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Publication numberUS616643 A
Publication typeGrant
Publication dateDec 27, 1898
Filing dateJun 28, 1897
Publication numberUS 616643 A, US 616643A, US-A-616643, US616643 A, US616643A
InventorsEber Blake Tree
Original AssigneeBy Direct And jmesne Assignments
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Rotary engine
US 616643 A
Abstract  available in
Previous page
Next page
Claims  available in
Description  (OCR text may contain errors)

Patented Dec. 27. |898.

nu. s|s,643.



(Application med :una 2s.' 1897.;

(No Modal.) 3 sheets-sheet I.

Patented Dec. 27, i898.



(Application led June 28, 1897.`

3 Sheets-Sheet 2.

(No Model.)

No. 6|6,643. Patented Dec. 27, |898. E. B. TREE.


(ppucaeion med .rune safe, 1697. ("0 New s sheets-ahw s.





SPECIFICATION forming part of Letters Patent No. 616,643, dated December 27, 1898.

Application tiled .Tune 28, 1897. `Serial No. 642,590. (No model.)

fc @ZZ whom it 'nw/y concern:

Be it known that I, EBEE BLAKE TREE, insurance agent, ofthe town of XVoodstock, in the county of Oxford, in the Province of Ontario, Canada, have invented certain new and useful Improvements in Rotary Engines, of which the following is a specification.

My invention relates to improvements in rotary engines; and the object of the invento tion is to design a simple, easily-controlled, noiseless, and economic forni of rotary engine in which there will be no back pressure, which may be run at a very high rate of speed with little wear or tear, and in which the expansion of the steam may be used as advantageously, if not more so, than in the ordinary reciprocating engine; and it consists, essentially, in the novel construction and arrangement of the parts hereinafter described, and zo more particularly set forth in the claims.

Figure l is a perspective view of my rotary engine, with one side of the casing partially in section to exhibit the interior construction. Fig. E2 is a vertical cross-section. Fig. 3 is a longitudinal vertical sect-ion. Fig. 4 is a detail showing the means of packing the slots through which the wing-pistons extend. Fig. 5 is a perspective detail of the concentric packing-rings. Fig. G is a detail of the pistonring and end disks. Fig. 7 is a diagrammatic view of the piston-ring and inner periphery of the casing.

In the drawings like letters and numerals of reference indicate corresponding parts in each figure.

A is the main shaft, which has secured to its inner end the disk B. Ois the outer diskplate of the casing, and c is the bushing, secured to the casing, through which the shaft extends. O is the plate at the opposite side, which is provided with a central hollow projecting portion c', having a central tapered aperture c2, through which extends the tapered end cs of the stud C2, which has a crankshaped end C4, the pin of which I designate cl. The pin of courseis eccentric to the shaft. The stud O2 is secured in position by a nut c, which is screwed onto the threaded reduced end.

B is the rin g-piston,which preferably forms 5o part of the disk B, and B2 is the disk on the opposite side thereof to the disk B. The hub of the disk B is keyed to the shaft A, and the hub of the disk B2 revolves upon the stud O2.

l) is an annular projection on the disk B2, which iits into a corresponding recess in the end of the ring-piston B', and thereby forms a steam-tight joint between the disk and piston. The disk B2 is bolted to the ring-piston, so that the piston rotates with it. The lower portion of the ring-piston in Fig. 3 is shown in dotted lines as one of the Wings hereinafter described is centrally located.

D is the central portion of the casing, which is secured to the disk-plates by bolts CZ. It will be noticed that the inner sides of disks B and B2 are separated slightly from the central portion D and that the outer sides of the disks B and B2 are separated from the disks C and C.

D is the bed-plate, which forinspart of the central portion D of the casing, and D2 is a chamber formed beneath the central portion of the casing and provided with ports d2 at each end.

D3 is the exhaust-port, which is formed of a series of tubular holes arranged in alinement. By making the exhaust-ports in this form I am enabled to preserve the concentric interior of t-he chamber D, The chamber D4 is concentric to the pin c4, with the exception at the top, where it has a slight depression d3, into which the ring-piston fits.

G are split packing-rings, triangular in cross-section, which tit into corresponding recesses in the central portion D at the edge of the concentric chamber D4.

G are correspondingly-formed 'split packing-rings located peripherally circumferentially outside of the packing-rings G and in corresponding recesses.

G2 are manila packing-rings located to the inside of the packing-rings G.

G3 are compression-rings (see Figs. 2 and 3) located to the inside of the manilapackingrings G2 and compressibly held against the manila packing-rings G2 by the springs g2.

It will thus be seen that a perfectly steam'- tight joint is provided around the edges of the chamber DL between the central portion D and the rotatable disks B and B2.

H are wings provided with inwardly-extending arms 7i', which are journaled on the pin c4, as indicated. The wings extend through cross-slots 7L in the rollers H', such rollers extending through apertures B3 in the ring-piston B' into recesses b3 and b4 in the disks B and B2, respectively.

h2 are two holes which extend through the rollers H', being open on the edge of the slot 7L, such holes being lled with manila, so as to render the slot through which the wings pass steam-tight. The concentric faces of the apertures B3, through which the rollers H extend, are' provided at each side with manila packings B4, which are held against the rollers H by the wedge-blocks (See Fig. The outer ends of the recesses b3 and b4, into which the rollers H' extend, are closed and made steam-tight by the screw-caps b5. The outer and side edges of the wings H are packed by the L-shaped packing-blocks, which extend along each side and to the center of the outer edge of each wing I'I, where they are beveled, as shown. A wedge-block E' fits between the center ends. To the inside of the L-shaped packing-blocks is situated manila packing E2, which is compressibly held against the outer L-shaped packingblocks by the inner spring-held L-shaped compression-strips The wedge-block E is held so as to force the L-shaped blocks E outwardly by the cross-strip E4, compressed by one of the springs It will thus be 'seen that the edges of the wings H contacting with the disks B2 and inner periphery of the chamber D4 are rendered steam-tight.

J is a packing-block extending across the center of the recess (73, and J is a manila packing-block situated above the packing-block J, and J2 is a compression-strip located above Jthe manila packing. The packing-block J is made in two parts, separated by the wedgeshaped block J3. The strip J2 is made in two parts, separated by the plate J 4, which is pressed by the springs j', so as to provide a wedging action to take up the wear of the two parts of the block J', which, it will be n0- iiced on reference to Fig. 3, abut at the outside the packingrings G and Gr'.

I are ports which lead from the central aperture I', preferably tapered from end to end and located in the upper portion of the casing above the packing J, to points in the concentric chamber-DLl on each side of the upper portion of the ring-piston B'. The aperture I' is provided with a valve-plug I2, having a cut-o partition substantially U-shaped in cross-section and a central longitudinal opening I3, leading to the open end of the aperture I', which communicates around the edge of the disk B and by the passage-way t' at the bottom with the exhaust.

K is a steam-chest secured at the top to the center portion D of the casing.

K' is the steam-port, which is separated from the chest by the partition K2.

7c is the valve-port in the partition K2,'and 7a' is the inlet-port leading from the top of the valve-chest into the steam-port.

7t3is the steam-pipe leading into the steamchest.

L is the valve-rod, which derives its upward-and-downward movement through the ordinary link-motion and eccentrics, which it is not necessary to describe. It is snflicient to say that the valve-rod extends through the upper end of the steam-chest and is provided with a plate at the lower end having a port 754. The steam-port is ordinarily closed by the cock M is a handle which is connected to the end of the valve-plug I', extends through a slot in the casing, and is designed to reverse the valve byswinging such handle upwardly, and thus reverse the direction of rotation of the engine, as will be understood from what is described hereinafter. At the same time the handle M would come in contact with the lower end of the bell-crank N, which is connected by the bar n to the link, and such link will be thrown over into the position shown in dotted lines, thus providing for the proper working of the valve for reversing.

Ashereinbefore described, I preferably provide three wings H. In starting the engine I turn on the cock 705, so as to permit of the steam to pass from the chest through the steam-inlet port 7.5', port K', passage-way 2, into the valve-chamber I', whence it passes through the passage-way I against the right wing Hin the position shown in the drawings. The eccentric will now be so arranged on the shaft that the valve-rod L would pass upwardly, opening the valve-port 7a and permitting the steam to pass from the steam-chest through the port K and passage-way 2, valveaperture I', and port I against the next succeeding wing. The cock-7c5may be at any time closed after once the engine is started. The eccentric is so timed that the steam is admitted through the port K' during a small part of the distance traversed by the wing from the position shown in the drawings to the position of the wing shown above the exhaust-port, and the expansion of the steam thus admitted would take place to drive such wing the remaining portion of the distance to above the exhaust-port, thus utilizing to the greatest possible extent the expansive force of the steam. Then the valve-rod is caused to move downwardly still farther the port 7a4 will come opposite to the port 7a and cause the admission of the steam for the next succeeding wing,when the expansion will take place as before. Upon the valve-rod now being caused to rise by the eccentric the lower end of the valve-plate will again nncoverthe port 71e and cause the admission of the steam against the third succeeding wing, thus providing for the admission of the steam three times during the revolution, or once for each