Improvements in Furnace Gas Engines or Aerothermic Motors.
Year: 1892

page_text: Date of Application, 7th May, 1892
Complete Specification Left, '7th Feb., 1893-Accepted, 15th Apr., 1893
PROVISIONAL SPECIFICATION.
Improvements in Furnace Gas Engines or Aerothermic Motors.
I, JAMES YATE JOHNSON of 47 Lincolns Inn Fields, in the County of Middlesex,
Gentleman, do hereby declare the nature of this invention (which has been com-
nunicated to me from abroad by Lucien Genty of Tours in the Republic of
France, Engineer) to be as follows:-
--
This invention has for its object the removal of the disadvantages which have
heretofore prevented hot air engines or aerothermic motors from coming into
general use.
In an aerothermic motor according to this invention the motor proper being of
the beam engine type is preferably fixed with its base on the level of the ground
upon a foundation in which are arranged an air chamber and an apparatus for
heating the compressed air. The beam in place of being suspended on a fixed
centre is supported on the upper end of a vertical arm capable of oscillating on
bearings on the bed plate.
That arm of the beam which is connected to the piston rod is connected at about
the middle of its length by two short rods or links to two pins on the upper part of
the motor cylinder so that the extremity of the beam is compelled to travel
practically in a straight line and the necessity for connecting the beam to the
piston by means of a jointed connecting rod is obviated.
The other extremity of the beam is connected to two connecting rods one of
which imparts rotary motion to the horizontal shaft of the engine whilst the other
works an air compressing pump supplying air to a compressed air chamber arranged
in the hollow bed plate.
The motor cylinder is firmly fixed in a vertical position being supported laterally
and longitudinally by stays or inclined legs and struts which enable it to resist the
oblique strain produced in working the engine.
In order to obviate the noise produced by drawing air direct from the engine
house the air pump is supplied from a large chamber arranged: below the level of
the floor and communicating with the external atmosphere. This air chamber by
regulating the flow of air through the pipe obviates the noise which. would be
caused by sudden or intermittent rushes of air. The air thus drawn in by the
pump passes through the suction valves and delivery valves which may be of any
suitable form. The delivery valves are arranged above the suction valves in the
interior of a semi-circular gallery or passage cast in one with the air pump cylinder
and by which the latter is connected to the air chamber. The pump cylinder is
cooled by a jacket in which water is caused to circulate.
The air from the pump being suitably cooled passes through a circular, passage
into the reservoir or storage chamber from which it passes into a supplementary
chamber arranged in the foundation.
The heat exchanger or regenerator in which the air is received on leaving the
latter chamber is composed of a long metal pipe- bent in a zig zag or, sinuous form
the external surfaces of which being provided with ribs in order to increase the
heating surface are heated by the hot exhaust gases discharged from the motor
cylinder. By these means the greater part of the heat which has not been
expended in doing work by acting upon the motor piston is utilized for heating the
supply of air. The said heat exchanger or worm is composed of short lengths of
tube in the form of the letter S connected together by flanges and bolts in such a
manner as to form for example three tiers of ten lengths each but I do not limit
myself to these numbers. These tubes are provided, in addition to the flanges,
with projections which are connected to vertical iron plates by which the three

page_text: lines of pipe are firmly tied together and are enabled to be lifted out in one piece.
The three worms are connected at each end to a suitable collecting pipe. This
combination is enclosed in a cast iron box or casing supported on a fixed point at
the end farthest from the engine being the end least heated by the exhaust gases
and supported at its other extremity upon a ball so as to enable the cast iron box
to expand under the influence of the high temperature to which it is exposed.
This casing is protected internally by a fire-brick lining which preserves it from
contact with the hot gas.
Before it enters the motor cylinder the compressed air is compelled to traverse
the whole length of the worm whilst the flames heat the ribs or webs on the
exterior of the worm the said ribs or webs being preferably arranged vertically.
To enable the combination of tubes to expand in the regenerator without injury
to the joints the air enters the regenerator through a bent pipe a part of which is
made of flattened or elliptical form in section the major axis of the ellipse being
vertical. This flattening of the tube renders it sufficiently flexible to enable it to
accommodate itself to the movements of the series of regenerating pipes. This
flexible tube is inserted in a rigid sleeve of slightly conical or taper form rigidly
attached to the side of the metal casing a hole being provided allowing the flexible
tube to pass through the side of the casing with sufficient play. On leaving the
regenerator the compressed air is conducted through a pipe to the inlet valve of
the motor.
The combination of air heating tubes or worms is attached to the sides of the
casing at the extremity nearest to the exhaust valve and is free to expand at the
other extremity which is supported upon a ball and is not connected to the case
except, by the flexible tube hereinbefore described.
The admission valve to which the compressed air is supplied at a relatively low
temperature through the long pipe is preferably a double balanced valve held to its
seat by a helical spring and worked by a cam on the horizontal shaft acting on a
combination of rods and bell crank levers. This gear is so constructed as to enable
a governor to cause the roller to work on either of two differently arranged cams
so as to increase or diminish the supply of air according to the variations in the
speed.
An apparatus may be employed consisting of a weighted piston in communication
with the compressed air chamber of the motor and so arranged that as the pressure
increases or diminishes this piston rises and falls and moves a valve which regulates
the proportion of air supplied.
After passing through the admission valve the air is divided into two portions one
of which passes into the lower part of the fuel whilst the other portion enters the
upper part of the combustion chamber and is used for the combustion of the
carbonic oxide.
The combustion chamber situated at the lower end of the motor cylinder is
constructed in such a manner as to be capable of being readily separated or detached
for examination or repairs being supported upon 4 wheels travelling upon rails.
The combustion chamber is placed in position by wheeling it under the cylinder and
attaching it by means of a tight joint made as hereinafter described. The
combustion chamber is of the shape of a funnel of cast iron lined with fireclay.
The bottom is enlarged or widened being formed by a basin slightly convex at the
centre and likewise protected by a fireproof lining.
Externally the lower part of the furnace is provided with a conical base formed
in the casting and supported upon the 4 wheels. The whole structure is
strengthened by vertical ribs which enable the combustion chamber to support a
considerable amount of vertical pressure. The passage supplying air to the
enlarged lower part is formed in casting in the casing of the combustion chamber.
This form of combustion chamber enables the fuel to be burned without a grate.
The lower part of the cast iron casing may be cooled by a water jacket at the
place where it is exposed to the highest temperature. The fire proof lining is
secured between two removeable iron rings the lower ring being loosely supported in

page_text: a corresponding recess in the lower part of the casing and the upper ring surrounding
the orifice of the funnel being on a level with the edges thereof and to which it is
attached by bolts. When the fire proof lining requires renewal the upper ring is
removed and the lining can then be readily repaired or remade. At the lower part
of the combustion chamber there is a door enabling the ash, clinkers or fuel to be
removed when required. This door requires to be tightly closed and to be capable
of resisting the pressure of the compressed air inside the combustion chamber.
With these objects the door is formed with a cylindrical part of the same radius or
curvature as the external casing of the combustion chamber to which it is accurately
fitted and is pressed to its seat or bearings on one side by a forked bar jointed at
one extremity to a fixed lug cast on the outer casing of the combustion chamber
and at the other extremity to two lugs on the door.
On the other side the door is secured by a strap or stirrup likewise hinged on a
fixed lug cast on the external casing and provided with a pressing screw which
bears against a projection on the door.
It is also necessary to provide means for agitating the fuel from the exterior and
loosening the clinkers formed in the combustion chamber without stopping the
motor. With this object there is provided on the outer side of the door hereinbefore
described a ball and socket swivel through the axis of which passes a poker or
stirring instrument capable of sliding longitudinally therein and of describing arcs
of circles in different directions from the centre of the said ball and socket or
swivel. The latter is formed by a ball or sphere working in a corresponding socket
or recess formed in the door itself. The ball is retained in position by a cap
provided with two lugs perforated with oval holes through which is passed an
eccentric pin or shaft rotated by means of a bandle. The trunnions of this shaft
work in the two lugs cast on the door but the central part of the axis working in
the two lugs on the cap is eccentric to the axis of the said trunnions.
The lower side of the cap is secured by a retaining bolt provided with nuts and
washers. By rotating the eccentric shaft the swivel or ball can be enabled to rotate
freely when the poker is employed for stirring the fire and can be firmly tightened
when the poker is not in use so as to prevent any escape of air either at the sides
of the ball or through the aperture provided for the poker.
By turning the ball into such a position as to close the said aperture the poker
may be withdrawn and laid aside.
The combustion chamber is supported on a steel disc provided with concentric
corrugations which impart to it a certain amount of elasticity. The circumference
of the disc bears against the underside of the base of the combustion chamber. The
centre of the disc is supported upon a strong beam suspended on screwed bolts
connected to the bed plate. The bearings of these supports are of spherical form
and the holes through which the suspending rods or bolts are passed are taper or
conical to allow of oscillation. By screwing up the nuts on the suspending bolts
the combustion chamber which is strengthened by vertical webs can be forced up
against the cylinder.
The joint between the lower edge of the cylinder and the upper edge of the
combustion chamber is packed with a composition of asbestos and plumbago. The
elasticity of the corrugated steel disc enables the combustion chamber to expand
freely in a vertical direction.
The motor cylinder is made in two parts. The lower part is lined with fire
clay, its length being equal to the stroke of the piston and it is provided with
the adinission and exhaust ports and with an opening through which fuel is intro-
duced into the combustion chamber. The upper part is bored out and is cooled by
a water jacket. On the top of this cylinder is bolted a cast iron ring carrying the
supports of the guide links.
The piston being in the form of a hollow plunger is made in three parts bolted
together in the interior. The lower part is of cylindro conical form and its under-
side fits into the conical part of the combustion chamber as closely as possible. In
order to preserve this lower part of the piston from burning or overheating it

page_text: is provided internally with vertical ribs or webs presenting a large radiating
surface.
The middle part of the piston is utilized for rigidly connecting the piston to its
rod by a conical socket connected to transverse arms. There is no joint requiring
lubrication in the interior of the piston.
The two parts of the piston are of a diameter slightly less than the internal
diameter of the cylinder so that they do not rub against the sides of the latter but
leave a narrow annular space between the two cylindrical surfaces. The piston is
made tight solely by the third part or upper section which is provided with suitable
metal packing or junk rings.
The piston is made of such a length that when it is at the upper part of its
stroke the two lower parts which are unprovided with packing fill the bored part
of the cylinder below the piston. This metal surface is thus effectually protected
from direct contact with the flame. In order to further protect this metallic surface
cold air may be injected into an annular groove formed above the first section.
This compressed air tends to escape upwards into the atmosphere and downwards
into the combustion chamber between the piston and the cylinder and being under
greater pressure than the pressure in the cylinder and in the combustion chamber
renders it impossible for the flames and dust to pass between the piston and the
sides of the cylinder.
This cold air is supplied from the compressed air chamber by means of a vertical
tube closed at its lower end and moving with the piston. In this tube works
another tube of smaller diameter which is stationary. This second tube works in
glands like the plunger of a pump and introduces into the first tube a continual
supply of compressed air. The tube attached to the piston communicates with the
groove from which the air is injected into the annular space between the cylinder
and the piston.
The water employed for cooling the working part of this piston is supplied
through a tube provided with flexible parts carried along the beam. After
circulating in the hollow sides of the piston the water is discharged through a pipe
similar to that by which it was introduced.
This fuel is introduced into the combustion chamber by means of a charging or
stoking apparatus attached to the side of the cylinder and constructed with a
hollow feed cylinder rotating in a cylindrical seat cooled by water.
In order to
introduce a charge of fuel into the combustion chamber the fuel is placed in a
cavity formed in the feed cylinder and by means of a crank handle the said cylinder
is rotated upon its axis so as to invert it and cause the cavity to coincide with
an inclined passage through which the fuel slides into the combustion chamber.
The underside of the motor piston is provided with a recess opposite to the feed
opening so that the latter may not be closed by the piston when it is at the bottom
of its stroke.
The hollow rotary feed cylinder is pressed to its semi-cylindrical seat by means
of two levers which transmit to the axis or journals of the cylinder the pressure
which they receive from two rods adjustably connected to their extremities by nuts
and washers. These rods are provided at their other extremities with eyes in
which work the ends of an eccentric shaft by rotating which the feed cylinder can
be tightened on its seat in the same way as the hall and socket joint of the stirring
mechanism hereinbefore described so that no leakage can take place between the
sides of the cylinder and its seat.
When it is necessary to introduce a charge of fuel a lever handle on the eccentric
shaft is moved so as to loosen the charging cylinder sufficiently to enable it to turn
in its seat. When the fuel has been introduced and the cylinder brought back to
the closed position the parts are tightened up by returning the handle to its
original position.
The gases after acting on the motor piston are discharged into the casing of the
regenerator through an exhaust valve which is opened by a motor at the required
intervals. The construction of a durable and efficient valve for this purpose

page_text: presents peculiar difficulties. The exhaust valve must always fit perfectly tight
but during the exhaust it is exposed to a kind of blow-pipe jet which would rapidly
burn and destroy a valve of ordinary construction. Moreover the exhaust carries
with it mechanically a quantity of particles of carbon of dust and of sparks which
would be liable to get between the rubbing surfaces of the guides causing them to
bind or stick and would be liable to stop between the valve and its seat so as to
prevent it from closing properly.
These disadvantages are obviated by constructing the exhaust valve somewhat
in the shape of a bottle in the interior of which a current of cold water is
caused to flow being introduced at the lower part through a vertical pipe and
escaping at the upper part through another pipe after having cooled the sides of
the valve.
When closed the valve rests upon its seat and cuts off the communication between
a space through which the gases are discharged from the cylinder and an exhaust
chamber.
The valve is guided by means of two metallic linings made in segments one of
which surrounds the lower part of the valve whilst the other surrounds the
upper part which is of smaller diameter. The lower lining is capable of sliding
vertically in the casing in the same way as the piston of a steam engine and works
in a cylindrical opening bored out in the valve box and cooled by a current of
water. The upper lining works in a similar manner in a sleeve forming a tight
joint with the valve box.
The valve is brought down on to its seat by the action of compressed air supplied
from the air chamber through a small pipe acting upon the annular shoulder formed
by the difference in the diameters of the two parts of the valve. At the upper
part of this valve there is fixed a stirrup into which projects one arm of a bell
crank lever which bears upon the lower extremity of an adjustable screw. This
lever receiving oscillating motion from a cam on the crank shaft by the intervention
of a connecting rod lifts and opens the exhaust valve and allows it to descend and
close at the required intervals.
The lift of the valve is equal to one quarter of the diameter of the orifice
which it covers or in other words its stroke is made as short as possible. The
capacity of the space surrounding the valve is also made as small as possible in
order to reduce the waste space to a minimum but its shape is designed with a
view to guiding the exhaust gases in a most advantageous manner.
When the valve is raised the exhaust gases rush through the exhaust port and
are divided into two lateral currents by a spur or projection in the passage.
Each of these currents being caused to flow around half the circumference of the
exhaust valve the sectional area of the two halves of the annular passage diminish
in the same proportion as the volume of gas traversing the corresponding parts
of the opening. The exhaust gases draw with them into the annular passage a
stream of sparks but as the valve is drawn up into the lower section of the guiding
cylinder it is protected during the whole of the period of the exhaust. The
lower end only of the valve which serves to direct the gaseous current is
unprotected but is continually cooled and is consequently not liable to be injured.
Particles of solid matter cannot accumulate upon the seat of the valve which is
purposely made narrow and inclined.
The continued escape of air entering the annular space above the valve prevents
the dust and hot gases from entering and constitutes a species of protecting sheath
around the valve.
With this arrangement of the exhaust valve no counter spring is required and
the valve guides are easily lubricated. Moreover the force required to open the
valve is always equal to the pressure exerted in the annular space above the valve
and which is constant and independent of the pressure existing in the cylinder
at the end of the stroke.
These details of the construction and working of the exhaust valve conduce
greatly to the efficient working of the motor.

page_text: The exhaust gases after passing the valve enter a chamber provided with a fire
proof lining and are subsequently employed for heating the regenerator to which
they are conducted by a pipe made of large diameter in order to present as little
resistance as possible to the flow of the gases. The unequal expansion of the
different parts is provided for by constructing the exhaust pipe with a ball and
socket joint at its upper extremity working in a socket packed with asbestos and
bolted to the underside of the exhaust chamber. At its lower extremity this
pipe is capable of sliding longitudinally in a stuffing box likewise provided at its
lower part with a ball and socket joint packed with asbestos and connected to the
cover of the regenerator. Under these conditions when the exhaust chamber and
the regenerator are displaced relatively to one another the combination of the two
ball and socket joints and the stuffing box enable the connecting pipe to move
laterally and longitudinally. This pipe is protected internally by a fireproof lining.
The gases thus conducted into the casing of the regenerator are compelled to pass
through the latter from one end to the other being caused to flow between the
vertical webs of the worm or air pipe before escaping into the chimney. The
exhaust gases circulate in the casing of the regenerator in the opposite direction
to the compressed air flowing in the said pipe.
It is advantageous in places where water is scarce to enable the same quantity
of cooling water to circulate continually, loss from leakage being made good from
time to time. With this object a water tank or reservoir may be provided
being of sufficient capacity to enable the water to cool before it returns to the
motor.
Dated this 7th day of May 1892.
J. H. JOHNSON & Co.,
47, Lincoln's Inn Fields, London, W.C., Agents.
COMPLETE SPECIFICATION.
Improvements in Furnace Gas Engines or Aerothermic Motors.
I JAMES YATE JOHNSON of 47 Lincoln's Inn Fields in the County of Middlesex
Gentleman do hereby declare the nature of this invention (which has been com-
municated to me from abroad by Lucien Genty of Tours in the Republic of
France Engineer) and in what manner the same is to be performed to be
particularly described and ascertained in and by the following statement:-
This invention has for its object the removal of the disadvantages which have
heretofore prevented hot air engines or aerothermic motors from coming into
general use. As hereinafter explained the present invention consists in improve-
ments relating to the following parts namely:
-
The construction of the furnace or combustion chamber which is rendered
capable of being easily removed and enables the fuel to be consumed without a
grate.
The arrangement of a poker or instrument for stirring or clearing the fire.
The construction of an improved escape valve capable of withstanding the
destructive action of the flame and dust.
The employment of a jointed escape pipe admitting of free expansion of the parts.
The application of an improved heat regenerator with provision for expansion.
Improvements in the construction of the apparatus for introducing the fuel into
the combustion chamber.
By means of these several improvements and by combining the same a hot air or
furnace gas engine is obtained capable of being employed with great advantage in
practice.
And in order that the said invention may be fully understood I shall now proceed
more particularly to describe the same and for that purpose shall refer to the
several figures on the annexed sheets of drawings, the same numerals of reference
indicating corresponding parts in all the figures.

page_text: Figure 1 of the accompanying drawings represents partly in elevation and partly
in longitudinal section the general arrangement of a motor with its foundations
constructed according to this invention.
Figure 2 represents the motor in elevation and the foundations in transverse
section.
Figure 3 is a plan of the same.
Figure 4 represents the motor in side elevation.
Figure 5 represents the motor in longitudinal section.
Figure 6 represents in plan the motor and accessory apparatus placed upon the
same foundation.
Figure 7 represents the motor cylinder in section.
Figure 8 illustrates the lower portion of the motor cylinder in section on the
line A. B. C. D Figure 6 showing the connection between the regenerator and
the admission and escape valves.
Figure 9 represents the escape valve in section drawn to a larger scale.
Figure 10 illustrates the admission valve in elevation.
Figure 11 represents a side elevation of the same.
Figure 12 is a longitudinal elevation of the mechanisın for working the escape
valve.
Figure 13 is a longitudinal elevation of the mechanism for working the admission
valve.
Figure 14 represents the stoking or fuel supplying apparatus in longitudinal
elevation.
Figure 15 illustrates the same apparatus in end elevation.
Figure 16 illustrates the excentric shaft of the stoking apparatus drawn on an
enlarged scale.
Figure 17 represents this shaft in longitudinal elevation.
Figure 18 illustrates the exterior of the combustion chamber showing the
struction and fastening of the door.
Figure 19 represents the combustion chamber in horizontal section on the
line EF Figure 18.
Figure 20 represents the combustion chamber in vertical section on the line G H
Figure 19.
Figure 21 illustrates the combustion chamber in vertical section on the line I J
Figure 19 the swivel or ball and socket arrangement for the stirring instrument
being omitted.
Figure 22 represents in longitudinal section the swivel with the end of the
stirring instrument or poker.
Figure 23 represents the same in end elevation.
Figure 24 illustrates the shape of the extremity of the poker.
Figure 25 is a front elevation of the combustion chamber door the cap or cover
of the swivel or socket of the poker being removed.
Figure 26 represents the same in transverse section.
Figure 27 represents the door in plan.
Figure 28 represents the central part of the door in horizontal section.
Figure 29 represents the cap of the ball and socket swivel in vertical section.
Figure 30 represents the same in horizontal section.
Figure 31 is a longitudinal elevation of the excentric pin or axis of the cap.
Figure 32 is an end view of the same.
Figure 33 is a front view of the door with the cap and excentric pin in position.
Figure 34 is a transverse section of this combination shewing the swivel and
poker.
Figure 35 illustrates this combination in plan without the swivel and poker.
Figure 36 is a horizontal section shewing the position occupied by the ball of
the swivel arrangement between the door and the cap.
The illustrations of 'the general arrangement Figures 1 to represent the motor
proper as being fixed with its base on the level of the ground upon a foundation in

page_text: =
which are arranged an air chamber and an apparatus for heating the compressed
This motor is of the beam engine type.
air.
The beam marked 1 in the drawing in place of being suspended on a fixed centre
is supported by a strong vertical arm or rod 2 capable of oscillating on a.fixed
axis 3 working in bearings on the bed plate 4.
That arm of the beam which is connected to the piston rod is connected at about
the middle of its length by two short lateral rods or links 5 to two pins 6 rigidly
attached to the upper part of the motor cylinder 7. Under these conditions the
extremity of the beam is compelled to travel practically in a straight line and the
necessity for connecting the beam to the piston by means of a jointed connecting 1
rod is obviated, the joint at the lower end of such connecting rod being difficult to
lubricate and keep in order. This arrangement also obviates the oblique thrust
upon the piston which produces vibrations and tends to cause the cylinder to
wear oval.
The other extremity of the beam is connected to two rods 8 and 9 the rod 8 1
imparts rotary motion to the horizontal shaft of the engine and the rod 9 works an
air compressing pump 10 Figures 4 and 5 illustrate the manner in which the
bearings of the horizontal shaft and of the oscillating arm 2 are arranged upon the
hollow bed plate 4 which forms a chamber for the compressed air.
The motor cylinder 7 which is provided at its upper part with the fixed pins 6
for guiding the beam is firmly fixed in a vertical position being supported laterally
by two hollow struts 11 and longitudinally by two stays or inclined legs 12 which
enable it to resist the oblique strain which is produced in working the engine and
is transmitted to the cylinder by the links 5. By means of this arrangement great
strength is imparted to the whole structure whilst all the parts are rendered easily
accessible.
I will now proceed to describe one by one the several parts of the motor to
which the improvements relate and in this description I will follow the course of
the air from the time when it is drawn in from the atmosphere until it is discharged
from the motor describing successively in the order in which they present
themselves the different pieces of mechanism and apparatus met with or traversed
by the said air or gases of combustion in their passage through the motor.
In order to obviate the noise which would be produced by drawing air direct
from the engine house the air pump 10 is supplied from a large chamber 13
arranged below the level of the floor and communicating with the external
atmosphere through an underground pipe 14 (Figure 1). This air chamber acts
in the same way as the air chamber of a pump by regulating the flow of air
through the pipe 14 and thus obviating the noise which would be caused by sudden
or intermittent rushes of air. A circular manhole provided with a cover 15 is
provided for examining and cleaning out the chamber 13. The air thus drawn in
by the pump passes through the suction valves 16 (Figures 5 and 6) and delivery
valves 17 which may be of any suitable form although I prefer to employ the
multiple valve described in the Specification annexed to Letters Patent dated
22nd August 1891 No. 14,209 in order to reduce the time required for closing the
valves. The delivery valves are arranged above the suction valves in the interior
of the semi-circular gallery 18 cast in one with the air pump cylinder and by which
the latter is connected to the chamber 4.
The pump cylinder Figure 5 is provided with a jacket in which water is caused
to circulate in order to absorb the heat resulting from the compression of the air.
The air being suitably cooled passes through the circular passage or gallery 18
into the hollow bed plate 4 which forms a reservoir or storage chamber for the
compressed air.
The air proceeding from the chamber 4 passes through a pipe 24 (Figure 1) into
a supplementary chamber 25 which it enters through an orifice 26 (Figure 2).
This chamber is formed by a cast iron box strengthened by ribs or webs and
arranged in the foundation of the motor.
The heat exchanger in which the air is received on leaving the chamber 25 is

page_text: composed of a long metal pipe bent in a zigzag or sinuous form the external surfaces
of which being provided with ribs in order to increase the heating surface are
heated by the exhaust gases which are discharged from the motor cylinder in a
heated condition.
By these means the greater part of the heat which has not been expended in
doing work by acting upon the motor piston is utilized for the preliminary heating.
of the supply of air.
The curved metal tube or worm is composed of short lengths of tube 27 (Figures 2,
3 and 6) in the form of the letter S connected together by flanges and bolts in such.
a manner as to form for example three tiers of ten lengths each but I do not limit
myself to these numbers. These tubes are provided, in addition to the flanges, with
projections 28 which when the lengths of tube are joined together are connected to
vertical iron plates by which the three lines of pipe are firmly tied together and are
enabled to be lifted in one piece. The three worms are connected at each end to a
suitable collecting pipe. This combination is enclosed in a cast iron box or casing 29
supported on a fixed point at the end farthest from the engine being the end least
heated by the exhaust gases and supported at its other extremity upon a ball 30
(Figures 1, 2, 8 and 9) which being capable of rolling on a flat or slightly concave
surface, enables the cast iron box to expand under the influence of the high tempera-
ture of the exhaust gases which pass through it being discharged from the motor
cylinder through an exhaust pipe 31 (Figures 2, 8 and 9).
The special action of this exhaust pipe and its connection with the box or casing
of the regenerator and exhaust valve are hereinafter more fully described.
This casing is protected internally by a fire-brick lining 32 which preserves it
from contact with the hot gas and resists the high temperature so that the metal
sides of the casing are simply required to resist the slight pressure of the exhaust
gases and act as a frame or support for the fire-brick lining.
Before it enters the motor cylinder the compressed air is compelled to traverse
the whole length of the worm 27 whilst the flames heat the ribs or webs on the
exterior of the worm the said ribs or webs being arranged vertically as represented
in the drawing (Figure 2).
It is necessary to enable the combination of tubes to expand in the regenerator
without injury to the joints in the interior of the fireproof casing. This expansion
is provided for as follows:-The air proceeding from the chamber 25 enters
the regenerator through a bent pipe 33 (Figures 3 and 6). The part of this
pipe immediately beyond the bend is flattened or of elliptical form in section the
major axis of the ellipse being vertical and it is then united with the extremity of
the regenerator at which the air is supplied. This flattening of the tube renders it
flexible for a sufficient length to enable it to accommodate itself to the elongation
of the series of regenerating pipes. Thoughout the whole of this length the flexible
elliptical tube 33 is contained in a rigid sleeve 34 of slightly conical or taper form
(Figures 3 and 6) rigidly attached to the side of the metal casing which at this
point is perforated as well as the brickwork with a hole allowing the flexible tube
to pass with sufficient play or freedom. This arrangement is clearly represented in
dotted lines in Figures 1, 3 and 6 of the accompanying drawings.
On leaving the regenerator the compressed air is conducted to the inlet valve
through a pipe 35.
The combination of bent tubes or worms is attached to the sides of the casing at
the extremity nearest to the exhaust valve and is free to expand at the other
extremity which is supported upon a ball and is not connected to the case except
by the flexible tube 33. The tube 33 is of sufficient length to enable its flexibility
to allow of the expansion of the case of the regenerator.
The admission valve 36 (Figures 8, 10 and 11) to which the compressed air is
supplied at a relatively low temperature through the long pipe 35 is a double
balanced valve held to its seat by a helical spring 37 and worked by one of the
cams 38 (Figure 13) on the horizontal shaft. The movement is transmitted to the
valve by a combination of rods and bell crank levers as illustrated in Figure 13.
B

page_text: This gear is so constructed as to enable a governor 39 (Figure 4) to cause the
roller 40 to work on either of the cams 38 so as to increase or diminish the admission
of air according to the variations in speed.
The apparatus represented at 37 Figures 10 and 11 is a weighted piston
in communication with the compressed air chamber of the motor.
As the pressure
increases or diminishes this piston rises and falls and by means of a rod 37 works
a valve 42 which regulates the proportion of air delivered into the pipes or
passages 41 and 42.
After passing through the admission valve the air is divided into two portions.
The first portion passes through a passage 41 (Figure 8) at the lower part of the
mass of fuel contained in the combustion chamber through which it flows thereby
becoming largely increased in volume. The second part passes through the
passage 42 over the combustion chamber and is used for the combustion of the
carbonic oxide generated.
The combustion chamber situated at the lower end of the motor cylinder is
constructed in such a manner as to be capable of being readily separated or
detached for examination or repairs. With this object it is placed upon 4 wheels
(Figures 2, 18 and 19) travelling upon rails 43 (Figures 3 and 6). The com-
bustion chamber is placed in position by wheeling it under the cylinder and
attaching it by means of a tight joint made as hereinafter described. The com-
bustion chamber 44 illustrated drawn to a larger scale in Figures 18 to 21 of the
annexed drawings is of the shape of a funnel of cast iron lined with fire clay 45.
The bottom is enlarged or widened being formed by a basin 46 slightly convex at
the centre and likewise protected by a fireproof lining.
Externally the lower part of the furnace is provided with a conical base 47
formed in the casting and supported upon 4 wheels. The whole structure is
strengthened by vertical ribs 48 which enable the combustion chamber to support
a considerable amount of vertical pressure without breaking.
The passage 41 receiving a portion of the air from the admission valve is formed
in casting in the casing of the combustion chamber. This form of combustion
chamber enables the fuel to be burned without a grate.
The lower part of the cast iron casing may be continually cooled at the place
where it is exposed to the highest temperature by water circulating at 49. The
fireproof lining is secured between two moveable iron rings 50 and 51 the ring 50
being loosely supported in a corresponding recess in the lower part of the cast iron
casing 44 and the ring 51 surrounding the orifice of the funnel being on a level
with the edges thereof and to which it is attached by bolts such as the bolt 52
(Figure 7). When the fireproof lining requires renewal the upper ring 51 is
removed and the lining can then be readily repaired or remade.
At the lower part of the combustion chamber there is a door 58 enabling the
ash, clinkers or fuel to be removed when required. This door requires to be
tightly closed and to be capable of resisting the pressure of the compressed air
inside the combustion chamber.
The door is made tight by means of the arrangements illustrated in detail in
Figures 18 to 36 of the annexed drawings. The door in place of being flat is
formed with a cylindrical part of the same radius or curvature as the external
casing of the combustion chamber to which it is accurately fitted.
This door being placed in position is pressed to its seat or bearings on the one
hand by a forked bar 50" (Figures 18 and 19) jointed at one extremity to a fixed
lug cast on the outer casing of the combustion chamber and at the other extremity
to two lugs 54 on the door.
On the other side the door is secured by a strap or stirrup 56 likewise hinged
on a fixed lug 56° cast on the external casing and provided with a pressing screw 55
(Figure 19) which bears against a projection 56 on the door. By these means the
pressures exerted upon the lugs and the projection 56 on the door are always equal
and directed in such a manner that the resultant of the said pressures passes
through the centre of the area of the door and is normal or perpendicular to the

page_text: latter. In other words the door may be described as being pressed against the
cylindrical surface of the combustion chamber in the same way as a belt is pressed
against the rim of a pulley and the pressure is uniformly distributed on the joint
independently of the way in which the tightening up is performed.
The door thus constructed can be employed to obtain access to the combustion
chamber only during stoppages of the motor and when there is no pressure in the
said chamber.
It is also necessary to provide means for loosening from the exterior the mass of
clinkers that is formed in the combustion chamber and without stopping the motor
as they would otherwise run together under the mass of burning fuel and end by
choking up the passage for the air. With this object there is provided on the
outer side of the door hereinbefore described a ball and socket swivel 57 (Fig. 34)
through the axis of which passes a poker or stirring instrument 58 which is con-
sequently capable of lateral motion upon the axis of the sail swivel. The latter
is formed by a ball or sphere working in a corresponding cavity or recess formed
in two parts one of which is formed in casting upon the door itself. The other
part consists of a cast iron cap 59 provided with two lugs 60 perforated with oval
holes through which is passed a pin or rotary shaft rotated by means of a handle 61
Fig. 33. The trunnions 62 (Figures 31 and 32) of this shaft work in the two
lugs 63 cast on the door but the central part of the axis working in two lugs 60
on the cap is eccentric by a few millimetres to the axis of the said trunnions.
The lower side of the cap is perforated with a hole (Figures 33 and 34) through
which passes loosely a retaining bowl 65 (Figures 26 and 34) provided with nuts
and washers 66 and by means of which the cap is connected to the door. By means
of these arrangements the swivel or ball 57 can be enabled to rotate freely when
the poker is employed for stirring the fire and can be firmly tightened up in the
position represented in Figure 34 so as to prevent any escape of air when the poker
is not in use.
To obtain these results the apparatus is manipulated as follows:-Assuming the
furnace to have been charged with fuel (previously to starting the motor) and that
the fire consequently does not require stirring the handle 61 (Figure 33) is placed
in a vertical position the ball and poker being in the position represented in
Figure 34. The nuts and washers 66 on the retaining bolt 65 are then permanently
tightened up. Sufficient play is allowed at the joints to enable the spherical
surfaces to be brought into close contact during this tightening operation so that
the aperture provided for the passage of the poker is effectually closed and no
leakage of air can take place. In order to work the poker whilst the parts are
thus tightened up it would be necessary to exert considerable force but by slightly
raising the handle 61 rotary motion is imparted to the eccentric pin 62, 64 so as to
cause the two lugs 60 to move away from the door.
By thus temporarily loosening the cap the axis of the ball may be caused without
great effort to turn in different directions so as to generate a variety of conical
surfaces having the centre of the ball as their apex and these displacements being
combined with a sliding or longitudinal movement of the poker in the ball enable
the point of this tool to reach all points of the combustion chamber situated within
a field of action determined by cutting away more or less of the hemispherical
surfaces between which the ball rotates. The fire being cleared or stirred the
poker is raised as represented in Figures 5 and 34 and the handle 61 is forced
down in order to tighten the cap. The poker may then be withdrawn and laid
aside.
All the parts of the combustion chamber hereinbefore described are supported
upon four wheels (Figure 19) travelling upon rails 43 (Figures 2 and 3). In order
to place the combustion chamber in position it is placed below the motor cylinder
and in the axis of the latter. When in this position it is immediately over a cast
steel disc 69 (Figures 5 and 7). The body of this disc is provided with concentric
corrugations which impart to it a certain amount of elasticity.
The circumference of the disc bears against the under side of the base 47 of the

page_text: combustion chamber. The centre of the disc 69 is supported upon the centre of a
strong beam 70 supported at both ends by bolts 71 suspended from the bed plate 4
of the motor. As indicated in Figure 7 the bearings of these parts are of spherical
form and the holes through which the rods or bolts are passed are taper or conical
to allow of oscillation. When the nut of either of the bolts 71 is tightened powerful
pressure is exerted upon the joint between the combustion chamber and the
cylinder.
In order to enable it to support this pressure which tends to crush it the sides of
the combustion chamber are provided with webs 48. The joint between the lower
edge of the cylinder and the upper edge of the combustion chamber is packed with
a composition of asbestos and plumbago which is powerfully compressed by the
thrusting action exerted upon the combustion chamber by the steel spring disc 69.
By means of this arrangement the combustion chamber is enabled to expand freely
in a vertical direction without breaking any of the parts the sole effect of the
expansion being to slightly increase the deflection of the disc 69 and thus increase
the pressure upon the asbestos packing.
The motor cylinder is made in two parts. The lower part 72 (Fig. 8) is lined
with fire clay, its length is equal to the stroke of the piston and it is provided with
admission ports 42 and exhaust ports 73 and with the opening through which the
fuel is introduced (Figure 5).
The upper part 74 is bored out and is cooled by a water jacket. This second
part attached to the first part by bolts is connected to the struts 11 (Figures 1 & 7).
On the top of this cylinder is bolted a cast iron ring carrying the supports of the
pin 6 of the links 5 (Figure 7).
The piston being in the form of a hollow plunger is made in three parts bolted
together in the interior. The lower part 75 is of cylindro conical form and its
underside fits into the conical part 45 of the combustion chamber as closely as
possible in order to reduce the waste space but at the same time allowing a
certain amount of play when the piston is at the end of its stroke. This lower
part of this piston is exposed to the greatest heat being in immediate contact
with the flame and in order to preserve it from burning or overheating it is
provided internally with a suitable number of vertical ribs or webs 76 presenting
a large surface in contact with the external atmosphere so as to cool the metal
as much as possible.
The middle part 78 of the piston is utilised for rigidly connecting the piston
to its rod which engages with a conical socket 79 connected to transverse
arms 80. This connection does not require to be jointed owing to the peculiar
arrangement of the main beam herein before described. Consequently there is
no joint requiring lubrication in the interior of the piston this being an important
advantage the temperature at the lower part of the piston being too high to admit
of the use of lubricants.
The two parts 75 and 78 of the piston are of a diameter slightly less than the
internal diameter of the cylinder so that they do not rub against the sides of the
latter but leave a narrow annular space 81 between the two cylindrical surfaces.
The pistou is made tight solely by the third part or upper section 82 which is
provided with suitable metal packing or junk rings.
The piston is made of such a length that when it is at the upper part of its stroke
the two lower parts which are unprovided with packing fill the bored part 74 of
the cylinder which is exposed by the ascent of the upper section 82 of the piston.
This metal surface is thus effectually protected from direct contact with the flame
which would otherwise be liable to produce erosions. In order to further protect
this metallic surface cold air may be injected into an annular groove formed above
the first segment. This compressed air tends to escape upwards into the atmosphere
and downwards into the combustion chamber between the piston and the cylinder.
This air being under greater pressure than the pressure in the cylinder and in the
combustion chamber it is impossible for the flames and dust to escape between the
piston and the cylinder.

page_text: This cold air is injected by placing the groove in the piston continuously in
connection with the main compressed air chamber of the motor by means of the
arrangement hereinafter described.
In the interior of the motor piston there is a vertical tube 83 (Figure 5) closed
at its lower end and moving with the piston. In this tube works another tube 84
of smaller diameter which is stationary being secured at its upper part to a
bracket 85 bolted to the cast iron ring on the top of the cylinder. This second
tube works in glands 86 like the plunger of a pump and introduces into the first
tube a continual supply of compressed air which is supplied from the air chamber
by a pipe 87. The interior of the tube 83 communicates through a pipe 92 with
the groove 91 into which the air under pressure is injected. This compressed air
flows into the said groove and into the annular space 81 and clears and cools the
sides of the cylinder and of the piston.
The water employed for cooling the working part of this piston is supplied
through a tube provided with flexible parts made of india rubber and carried along
the beam. After circulating in the double casing or hollow sides of the piston the
water is discharged through a pipe similar to that by which it was introduced.
The apparatus for introducing the fuel is arranged upon the motor cylinder.
This fuel is introduced by hand into the combustion chamber as required by
means of the charging or stoking apparatus illustrated in the general view Figure 5
and in detail drawn to a larger scale in Figures 14 to 17 of the drawings.
This stoking or fuel feeding apparatus is constructed with a hollow cylinder 96
turned and fitting accurately in a half cylinder 97 of cast iron with hollow sides
cooled by a current of water. In order to introduce a charge of fuel into the
combustion chamber the fuel is placed in a cavity 98 (Figure 5) and by means of
a crank handle 99 the cylinder 96 is rotated upon its axis through the required
angle so as to invert it and cause the cavity 98 to coincide with an inclined passage
under it. Under these conditions the fuel slides down the incline and falls into the
combustion chamber. The underside of the piston is provided with a recess 101
opposite to the feed opening 100 so that the latter may not be closed by the piston
when it is at the bottom of its stroke.
The hollow rotary cylinder 96 is pressed to its semi-cylindrical seat 97 by means
of the arrangement next hereinafter described. On two fixed centres 102
(Figures 14 and 15) are pivotted two levers 103 which transmit to the axis or
journals 104 of the cylinder the pressure which they receive from two rods 105
connected to their extremities by nuts and washers 106. These rods are provided
at their other extremity with eyes in which work the eccentric ends 108 (Figures 16
and 17) of a shaft 107 which acts in exactly the same way as the shaft 64, 62
of the ball and socket joint of the stirring mechanism hereinbefore described.
other words the angle of the eccentric part 108 relatively to the axis of the
handle 109 is so arranged that when this handle is lowered into the vertical position
represented in Figures 14 and 15 it exerts the maximum amount of traction on the
rods 105 and the rotary cylinder 96 of the charging apparatus is powerfully forced
down onto its seat 97. In this closed position it is necessary to make a tight joint
so that no leakage can take place.
In
This leakage is only prevented by tightening the parts as described which renders
it extremely difficult to work the crank 99 so that when it is necessary to introduce
the charge of fuel the lever handle 109 must be lifted. The rotary motion thus
imparted to the shaft 107 and to the eccentric ends 108 loosens slightly the rods 105
and enables the journals 104 of the charging cylinder 96 to rotate freely in their
bearings. When the fuel has been introduced and the cylinder brought back to
the closed position the parts are tightened up by lowering the handle 109.
The gases after acting on the motor piston are discharged into the casing 29 of
the regenerator through a valve which is opened by the motor at the required
intervals. The construction of a durable valve for this purpose presents peculiar
difficulties. The exhaust valve must always fit perfectly tight. During the exhaust
it is exposed to a kind of blow pipe jet which would very rapidly burn and destroy

page_text: an ordinary gas valve. Moreover the exhaust carries with it mechanically a
quantity of particles of carbon of dust and of sparks which would be liable to get
between the rubbing surfaces of the guides causing them to bind or stick and would
be liable to stop between the valve and its seat so as to prevent it from closing
properly.
These disadvantages are obviated by constructing the exhaust valve of the
improved motor as illustrated in detail in Figure 9 of the accompanying drawings.
The valve proper marked 110 is in the shape of a metal bottle through which a
current of cold water is caused to flow being introduced at the lower part through a
vertical pipe at 111 and escaping at the upper part through a pipe 112 after having
cooled the sides of the valve.
In Figure 9 the valve is represented as being in the raised or open position. In
closing it descends and rests upon its seat 113 thus cutting off communication
between the space 114 through which the gases are discharged and the exhaust
chamber 115.
The valve is guided by means of two metallic linings or cylinders with metallic
packing rings one of which forms the lower part of the valve whilst the other forms
the upper part which is of smaller diameter and corresponds to the rod in an
ordinary valve. The lower cylinder is capable of sliding vertically in the casing
in the same way as the piston of a steam engine and works in a cylindrical
opening bored out in the valve box and cooled by a current of water circulating
at 116. The upper cylinder works in a similar manner in a sleeve or gland forming
a tight joint with the valve box.
The valve is brought down on to its seat by the action of compressed air supplied
from the air chamber through a small pipe 117 acting in the space 118 upon the
annular shoulder formed by the difference in the diameters of the two parts of the
valve. At the upper part of this valve there is fixed a stirrup 119 into which
projects one arm of a bell crank lever 120 (Figure 12) which bears upon the lower
extremity of an adjustable screw 121. This lever receiving oscillating motion from
a cam 122 by the intervention of a connecting rod 123 lifts and opens the exhaust
valve and allows it to descend and close at the required intervals.
The lift of the valve 110 is equal to ene quarter of the diameter of the orifice
which it covers or in other words its stroke is made as short as possible. The
capacity of the space 114 surrounding the valve is also made as small as possible in
order to reduce the waste space to a minimum and its shape is designed with a view
to guiding the exhaust gases in a most advantageous manner.
When the valve is raised the exhaust gases rush through the port 73 and are
divided into two lateral currents by a spur or projection 124. Each of these
currents being caused to flow around half the circumference of the valve the area of
the vertical section of the two halves of the annular passage 114 being symmetrical
relatively to the plane of section in Figure 9 must diminish according to the same
law as the number of streams of gas traversing the said section that is to say in
proportion to the distance traversed in the half circumferences so as to reach a
minimum at 114*. The exhaust gases draw with them into the passage 114 a stream
of sparks which in time would injure the valve 110. This injury is not produced
owing to the valve being drawn up into the lower section of the guiding cylinder where
it is protected from the flame and dust during the whole of the period of the exhaust.
The lower end only which serves to direct the gaseous current is unprotected but
presents a rough surface of cast iron which is continually cooled and is consequently
not liable to be injured by the impact of the particles of solid matter. These
particles cannot accumulate upon the seat of the valve which is purposely made very
narrow and inclined.
The continued escape of air entering the space 118 prevents the dust and hot
gases from entering the segments and the lower part of the valve guides. This
escape of air constitutes a species of protecting sheath around the valve especially
during the ascent and descent of the valve owing to the excess of pressure.in the
air chamber acting at 118 against the pressure of the exhaust acting at 114.

page_text: In addition to reducing the waste space to a minimum this arrangement of the
exhaust valve presents the following advantages namely; no counter spring is
required and the valve guides are easily lubricated not being liable to become
choked with dust.
Moreover the force required to open the valve is always equal to the pressure
exerted in the annular space due to the difference in the diameters of the two fitted
parts forming the guides. This force is independent of the pressure existing in the
cylinder at the end of the stroke. It does not cease suddenly at the moment of
opening the valve as in an ordinary valve constructed with a rod or stem.
The details of the construction and working of the exhaust valve have been
described at considerable length because they are of the utmost importance with
regard to the working of the motor in practice.
The exhaust gases after passing the valve 110 enter a chamber 115 provided with
a fireproof lining. As stated at the commencement of this description the hot
exhaust gases are employed for heating the regenerator to which they are conducted
by a pipe made of large diameter in order to present as little resistance as possible
to the flow of the gases. If the chamber 115 and the casing 29 of the regenerator
were simply connected by a rigid pipe with rigid joints all this part of the motor
would be liable to be dislocated in working owing to the relative displacements and
unequal expansion caused by the change of temperature of the different parts.
This disadvantage is obviated by constructing the connecting pipe with joints so
arranged as to provide for the relative displacement in any direction of the
chamber 115 relatively to the generator 29 and at the same time to enable the pipe
to expand in the direction of its length without tending to separate these two parts
of the motor. In order to obtain these two results the cast iron exhaust pipe 31 is
provided at its upper extremity with a ball and socket joint 125 working in a
socket 126 packed with asbestos and bolted to the underside of the chamber 115.
At its lower extremity this pipe 31 works in a stuffing box 127 provided at its lower
part with a ball and socket joint 128 working in the same way as the joint 125 in a
socket 129 packed with asbestos and fixed on the cover of the metal casing of the
regenerator. Under these conditions when the chamber 115 and the regenerator are
displaced relatively to one another the two ball and socket joints 125 and 128 turn in
their packed sockets and the tube 31 is also free to expand and contract in the
direction of its length by sliding in the stuffing box 127. This tube is protected
internally by a fireproof sleeve or lining 130. On referring to Figure 9 of the
drawings it will be seen that all these arrangements although apparently complicated
can be easily constructed and taken apart. The gases thus conducted into the
casing of the regenerator are compelled to pass through the latter from one end to
the other being caused to flow between the vertical webs of the worm before
escaping into the chimney. It will be seen that in this passage the exhaust gases
circulate in the casing of the regenerator in the opposite direction to the compressed
air flowing in the cast iron pipe or worm. This circulation in opposite directions is
highly favourable to the exchange of heat.
It has been shewn that a great number of the parts of the improved aerothermic
motor are cooled by a circulation of water. One of the chief advantages of this
class of motor is that they do not consume this liquid being worked solely by the
fuel and air.
It is consequently advantageous in places where water is scarce to enable the
same quantity of water to circulate continually for cooling the parts, loss from
leakage being made good from time to time. It is consequently advisable in
erecting a motor according to this invention to provide a tank or reservoir of
sufficient capacity to enable the water heated by the circulation to remain in
the tank for a sufficient time to enable it to be cooled before it returns to the
motor.
This tank is not represented in the accompanying drawings but it will be readily
understood that it may be arranged in the same way as the tanks frequently
employed in connection with gas engines.

page_text: The invention is not limited as to the forms dimensions proportions and details of
construction illustrated by way of example in the accompanying drawings.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. In an aerothermic engine or motor a movable funnel shaped combustion
chamber supported upon wheels and enabling the fuel to be burned without a grate
by means of a circular enlargement provided at the base of the said combustion
chamber substantially as herein before described and illustrated in the accompanying
drawings.
2. In the construction of aerothermic motors the combination of the combustion
chamber supported upon wheels and having a circular enlargement at the lower
part with the means for fixing the same firmly in position consisting of a corrugated
Hexible plate forced up by means of a beam suspended on two swivelling bolts or
rods substantially as hereinbefore described and illustrated in the accompanying
drawings.
3. The arrangements for lining the combustion chamber with fire clay or fireproof
materials substantially as hereinbefore described and illustrated by way of example
in the accompanying drawings.
4. In the construction of aerothermic motors the special arrangement of the
door connected to the combustion chamber by a double joint or hinge and pressed
against a cylindrical seat or bearing by a projection and a strap provided with
a pressing screw substantially as hereinbefore described and illustrated in the
accompanying drawings.
5. In the construction of aerothermic motors a swivel or ball and socket arrange-
ment attached to the door of the combustion chamber and enabling a poker or stirring
instrument to be introduced into the said chamber substantially as hereinbefore
described and illustrated in the accompanying drawings.
6. In the construction of aerothermic motors the combination of the combustion
chamber door, with a swivel or ball and socket arrangement provided in the said
door, to admit of the introduction of a poker and a cap or cover enabling the
ball to be pressed against its seat or socket by the action of an eccentric shaft
substantially as herein before described and illustrated in the accompanying
drawings..
7. In the construction of aerothermic motors the arrangement of the exhaust
valve constituted by a cylinder of the same diameter as the valve seat arranged
below a smaller cylinder the said valve being hollow and traversed by a current
of water and protected from dust by means of compressed air injected into the
annular space between the two cylindrical parts and pressed towards its seat by
the compressed air acting in the said annular space substantially as hereinbefore
described and illustrated in the accompanying drawings.
8. In the construction of aerothermic motors the arrangement of the exhaust
pipe connected at one end to the exhaust valve casing by means of a ball and socket
joint and connected at its other extremity to the casing of the regenerator or to the
exhaust chamber (in case the regenerator is not used) and capable of expanding in
the direction of its length by sliding in a stuffing box provided in the lower hall
and socket joint substantially as hereinbefore described and illustrated in the
accompanying drawings.
9. In the construction of aerothermic motors the combination of the exhaust valve
hereinbefore described and the jointed exhaust pipe capable of free expansion
substantially as hereinbefore described and illustrated in the accompanying
drawings.
10. In the construction of nerothermic motors the arrangement for pressing the
rotary cylinder of the stoking apparatus on to its seat by means of an eccentric shaft
worked by a lever handle substantially as hereinbefore described and illustrated in
the accompanying drawings.

page_text: 11. In aerothermic motors the combination and arrangement of the following
parts namely, a removeable funnel shaped combustion chamber supported upon
wheels and enabling the fuel to be burned without a grate by means of a circular
enlargement at the base of the combustion chamber; means for fixing the said
chamber in position consisting in a flexible corrugated plate forced up by a beam
suspended on two swivelling bolts; the arrangements illustrated by way of example
to shew how the combustion chamber is lined with fire clay; the special arrange-
ment of the combustion chamber door connected to the said chamber by a double
joint and maintained tightly closed upon a cylindrical seat by a projection and a
strap with a pressing screw; a swivel or ball and socket arrangement provided in
the said door for the passage of the poker and a cap or cover enabling the ball to
be pressed to its seat by the action of an eccentric shaft; an exhaust valve con-
stituted by a cylinder of the same diameter as the seat of the valve arranged under
the smaller cylinder, the said valve being hollow and traversed by a current of.
water and protected from dust by compressed air injected into the annular space
between the two cylindrical parts and pressed on to its seat by the action of the
compressed air in the said annular space; an exhaust pipe connected at one end to
the exhaust valve box by a ball and socket joint and connected at its other
extremity to the casing of the regenerator or to the exhaust chamber (in case the
regenerator is not used) and capable of expanding in the direction of its length by
sliding in a stuffing box provided in the lower joint; and an arrangement for pressing
the cylinder of the stoking apparatus to its seat by means of an eccentric shaft
worked by a lever handle all substantially as hereinbefore described and illustrated
in the accompanying drawings.
12. The arrangements and combinations of parts constituting the improvements
in aerothermic motors substantially as hereinbefore described with reference to the
accompanying drawings.
T1 17 1 Wh
1000
J. H. JOHNSON & Co.,
Agents.