An Improvement in Rotary Motors, and an Arrangement by which Compressed Air can be made to do its Work over many times.
Year: 1898

page_text: Date of Application, 1st Mar., 1898-Accepted, 11th June, 1898
An Improvement in Rotary Motors, and an Arrangement by which
Compressed Air can be made to do its Work over many times.
I, JAMES HAYDON STONE, of Flax Bourton, near Bristol, Master of Bedminster
Workhouse, 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:-
This is an axle, round which any number of rotary fan wheels can be built,
and which may be the true axle itself, or it may be made independent of, and
geared to the true axle or a similar axle, and can be used for largely increasing
the power for work on any vehicle either on railways, tramways, or public roads;
for driving machines in workshops, manufacturing establishments and the like;
or for marine propulsion, the power being steam, compressed air, or any elastic
fluid whose force is not exhausted in its first effort, and would be made as follows.
The axle would be either hollow or solid, round, square, or of many angles, of
sufficient length and strength for the purpose. Along the whole length of this
axle would be fixed four ridges, to either of which, the fan or fans would be
firmly attached. The side plates, and outer and inner rim of wheel, inside and
between which, the fan or fans would revolve, carrying with them the ridges
and axle, would be of highly polished metal, and form a rigid framework round
the moveable parts. The ridge could be built in sections with one fan to each,
as shown in drawings wheel after wheel could be thus built up, until the axle with
the requisite number of wheels had been completed.
EXPLANATION OF DRAWINGS.
Fig. 1. Is a compressed air rotary motor of eight wheels. Space is the only
limit to the number of rotary wheels which may be used.
Figs. 2, 3, 4, are different views, showing more clearly its working and con-
struction.
Fig. 5, shows two compressed air motors on frame standards, and would be
arranged along the walls of a machine shop, the workmen's benches running the
length of the floor in the centre, or they could be fixed to the walls, one above
the other, or in any convenient position, one to each work-bench to any number
or they could be placed in any number of machine rooms merely connecting by
a pipe as at O the last wheel in room 1 to the first wheel in room 2 and so on, and
all worked from the same compressed air chamber, which could be placed in a
shed, in the cellar, or a mile away, and would be commanded by a clerk in his
office in any part of the building by the arrangements in Fig. 6.
Fig. 6. is a peculiar arrangement of pipes and taps attached to a compressed air
motor carriage and which enables the compressed air to do its work over more
than once. Figs. 7, 8, 9, are different views of the same motor with one fan
or plunger and one sluice valve to each motor wheel except the first where there
must be two sluice valves. Fig. 1. A is the axle. B1-The first side plate.
B2 Second side plate. B3-Third side plate. C. The ridge. D4-Fan at

page_text: top of first wheel. 15-Fan at bottom of first wheel. D 6-Fan at bottom of
second wheel. D7-Fan at top of second wheel. E, shows the sections in ridge
for construction. F. The inner rim of wheel. G. The outer rim of wheel.
H. Bolts to outer rim. K. Bearings round the sides of the inner rim of side
plates. L. Bearings under the inner rim of side plates. N. Entrance for com-
pressed air. O. Exit for compressed air. B, F, G, H, N, O, are parts which are
fixed, all the other parts revolve with axle. The bolts H on the outer rim,
and the bearings K on the sides of side plate offers sufficient resistance to any
pressure from within. Figs. 2, 3, 4. In Fig. 2, B1-is the first side plate and
is the same as marked B 1-in Fig. 1. B2-Is the second side plate. B3-The
third side plate. D4, 5, 6, 7, are the fans or plungers, see the first two wheels
of Fig. 1. D8, 9, 10, 11, are sluice valves for shutting off, and guiding in
the direction desired the compressed air. F. The inner rim. G. The outer rim.
H. Bolts for binding the wheels together. M. Spring for closing sluice valve after
the fan or plunger has passed. Any one of a dozen different kinds of springs in
common use would do equally well. N. Entrance for compressed air. The com-
pressed air at any pressure desired enters at N. The sluice valve 1) 10, being shut,
the pressure is on the plunger D4-which is forced round between the inner
rim and the outer rim G towards the sluice valve D8. On the plunger arriving
there the valve is raised by the plunger to the dotted lines, but immediately the
plunger has passed, the spring M shuts down the sluice valve and the compressed
air is compelled to enter the next wheel or Fig. 4. It will be noticed that the
valve D9, Fig. 4, is not so far advanced in the piston as D8 in Fig. 3-consequently
it was opened by plunger of second wheel and again closed by spring a little
before DS, and the compressed air which is now moving from Fig. 3, into Fig. 4
(see also Fig. 1, D5, 6) is obliged to go on towards D 11, where the plunger
and valve perform the same operation and pass the compressed air into the next
wheel and so on. The compressed air is always behind the plunger While the
plunger DG is moving towards D11, the plunger D5 is moving towards D 10,
when a fresh charge from chamber causes it to again move in the direction of
D 8. In the motors with odd numbers the sluice valve is fixed at the bottom
beyond the opening, at the top in front of it. In the motors with even numbers
the sluice valve is fixed at the bottom in front of opening, at the top beyond it.
Fig. 5. This is the same motor for machine and workshops and the like. In this
motor one sluice valve only is necessary to open and shut beyond the opening
to the next at top see Fig. 4 at top. The letters and figures are the same as far
as they go as Figs. 1, 3, 4. P. Is the standards, W. The gearing for conveying
the force to the various benches. The motor wheels in Fig. 1 could be made with
one plunger and one sluice valve the same as in Fig. 5, by fixing the wheels to
the axle a small space from each other or by the arrangements as described in
Figs. 7, 8, 9.
Fig. 6. Is an arrangement by which compressed air can be made to do its work
over many times. There are four chambers A, B, C, D, which are connected
by pipes to four gauges, A, B, C, D¹. There are seven pipes. Four are commanded
by taps, 4, 5, 6, 7, 8, 9, 10, 11. The four lower taps 8, 9, 10, 11, confine the
air to the chambers. The four upper taps 4, 5, 6, 7, guide the air in its movement
from one chamber to the other or to the open through taps 3, 2. There are
two pipes commanded by taps 1, 3. Tap 1 guides the air to motor at N.
Tap 3
guides the air after passing the motors to either of the chambers as may be
desired, or into the open through tap 2. The seventh or last pipe is commanded
by taps 12, 13, and is a most important pipe, by it the air is conducted from either
of the chambers through tap 12 to the small chamber R in which a fire or lamp
is burning, and through which passes a special section of pipe kept to the degree
of heat required.
The heated air rushing through tap 13 into the motor at N at a greatly increased
pressure. In this pipe between tap 12 and R at V is a valve fixed, and is opened
or closed by the greatest pressure, either from behind or in front, it regulates and

page_text: feeds the heated section with compressed air as desired. There is also a similar
valve between N and tap 1 which is closed by the pressure of heated air through
tap 13. When the seventh pipe is used, the air after passing the motors, is
permitted to pass into the open through tap 2. Never into either of the chambers.
When the motor is used for driving by compressed air a carriage on the public
roads, the chambers A, B, C, 1), will be placed in the seats of carriage, or in any
convenient position, and the pipes will be brought up from under the seats to a
small platform table of box shape in front of driver, in which the gauges and
taps will be fitted, and when not in use can be securely locked.
Let us suppose that three chambers A, B, C, have a pressure of 120 atmospheres
and that chamber D be empty. Each chamber has a measurement of one cubic
foot. Let us also suppose that the initial pressure be 2 pounds which on an
axle of 60 motors would mean 120 pounds for driving. In the various changes I
shall mention only those taps which are open during that operation, the others
must be considered to be closed.
First Change. Open taps 1, 3, 4, 7, 8, 11, the air at once rushes from A through
taps 8, 7, 1 through the motors from N to O and taps 3, 4, 11, into D. That
arrangement is continued until gauge D shows a pressure of (say) 10 pounds.
As the pressure in D) increased, so also was the initial pressure from A. The
gauge A always showing at least 2 pounds (the pressure necessary for driving)
more than D'. In as much as 1' now shows a pressure of 10 pounds there must
be at least a pressure of 12 pounds in the motors.
Second Change-Open tap 2 sufficient to admit of an escape of 2 pounds. The
axle at once begins to (if I may use the word) unwind itself of a pressure of
2 pounds from every fan or plunger throughout the axle, and will continue to
do so until the pressure in motors is reduced to something near 2 pounds.
Third Change. Open taps 1, 2, 4, 5, 6, 7, 11. The 10 pounds which is in D at
once begins to work its way through taps 11, 4, 5, 6, 7, 1, through motors and
into the open air through tap 2. When ever practicable the air should be made
to pass, in the third change, through the heated chamber when the taps open
would be 11, 4, 5, 6, 7, 12, 13,-through motors and into the open through tap 2.
That arrangement is continued as long as the pressure in D is sufficient. Those
three changes follow each other in order as above described until chamber A is
empty. It can now be seen that the compressed air which was in A by the above
manipulations, especially if the heated chamber be used in the third change,
has been made to do its work over far more than twice. In operating on chamber B
it can similarly be made to do more than three times its work. C in the same
manner would be equal to four times. In a machine shop the chambers can
be placed in any unused corner and of far greater dimensions. On a carriage the
greatest portion of the axle's power is required to overcome the weight of chambers
and the like, but in a workshop as in Fig. 5, the pressure for work on the
various tools would not be lessened if the chambers weighed 100 tons. Although
for the purpose of illustration I have described four chambers only, any number
may be used, with one pipe and two taps to each.
Figs. 7, 8, 9, B. The side plate. F. The inner rim. G. The outer rim. K.
The bearing working round on the side of the inner rim of side plate. L. The
bearing working round under the inner rim of side plate. N. Entrance for com-
pressed air. D4-D 5-D 6-Are the fans or plungers. S1-S 3-S5-Are the
openings from one motor wheel to the next. D7-D8-D9-Are the sluice
valves, which guide the compressed air, through the openings S1-S 3-S 5-
from one motor to the next. The compressed air is always behind the
fan or plunger in all the wheels however many there may be. The sluice valves
in the drawings are shut. The fans are fixed with the ridge to the axle all in the
same line, and complete the revolution at the same time. The compressed air
enters at N and the valve 17 being shut the pressure is on the fan D4 which
is forced in the direction of D 7 but before it arrives at that position the fan D 5
has arrived at 18 and raises the valve, which is again shut immediately it has

page_text: passed, by the spring M, Figs. 3, 4 and the fan D4 is now in a position to raise the
valve D7 which is again shut after passing S 1. The compressed air which has
filled Fig. 7,now rushes through S1 to S2, behind the fan D 5 and forces it in
the direction of 18 at the same time the air from chamber through N is forcing
D4 again in the direction of D 7. The first charge of compressed air is now
moving from Fig. 8 to Fig. 9. The first fan or plunger now to arrive at a sluice
valve is 16 which arrives at 19-opens valve which is closed again after passing
S5 The fan D 5-raises the valve D8-which is shut after passing $ 3-The
air now rushes through S3-to S4_behind fan D 6-The fan 14 now raises in
its, turn which is again shut after passing S1-and the air rushes through
$1-to S2-behind the fan D 5-and the air from chamber is again bringing its
pressure to bear on D4-and so on. The air is constantly, as long as the chamber
has sufficient pressure, moving through circle after circle towards a vacuum, or
an atmosphere of less density, giving a pressure on the plunger in each wheel
and the same system would apply to any number of motor wheels. The plungers,
which are fixed to the axle by the ridge are not limited, but an equal number of
sluice valves would be necessary.
In the above the forward motion of motor only has been explained. To reverse
the action, the following additions to motors as shown in Figs. 7, 8, would be
necossary. In the first wheel Fig. 7, there must be two distinct sluice valves,
one on either side of the opening which passes the compressed air from the chamber
into the first motor wheel. To the spring Mas mentioned in Fig. 4,will be attached
an arrangement by which the driver can keep open and throw out of action either
of the sluice valves at will, thus turning the compressed air from one side of
the plunger to the other.
In the other motor wheels there will be one sluice valve only, with a lever fixed
to each side of valve, see D 8, Fig. 8-thus permitting the plunger to lift the
valve from which ever direction it may be travelling. On each side of the sluice
valves will be an opening to the next wheel see S3-S 6-Fig. 8. These will
be opened or closed by a simple lever arrangement attached to the slides a, b,
which moves up and down in the thickness of the side plate as in Fig. 8,
where shows $6 as closed, and a shows S3 as open. Therefore in order to
reverse the action of motor the driver, as mentioned above, will throw out of action
D7S1 and a, and bring into action 1) 10-S 7-and b which will force the
plunger to, at once, move from right to left, and also every plunger or fan through
out the axle.
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. The construction of an elongated axle with ridges as described in Fig. 1.
2. The method as described above, of fixing bearings in ridges to run freely
under the inner rim, and on the sides of the side plates.
3. The method of passing compressed air, or other elastic fluids from rotary to
rotary as described in this specification.
4. The construction and fixing of fans through the inner rim of wheel to the
ridges as explained above.
5. The construction and working of one or more sluice valves for compelling
the compressed air, or other elastic fluids, to take the direction desired as mentioned
above.
6. The arrangements for reversing the action of motor at will as described in
Figs. 7, 8.
The arrangement for using compressed air in machine shops and the like
as shown in Fig. 5.
8. The method of utilising and controlling compressed air by pipes and taps
as described in Fig. 6.

page_text: 9. That this axle may be the true axle itself, or it may be an independent axle
and geared to a similar axle, or to the axle of any vehicle, or to the axle governing
any kind of machinery, either for speed or power.
Dated this 28th day of February 1898.