Improvements in the Method of and Means for the Production of Motive Power for Tram-cars, Motor-cars, Launches and the like.
Year: 1899

page_text: Date of Application, 30th Oct., 1899
Complete Specification Left, 30th Aug., 1900-Accepted, 30th Nov., 1900
PROVISIONAL SPECIFICATION.
Improvements in the Method of and Means for the Production of
Motive Power for Tram-cars, Motor-cars, Launches and the like.
I, JOHN THOMAS NICOLSON, D.Sc., of 7, Athol Road, Alexandra Park, Man-
chester, in the County of Lancaster, Engineer, do hereby declare the nature
of this invention to be as follows:-
Joule, in 1851, suggested the production of power by a scheme involving the
use of compressed air, a heating receiver or furnace, and a motor; the motor
being driven by heated compressed air from the receiver. A part of the work
done by the motor was to have been employed to compress the air, and the
balance to have been utilised for driving any suitable mechanism. Since that
date many others have devoted much time and attention to the developement of
the scheme, but mechanical difficulties have hitherto rendered fruitless all
efforts to attain commercial success. By my present invention, these mechanical
difficulties have been overcome, and the scheme proposed by Joule is thereby
made generally available, and particularly in the production of power for utilisa-
tion in the propulsion of trami-cars, auto-cars, launches and the like.
My improved system consists in:-1st. Compressing air to a high pressure in
two steps, or alternatively, in one or more than two steps, by means of a compressor
driven by a hot-air motor. 2nd. Heating the air so compressed by the combus-
tion therein of suitable fuel or, alternatively, by external means. 3rd. The de-
livery of the hot high-pressure air to the motor and its utilisation therein (a),
for compressing the air for the first stage and (b), for external work such as
the propulsion of vehicles or launches.
The means which I employ for carrying the described system into practice
consist:1. In a compressor which may receive its supply from the atmosphere
or from: 2, A cooling receiver into which the motor or motors exhaust. 3. A
reservoir or a plurality of reservoirs into which the compressed air is delivered
by the compressor. 4. A means for heating the compressed air, intercalated
between the receiver and the motor or motors. 5. The motor or motors, which
may or may not be of the compound type. If of the compound type, there may
be: 5, a means for re-heating the air between the high-pressure and the low
pressure cylinders of the motor. With these means there are combined accessory
devices and appliances, the nature of which will be hereinafter indicated.
If the air for the compressors is derived from a cooling receiver, the air may be
cooled by known means, as for example by passing it through passages
having a large external surface which is constantly wetted. The evaporation
may be facilitated by a current of air produced either by a fan or by the proper
motion of the vehicle or boat in which the apparatus may be installed.
able cooling device, which may also be employed for cooling the water used in
the cylinder jacket, consists of two drums mounted co-axially and connected
together by pipes. The water or air to be cooled enters one of the drums by
means of a hollow shaft and passes through the pipes to the second drum which it
A suit-

page_text: leaves by a similar hollow shaft. The drums and their connecting pipes are
rotated and at the lowest-points of their paths, enter a trough supplied with
water. Each of the pipes is thus successively covered with water and exposed
to the air.
If the air is compressed in more than one stage, there may be interposed
between the compressing cylinders, a cooling device such as that just described.
An efficient device for heating the compressed air before its admission to the
motor or motors consists in a vessel having a refractory lining, which is inter-
calated between the motor and the compressed air receiver. The flame from a
lamp or oil burner is enclosed by this chamber, so that its products of combustion
may mingle with the compressed air and raise its temperature to about 1500° F.
The liquid fuel for the burner may be contained in a reservoir connected with
the compressed air receiver, so as to have the same internal pressure, and may
be conveyed to the burner through a passage or passages exposed to the heat of
the flame. The oil supply to the burner may be controlled by a suitable ther-
mostat or by hand.
To enable a high speed to be attained by the motor, I use a rotary plug admis-
sion valve having a single thoroughfare. The space between the walls of the
plug and of its thoroughfare are hollow and connected with a water supply and
outlet, so that the valve may be continuously cooled. This water supply may
be conveniently connected with a water jacket surrounding the motor cylinder
so that the water circulates through the valve and jacket successively or the
reverse.
The gases exhausted from the last motor cylinder may pass, above the atmos-
pheric pressure, into a suitable cooler connected also with the compressors so
as to form a closed circuit including the compressors, the heating device and
the motors. In this case arrangements may be made for emitting a portion of
the gases from the last motor 'cylinder, and for replacing this loss by means of
a small auxiliary compressor.
In starting and stopping the apparatus I may use two cranked handles capable
of being moved over graduated or divided sectors having end stops limiting the
motion of each handle. On one end of the starting handle spindle there is fixed
a bevel wheel gearing with a bevel pinion fixed on a horizontal shaft which
carries two mitre or bevel wheels. The first of these mitre or bevel wheels gears
with a corresponding wheel the rotation of which opens or closes a valve in
the pipe through which the air passes from the compressor to the motor. The
second of the mitre or bevel wheels gears with a corresponding wheel, the rota-
tion of which operates to lift the discharge valve of the compressor. In this
device for lifting the discharge valve, it is arranged that there is a little lost
motion at starting. The gearing has such ratios that, assuming the apparatus
to be at rest, with the starting handle at zero, when the handle is moved over
to the opposite end of the sector, the compressed air valve is first opened, putting
the motor into communication with the compressed air receiver; and second.
after the lost motion has been accounted for, the compressor discharge valve
is lifted, so that the piston of the compressor simply churns the air and no
compression takes place. The full power of the motors is thus available for
the start. As soon as this is effected, the starting handle is moved back to
about the centre of the sector, thus closing the compressor discharge valve, with-
out closing the motor supply valve. Thus, motion of the handle from zero to
the middle of the sector opens, and the reverse motion closes, the motor supply
valve, while motion through the second half of the sector opens or closes the
compressor discharge valve, and motion from one end of the sector to the other
opens or closes both of these valves. When a quick stop is required, the second
of the hereinbefore mentioned cranked handles is employed. On the spindle of
this handle there is fixed an arm through which motion may be transmitted to a
butterfly or other valve in the compressor outlet pipe. When the handle is

page_text: moved over, the valve is closed and, as a consequence, there is no outlet from the
working compressors and in this way a very powerful retarding force is brought
to bear which quickly brings the motor to rest. It will of course be understood
that other similar or equivalent devices may be emploved for operating the valves
to effect the stopping and starting of the motor. The butterfly or other valve,
or the outlet pipe of the compressor. may be provided with a relief valve or
valves to prevent the accumulation of too great pressure and, in the case of a
vehicle, to prevent skidding of the wheels.
In a tram-car, by way of example, I may use a triple compression in the com-
pressor and triple expansion in the motor, the cylinders being either radially
arranged as in the Brotherhood engine, or side by side as in the Willans type.
The motor may be geared with one axle of the car and the compressor from
the other axle, so that the compressor is driven through the intermediary of
the car wheels although the compressor may be alternatively or additionally geared
direct with the motor, as for example by being mounted upon or geared to the
same axle. In this latter arrangement," each axle of the car may be provided
with a motor and with a compressor.
D
...
doll
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1000
W. E. HEYS & SON,
Agents for the Applicant.
Improvements in the Method of and Means for the Production of
Motive Power for Tram-cars, Motor-cars, Launches and the like.
I, JOHN THOMAS NICOLSON, D.Sc., of 7, Athol Road, Alexandra Park, Man-
chester, in the County of Lancaster, Engineer, do hereby declare the nature
of this invention, and in what manner the same is to be performed, to be particu-
larly described and ascertained in and by the following statement:-
Joule, in 1851, suggested the production of power by means of a scheme
involving the use of compressed air, a leating receiver or furnace, and a motor,
the motor being worked by heated compressed air from the receiver.
A part
of the work done by the motor was to have been employed to compress the
air, and the balance to have been utilised for driving any suitable mechanism.
Since that date many others have devoted much time and attention to the
developement of the scheme, but mechanical difficulties have hitherto rendered
fruitless all efforts to obtain commercial success. By my present invention, these
mechanical difficulties have been overcome, and the scheme proposed by Joule
is thereby made generally available, and particularly in connection with the
production of power for utilisation in the propulsion of tram-cars, auto-cars,
and the like.
My improved system consists: -1st. In compressing air to a high pressure by
means of a compressor actuated by a hot-air motor. 2nd. In heating the air so
compressed. 3rd. In the delivery of the hot high-pressure air to the motor and
its utilisation therein (a) for compressing the air and (b) for external work.
The air to be compressed may be drawn either from the atmosphere or from
a cooling receiver into which the motor discharges. If the compression is
effected in two or more stages, the air is cooled in one or more intermediate
reservoirs after being discharged from the compressing cylinders. After com-
pression, it is delivered into a storage reservoir, whence it is led to a heating
device in which it can be heated to about 1500° F. before admission to the

page_text: motor. If the motor is compound, the hot air may, after being used in the
high pressure cylinder, pass thence to a re-heater, and after doing work in
the low pressure cylinder, may be finally exhausted to the external air.
I will describe my improvements with reference to the accompanying draw-
ings in which :-
Figure 1, is a sectional elevation of my appliance for heating the com-
pressed air;
Figure 2, a partial section of the reducing valve;
Figure 3, a sectional view of the control apparatus for the liquid fuel supply;
Figure 4, shews a longitudinal section through the motor and compressor
valves and one of the cylinders;
Figure 5, a partial sectional view shewing a modified form of motor admis-
sion port;
Figure 6, a transverse section through the combined motor and compressor and
their valves;
Figures 7 and 8, shew respectively in plan and elevation, the whole of the
apparatus;
Figure 9 shews a partial section through one cylinder and its motor valve;
Figure 10, represents a section taken at right angles to that shewn by Figure 9;
Figure 11 shews a cross section through the compressor valve;
Figure 12 shews a longitudinal section through part of the liquid fuel injector
and burner; and
Figure 13 shews a section taken at right angles to that shewn by Figure 12.
In all the various figures where they are shewn, similar letters and numerals
are employed to denote similar parts. Figures 9 to 13 inclusive are drawn to a
larger scale.
Referring to the apparatus for heating the compressed air, as illustrated in
Figures 1 and 2, the compressed air is supplied from its receiver, through the
main valve 1, which is controlled by the driver through suitable gearing or a
system of links or levers. Beyond this valve, the air supply is divided, one
part passing through the reducing valve 2 and pipe 3 to the furnace 4, and the
other part through the pipe 5 and the injection burner 6, 7. One function of
the reducing valve is to ensure that the pressure of air supplying the burner shall
be greater than that in the furnace, so that there shall be a constant flow or a
tendency towards a constant flow from the burner. A suitable reducing valve
may be one of the known type in which there is a floating piston 2ª, carrying,
in a cylinder below it, a piston valve 2b. There is a small bye-pass 2º, around the
floating piston which, when that piston is in the position indicated in Figure 1,
puts the space above the piston into communication. with the space below it.
There is a further bye-pass 2°, from the space above the floating piston, to the
pipe 3, this bye-pass being controlled by a valve 2d. The amount of reduction
of the pressure of the air passing to the furnace is governed by the combined
weight of the floating valve 2ª and the piston valve attached to it, and by the
pressures of the air above and below the floating valve. The pressure below
the floating piston is sensibly the same as that of the air supplied to the burner.
The pressure of the air above the floating piston is the same as or greater than
the pressure of the air in the furnace, according as the bye-pass 2d is opened or
closed. When it is closed, the floating piston drops and its bye-pass equalises
the pressure above and below it. At the same time, the piston valve 2b drops
and closes the passage to the furnace so that the maximum quantity of air then
goes through the burner and the maximum heating effect is produced. When
the valve 2 begins to open, it allows the pressure above the floating piston to
become less than the pressure below it and the piston thereupon rises and,
opening the piston valve ports, diminishes the difference of pressure between
the burner supply and the furnace and produces a reduction in the flow of
air through the burner and a less consumption of oil in the furnace. When the
valve 2 is fully open, the floating piston is at the top of its travel, the piston

page_text: valve ports are wide open, and but little oil is burnt in the furnace. The reduc-
ing valve therefore not only produces a tendency to make the air flow through
the burner, but controls it also when it is itself controlled through the valve 2ª.
The flow of air through the furnace being divided between the burner and
the pipe 3, the heat is under better control, since a greater flow through the
pipe 3 reduces the temperature, and the reverse.
I get rid of the great difficulty in obtaining a smokeless flame from oil fuel
burnt with a moderate sized burner and the further difficulty arising from
the clogging up of the oil passages, by the burner illustrated in Figures 12
and 13. In the fairway 9, through which the oil passes to the injection nozzle 7,
of the burner, I arrange a small excentrically perforated disc 9°, which has
a toothed edge in gear with a small tangent screw 9', fixed on the spindle of a
fan 98 contained in the passages 5ª and 5b of the pipe 5. Hence, as the fan is
rotated by the motion of the air passing to the burner, the speed of rotation
of the disc is proportional to the speed of the air passing to the burner. With
this arrangement of the oil supply there is a divergence in the oil passage, or
that passage is so arranged as to be coincident with the perforation or perfora-
tions in the rotary disc 9°, so that as a consequence of the rotation of the disc,
the oilway is alternately opened and closed and the total duration of the openings
in a given time is exactly proportional to the air supply. Consequently, an
increased air-flow to the burner is followed by an exactly proportionate increased
oil-flow. The oil is contained in the reservoir 9 from which it passes to the
burner by the pipe 9ª, where it is controlled by the valve 9b. The reservoir 9
is in communication through the pipe 9h, with the compressed air supply, so that
it flows under that pressure.
The air supply pipe 5º, before finally reaching the burner 6, connects with the
coiled pipe 5d around the furnace 4, so that the air on its passage to the burner
becomes highly heated. The air issues from the coil at 4d to the space surround-
ing the injection tube 7ª, into which it passes at the nozzle 7.
The furnace, as shewn by the drawings, is constructed of steel with dished
ends 4b and 4°. On the end 4° there is bolted the hot air exit pipe 11, which
may have a protective lining 11 and an air space 11b. At the end of the air
pipe there is a sluice valve 11, which is opened and closed simultaneously with
the valve 1, through the agency of suitable gearing.
The valve 2 is shewn to be operated by a thermostat 10, arranged in a position
where it will be exposed to the heat of the heated air issuing from the furnace 4.
The illustrated thermostat includes an annular chamber 10, filled with a fusible
alloy. This chamber has a vertical cylindrical branch containing a plunger 10b,
on the top of which rests a heavy cap 10°, or which can alternatively be sub-
jected to a corresponding spring pressure. The cap or its equivalent is con-
nected by the links and levers 100, 10, 10, with the.handle of the valve 2d.
valve is thus operated by the variable expansion of the fusible alloy under
changes of temperature in the compressed air which may or may not be issuing
from the furnace.
This
In Figure 1, 12 indicates, in cross section, the cooled rotary plug valve of
the motor in its casing 12ª, the admission opening to the valve being connected
with the coned pipe 11 at the contiguous end of the furnace. A refractory non-
conducting material 12b is interposed in the joint between the valve casing 12"
and the cone pipe 11.
When the motor is compound, the air may be heated between the high and
iow pressure cylinders by passing it through the pipes 13 13, connected with
and forming a second coil around the furnace 4.
The flame from the burner may impinge upon a perforated cup Sa, made of
refractory material and containing the stemmed protuberance S. which becomes
intensely heated and ensures the ignition of the intermittent injections of oil.
In connection with the furnace, 4' indicates a metal lining: 4° a refractory
Jining: 48 an air space insulator for heat; and 4h, a plug with a hollow end 4³,

page_text: projecting into the furnace for the purpose of holding oil and a wick for lighting
up at the start. Air at atmospheric pressure can be supplied to the interior of
the furnace while lighting up, through the branch in the pipe 11.
The motor and compressor are shewn in Figures 4, 6, 7, 8, 9, 10 and 11. In
the illustrated construction there are three parallel cylinders, but it will be
understood that there may be a greater or less number and that a compound or
series arrangement may be employed, with successive expansions in the motors
and successive compressions in the compressors, as in other systems.
Each cylinder 14, 14, 14, is fitted with a trunk piston 15, which is connected
by a connecting rod 16 with one of the cranks 17, 17ª, 17. The trunk 15ª of
each piston is of smaller diameter than the piston and there is constituted around
it in the lower part of the cylinder, a closed annular chamber in which the
compression of the air is effected by the approaching piston. The hot compressed
air enters at the opposite end of the cylinder where it acts upon the whole area of
the piston.
The rotary motor valve 12 is constructed with thoroughfares 12°, 12d, and 12°,
perpendicular to the axis of the valve, giving two admissions for each revolution.
If it be desired to have one admission per revolution, a diagonal thoroughfare
may be substituted in the construction as shewn by Figure 5. In addition to
the admission thoroughfares in the valve there are also exhaust thoroughfares
12, 128, and 12h, perpendicular to the axis of the valve. With a modified con-
struction, these may be main exhaust thoroughfares, but as shewn in the draw-
ings, they are subsidiary and comparatively small passages. In Figure 4, that
part of the motor valve in which the exhaust passages would appear, is supposed
to be broken away so as to shew the exhaust exits which open into passages
through the water jacket which are not shewn in the drawings. The motor
valve has also an axial thoroughfare for the circulation of the cooling water
which enters the end of the valve casing from the cylinder jackets by the pipe 121
and the proximate open end of the valve from the opposite end of which it issues
through holes 12k into lateral water jackets from which it finally escapes by the
pipe 12.
The cylinder water jackets 14º, are limited to the upper ends of the cylinders
and in each of them there is constructed a small chamber, connecting the sub-
sidiary exhaust outlet 12, with the exhaust port corresponding with the
thoroughfare 12, 12%, or 12h, in the rotary valve. The subsidiary exhaust serves
to diminish the back pressure, to give greater efficiency and smoothness in
The main
running, and enables the point of compression to be regulated.
exhaust ports are shewn to be formed by the openings 14d in the wall of each
cylinder, and are opened and closed by peripheral extensions 15°, both above and
below the piston 15. The upper extensions pass the openings 14d and uncover
them at the end of the working stroke. At the opposite end of the stroke,
where these openings would come into the compressor space, they are prevented
from being uncovered by the lower peripheral extensions 15º. The exhaust
passes into an annular space around the cylinder whence it may escape or be led
to a cooler for re-use.
Motion is communicated from the crank shaft to the driven mechanism by the
spur pinion 18.
The rotary compressor valve 19 has three suction ports 19ª, and three discharge
ports 19. The air for suction enters at 20 through the driving chain wheels 20
and 20 and passes along the annular channel 19° through the ports 19ª, and the
cylinder ports 19. The discharged compressed air passes through the ports 19d
and 19b, into the central cavity 19° of the valve, and out through the end
outlet 191.
Water for cooling enters by the pipe 19h, passes along the axial tube 19, at
the opposite end of which there is a right angle bend opening through the surface
of the valve through which a portion of the water escapes once or oftener in each
revolution through a port or ports 19, into the valve jacket 191, whence it passes

page_text: by the pipe 19 to one of the water jacket 14°. The water jackets 14°, of
the cylinders 14, 14ª, and 14b, being connected by pipes, the water passes succes-
sively through them to the pipe 12 and the motor valve as already described.
The valves are positively rotated, the compressor valve by the chain wheels 20ª
and 20b, with a connecting chain 20d, and the motor valve by the chain wheels 20
and 20° and a connecting chain 20. The wheel 20 is fast with the wheel 20ª,
and consequently moves therewith.
Lubrication of the motor valve and of the compressor valve may be effected
through the tubes 21ª from the main lubricator 21 or from a plurality of such
lubricators. The, or each, main lubricator 21, has its upper part in open com-
munication with the compressed air reservoir through the tube 21b, so that
the pressure on opposite sides of the lubricator is balanced. Grooves 12" may
be turned in the surface of either or both the rotary valves to aid in the distribu-
tion of the lubricant.
The bottoms of the compressor cylinders communicate with each other through
a common pipe and the cocks 22, of which there is one for each cylinder. These
cocks can be simultaneously opened and closed by a common link, connected
at 22 so as to put them into communication, or to isolate the cylinders. When
the motor is started, these cocks are opened with the result that no compression
takes place and the whole of the motor power is utilised in starting the vehicle
or mechanism. After the motors have come well into action, the cocks are closed,
and compression commences.
In the general arrangement, illustrated by Figures 7 and 8, 23 is a filter
through which air enters the compressor valve 19. After being compressed in
the cylinder, it is discharged through the pipe 25 into the cooling reservoir 26,
whence it passes by way of the pipe 27 to the next stage compressor 28 through
the valve 29. From this compressor the air is discharged at its highest pressure
to the reservoirs 31 and 31ª, connected by the pipe 31b, which is in communication
with the main valve 1, whence its course to the furnace and motors has already
been described.
After leaving the high pressure motors the air passes by way of the pipe 33 to
the coil 13 (Figure 1), in which it is reheated and from whence it passes to
the low pressure motors 24, through their valve 35, and is finally discharged
through the pipe 36.
By means of the starting handle 87 and the shaft 38, giving motion to the
bevel wheels 39, the driver is enabled, first to open the stop valve 1; then,
by further rotation, to open the cocks 22 (Figure 6), thus arresting compres
sion as already described. As soon as the motor is well started, the handle is
reversed so far as to close the cocks 22 and thus to start compression.
A braking action may be introduced by increasing the pressure of the air on
the discharge side of the compressors. This may be done by means of equilibrium
valves 44 and 44ª operated by the handle 41 and the connecting rods 42 42"
and 42b. In this way, as the compressor is of sufficient power to absorb about
four fifths of the work the motor can give out, the compressors are made use of
as the main brakes of the vehicle or mechanism. An economy of energy is thus
effected as the kinetic energy of the vehicle or mechanism is transformed into
work done in the compressors and stored in the compressed air delivered into
the reservoirs, instead of being wasted in heating and wearing brake shoes.
In the general arrangement, Figures 7 and 8, the air compression is shewn
to be effected in two stages, but it will be obvious that the work may be divided
by effecting the compression in three or more stages.
The air for the compressors may be cooled by known means as for example
by passing it through passages having a large external surface which is constantly
wetted. The evaporation may be facilitated by a current of air produced by a
fan or by the proper motion of a vehicle or boat in which the apparatus is
installed.
When the exhaust air for the motors is used for re-compression, an arrange-

page_text: ment may be made for emitting a portion of the exhaust from the last motor
cylinder, and for replacing this loss by means of a small auxiliary compressor.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is-
-
1. In apparatus of the type set forth for the production of motive power, the
combination and arrangement of a plurality of motor compressors, a compressed-
air cooler, a compressed-air reservoir, a furnace for heating the compressed
air, a reducing valve through which the compressed air is supplied to the
furnace at a reduced pressure, a liquid fuel injector-burner fed by the high
pressure compressed air, pipes connecting the said parts, and a connection
between the furnace and the motor valve, substantially as herein before described
with reference to the accompanying drawings.
2. In apparatus of the type set forth for the production of motive power, the
combination and arrangement of a plurality of low pressure motor compressors,
a plurality of high pressure motor compressors, a furnace for re-heating the
air between the high pressure and the low pressure motors, a receiver in which
the air is cooled between the low pressure and the high pressure compressors,
a receiver for the fully compressed air, a furnace for heating the fully com-
pressed air, a reducing valve through which the compressed air is supplied
to the furnace at a reduced pressure, pipes connecting the said parts, and a
connection between the furnace last named and the high pressure motors, sub-
stantially as hereinbefore described with reference to the accompanying
drawings.
3. In apparatus of the type set forth for the production of motive power,
a motor compressor having its piston rod or the piston rod of the compressor
connected with the main crank shaft and provided with means for cutting off
the supply of compressed air to the motor without interfering with the com-
pressors, in such a manner that when it is desired to stop the apparatus the
motor supply only is cut off whereupon the energy resident in the moving car
or mechanism is utilised in compressing air and thus slowing the car or
mechanism and bringing it to rest, the air so compressed being stored and
utilised for subsequent work in the motors, substantially as hereinbefore described.
4. In apparatus of the type set forth for the production of motive power, a
plurality of compressors each of which is connected through a cock controlled
pipe with a common pipe having closed ends, in combination with a link so con-
necting all the cocks that they are opened and closed together, and means for
operating the said link and cocks so that when the latter are opened on starting
the apparatus, no compression takes place and the whole power of the motor is
available for external work, substantially as hereinbefore described.
5. In apparatus of the type set forth, a furnace for internally heating the
compressed air, constructed and operated and operating substantially as herein-
before described and as illustrated by the accompanying drawings.
6. In apparatus of the type set forth, a furnace for heating the compressed air,
a liquid fuel injector, a reducing valve intercalated in a branch pipe leading
from the compressed air supply to the interior of the furnace, and a pipe coiled
around the furnace and communicating at one end with the compressed air
supply and at the other end with a liquid fuel injector, substantially as herein-
before described with reference to the accompanying drawings.
7. In apparatus of the type set forth, means for ensuring the supply of liquid
fuel to the furnace injector in proportion to the supply of air passing there-
through and consisting of a rotary disc having an excentric port or ports in the
fuelway in combination with a fan in the airway and a tangent screw on the
fan spindle gearing with teeth on the periphery of the disc, substantially as
herein before described and as illustrated by the accompanying drawings.

page_text: 8. In apparatus of the type set forth in which a single cylinder contains a
trunk piston energised on its plane area by compressed air and air is compressed
on the opposite side, constructing the piston with peripheral extensions upon both
the compressor and motor sides the said extensions being adapted to open
the motor exhaust at the end of the working stroke and to prevent the opening
of the said exhaust into the compressor end of the cylinder, substantially as
herein before described and as illustrated by the accompanying drawings.
9. In apparatus of the type set forth, a rotary motor valve having diametral
admission and exhaust thoroughfares and a longitudinal thoroughfare for water
circulation, in combination with a synchronously driven rotary compressor valve
having an annular chamber in communication with an end air admission, a port
in the outer wall of the annular chamber corresponding with the cylinder port,
a central cavity communicating with the delivery outlet and having a port
also corresponding with the cylinder port. and a central tube forming part of a
water circulating system common to both valves, substantially as herein before
described and as illustrated by the accompanying drawings.
10. In apparatus of the type set forth and in which a motor and a compressor
are contained within a single cylinder, a water circulatory system consisting
of a tube forming the centre of the rotary compressor valve. a branch from the
said tube opening to the surface of the valve and in periodical communication
with a water inlet port, a branch from the opposite end of the tube opening
to the surface of the valve in periodical communication with a water outlet port:
a passage from the water outlet port, a water jacket around the cylinder with
which the said passage communicates, a passage from the cylinder jacket to
the interior of the rotary motor valve, openings through the last named valve,
and a water jacket around the valve with which the said valve openings com-
municate, substantially as hereinbefore 'described and as illustrated by the
accompanying drawings.
11. In apparatus of the type set forth and in which a motor and a compressor
are contained within a single cylinder, a main lubricator having branches from
its lower part to the motor and compressor valves respectively and having its
upper part in communication with the compressed air supply, substantially as
herein before described with reference to the accompanying drawings.
12. A rotary motor valve having diametral admission and exhaust thorough-
fares and an axial water thoroughfare, the said admission and exhaust thorough-
fares being in correspondence with admission and exhaust ports, constructed
and operating substantially as herein before described with reference to the
accompanying drawings.
13. A rotary compressor valve having an annular chamber in communication
with an end air admission, a port in the outer wall of the annular chamber
and corresponding with the cylinder port, a central cavity communicating with
the delivery outlet and having a port corresponding with the cylinder port.
and an axial tube forming part of a water circulatory system, constructed and
operating substantially as herein before described with reference to the accom-
panying drawings.
Dated this 29th day of August A.D. 1900.
W. E. HEYS & SON,
Agents for the Applicant.