Improvements in and connected with Means for Generating Combustion Products under Pressure, and Utilizing the same for Operating Heat Engines and for Propelling Ships.
Year: 1896

page_text: Date of Application, 18th Mar., 1898
Complete Specification Left, 16th Jan., 1897-Accepted, 13th Mar., 1897
Complete Specification Left, 16th Jan., 1897-Accepted, 13th Mar., 1897
PROVISIONAL SPECIFICATION.
Improvements in and connected with Means for Generating
Combustion Products under Pressure, and Utilizing the
same for Operating Heat Engines and for Propelling Ships.
I DAVID Cooк, M. Inst. C.E. M. Inst. E.E., Consulting Engineer, of
165 Queen Victoria Street, in the City of London, do hereby declare the nature
of this invention to be as follows:-
1. The object of my invention is to provide means for the more direct and more
efficient conversion of the energy of fuel, particularly coal, into mechanical motion.
I effect this by forming gaseous products under pressure by the combustion of
coal, gas, oil, or the like; and using such gaseous product as the working fluid for
operating heat engines of the turbine class as hereinafter described.
The gaseous products thus formed under pressure may also be employed for
operating other types of heat engine; and for the propulsion of ships.
2. The enormously high temperature of the gases produced by burning fuel
under pressure has rendered impracticable all methods hitherto tried in connection
with gas, oil and hot air engines for creating combustion in a separate chamber and
employing the resultant products for operating pistons in cylinders. When the
temperature is kept high the impossibility of lubricating working parts leads to
rapid destruction of valve and other surfaces; when the temperature is allowed
to drop the efficiency of conversion drops correspondingly. I obviate these
difficulties as follows:-
3. The gases are produced in a combustion chamber built of rivetted steel or
iron plates which in general outline may resemble a small vertical steam boiler.
A receiver is placed beside it, the two being connected by pipe at the top. The
whole of the interior surface of chamber, receiver, and connecting pipes are lined
with non-conducting material, preferably a thick lining of fire-clay such as is used
in steel production, gas making and similar operations requiring very high
temperatures. The lining is made in as few pieces as possible. A space is left all
round between the fire-clay and the outer steel shell. There may be two steel
shells one inside the other; the fire clay lining may fit closely into the inner shell,
a space being left between the inner and outer. The interior of the outer shell
may also bave a non-conducting lining.
The air.and fuel preferably enter the combustion chamber near the bottom and
are ignited in any convenient way, such as by an incandescent tube, or grid, or
wire, or electric spark. The method of ignition preferred is by means of a tube
capable of being rendered hot and having arrangements for withdrawing it after
ignition is secured. The tube may have a fire-clay plug at its end so that by the
action of withdrawing the tube from the interior of chamber, the orifices through
which it passes through the non conducting linings may be filled up by a plug of
similar material. The bottom of the chamber may be shaped to assist ashes and
other sediment to gravitate to the bottom, ready for easy ejection or extraction by
blowing out or otherwise through suitable openings. Where coal is used I prefer
it in the form of very fine powder fed in the manner described farther on. When
oil or gas fuel is used it may be fed and regulated by valves as in existing gas and
oil engines, the gas or fuel being maintained under the necessary pressure in any
convenient way.

page_text: the
4. The capacity of the chamber should be sufficiently large to ensure
presence therein of all the fuel for a period long enough for complete combustion;
and also sufficiently large to prevent too rapid ascent of the gases, so that ashes
and other matter may not pass into the receiver and thence to the engine. The
receiver on the other hand should be of small capacity and the outlet to the engine
should be near the bottom. A smart downward current is thus ensured by which
any unconsumed particles carried over from the chamber are accelerated and
carried past the outlet where they may be trapped in an "unspillable" ink bottle
arrangement of fire-clay, whence they may be ejected by blowing out or otherwise.
5. The compressed air containing oxygen sufficient for combustion enters the
receiver at the outlet and fills the space between the fire-clay and outer shell,
travelling back to a point near the bottom of the chamber where it reaches the
interior through a ring of perforations in the fire-clay. By this arrangement the
greater portion of the heat passing out through the fire-clay is intercepted by
the air which is thereby prepared for combustion whilst at the same time undue
rise of temperature in the shell is prevented. From the point at which the air is
compressed until it enters the receiver (the distance between compressor and
receiver being as short as possible) the pipes and other adjuncts must be carefully
insulated to prevent loss of the heat obtained by compression. Pressure guages
and other mountings should be placed in the outer shell so as to be acted upon by
the air before it attains the maximum temperature.
6. I have devised the following method of supplying and regulating the air and
fuel when powdered coal is used. All the air going into the chamber except the
small stream used for conveying the coal, is led from the compressor through a
small cylinder in which a piston reciprocates. The piston rod is attached to a
rocking lever carried on a fulcrum which is movable by hand. The other end of
the lever is attached to a small plunger moving in a casing. The function of the
plunger is to force a measure of powdered coal against the chamber pressure at
each movement of the piston. By this means the relative proportions of air and
fuel fed into the chamber are always fixed and may be varied as desired by moving
the fulcrum.
7. If the pressure of air entering the small cylinder be kept constant, its work
being done against the chamber pressure it follows that any variation in the
chamber will vary the speed of the piston. If for example the chamber pressure
drops the piston will move faster. But as it moves faster more air and more coal
in proper proportions are forced into the chamber thereby raising the pressure.
1 thus have an automatic regulator of the fuel and air supply. To ensure still
greater equality of pressure it is necessary that the fuel passed in by the plunger
shall not all be thrown at once into the flame but shall be fed steadily. To effect
this I have devised the following:-When a measure of coal is delivered by the
plunger a check or other valve closes on its withdrawal. The coal is delivered into
an enlargement of the pipe leading to the chamber. Through a small pipe (with
valve) from the compressor au air jet is introduced to the enlarged pipe. The air
tube is rifled or twisted to give the jet a spin; the powdered coal is thus caught up
in a vortex and carried along the tube to the place where it is fed into the
chamber. Here also the rate of flow of the jet, and consequently the rate at
which fuel is supplied are regulated automatically by the difference of pressure
between the compressor and the chamber. To prevent, firing back in the fuel pipe
the volume of air used as a carrier should be as small as possible, and for still
greater security a gauze screen may be inserted in the path. Or a small volume of
the exhaust gases may be compressed separately and used, without admixture of
air, for conveying the fuel.
8. The point for delivering the fuel to the chamber may be close to the ring of
perforations in fire-clay lining for admitting the air. The fuel may be distributed
by a series of minute holes pointing slightly upwards, spreading into a fan shape
inside. To insure ignition one or two small streams of fuel and air should be
directed to a point on the incandescent surface.

page_text: 9. In converting the hot gases into mechanical motion the method I prefer is
this. Near the hottom of the receiver and connected with it by a short pipe lined
with fire-clay and provided with a fire-clay lined valve with water circulation of
the type used in blast furnaces or other suitable type I place a nozzle or nozzles
so shaped that, as the gases travel through, expansion takes place down to about
the atmospheric line and the potential energy is converted into kinetic energy.
At the large end of the nozzle the gases become comparatively cool. The nozzle
is lined with fire-clay. It may be observed here that from the point of ignition to
the point where cuoled by expansion no metallic surface of any kind need be in
contact with the gases. Temperatures as high as the melting point of steel inay
therefore for the first time be used for direct conversion into power.
The gases
which leave the nozzle at a very high velocity are led through smooth tubes or
channels to a turbine suitably speeded and having vanes arranged to obtain the
maximum effeet from the jet. The distance between the combustion chamber and
the engine should be as short as possible.
10. Without limiting myself to any form of engine I prefer the form of turbine
described below.
In the process of converting the momentum of the jet into power maximum
efficiency is obtained when the vanes of the turbine rotate at half the velocity of
the jet. If it is desired to work at the extreme limit of temperature permissible
by this invention the expanded gases may attain a velocity, of say 2000 feet per
second. This would require a peripheral velocity of turbine of 1000 feet per
second which is a prohibitive speed of rotation for any metal used in the arts when
subjected to heat as well as centrifugal tension, and where a large factor of safety
must be provided. I get over the difficulty as follows:--
The rotating portion of the turbine, when the velocity of the jet is high, may
have two or more sets of vanes rotating close to one or more rings of fixed vanes.
The action is this; when the jet, which may be moving at say 1800 feet per
second, is directed against the top set of vanes (which may be receding from it at a
rate of say 300 feet per second) it is reflected by the moving vanes and turns
back against the fixed vanes. In the meantime the jet has given up 600 feet of
its velocity. The fixed vanes redirect it on to the second set of moving vanes
where it is reflected as before with a loss of another 600 feet of its velocity. The
remaining 600 feet is taken out of it by another set of moving and fixed vanes and
is then passed out through an exhaust. It is however advisable in practice to
retain part of the velocity for exhaust to prevent back pressure. Although the
jet, being expanded to its greatest limit in the nozzle, cannot expand any further
in the turbine, still it takes up greater space at each set of vanes owing to its
decreasing speed. Therefore the openings of each succeeding set of vanes must be
larger in a ratio depending upon the decreasing velocity of gases.
11. This turbine may also be operated by steam.
12. Governing of the turbine is effected by means of the valve at entrance to
nozzle. To obviate throttling and to ensure maximum efficiency of conversion in
the nozzle at all loads the motion of valve should be limited to two positions: full
open, and closed. The valve may be operated by a strong spring or balance weight
designed to move with a quick action. The spring or weight may be governed by
an electric or mechanical attachment to the machine.
13. The whole combination forms a heat engine having the following
characteristics :-
(a) It has a wider temperature range than any engine hitherto devised.
(b) It has smaller thermal losses.
(c) It has no wearing surfaces.
(d) It requires no lubrication except water.
14. When used for propelling vehicles or for any purpose to which the vertical
form cannot be conveniently applied it can, without material alteration except in
bearings, be made in horizontal form.
18. lu using the high pressure gaseous products for the direct propulsion of ships

page_text: they are taken through tubes carefully insulated to small orifices forming belts
round the ship under the water line, the belts being placed at convenient intervals
along the hull. The orifices of say half the belts slope in the direction of the
stern and half towards the bow so that the gases may be projected as desired,
either sternwards to propel ahead or towards the bow to go astern. For this
purpose separate pipes are provided from the chamber to the "ahead" and "astern"
orifices; the direction of propulsion is then very simply regulated by the opening
and closing of valves which may be operated from the bridge or other distant part.
The reaction due to the projection of the expanding gases against the water forces
the ship along and at the same time forms a gaseous shell round the vessel which
largely reduces skin friction. When the gases are applied in this way, instead of
compressing only the quantity of air or a little more than the quantity containing
the necessary oxygen for complete combustion of the fuel I recommend that two
or more times the usual volume of air be compressed into the combustion chamber
or a receiver. By doing this the thermal efficiency is reduced but on the other
hand the gases being cooler are more manageable and the quantity being greater
the gaseous film round the hull becomes more complete. As the skin friction of a
ship forms such a large proportion of the total resistauce its material reduction by
a gaseous shell will in many instances more than compensate the losses due to the
extra compressing of air and the lower temperature range of gases. The heat
remaining in the gases after doing the work of propulsion is not altogether lost as
a portion of it is expended in vapourising water, the steam thus generated also
increasing the gaseous film. In propelling ships part of the energy of the gases
may be employed in moving a turbine or other engine, the energy of the gases so
employed being only partially expended. The residual energy may then be employed
in further expansion against the water as described above.
Dated this 18th das of March 1806.
Improvements in and connected with Means for Generating
Combustion Products under Pressure, and Utilizing the
same for Operating Heat Engines and for Propelling Ships.
I, DAVID COOк, M. Inst. C.E., M. Inst. E.E., Consulting Engineer, of
165 Queen Victoria Street, in the City of London, do hereby declare the nature
of this invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement:-
The object of my inveution is to provide means for the more direct and more
efficient conversion of the energy of fuel, particularly coal, into mechanical motion.
I effect this by forming gaseous products under pressure by the combustion of coal,
or other fuel, and using such gaseous product as the working fluid for operating
heat engines of the turbine class as hereinafter described.
The gaseous products thus formed under pressure may also be employed for
operating other types of heat engine; and for the propulsion of ships.
The enormously high temperature of the gases produced by burning fuel under
pressure has rendered impracticable all methods hitherto tried in connection with
gas, oil, and hot air engines for creating combustion in a separate chamber and
employing the resultant products for operating pistous in cylinders. When the
temperature is kept high the impossibility of lubricating working parts leads to
rapid destruction of valve and other surfaces; when the temperature is allowed to

page_text: drop the efficiency of conversion drops correspondingly. I obviate these difficulties
as follows:
The gases are produced in a combustion chamber such as is shown in Figure 1 of
the annexed drawings. It may be built of rivetted steel or iron plates, or, for the
smaller sizes, may be press forged in two or three pieces, suitably shaped for
jointing. A receiver B may be placed beside the combustion chamber A, the two
being connected preferably at the top. The whole of the interior surface of
chamber, receiver and connecting pipes are lined with non-conducting material C,
preferably a thick lining of fire clay. A space D is left all round between the fire
clay and the outer metallic shell. There may be two metallic shells one inside the
other; the fire clay lining may fit closely into the inner shell, a space being left
between the inner and the outer. The interior of the outer shell may also have a
non-conducting lining.
The air preferably enters the combustion chamber near the bottom at L and the
fuel is fed near the bottom of the chamber at M. Ignition is effected in any
convenient way, such as by an incandescent tube, or grid, or wire, or electric spark.
The method of ignition preferred is by means of a tube E capable of being
rendered hot by a blow pipe flame applied internally and having arrangements as
shown for withdrawing it after ignition is secured. The tube may have a fire clay
plug at its end so that by the action of withdrawing the tube from the interior of
the chamber, the orifice through which it passes through the non-conducting lining
may be filled up by a plug of similar material.
The bottom of the chamber A may be shaped to assist ashes and other sediment
to gravitate into a receptacle, ready for easy ejection or extraction by blowing out
or otherwise through suitable openings.
The capacity of the chamber should be sufficiently large to ensure the presence
therein of all the fuel for a period long enough for complete combustion; and also
sufficiently large to prevent too rapid ascent of the gases, so that little or no ashes
or other matter may pass to the engine. The receiver on the other hand should be
of small diameter and the outlet to the engine should be near the bottom. A smart
downward current is thus ensured by which any unconsumed particles carried over
from the chamber are accelerated and carried past the outlet where they may be
trapped in an "unspillable" ink bottle arrangement of fire clay, whence they may
be ejected by blowing out or otherwise.
The compressed air containing oxygen sufficient for combustion enters the
receiver at a near the outlet and fills the space between the fire clay and outer
shell, travelling back to a point near the bottom of the chamber where it reaches
the interior through a ring of perforations L in the fire clay. By this arrangement
the greater portion of the heat passing out through the fire clay is intercepted
by the air, which is thereby prepared for combustion, whilst at the same time undue
rise of temperature in the shell is prevented. From the point at which the air is
compressed until it enters the receiver, (the distance between the compressor and
receiver being as short as possible) the pipes and other adjuncts must be carefully
insulated to prevent loss of the heat obtained by compression. Pressure gauges
and other mountings should be placed on the outer shell so as to be acted upon by
the air which is here at its maximum pressure although not at the maximum
temperature.
The method I prefer for supplying and regulating the air and fuel when powdered
coal is used is illustrated by Figures 2 and 3 of the annexed drawings. Figure 2
shows the general arrangement and Figure 3 shows the measuring device to a
larger scale. All the air going into the chamber A except the small stream used
for conveying the coal is led from the compressor through a small cylinder b in
which a piston e reciprocates. The piston rod is attached to a small plunger d
moving in a casing e. The function of the plunger is to force a neasure of
powdered coal or other fuel against the chamber pressure at each movement of the
piston. The capacities of the air cylinder and the plunger casing are so pro-
portioned that the relative proportions of air and coal consumed are always fixed

page_text: by automatic arrangement. Their ratios may be varied as required for different
qualities of fuel by varying the stroke of the plunger. The latter is fitted with a
leather washer or its equivalent which, when soaked in oil, acquires a razor strop
surface to prevent grit cutting of the plunger or its casing.
If the pressure of air entering the small cylinder be kept constant any variation.
in the chamber pressure will vary the speed of the piston in consequence of its
work being done against the chamber pressure. If, for example, the chamber
.pressure drops the piston will move faster. But as it moves faster more air and
more coal in proper proportions are forced into the chamber, thereby raising the
pressure. I thus secure automatic regulation of the fuel and air supply. To ensure
still greater equality of pressure within the chamber it is necessary that the fuel
passed in by the plunger shall not all be thrown at once into the flame, but shall be
fed steadily. This is effected as follows. When a measure of coal is delivered, a
check or other valve closes on withdrawal of the plunger. The coal is delivered
into an enlargement of the pipe leading to the chamber. Through a small pipe g
from the compressor an air jet is introduced to the enlarged pipe. The air tube is
rifled or twisted at g' to give the jet a spin; the powdered coal is thus caught up
in a vortex and carried along the tube to the place where it is fed into the chamber.
Here.also the rate of flow of the jet, and consequently the rate at which fuel is
supplied, are regulated automatically by the difference of pressure between the
compressor and the chamber. To prevent firing back in the fuel pipe the volume
of air used as a carrier should be as small as possible, and for still greater security
a gauze screen may be inserted in the path. Or a small quantity of the exhaust
-gases may be compressed separately and used, without admixture of air, for
conveying the fuel.
The point M for delivering the fuel to the chamber may be close to the ring of
perforations in fire clay lining for admitting the air. The fuel may be distributed
by a series of minute holes pointing slightly upwards, the fuel and air being
focussed near the middle of the chamber to avoid subjecting the chamber walls to
the maximum hent of combustion.
To
In converting the hot gases into mechanical motion the method I prefer is this.
Near the bottom of the chamber or receiver and connected with it by a short pipe.
lined with fire clay and provided with a fire clay lined valve with water circulation
of the type used in blast furnaces, or other suitable type, I place a nozzle N so
shaped that, as the gases travel through, expansion takes place down to about the
atmospheric line and the potential energy is converted into kinetic energy.
simplify the governing and to limit the number of valves I prefer one large nozzle
to a number of small ones. The nozzle is lined with fire clay. It may be observed
.here that from the point of ignition to the point where cooled by expansion no
metallic surface of any kind need be in contact with the gases. Temperatures as
high as the melting point of steel may therefore be used for direct couversion into.
power. The gases which leave the nozzle at a very high velocity are led to a
turbine suitably speeded and having vanes arranged to obtain the maximum effect
from the jet. The distance between the combustion chamber and the engine should
be as short as possible.
In the smaller sizes of chambers no valves need be fitted to the nozzle, governing
being effected by varying the work done by the air compressor.
I prefer the form of turbine described below and shown by Figure 4 of the
:drawings. The shaft is vertical and rotates in suitable bearings.
The shaft may carry the armature or field magnets of a dynamo electric machine,
or pulleys, or other means of gearing, or a fan, or pump, or air compressor, or other
apparatus.
In converting the potential energy of a gas at high temperature and pressure into
momentum by expansion in a nozzle the terminal velocity bears a fixed relation to
the temperature and pressure. To obtain high efficiency of conversion in the jet
the initial temperature must be high and the velocity of the jet becomes corre-
spondingly high. Iu the process of converting the, momentum of the jet into

page_text: power maximum efficiency is obtained when the vanes of the turbine rotate at half-
the velocity of the jet. If it is desired to work at the extreme limit of temperature
permissible by this invention the expanded gases may attain a velocity of say 2000
feet per second. This would require a peripheral velocity of turbine of 1000 feet
per second which is a prohibitive speed of rotation for any metal used in the arts
when subjected to heat as well as centrifugal tension, and where a large factor of
safety must be provided. I get over the difficulty as follows :-The rotating-
portion of the turbine, when the velocity of the jet is high, has two or more sets
of vanes rotating close to one or more rings of fixed vanes i. The action is
this; when the jet entering at k which may be moving at say 1800 feet per second,
is directed against the top set of vanes (which may be receding from it at a rate-
of say 300 feet per second) it is reflected by the moving vanes and turns back.
against the fixed vanes i. In the meantime the jet has given up 600 feet of its
velocity. The fixed vanes i re-direct it on to a second set 2 of moving vanes
where it is reflected as before with a loss of another 600 feet of its velocity. The
remaining 600 feet may be taken out of it by another set of moving and fixed
vanes and is then passed out through an exhaust. It is, however, advisable in
practice to retain part of the velocity for exhaust to prevent back pressure.
Although the jet, being expanded to its greatest limit in the nozzle, cannot expand
any further in the turbine, still it takes up greater space at each set of vanes owing
to its decreasing speed. Therefore the openings in each succeeding set of vanes
must be larger in a ratio depending on the decreasing velocity of gases. In most
cases it will be possible to use a velocity of vane sufficiently high to recover all the
jet energy with two sets of moving vanes.
This turbine may also he operated by steam.
Governing of the turbine may be effected by regulating the outflow of hot gases
by means of the valve at entrance to nozzle or by limiting the inflow of air to the
combustion chamber or by varying the pressure or volume of air compressed.
When the first of these methods is employed, to obviate throttling and to ensure
maximum efficiency of conversion in the nozzle at all loads the motion of the valve
should be limited to two positions: full open and closed. The valve may be
actuated by a strong spring or balance weight designed to move with a quick action
and as only two positions are involved many types of mechanical and electrical
governors now in successful use may be employed.
When this form of turbine is used for propelling vehicles or for any purpose to
which the vertical form canuot be conveniently applied it can, without material
alteration, be made in horizontal form.
When this invention is employed for the propulsion of ships instead of expanding
the gases down to the atmospheric pressure in the nozzle and getting all the energy
out by means of a turbine as hereinbefore described the following modification may
be made. Suppose for example the chamber pressure be 75 lbs. per square inch
absolute; instead of expanding down to 15 lbs. I only expand to, say, 25 lbs. The
turbine may be arranged to extract most of the energy represented by the difference
between 75 and 25 lbs. with one set of vanes. Then, in place of exhausting direct
into the atmosphere, the exhaust pipe is led to a reservoir or reservoirs in which a
pressure of sny 25 lbs. is maintained. From this reservoir pipes are led to a series
of belts at convenient intervals along the hull below the waterline, the reservoir
and pipes being carefully lagged. The belts referred to are such as is shown by
the Figures 5 and 6 having rows of small orifices. The orifices of say half the
belts slope in the direction of the stern and half may slope towards the bow so that
the gases may be projected as desired, either sternwards to propel ahead or towards.
the bow to go astern.
For this purpose separate pipes are provided from the reservoir to the "abead"
and "astern" orifices; the direction of propulsion and the steering of the ship is
then very easily regulated by the opening and closing of valves which may be
operated from the bridge or other place at a distance. The reaction due to the
projection of the expanding gases against the water forces the ship along and at

page_text: the same time forms a gaseous shell round the immersed surface which largely
reduces skin friction.
The power developed by the turbine may be employed to operate a screw or
other propeller, or it may be employed to compress air for ejection along with the
gases, all the power in this case being applied to pneumatic propulsion.
Any convenient form of air compressor may be employed.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. The combination consisting of a chamber wherein combustion takes place
under high pressure, means for supplying fuel and air in measured proportions into
the chamber, an impulse turbine and means for supplying the resultant gases from
the chamber to the turbine at high velocity and low pressure.
2. The combination consisting of a chamber wherein combustion takes place
under high pressure, a casing enclosing the chamber, an air space between the
chamber and the casing, and means for forcing air through the casing and thence
into the combustion chamber.
3. The combination consisting of a chamber wherein combustion takes place
under high pressure, a receiver for the resulting gas, means for retaining ashes in
and from time to time withdrawing them from the receiver and means for drawing
off gas from the receiver.
4. The combustion chamber and receiver substantially as shown by the annexed
drawings.
5. The combination consisting of a combustion chamber, means for forcing air
into the said chamber, a cylinder through which the air is made to pass, a piston
reciprocating in the said cylinder and a ram connected with the piston and working
in a receptacle containing powdered fuel; the whole being so arranged that at each
reciprocation of the ram it thrusts a measured charge of the fuel into a passage
whence by an air current it is carried into the combustion chamber.
6. The combination consisting of a combustion chamber, means for injecting air
and powdered fuel into the said chamber, an ignition tube for starting ignition in
the chamber and means for withdrawing the ignition tube when combustion has
commenced.
7. An impulse turbine suitable to be operated by gases moving at high velocity
and having two or more rings of moving vanes or buckets and corresponding fixed
vanes.
8. An impulse turbine having two or more rings of moving vanes or buckets and
corresponding fixed vanes, and passages of progressively increasing area from the
place where the fluid enters upon the turbine with high velocity to the place where
it leaves it with low velocity.
9. The combination consisting of a combustion chamber, means for supplying
fuel and air under high pressure to such chamber, a turbine, means for supplying
gases at high velocity from the chamber to the turbine, a ship's propellor connected
with and driven by the turbine, and numerous passages by which the gases leaving
the turbine are delivered from the ship's side by orifices beneath the water line.
10. The combination consisting of a combustion chamber, means for supplying
fuel and air under high pressure to such chamber and passages leading the resulting
gases from the combustion chamber and delivering them in a rearward direction at
orifices on the ship's side beneath the water line.
Dated this 8th day of January 1897.
DAVID COOK.