACKLE. Witnesses:

H. C. WORKMAN, P. F. SONNEK.

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