IMPROVEMENTS IN OBTAINING MOTIVE PAWARD
Year: 1857

page_text: LETTERS PATENT to Alexander Morton, of Glasgow, in the County of
Lanark, North Britain, Engineer, and James Howden, of the same.
TA
RONMENTS IN OBRTAINING MOTIVE
LETTERS PATENT to Alexander Morton, of Glasgow, in the County of
Lanark, North Britain, Engineer, and James Howden, of the same.
Place, Engineer, for the Invention of "IMPROVEMENTS IN OBTAINING MOTIVE
PAWARD"
PROVISIONAL SPECIFICATION left by the said Alexander Morton and
James Howden at the Office of the Commissioners of Patents, with
their Petition, on the 4th December 1857.
We, ALEXANDER MORTON, of Glasgow, in the County of Lanark, North
Britain, Engineer, and JAMES HOWDEN, of the same Place, Engineer, do
hereby declare the nature of the said Invention for "IMPROVEMENTS IN
OBTAINING MOTIVE POWER," to be as follows, that is to say :-
This Invention relates to the arrangement and working of motive power
engines of various kinds, whether actuated by the agency of steam, air, or
other elastic fluid, but it principally concerns steam engines and boilers.
As applied to steam engines, the Iuvention, is carried out in practice under
one head or section, by artifically aiding or heightening the natural effective
power of the operating steam. This is done by "super-exciting" the steam
in the actual course or routine of its work. In other terms, the power due to
the percussive impact generated by the steam flow from the boiler or regu-
lating valve to the cylinder, is practically utilized and made to operate in the
direct working of the engine, so as to add to what may be considered as the
absolute dead working pressure of the steam. This effect is brought out by
using very large valves and steam ducts, which allow the steam supply to get
suddenly into motion.

page_text: The steam so supplied is allowed to expand into a free or enlarged space,
which may either be independant of the engine, or it may be formed by
causing the engine crank to pass the centre to a considerable extent prior to
the admission of the steam to the cylinder, so that the piston leaves a con-
siderable free space in the cylinder end for the subsequent admission thereto
of the steam. The steam being thus allowed to get rapidly into motion, and
then being suddenly checked, the actual duty" obtained from it is considerably
higher than the usual standard.
The exhaust or eduction valve for the waste or used steam is opened more
slowly than is usual, or the duct is reduced in size, so as to "wire draw" the
steam in escaping, and thus add to the effect. In high-pressure engines the
exhaust steam port is closed before the piston reaches the end of its stroke.
In condensing engines the pressure of the expanded steam is equalised at
about the same part of the stroke for the same purpose, that is, for the pre-
vention of the moving mass of the engine from being brought to rest by the
action of the crauk pin alone. Weights are attached to the reciprocating
parts of existing engines to produce the same effect, and where it is fonsible.
as in new engines, the weight of the moving parts aro so proportioned to the
speed of the crank, that the same end is gained. In duplex-cylinder expan-
sion engines, a "super-exciting" chamber or a percussive impact space is
placed between the two cylinders, as well as at the induction valve for the
high-pressure cylinder.
In working high-pressure engines according to these improvements, re-
frigerating vessels or coolers are used to cool down the waste steam to a point
just short of bringing it to a state of water, and in this condition the cooled
steam is again returned to the boiler. The use of super-exciting chambers
applies also to rotatory engines, and it is proposed to work both rotatory and
reciprocatory engines with air, on the expansive principle, using refrigerating
vessels for cooling down the air to the temperature required, after having
performed its office.
In locomotive engines the exhaust steam is mainly carried off through a
duct separate from the blast pipe, the latter being used only to a moderate
extent for the escape of the steam, or dispensed with altogether.
The steam valves of engines constructed and worked according to these
improvements may be actuated in various ways, but it is preferred to use a
differential movement connected with the governor for this purpose. The
cam action of this arrangement is so contrived that, by reason of its con-
nection with the governor, the action of the valve is varied as circumstances
may require.

page_text: According to one modification of such a valvular arrangement, the engine's
governor is so connected by means of gearing with the operating cam upon a
continuously revolving shaft, that the rate of the engine causes the cam to
be set back or forward correspondingly upon the shaft. The cam is of the
composite or longitudinal wedge or differential kind, and it operates upon a
differential lever arrangement connected with the valve spindle, the effect of
each cam shift being, that the opening and closing of the valve is regulated
in correspondence with the actual requirements of the engine. Or, instead of
such a valvular motion, the valves, which are of the balanced-pressure kind,
are fitted with a small steam piston, so arranged that a slide valve, worked
from the governor or from the engine's movement, causes this piston to open
and close the main valve. Or, by another arrangement of valves, the steam is
admitted to the cylinder ports through passages in the body of the main slide,
and on the back of this slide is a secondary plate with ports in it to govern
the supply of steam to the main valve. This back plate is worked by a pin
or stud in the eccentric, which actuates the main slide, and this back plate or
secondary valve is adjustable both as to the period and duration of its throw,
the result being that both the cut-off and the lead are thus regulated. The
boilers are each fitted up with internal horizout al partitions one above another,
to contain thin or shallow films of water, to be heated partly by the direct
and actual heat of the furnace, and partly by the steam itself. In a plain
horizontal cylindrical boiler, the actual bottom portion of the shell forms the
lowest partition of the series, and steam is raised from the water contained
in it by the direct action of the furnace heat beneath; then, as the steam
rises, it heats the next partition and so on throughout the series. Each
partition may have flue tubes passed along or over it, for the purpose of
directing the furnace heat through the water contained therein. In this
arrangement of boiler the top partition alone is fed with water, and the
overflow from it supplies the other partitions, the main shell of the boiler
forming the actual steam space. The boiler flues are much shorter than is
ordinarily the case; or the circuit of the heating flame is reduced, whilst the
area of fire-grate surface is increased, and slow combustion of the fuel is
adopted. In boilers where there are external flues, cellular partitions are fitted
up in the interior to run along the parts acted upon by the heat in the external
flues, whilst at the same time the rising steam from the bottom acts upon and
heats the cellular partitions, as in the example herein-before mentioned.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Alexander Morton and James Howden in the Great Seal
Patent Office ou the 4th June 1858.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, ALEXANDER
MORTON, of Glasgow, in the County of Lanark, North Britain, Engineer,
and JAMES HOWDEN, of the same Place, Engineer, send greeting.
the
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Fourth day of December, in the year of our Lord
One thousand eight hundred and fifty-seven, in the twenty-first year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto 118, the
said Alexander Morton and James Howden, Her special license that
we,
said Alexander Morton aud James Howden, our executors, administrators,
and assigns, or such others as we, the suid Alexander Morton and James
Howden, my executors, administrators, or assigns, should at any time agree
with, and no others, from time to time and at all times thereafter during
the term therein expressed, should and lawfully might make, use, exercise,
and vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN
OBTAINING MOTIVE POWER," upon the condition (amongst others) that we, the
said Alexander Morton aud Jaines Howden, by an instrument in writing
under my hand and seal, should particularly describe and ascertain the nature
of the said Invention, and in what manner the same was to be performed,
and cause the same to be filed in the Great Seal Patent Office within six
calendar months next and immediately after the date of the said Letters
Patent.
NOW KNOW YE, that I, the said Alexander Morton and James Howden,
do hereby declare the nature of our said Invention, and in what manner the
same is to be performed, to be particularly described and ascertained in and
by the following statement, reference being had to the accompanying
Drawings, and to the letters and figures marked thereon, that is to say :-
Our said Invention relates to the arrangement and working of motive power
engines of various kinds, whether actuated by the agency of steam, air, or
other elastic fluid, but it principally concerns steam engines and boilers.
As applied to steam engines, the Invention is carried out in practice under
one head or section by artificially aiding or heightening the natural effective
power of the operating steam. This is done by super-exciting the steam in
the actual course or routine of its work. In other terms, the power due to the
percussive impact generated by the steam flow from the boiler or regulating

page_text: valve to the cylinder is practically utilised and made to operate in the direct
working of the engine, so as to add to what may be considered as the absolute
dead working pressure of the steam. This effect is brought out by using very
large valves and steam ducts, which allow the steam supply to get suddenly
into motion. The steam so supplied is allowed to expand into a free or
enlarged space, which may either be independent of the engine, or it may be
formed by causing the engine crank to pass the centre to a considerable extent
prior to the admission of the steam to the cylinder, so that the piston leaves a
considerable free space in the cylinder end for the subsequent admission
thereto of the steam. The steam being thus allowed to get rapidly into
motion, and then being suddenly checked, the actual "duty" obtained
from it is considerably higher than the usual standard.
The exhaust or eduction valve for the waste or used steam is opened more
slowly than is usual, or the duct is reduced in size, so as to " wire-draw" the
steam in escaping, and thus add to the effect. In high-pressure engines the
exhaust steam port is closed before the piston reaches the end of its stroke.
In condensing engines the pressure of the expanded steam is equalized at about
the same part of the stroke for the stroke for the same purpose, that is, for the
prevention of the moving mass of the engine from being brought to rest by
the action of the crank pin alone. Weights are attached to the reciprocatory
parts of existing engines to produce the same effect, and where it is feasible,
as in new enginos, the weights of the moving parts are so proportioned to the
speed of the crank that the same end is gained. Induplex-cylinder expansive
engines a "super-exciting" chamber or a percussive impact space is placed
between the two cylinders as well as at the induction valve for the high-
pressure cylinder.
In working high-pressure engines according to these improvements, re-
frigerating vessels or coolers are used to cool down the waste steam to a point
just short of bringing it to a state of water; in this condition the cooled
steam is again returned to the boiler. The use of super-exciting chambers
applies also to rotatory engines, and it is proposed to work both rotatory
and reciprocating engines with air, on the expansive principle, using
refrigerating vessels for cooling down the air to the temperature required
after having performed its office.
In locomotive engines the exhaust steam is mainly carried off through a
duct separate froin the blast pipe, the latter being used only to a moderate
extent for the escape of the steam, or dispensed with altogether.
The steam valves of engines constructed and worked according to these
improvements may be actuated in various ways, but it is preferred to use a

page_text: differential movement connected with the governor forthis purpose. The cam
action of this arrangement is so contrived that by reason of its connection with
the governor the action of the valve is varied as circumstances may require.
According to one modification of such a valvular arrangement, the engine's
governor is so connected by means of goaring with the operating cam upon a
continuously revolving shaft, that the rate of the engine causes the cam to be
set back or forward correspondingly upon the shaft. The cam is of the com-
posite or longitudinal wedge or differential kind, and it operates upon a
differential lever arrangement connected with the valve spindle, the effect of
each cam shift being that the opening and closing of the valve is regulated in
correspondence with the actual requirements of the engine. Or, instead of
such a valvulat motion, the valves, which are of the balanced-pressure kind,
are fitted with a small steam piston, so arranged that a slido valve, worked
from the governor or from the engine's movement, causes this piston to open
and close the main valve. Or, by another arrangement of valves, the steam is
admitted to the cylinder ports through passages in the body of the main slide,
and on the back of this slide is a secondary plate with ports in it to govern the
supply of steam to the maiu valve. This back plate is worked by a pin or stud
in the eccentric which actuates the main slide, and this back plate or secondary
valve is adjustable both as to the period and duration of its throw, the result
being that both the cut-off and the lead are thus regulated. The boilers are
each fitted up with internal horizontal partitions one above another,to contain
thin or shallow films of water, to be heated partly by the direct and actual
heat of the furnace and partly by the steam itself. In a plain horizontal
cylindrical boiler, the actual bottom portion of the shell forms the lowest -par-
tition of the series, and steam is raised from the water contained in it by the
direct action of the furnace heat beneath; then, as the steam rises, it lents the
next partition, and so ou throughout the series. Each partition may have flue
tubes passed along or over it, for the purpose of directing the furnace heat
through the water contained therein.. In this arrangement of boiler the top
partition alone is fed with water, and the overflow from it supplies the other
partition, the main shell of the boilor forming the actual steam space. The
boiler flues are much shorter than is ordinarily the case; or the circuit of
the heating flame is reduced, whilst the area of fire-grate surface is increased,
and slow combustion of the fuel is adopted. In boilers where there are
external flues, cellular partitions are fitted up in the interior to run along
the parts acted upon by the heat in the external flues, whilst at the same
time the rising steam from the bottom ncts upon and heats the cellular
partitions, as in the example herein-before mentioned.

page_text: And in order that our said Invention may be properly understood, we shall
now proceed to describe the several illustrative Figures upon the explanatory
Sheets of Drawings, which we have hereunto appended for the purpose of
showing certain modifications under which our improvements may be judi-
ciously carried out in practice.
66
The first part of our present Invention consists in the application to ordinary
steam engines, and using in conjunction therewith, certain supplementary
heating or super-exciting" steam chambers. The object of this addition
to the engine being the obtaining of a greater amount of duty out of the
steam than heretofore, and consequently to economize its use.
One modification of this part of our Invention is shown in Figures 1 and 2
on Sheet 1 of our Drawings; Figure 1 is a vertical longitudinal section, and
Figure 2 a plan, of an engine arranged with a super-exciting steam chamber.
In this arrangement the flue A from the furnace has fitted therein the super-
exciting steam chamber B, which consists of a cast-iron cylindrical vessel, the
lower end of which is semi-spherical, the upper end being flanged, and having
a cover boited thereto. This steam chamber is fitted in the flue A of the
furnace, so that the heated gaseous matters arising from the burning fuel
pass round the steam chamber on their way to the chimney, and maintain
the vessel B at nearly a uniform temperature. The interior of the steam
chamber B is filled with round rods C, of copper, iron, or other suitable
material, These metal rods or wires are arranged vertically, as shown in
the sectional view, Figure 1; they may be supported at the upper ends in
auy convenient manner, or they may be self-supported by filling the chamber B
with rods. The high-pressure steam from the boiler is conveyed by the steam
pipe D to the interior of the super-heating vessel B, its admission through
the perforated cover of the vessel B being regulated by the slide valve E,
which works in a valve chest formed on the cover of the vessel B. The
spindle of the slide valve E works through the lateral stuffing box F, and is
connected by the rod G to the spanner H, which is fast to the rocking shaft I;
it is from this shaft that the slide valve E receives its reciprocatory movement.
The rod G has at its extremity, where it is connected to the spanner or lever H,
a slot, which is shown in dotted lines in Figure 1 on Sheet 1 of our Drawings;
the connecting pin traverses to and fro in this slot, so that when the lever has
just passed the centre on either side of the shaft I, the valve is actuated and
caused to open or shut the valve suddenly. A charge of steam sufficient to
impel the piston through the following stroke of the engine is admitted
through the pipe D, the lower end of which is fitted with a throttle valve J,
worked by the ordinary means. This charge of steam rushes through the

page_text: open port of the valve E into the superheating vessel B; the steam being
thus suddenly mixed with a portion of highly-heated steam remaining in the
heating chamber, increases in pressure. The slide valve E is then suddenly
closed, and shuts off the communication with the steam pipe D; the ordinary
slide valve K now opens the port communicating with one side of the piston L
in the cylinder M. The valve chest N is connected with the heating chamber B
by means of the steam pipe O, so that upon the port being opened the steam
confined within the chamber B rushes through the pipe O into the upper or
lower part of the cylinder M. As the piston ascends or descends, the steam
gradually expands, and its demand for beat in expanding is rapidly supplied
by the heated rods C, which in their turn absorb heat from the external heated
matters as quickly as it is given off. Before the termination of the stroke the
ordinary slide valve K. shuts off the connection between the cylinder and the
heating chamber B, and at the same time slowly opens the eduction port.
Simultaneously with this action the slide valve E opens to admit another
charge of steam to the heating cylinder B, where it mixes with the small
quantity of highly-heated steam remaining in the chamber after the last
emission to the cylinder. As the speed of the engine increases, these successive
charges of steam diminish in quantity in consequence of the slide valve E
travelling at an increased velocity. The throttle valve Jin the steam pipe D
serves to regulate the successive charges of steam according to the work of
the engine. Upon the upper part of the pipe O is fitted a safety valvel',shown
in Figure 2, Sheet 1; this valve prevents any dangerous pressure arising in
the heating chamber B, when the engine has been recently stopped. The
Fipe Q, which communicates with the pipe O, serves to convey back to the
boiler any steam that may arise from the evaporation of the water of con-
densation in the super-exciting vessel. The super-exciting vessel is so
proportioned that the space or capacity between the wires bears a certain
relation to the capacity of the cylinder and degree of pressure adopted. By
super-heating the steam in this manner, and causing it to exert suddenly
its percussive impact upon the piston, a greater amount of effective
mechanical power is obtained therefrom.
Another arrangement for super-exciting the steam is shown in Figures
and 4 on Sheet 1 of our Drawings; Figure 3 is shown partly in vertical
section, and Figure 4 is a plan corresponding of a portion of a horizontal
cylinder engine. In this arrangement the super-heating chambers are formed
at each end of the cylinder, by cupping or forming recesses in the end covers.
At the end R of the cylinder the cover is cast with short parallel tubes S,
which extends inwards towards the centre. These tubes are maintained at a

page_text: uniform temperature by means of high-pressure steam, which is admitted
thereto from the boiler by means of the branching pipes T. The opposite
end cover U of the cylinder has fitted therein a series of coils of copper
tubing V, which are fitted in like manner with high-pressure steam. Each
end of the cylinder, therefore, forms a heating chamber to supply the expanding
steam with an equivalent of heat according to the speed of expansion. At
the beginning of each stroke the steam valve W suddenly opens the port
communicating with the boiler, and the tubes S and V supply the additional
heat as the steam expands within the cylinder. The slide valve X serves
only to regulate the exhaust and compression of the steam. In these engines
a certain portion of the steam from the previous stroke is retained in the
cylinder, and compressed near the termination of each stroke by the exhaust
valve X closing the port. The steam valve is actuated by connecting it with
the ordinary eccentric gear, as shown in the Figures, which are broken off
from the sectional Figure and Plan 3 and 4. The steam valve rod Y works
out through a lateral stuffing box, and is connected by a cross head to the
rod Z. This rod is attached to a bell-crank lever a, which works upon a fixed
centre b, and is connected by a link to the eccentric c, which likewise actuates
the exhaust valve by means of the rod d, arranged in manner similar to
the foregoing.
The mode of working or obtaining the reciprocatory
motion of the valves may be greatly varied, and other reciprocatory parts
of the engine may be rendered available for the purpose by means of suit-
able connections.
In Figures 5 and 6 of Sheet 1 of our Drawings a modification of our super-
heating chamber is shown as applied to a double-cylinder expansive engine.
Figure 5 is an elevation, and showing the heating chamber in vertical section;
Figure 6 is a plan corresponding thereto. In this arrangement the heating
chambere has a cover f, cast with a series of vertical tubes g attached thereto.
These tubes g are arranged parallel to each other, and fill the greater portion
of the cylindrical vessel e. The tubes are filled with lengths or pieces of
copper or iron wire of about one-fourth of an inch in diameter. High-pressure
steam is admitted by the pipe h from the boiler to the heating cylinder e;
another pipe i is also fitted in the lower part of the cylinder to carry off any
water of condensation that may be formed. The high-pressure steam cylinder
is supplied direct from the boiler in the usual way by means of the steam
pipe k. Near the termination of each stroke the slide valve of the cylinderj
gradually opens
the communication between the propelling side of its piston
and the super-heating chamber c. The steam liberated in this manner passes
through the connecting pipe and enters the chamber e by the steam pipe m,

page_text: meanwhile the slide valve of the condensing or expanding cylinder n has
closed the communication with the super-heating chamber o, thus allowing
the previously used steam to flow slowly into the condenser, in manner
similar to the modifications herein before described. Instead of supplying
the steam in the ordinary manner to the high-pressure cylinder j. a super-
exciting vessel, similar to the arrangement shown in Figure 1 on Sheet 1
of our Drawings, may be used in conjunction therewith.
P
Figure 7 on Shoet 1 of our Drawings shows the application of the heating
chambers or super-exciting vessels to a locomotive engine. In this modification
the steam from the boiler enters the first valve chest by the port o, the slide
valve of which is inverted. This valve is actuated by a rod, which passes
through a lateral stuffing box arranged parallel with the usual slide valve rod,
and connected with the rocking shaft, in manner similar to the arrangement
shown in Figures 1 and 2 on Sheet 1 of our Drawings. The super-heating
arrangement consists of a series of vertical tubes y,arranged within the smoke
box and exposed to the direct heat of the gaseous matters evolved from
the burning fuel as they pass through the tubes of the boiler. The super-
heating tubes 9 are consequently maintained at a high and generally uniform
temperature; and as the steam passes through the port of the valve chest it
enters the series of vertical super-exciting tubes q, and when the ordinary
slide valve is opened the tubes 7 supply the heat requisite for its complete
expansion. The super-heating chambers may also be arranged in the steam
pipe between the boiler and the engine, as shown in the arrangement
delineated in Figures 8 and 9 on Sheet 1 of our Drawings, in which an
equilibrium valve is used for regulating the charge of stean. A small steam
cylinder is bolted to the upper side of the valve chest s; this cylinder has
fitted thereto a brass piston t, which is made hollow or of an inverted cup-liko
form. The piston is slotted in a longitudinal direction at three or four equal
distances on its circumference, so that the elasticity of the segments act as a
spring against the interior of the cylinder r. A valve chest is cast on tho
cylinder, in which a slide valve u works; the spindle of this valve is
connected by the rod v to a suitable reciprocatory part of the engine. The
rod of the piston is attached to the steam valve w, so that when the
exhaust is opened by the valve u the piston t rises and opens the steam
valve; and when steam is admitted above the piston it descends and
closes the steam valve u, the valve u being so arranged that at each single
stroke it opens and closes the steam valve.
In Figures 8 and 9 the arrangement and use of the super-heating chamber
is, excepting its position, in all respects like the modification shown in

page_text: Figures 5 and 6 on the same Sheet of Drawings; or it may be formed
by arranging the ordinary slide valve casting in conjunction with a super-
exciting vessel. We may here observe that it is the ordinary practice of
engineers in constructing crank engines to make the slide and other steam
valves in such manner that the steam is gradually admitted to the piston when
the engine is turning the centre, and to get rid of the steam rapidly by making
the exhaust large and opening it suddenly. Our practice is the reverse
of this; we prefer to open the steam valve rapidly, so as to admit the steam
suddenly to the cylinder or receiving vessels; in this manner the full effect of
the percussive impact of the steam is utilized. On the other hand the oxhaust
valve is opened slowly, so that the motion of the steam on leaving the cylinder
is retarded, which prevents the reduction of temperature consequent upon a
rapid exhaust. The water of condensation that may be formed in the cylinder
is to be drawn therefrom by means of a force pump,as ordinarily employed in
oxpansive engines, and nonconducting substances may, if necessary, be
interposed to prevent the water being re-evaporated upon the termination of
the stroke. In an upright cylinder engine, for example, the top or upper
surface of the piston and the bottom of the cylinder may be covered with india-
rubber or other suitable nonconducting material; or the bottom of the
cylinder may be covered with grease or oil to prevent the re-evaporation of
the water from its surface.
The second part of our Invention relates to the use of balance wheels or
weights applied to steam engines, and so arranged that the percussive action
of the steam when the engine is turning its centre is absorbed by the weight
of the mass put in motion, which again communicates its greatest pressure
or motion to the crank pin when at or about the half stroke. The steam
is admitted to the piston only for an instant at the beginning of each stroke,
the momentum of the moving mass gradually diminishes as the crank again
approaches the centre. By this means the pressure on the crank pin is
obviated, and any range of cut-off equalised according to the speed of the
piston and steam pressure made use of.
One modification or mode of applying the balance wheel to an ordinary
engine is represented in Figure 1 on Sheet 2 of our Drawings. A frame A is
bolted to the columus of the engine, having a pedestal bearing to receive the
shaft upon which the balance wheel B is mounted. A link, which is shown in
dotted lines,connects the piston cross-head with the wheel B,and as the con-
nection between the crank pin and piston is not rigid, india-rubber or other
suitable elastic material being interposed, the wheel B absorbs the motion
imparted by the steam at the beginning of the stroke. A certain amount of

page_text: time being necessary to overcome the inertia of the macs, the crank during
that time passes the centre, and the momentum of the balance wheel B gra-
dually increases before the half stroke,and again diminishes to nothing at the
termination of the stroke. A modification of this improvement is shewn in
Figure 2 on Sheet 2 of cur Drawings. In this arrangement there are two
balance wheels A, one on each side of the cylinder, which supply the place of
the ordinary beam of the engine. The valves are wrought as previously
described, the steam valve being actuated by the motion of the balance wheels.
The clearance in each end of the cylinder, which necessarily follows theuse of
large steam valves, forms the impact space. The water of condensation
which is formed by the percussion of the steam is prevented from being
again evaporated by covering the surfaces with now-conducting substances.
The greater portion of the steam resumes the form of water on being ad-
mitted to the cylinder, and the small portion which is again re-evaporated
during the stroke is condensed by a small condenser and air pump of the
usual construction. We are aware that in the pumping engines used in
Cornwall, it has been the practice to increase the momentum of the beam
by adding weights thereto; so that a great moving mass is put in motion
at each stroke of the engine; we also know that the steam valves are
suddenly opened; but the peculiarity of this part of our Invention is the
constructing and working crank engines with a proportional moving mass
or balance, according to the degree of steam pressure adopted. This part
of our Invention is also applicable to rotatory engines, wherein the moving
mass is proportionately balanced to the steam prossure and work required
for the engine. The steam valves being suddenly opened, and the per-
cussive principle carried out in these engines, as herein-before described.
Another arrangement of the steam and exhaust valves of engines is shown
at Figures 3, 4, and 5 on Sheet 2 of our Drawings. When two sets of valves
work in the same chest, the exhaust valve of one engine works the steam
valve of the other, as shown in Figure 4. A, A, are the oxhaust valves, and
B, B, the steam valves. The action of these valves is precisely similar to the
modification herein-before described and shown in Figures 3 and 4 on Sheet 1
of our Drawings. Each of the exhaust valves aro cupped circularly instead of
square, as is the usual practice. This circular cup in the exhaust valve A,
Figure 5 on Shaft 2, opens the exhaust very slowly, and by this means the
steam gradually escapes into the condenser without reducing the temperature
of the cylinder; for when the exhaust port is suddenly opened, the escaping
steam abstracts its complement of heat from the cylinder, this abstraction
being more or less, according to its velocity in expanding from the cylinder to

page_text: the condenser. A sinall condenser or a contracted exhaust will serve nearly
the saine purpose; only the exhaust port must be opened when the piston is
at a greater distance from the termination of its stroke, to gain time for the
slow exhaust. When the steam valve is regulated by a cam motion, the
governor merely acts on the gearing arranged to change the position of the
cam, the throttle valve being dispensed with altogether. Figures 6 and 7, on
Sheet 2 of our Drawings, show an arrangement where the cut-off or steam
valve chest A is attached to the nozzles of an ordinary engine; the usual slide
valve being actuated from below by the rocking shaft B, and the connections
ordinarily used. Two pedestal bearings are placed on the beams C, support-
ing the rocking shaft B, parallel to which a continuously revolving shaft D
works. This shaft has a cam E, which is caused to slide along it by the action
of a screw, to which rotatory motion is communicated by the wheel F. A small
spanner G, keyed on the rocking shaft B, has fitted to it a connecting rod G¹,
which works another spanner H that oscillates loosely upon the nave of the
wheel F. A double catch I hangs freely on a stud fixed to the spanner H;
this catch is actuated by a rod J, connected to the governor of the engine.
The governor regulates the position of the double catch I, and as the catch is
shown in the Leutral position in the Drawing, no movement of the wheel F
takes place, but so soon as either extremity of the catch is put in gear, the con-
nection with the rocking shaft causes a shift of the wheel at every single stroke.
The wheel F forms the nut wherein a screw near the end of the rod K, which
passes up to the cam through the shaft D. This rod K has a swivel joint
connection with a cross piece in the cam E, and does not revolve with the
shaft; at the end of the rod a square is formed which works in a bracket,
bolted to the beam to prevent the rod from revolving. The apparatus above
mentioned moves the cam along the shaft, according as more or less steam is
required to maintain the engine at its normal speed. To do this with greater
nicety, another cam moved in the same way is employed, having other diffe-
rential movements connected with it. This arrangement is shown in Figures
S and 9. The cam is also tapered in the direction of its length, so as to open
the valve for a longer or shorter period, and to give it more or less rise; levers
A and C are also used to increase the effect either way. The friction roller
B, which is in contact with the cam E, is raised or lowered by the lever A,
which is attached to the valve rod at its centre G, and at its other end to the
bell-crank lever C, supported by the stud 1) causing by this means a greater
rise of the valve than the projection on its face. The bell-crank lever C works
in the slot of the buckle F, which is moved along with the cam, and raises or
lowers the roller accordingly through the levers A and C. A vertical section of

page_text: one arrangement of our improved boiler is ropresented in Figure 11 on
Shoot 2 of our Drawings, Figure 12 being a sectional plan of the same. The
water is first admitted at the bottom of the semicircular vessel A, which vessel
is nearly filled with radial sheets of metal; one-fourth of these plates or sheets
are shown in the plan, Figure 12. The greater part of the water space in the
boiler is filled with these plates, the water occupying onlythe intervening spaces.
Another modification is represented in Figures 13 and 14; the flame from
the furnace passes through the internal flues A, A, and returns by the tubes.
B, B. The greater part of the water space in this arrangement is also filled
with vertical plates, which absorb heat from the shell of the boiler, and
communicate the same to the surrounding water. A superheating vessel B
is formed round the flue in Figure 11, from which the steam passos by the
pipe to the engine. This vessel B may be constructed on the principle
referred to in describing Sheet 1 of our Drawings. With these several
improvements in and modifications of motive-power engines, the evolution
of steam is facilitated, its consumption economised, and superior mechanical
effect obtained therefrom.
Having now described and particularly ascertained the nature of our said
Invention, and the manner in which the same is or may be used or carried
into effec', we inay observe in conclusion, that we do not confine or restrict
ourselves to the precise details or arrangements which we have had occasion
to describe or refer to, as many variations may be made therefrom without
deviating from the principles or main features of our Invention; but what
we consider to be novel and original, and therefore claim us the Invention
secured to us by the herein-before in part recited Letters l'atent is,-
First, the general arrangement and construction of motive-power engines,
as herein-before described.
Second, the system or mode of supplying heat to expanding steam by
means of supplementary heating chambers or spaces, whorein rods, tubes, or
wires are placed, which derive their heat from the gases escaping from the
furnace, as hereinbefore described.
Third, the application and use of heating chambers or vessels, in conjunc-
tion with motive-power engines, into which successive charges of steam,
governed by a valve, are admitted for the purpose of imparting additional
heat to the expanding steam, or of sustaining its temperature during the
stroke of the piston, as herein-before described.
Fourth, the system or mode of operating or actuating steam engines of
the class known as crank engines, by opening suddenly the steam valves,
and slowly opening the exhaust valvo.

page_text: Fifth, the system or mode of actuating the steam valves of engines by
means of a piston which is governed by the action of a slide or other valve,
as herein-before described.
Sixth, the arrangement and construction of steam and oxhaust valves in
such manner that. the "lead" and "cut-off" actions are given by the
steam valve; also the system or mode of working these valves, as herein
before described.
Seventh, the application and use of balance wheels or weights in con-
junction with crank engines, such apparatus having a reciprocatory motion
imparted thereto, as herein-before described.
Eighth, the application and use of a differential lever and cam gearing to
the purpose of regulating, opening, and closing the steam valves of
engines, as herein-before described.
Ninth, the system or mode of arranging and constructing boilers or steam
generators, in which the evaporating surface is greatly increased by means
of internal water vessels or holders; also the application and use of metal
plates or heat-conducting surfaces, as herein-before described.
In witness whereof, we, the said Alexander Morton and James Howden,
have hereunto set our hands and seals, this Third day of June, One
thousand eight hundred and fifty-eight.
ALEXANDER MORTON. (L.S.)
JAMES
HOWDEN. (L.S.)