IMPROVEMENTS IN CALORIC ENGINES
Year: 1884

page_text: I, HERBERT GUTHRIE of 22, Lime Grove, Longsight near Manchester, Engineer
do hereby declare the nature of my invention for IMPROVEMENTS IN CALORIC
ENGINES to be as follows, that is to say:
This Invention mainly consists of a peculiar mode of injecting cool air into the
cylinders of Caloric engines with the object of preventing over-heating without loss
of so much effective power by the conduction of heat through the walls as is
usually caused by water jacketing, radiating fins or similar expedients. The air
thus injected to form part of the charge for generating the dynamic power.
To accomplish this I prefer to use a piston of the plunger type, the plunger
portion being a sufficiently loose fit in the cylinder to form a small annular space
between it and the walls. Into this annular space I inject a part or the whole of
the air used for the charge; and to do this in the most effective way I cause the
injection to flow through a port or ports annularly situated in that part of the
cylinder close to the packed or working part of the piston and root of the plunger
so that the cool air thus introduced shall flow from the working parts along the
annular space to the combustion end and carry back with it the greater portion of
the heat conducted and radiated therefrom.
In carrying out this invention it is necessary (as stated in my application
No 9001 for "Improvements in Gas Engines") that gas and air be supplied to
the cylinder by separate channels so as to prevent any combustion going on in the
annular space between the plunger and the walls of the cylinder; but a portion of
the air may be led to the gas port near the combustion end of the cylinder so as to
mix with the gas as it enters and promote combustion.
In adapting these improvements to a caloric engine I lead a sufficient portion of
the air supply from the pump to a generator chamber, containing coke or some
such fuel, to form carbonic oxide gas; in which case a second pump, as in the gas
engine, is not necessary. This engine differs from other engines commonly known
as caloric in as much as, instead of completely consuming the fuel in the generating
chamber, it only converts it from the solid form to the gasious, that is to say from
carbon to carbonic oxide, the first stage of combustion only: the completion of
combustion taking place in the cylinder as in the gas engine before mentioned.
The generator chamber is formed of strong material capable of containing a high
pressure, as a boiler. It is lined with refractory material such as fire-bricks, and

page_text: has formed in its walls descending channels down which the carbonic oxide gas
quietly travels and deposits what dust it may carry from the generating chamber
in hoppers at the bottom; and then the gas, in a comparatively pure state, is led
to the cylinder where the combustion is completed in a similar way as in the gas
engine before named.
To prevent loss of heat at the combustion end of the cylinder I prefer to have a
lining insulated from the outer casing by some non-conducting material such as
asbestos or silica cotton. A further object of this insulated lining at the com-
bustion end is to accumulate sufficient heat and maintain a degree of incandescence
sufficient to secure the ignition of the charge as it enters: thus superceeding the
ordinary igniting valve with all its complicated gear. To secure the ignition of
the charge in the starting of the engine, and untill the above conditions obtain, any
of the well known expedients may be resorted to such as the electric spark from a
battery or electro accumulator charged by the dynamic energy of the engine
itself; or by an incandescent wire heated from similar sources. Or it may be
secured by the incandescence of a small tube running through a portion of the
combustion end of the cylinder and heated by a small regenerative gas burner
within the tube, but not in direct communication with the interior of the cylinder.
Dated this 14th day of June 1884

page_text: I, HERBERT GUTHRIE of 22, Lime Grove, Longsight, near Manchester in the county
of Lancaster; Engineer do hereby declare the nature of my invention for IMPROVE
MENTS IN CALORIC ENGINES and in what manner the same is to be performed,
to be particularly described and ascertained in and by the following statement, that
is to say:
This Invention mainly consists of a particular mode of injecting cool air into the
cylinders of caloric Engines with the object of preventing overheating without the
loss of so much effective power by the conduction of heat through the walls as is
usually caused by water jacketing, radiating fins or similar expedients. The air
thus injected to form part of the charge for generating the dynamic power.
To accomplish this I prefer to use a piston of the plunger type, the plunger
portion being a sufficiently loose fit in the cylinder to form a small annular space
between it and the walls. Into this annular space I inject a part or the whole of
the air used for the charge; and to do this in the most effective way, I cause the
injection to flow through a port or ports annularly situated in that part of the
cylinder close to the packed or working part of the piston and root of the plunger
so that the cool air thus introduced shall flow from the working parts along the
annular space to the combustion end and carry back with it the greater portion of
the heat conducted and radiated therefrom, all dust also being effectually driven
back from the sliding surfaces of piston and cylinder.
In carrying out this Invention it is necessary (as stated in my application
No 9001 for "Improvements in Gas Engines" that gas and air be supplied by
separate channels so as to prevent any combustion going on in the annular space
between the plunger and the walls of the cylinder: but a portion of the air may
be led to the hot air or gas port near the combustion end of the cylinder so as to
mix with the gas as it enters, and promote combustion.
Unlike the general type of caloric engines hitherto made I do not complete
combustion in the generator chamber, but convert it into a gas producer, and
complete combustion in the cylinder of the engine as in my "Improvements in Gas
Engines" before named. In this arrangement I lead a sufficient portion of the air
supply from the pump to a generator chamber, containing coke or some such fuel,
to form carbonic oxide gas: in which case a second pump, as in the gas engine, is
not necessary.
The generator chamber is of large capacity so as to contain sufficient fuel for a
long run, perhaps a day's work, and with the other object of maintaining a thick
fire as in a gas producer to insure the manufacture of carbonic oxide, a comparatively
cool gas which may be passed into the engine as hereafter described.
This chamber is formed of strong material capable of containing a high pressure
as a boiler. It is lined with refractory material, such as fire bricks, and has formed
in its walls descending channels down which the carbonic oxide gas quietly travels
and deposits what dust it may carry from the generator chamber in hoppers at the
bottom, and then the gas in a comparatively pure state is led to the cylinder where
the combustion is completed in a similar way as in the gas engine before named.

page_text: To prevent loss of heat at the combustion end of the cylinder, I prefer to have
a lining insulated from the outer casing by some non-conducting material such as
asbestos or silica cotton.
A further object of this insulated lining at the combustion end is to accumulate
sufficient heat and maintain a degree of incandescence sufficient to secure the
ignition of the charge as it enters: thus superseding the ordinary igniting valve
with all its complicated gear.
To secure the ignition of the charge in the starting of the engine, and until the
above conditions obtain, any of the well known expedients may be resorted to,
such as the electric spark from a battery or electro accumulator, charged by the
dynamic energy of the engine itself: or by an incandescent wire heated from
similar sources, or it may be secured by the incandescence of a small tube running
through a portion of the combustion end of the cylinder and heated by a small
regenerative gas burner within the tube, but not in direct communication with the
interior of the cylinder.
$
3
Referring to the drawings, M, is the generator chamber: N, the descending
passages: 0, the dust collectors or hoppers with spring vents at the bottom, serving
also as Safety Valves: Pare the uptakes leading to a collecting ring Q,.and thence
down the passage R to the engine. The reference letters, in the different views
correspond throughout. A is the air pump: C, and D, are respectively the air and
gas valves connected by a strap or buckle and actuated by the same cam or
eccentric motion.
}
E, and F, are the inlets to these valves; and G, and H, the port ways leading to
the cylinder.
I is an ordinary exhaust valve actuated by an eccentric and rod in the usual
manner. J, and K, is the piston of the power cylinder, the latter being a separable
part for the double purpose of insulating and being able of renewal.
The cylinder lining is made conical with the object of allowing for easy fitting
and tightening up after any contraction which might take place from the continued
high temperature. The insulating packing, besides serving the purpose of insulation
also serves the purpose of a cushion upon which the lining may expand without
overstraining the outer casing. The insulations and packings are sectioned with
dots.
Having now particularly described and ascertained the nature of my said
Invention, and in what manner the same is to be performed, I declare that what
I claim is
i.
1st The annular injection of cool air near the working parts in such a manner as
to collect and carry back to the combustion end the waste heat and harmful dust
tending towards those working parts, as herein before described.
2nd The peculiar combination of gas producer, multiple descending and ascending
passages with their dust depositing hoppers and combination vent and safety valves,
as herein before described.