Improvements in Motor Road Vehicles.
Year: 1899

page_text: Date of Application, 18th July, 1899-Accepted, 23rd Dec., 1899
COMPLETE SPECIFICATION.
Improvements in Motor Road Vehicles.
I, AMZI LORENZO BARBER, of No. 11, Broadway, in the City, County and State
of New York, United States of America, Manufacturer, 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 invention relates to certain improvements in the arrangements of various
parts of motor road vehicles and in the construction of the running gear of same
as will be hereinafter set forth reference being made to the accompanying draw-
ings in which
Fig. 1 is a longitudinal view partly in section of a vehicle provided with a
generator and motor devices and embodying the improvements.
Fig. 2 is a plan of Fig. 1 the seat and floor of the vehicle being removed.
Fig. 3 is a front elevation, shewing part of the generator and motor devices.
Fig. 4 is a perspective view of the driving axle.
Fig. 5 is a plan of part of same.
Fig. 6 is an elevation of the steering axle.
Fig. 7 is a plan thereof, and
Figs. 8 and 9 are views illustrating the perch.
The motor comprises a boiler a arranged in the body of the vehicle a burner b
for oil vapour below same and below said body so that it is readily accessible an
engine c and with these are combined' a regulator k by means of which the steam
pressure acting on a diaphragm controls the supply of vapour or gas to the
burner, a tank d for the storage of the hydro-carbon fluid, a tank e for the water,
a tank for air under pressure used for expelling the fluid from the tank d, and
a muffle cylinder h for reducing the force of the exhaust from the engine and
preventing noise.
The parts are all mounted upon or in the body p of the vehicle which may be
of any desired shape and proportions. In this vehicle the springs 50 at the rear
rest upon the rear axle 9 and a single transverse spring 51 at the front rests
upon the front axle n. The shaft of the engine is provided with a sprocket
wheel from which a chain 52 passes to a sprocket wheels from which the two
parts of the shaft of the rear axle q are driven as set forth hereinafter. The
frame 107 of the engine is provided with a brace 108 which extends to the rear
axle g of the vehicle.
Heretofore in motor vehicles a serious objection has been the escape of smoke
and odours which result from the products of combustion, as well as the difficulty
of disposing of these products of combustion without the necessity of using an
upright chimney to convey the products of combustion to a considerable distance
above the boiler, this latter being objectionable for many reasons, some being the
heat of the pipe, the obstruction of its presence, the falling of soot and grit from
the top of same and its unsightly appearance.
To avoid these results and obtain certain economies a hood or casing 90 is
placed over the boiler and extended laterally to any extent to which it is desired

page_text: to convey the products of combustion from the boiler. In the top of this hood
is an escape opening 91 about flush with the top of the vehicle body and in the
bottom a tube 92 extending downwards through the water tank e and into which
is turned the end of an exhaust pipe 132 leading from the top of the muffler h
through the hood so that the exhaust steam is more or less heated thus reducing the
amount of vapour visible in the discharge. The end of the pipe 132 acts as an
injector which ensures such a lateral draft through the hood and such a downward
draft through the flue opening 91 and tube 92 that both the steam and pro-
ducts of combustion are forcibly expelled downward and there is then no escape
through the upper opening 91.
All smoke smell and the like are thus prevented from rising and escaping
above the hood so that the opening 91 may be arranged in any desired proximity
to the seats of occupants of the vehicle.
When the engine is not in motion there is no escape of steam and no forced
draft is used to aid the fire so that there is little objectionable matter to escape
at such time. There is therefore little or no objectionable escape from the opening
91, and the hood may be carried laterally to such an extent that the slight amount
of heated air escaping from opening 91 will be conveyed away unfelt.
By this construction the use of an upwardly extending smoke stack is prevented
the upward draft desirable to keep the fire alive is secured when the engine is
not in motion, and the waste steam and products of combustion are usefully
applied in the heating of the water supply in tank e through which the tube 92
passes while the fact of the hood. 90 being carried over such water tank further
increases opportunities for the water to extract the heat from the waste products.
The oil tank d is arranged on the same level as the burner b and in the forward
part of the vehicle and in order to discharge the oil from same such oil is main-
tained under pressure which is effected by forcing an air pressure from tank j
which is connected with the top of tank d by a pipe 13 provided with a valve 14.
To fill the tank with air a bicycle or like pump is applied to a nipple 16 of the
pipe 13 such nipple being provided with a self closing valve like that of the
pneumatic tyre of a bicycle. In order that the operator may be advised as to
the decrease of pressure in tank ja pressure gauge 95 is arranged near the dash
board and communicates with pipe 13.
Also in order that the operator may be advised as to the pressure in the boiler
a steam gauge 48" is also arranged near the dashboard and communicates through
a pipe 49 with the boiler.
The oil tank d is surrounded by a casing 101 filled with water or other non-
combustible fluid so that if the tank & should leak the oil from same will not be
liable to ignite. A similar water casing may also surround the pipe 3 which
connects the tank d through the regulator with the burner b. Such pipe 3
is provided with a valve 103 for checking the flow of oil from the tank which flow
is also controlled by the regulator k. The tank dis also provided with a filling
opening closed by a plug 102 on the platform level which platform is provided
with an opening to receive the plug so that the tank may be filled conveniently.
The forward axle » is the steering axle, and the rear axle q is the driving axle.
The rear axle y, as best shewn in Figs. 4 and 5, consists of two separated
tubes 160, 160, in line with each other, and an arch member 161 preferably tubu-
lar. Each end of the arch member and one end of each straight member 160,
extend into sockets, in union pieces 162, the lower socket receiving the end of the
straight member, and the upper socket being at such an angle to the lower socket
as to receive the end of the arch member 161. The outer end of the union
piece 162 is expanded and recessed to receive the ball-bearing collar 163 upon a
shaft 164, terminating in the journal 165, to which the hub of the wheel of any
suitable character is fixedly secured.
At the inner end of each straight section 160 of the axle, an enlarged box, 166,
for receiving the ball-bearing hub of a bevel wheel 167, secured to the end of
the adjacent shaft 164.

page_text: An annular pulley 168, carries a series of bevel pinions 169, which gear with
the berel wheels 167, and on said pulley also is the sprocket wheels to which
extends the sprocket driving chain 52. As the pulley 168 is driven by the chain
the bevel pinions and bevel wheels are carried' with it, the shafts of the axle being
thus rotated together with their wheels, either of which, however, may rotate
independently of the other through the intermediate gearing.
The ends of the straight members or sections 160 are maintained in their
proper axial relation by means of an oval yoke 170, clamped at its opposite sides
to the sections 160, as shown, and the rear end of the brace 108 is forked, the
prongs being clamped to the opposite sides of the yoke, thereby maintaining
the driving sprocket r and the driven sprocket s in proper relation.
Upon the arched member of the rear axle near each end of the same, are brazed
cross bearings 171 which serve as rests for the attachment of the lower members
of the double elliptic springs 50.
The arched member 161 has also collars 172 with sockets to receive the ends
of perches 173.
While the arched member 161 may be made of tough wood, it is preferably
a hollow steel tube like the member 160, the ends being brazed into the socket
pieces 162, or otherwise firmly secured therein. By this construction above de-
scribed the two sections of the wheel shafts are properly supported and maintained
axially in line, while a rigid, unyielding base is afforded for the rear springs of
the vehicle.
The front axle Figs. 6 and 7 consists of the straight member 174 and the arched
member 175, the ends of which extend into the separated ends of the socket
pieces 176, each of which is forked at the outer end to receive a hub 177 from
which projects the journal 178 of the adjacent front wheel. From the hub also
extend's an arm 181.
At the centre of the lower member 174 of the front axle n is a bracket 182
which extends rearward parallel to a bracket 18% supported at the centre of the
arched member 175, and through these brackets, and rigidly connected thereto,
is a vertical tube 184, which imparts rigidity to the axle and which further
receives the steering shaft 185, Fig. 1, having at the lower end a rearwardly
projecting arm 186, connected by rods 187 with the arms 181 of the pivoted
journals. The front spring 51 rests on the bracket 183 and to the upper end
of the steering shaft 185 is pivoted the tiller m which may thus be swung down
or up, as may be required by the party steering the vehicle.
Each perch 173, Figs. 8 and 9 may be a bar of tough wood. Where, however,
it is desirable to employ metal, the perch is made in two sections, as best shown
in Fig. 6, each seoticn being hollow and connected at one end with the socket
piece 172 of one of the arched members, one end 188 of one member being slit
and expanded and then compressed and inserted in the other member, as shown
in Fig. 7. Between collars 190 near each end of the longer member, but so as
to turn freely, is a sleeve 191 from which a bracket 192 extends back or forward
and is bolted to one of the socket pieces 162 or 176.
By the construction above described the perches serve to maintain the proper
relations of the axles but are capable of that slight torsional action which is
necessary to prevent the straining of a metallic frame.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed, I declare that what I
claim is;-
1. The combination with the body of a motor vehicle of a boiler, burner, an
oil tank about on a level with the burner and an air tank containing air under
pressure and communicating with the oil tank and means for regulating the flow
of air to, and oil from the tank substantially as and for the purpose set forth.
2. The combination with the body of a motor vehicle, of a boiler, engine,
burner, an oil tank, a closed casing around same containing a body of non-com-
bustible fluid and a water tank having a flue extending downwardly through it

page_text: to receive the gases passing from the boiler substantially as and for the purpose
set forth.
3. The combination with the body of a motor vehicle, of a boiler, engine,
burner, and a water tank having a flue extending downwardly through it to
receive the gases passing from the boiler and an exhaust pipe arranged to direct
the exhaust steam into said downwardly extending flue substantially as and for
the purpose set forth.
4. The combination with the body and engine of a motor vehicle a boiler
arranged within the body and a burner arranged below the body substantially
as and for the purpose set forth.
5. The combination with the body of a motor vehicle of an engine, boiler,
burner below the body of the vehicle and hood above the boiler, discharge flues
extending upward and downward from the hood and means for discharging the
exhaust from the engine into the downward flue substantially as and for the
purpose set forth.
6. The combination of the body of a motor vehicle, boiler and burner and oil
tank arranged below the platform and provided with a filling opening and plug,
and an opening in the platform for receiving said plug substantially as set forth.
7. The combination with a motor vehicle of an oil receptacle and a body of non-
combustible fluid surrounding said receptacle substantially as and for the purpose
described.
8. In a motor vehicle, a driving axle consisting of a lower member and separ-
ated hollow sections in line with each other and connected by a yoke, and an
upper arched member, the members being united by socket pieces at the ends
substantially as described.
9. In a motor vehicle a steering axle consisting of straight and hollow arched
members united at the ends by socket pieces with central brackets supporting a
vertical tube for receiving the steering shaft substantially as set forth.
10. The combination with the front and rear axles, each consisting of straight
and arched members, of perches each in two sections held in juxta-position
with one capable of turning or torsion independently of the other, and brackets
extending to the different sections substantially as set forth.
Dated the 2nd day of November 1899.
PHILIP M. JUSTICE,
Chartered Patent Agent, London, for the Applicant.

page_text: Date of Application, 18th July, 1899
Complete Specification Left, 3rd Nov., 1899-Accepted, 20th Jan.. 1900
Date of Application, 18th July, 1899
Complete Specification Left, 3rd Nov., 1899-Accepted, 20th Jan. 1900
Improvements in and connected with Steam Motors for Boats,
Vessels, and for other purposes.
I, AMZI LORENZO BARBER, of No. 11, Broadway, in the City, County and State
of New York, United States of America, Manufacturer, do hereby declare the
nature of this invention to be as follows:-
This invention relates to certain improvements in and connected with steam
motors for boats vessels and for other purposes, and the invention consists in certain
details of improvement connected with the generator, and motor and parts con-
nected therewith.
The invention is described and illustrated in connection with improvements
the subject matter of an application for Letters Patent No. 2844 of 1899, which
are shewn only in order that a complete understanding of the present improve-
ments may be arrived at.
In the accompanying drawings the invention is shewn as applied in a motor
road vehicle by way of example Fig. 1 being a longitudinal sectional elevation
of a vehicle provided with generator and motor devices and embodying the said
improvements; Fig. 3 is a front elevation showing part of the generator and
motor devices; Fig. 2 is a plan of the parts shown in Fig. 1, the seat and
floor of the vehicle removed; Fig. 4 is an enlarged view of the regulating device:
Fig. 5 is a perspective view showing an improved igniter device as applied to
the burner; Fig. 6 a view of the igniter device detached; Fig. 7 a perspective
sectional elevation of the boiler and burner; Fig. 8 an outside view of the boiler
in part in section; Fig. 9 a front elevation of the motor engine; Fig. 10 a side
elevation thereof; Fig. 11 and Fig. 12 sectional views of the roller bearings of
the engine;
The motor apparatus embodies a boiler a, a burner b, an engine c, and with
these are combined a regulator k, a tank d for the stowage of the hydrocarbon
motor fluid, a tank e for the water, a tank j for air under pressure used for
expelling the fluid from the tank d, and a muffle cylinder h for reducing the
force of the exhaust from the engine and preventing noise.
THE BOILER.
In that class of boilers especially intended for automobiles it is essential to
combine both lightness of weight and great comparative strength, for in pro-
portion to their size boilers of this class carry a much higher pressure than
those of ordinary engines.
In order to reduce the weight to the minimum, soft metal, as copper, com-
position or alloy, is used for the shell 56 of the boiler, and of such light gauge
that the said shell would not of itself resist the pressure required to be carried,
and to ensure the requisite strength the shell is wound with fine wire 55 (Figs. 7
and 8); soldering or brazing the latter at intervals if necessary. This mode of
strengthening the shell of a boiler is not of itself new, but it has not been applied

page_text: to metal of extreme thinness, and when so applied the pressure of the wire
tends to distort the shell. To prevent this the body portion of the shell is turned
out at each end, forming a flange 57. Owing to the thinness of the metal, said
flanges would not of themselves impart sufficient rigidity. The heads 58 are,
therefore, applied directly to the outer faces of the flanges 57, and to the inside
of each flange is applied a stiffening ring 59, and rivets 60 are passed through
the rings, flanges and heads, thereby so strengthening the shell at the ends that
the body portion will retain its form, notwithstanding the strain of the wire
lapping.
In thus making the boiler there are secured absolutely tight joints without
packing. This is done by applying such pressure to the flanges between the
rings and the heads that the soft metal of each flange is forced into any in-
equalities of the contiguous faces and becomes itself a packing. This pressure
may be applied by means of compressing dies, or in the act of riveting, and by
this means are secured joints resisting internal pressure of several thousand
pounds to the square inch.
While the boiler may be of any suitable structure, with either water tubes or
fire tubes, it is preferable to use a fire tube boiler having a large number of
small, thin, vertical tubes arranged in close proximity and extending from one
head to the other of the boiler, as best shown in Fig. 7; these tubes tending to
stiffen and impart rigidity to the soft metal shell.
THE BURNER.
The burner b, Figs. and 7, consists of a casing having a flat top 20, and
provided with a series of air tubes 21, each extending from the top to the bottom
of the casing and arranged directly below the boiler a, the two being separated
by a space (closed by the outer shell of the casing) only sufficient to secure a
proper intermediate combustion chamber a. In the top of the burner casing,
and in a circle surrounding each air tube, are perforations y, and with the interior
of the burner casing communicates a pipe t through which the mixture of air
and gas (of any suitable character) passes to the burner. The gas issues from
the perforations y, in a series of annular flames, each ring of flame surrounding
an air pipe 21, through which the air passes freely and directly upward without
interference, and the hot gases flow up through the boiler flues or tubes 22, each
of which constitutes a chimney. An abundance of air is thus supplied to the
interior of each annular flame and a perfect combustion is secured. Each circular
series, of perforations y constitutes a burner by itself, and all co-operate with the
boiler tubes above to secure and insure a natural draft, while the assembling of
a series of such burners in close proximity below the ends of the boiler tubes
insures the uniform perfect heating of all the latter, as well as the lower head of
the boiler, and the rapid heating and evaporation of the contents of the latter.
It has been found that by thus assembling a series of annular burners,
supplying each with air from a central tube, and admitting air only through
the annular flames to the combustion chamber in which the burners are
arranged, a most perfect combustion is secured, so that there is no deposit of
carbon on the head of the boiler plate nor in the tubes, and no smoke or odors
resulting from the combustion. Furthermore, by the arrangement of such a
burner below a boiler, with the air tubes of the burner vertical and freely open
below, not only is a most effective natural draught secured, but the air and flame
are so properly commingled as to secure a most vivid and effective combustion
within the boiler tubes, and a more rapid and uniform generation of steam than
could otherwise result, while the necessity of using appliances for artificially
forcing the draft or controlling the flow of the gases is avoided.
One of the most beneficial results of this arrangement and construction of
burner and boiler, is the capacity to regulate the character of the flame, or extent
of combustion, by simply varying the flow of gas to the burner. This is done
by turning the cock u, or by the valve of the regulator k, as set forth hereinafter,

page_text: and the flame can thus be reduced so as to be barely visible, or may be increased
to its maximum, or varied to any intermediate extent, while securing a perfect
combustion at all times so that there is neither smoke, deposit nor odor under
any condition of the flame, a result which has not been secured by any other
form or arrangement of burner for heating boilers.
As the entire assemblage of burners is arranged within a chamber closed at
the sides and to which air can pass only through the tubes concentric with the
burners, the small flames, when the gas is reduced, are maintained ignited, so
that they cannot be extinguished by a transverse flow of air, which would result
in the escape of unconsumed gases and the deposit of soot and objectionable
odors, and in the necessity of frequently relighting the burner.
THE REGULATOR.
It is most desirable in a motor vehicle to maintain the pressure and yet to
prevent it exceeding a maximum amount without the necessity of attention upon
the part of the operator. It is not sufficient to depend upon a safety valve (with
which, of course, the boiler may be provided), because this simply relieves the
boiler in case of excess of pressure, but it is requisite that in case the pressure
becomes too low that the burner be supplied with additional fuel whereby to
secure increased evaporation, and the desired increase of pressure. For this and
other reasons the regulator k is used, the construction of which is best illustrated
in Figs. 4 and 5.
A valve case 61 is supplied with gas through a tube 9 which flows into the
case in front of a port to which is ntted a needle valve 130, upon withdrawing
which the gas will flow through a nozzle 62 which extends into the mouth of
the pipe t, which is larger than the nozzle, so that the passage of the current of
gas carries with it a suitable proportion of air to form a mixture which enters
the chamber of the burner and is consumed at the outlet y as before described.
The needle valve 130 is at the termination of a rod 63 which extends into
the barrel 64 of the casing 65 of the regulator k, and is connected to a head 66
which is forced by a spring 70 tightly against a flexible diaphragm 67, extending
across the larger part of the casing and forming the flexible side of a chamber w
to which water or steam is admitted through a pipe 69 communicating with the
boiler. Against the spring 70 bears a collar 71 that can be set in any desired
position by means of a hollow screw 72 through which the rod 63 passes; the
screw being turned by means of a handle 73 or otherwise. The spring 70 is
compressed to the extent necessary to prevent the movement of the diaphragm
and the rod 63, to contract the port until the desired pressure (say 150 lbs.)
is secured, when the valve 130 will be moved into the port v.
<
"
The port, however, is not absolutely closed by the inward movement of
the valve, as the parts are so adjusted that at all times sufficient gas may pass
through the nozzle 62 to permit of a master or pilot" light being main-
tained. This pilot light may be so low as practically to have no effect in heating
the boiler, but cannot be accidentally extinguished, inasmuch as the combustion
chamber is closed except through the tubes 21, as before described, the upward
movement of air through these tubes having no effect to extinguish the flames.
When the apparatus is to be put out of operation, however, the flow through
the nozzle 62 may at once be closed by turning the stem of the valve u which
closes the passage between the casing 61 and the nozzle.
The condition of the flame may be observed at any time through an opening 75
in the side of the casing, which is normally closed by means of a hinged cap 76.
In order to start the burner in the first instance, it is necessary to volatilize
a portion of the oil. This has generally been done by means of a portable lamp
or burner, the flame of which is applied to part of the conducting tube. This is
objectionable for many reasons, and the device illustrated in Figs. 5 and 6 is,
therefore, employed.
'The said device consists of a tube bent upon itself to form the stem 80, one

page_text: branch of which terminates in the forwardly projecting nozzle 81, while the
other is provided with the hollow casing 82, into which screws a tubular stem 84
provided with a handle 85 at one end, and terminating at the other in a nozzle
83 adapted to an opening in a casing 86 which communicates through a pipe 87,
or otherwise, with the supply pipe 9 of the burner, the casing 86 having a valve 89
which normally closes the flow to said casing.
When the burner has to be started, the stem 80 of the device is inserted in
a fire, or held in a flame, until it is heated to the requisite temperature (say 200°
more or less), and the said stem is then inserted through an opening in the side
of the casing of the burner above the top plate 20 thereof, the nozzle 81 extending
into the mouth of the mixing tube t, while the nozzle 83 extends into the socket
in the casing 86. The screw stem 84 being turned so as to screw into the socket
of the casing 86, the valve 89 is opened, when the oil will flow from the pipe 9
and through the casing 86 and nozzle 83 and casing 82, into the stem 80, and
back and forth therein, being volatilized by the heat thereof, and will pass as gas
from the nozzle 81 into the mixing tube and to the interior of the burner
casing, after which the application of a match above the plate 20 will at once
ignite the gaseous mixture at all of the openings y. Thereafter, the flame at the
burners will heat the stem 80, which remains in position until the parts of the
burner are so heated that the volatilization of the oil will continue without the
necessity of the igniting device, when the valve 89 is closed and the igniting
device is withdrawn.
By this means the oil may be volatilized and the flame of the burner started
without the necessity of bringing a lamp or heater in proximity to the burner.
Normally the opening z is closed by a pivoted cap 131, Fig. 4.
"
Heretofore in motor apparatus in which a burner is used to generate steam,
it has been necessary to extinguish the burner when the vehicle is arrested
for any length of time, necessitating the relighting of the burner every time the
vehicle is arrested and again started. This is avoided as above described by
reducing, without totally extinguishing, the flame at the burner, but it will be
evident that in such case (where usual constructions are employed) the reduction
in the flame would soon result in the cooling of the parts, and that consequently
the oil would no longer be volatilized and the flame would be extinguished.
To prevent this result the heat of the flame is applied to a body of such
a character as to retain for a long time sufficient heat to volatilize the oil in
the oil tube which is arranged to be heated by said body in any manner. This
body of material constitutes what is termed a regenerator." It may be a body
of fire-clay, through or adjacent to which the oil tube passes, arranged in the
exhaust chamber, or otherwise heated in any suitable manner, or it may be a
body of liquid in a casing arranged to be heated by the exhaust gases, or other-
wise, but preferably the regenerator consists of the body of water in the boiler
itself; to which end the tube 9 forms part of a tube 7 passing upward through
the boiler and across the top thereof, and downward and out at one side and com-
municating with a pipe 3 leading to the bottom of the oil tank d, Fig. 2.
As a
result of this arrangement, after the water in the boiler has once been heated,
there is stored up a sufficient heat to volatilize the oil passing through the supply
pipe for almost any desired length of time during which the vehicle is tempor-
arily arrested, and the flame of the burner may be reduced to a minimum without
danger of arresting the production of gas, and the pilot flame is maintained
and will not be extinguished until the water in the boiler becomes cooled
below 180° Fahrenheit, which will not result within any ordinary period of time
during which the vehicle must be temporarily arrested.
Heretofore a serious objection to motor vehicles has been the escape of
smoke and the odors which result from the products of combustion, as well as
the difficulty of disposing of these products of combustion, without the necessity
of using an upright chimney, which is objectionable for many reasons. To avoid
these results a cap 90, Figs. 1 and 2, is arranged above-the top of the boiler, and

page_text: extends backward over the water tank e, and is provided at the top with an
escape opening 91 about flush with the top of the vehicle body, and with a
tube 92 extending downward through the water tank and into which is turned the
end of the exhaust pipe 132 leading from the top of the muffler h. As a result
of this construction, when the apparatus is in motion the steam from the exhaust
is thrown downward through the pipe 92, carrying with it the products of com-
bustion or heated air passing from the top of the boiler into the casing 90, and
projecting the same toward the roadbed beneath the carriage, so that no
upwardly projecting pipe is requisite, while the steam and products of combustion
are effectively disposed of. Further, by this means, when the burner is at its
maximum, any free or unconsumed gases are brought in connection with the
particles of vapor and are absorbed by the latter preventing the odors which
might otherwise be perceptible, so that in running there is practically no odor
whatever. When the engine is at rest, the flame is, of course, reduced to a mini-
mum, in which case only heated air will pass from the burner and through the
flues (there being no exhaust steam at such time), and this heated air will escape
through the opening 91, thus insuring sufficient upward draft to supply the burners
and maintain the pilot flame alive.
THE ENGINE.
The engine may be of any suitable character adapted to be operated by steam
from the boiler, but as shown, there are two cylinders, 100, 100 upon opposite
sides of a valve chest 101, these cylinders having pistons connecting with piston
rods 102 and the valves having valve stems 103, and the crank shaft 104 is pro-
vided with cranks 105, and with eccentrics with rods extending to reversing
links 106 in a manner too well understood to require detailed description. The
cross-head slides and bearings for the crank shaft, as well as other parts, are
all supported by a pendent frame 107, bolted at the upper end to the lower heads
of the cylinders.
the
The frame 107 also supports a water pump 109, the plunger 110 of which is
connected with a lever 111, slotted at the inner end to receive a pin on
cross-head so that the plunger is reciprocated by the reciprocation of the cross-
head, and the reversing links 106 are connected by a link 133 to an arm 112 on
a rock-shaft 113.
On opposite sides of the cylinder of the pump 109 are two valve casings 40, 41,
containing check-valves, the latter communicating through a pipe 30, Figs. 2
and 3 with the water tank e and from the casing 40 extends a pipe 46, Fig. 3,
provided with a check-valve 47, a pipe 48 extending from the pipe 46 upward
to a casing 29 containing a plug-valve upon a rod 114, provided with a handle 115.
From the casing 29 a pipe 5 extends to the rear into the water tank e.
At the end of the pipe 46 is a casing containing a cock 116 which
constitutes a blow-off cock, and from the pipe 46 a supply pipe 117 passes to
the boiler.
Normally the operation of the pump during the time the engine is in
motion pumps the water from the tank into the boiler and the operator by
adjusting the handle 115 and the cock in the casing 29 can regulate at will the
amount which is thus pumped, inasmuch as if there is any excess, or it is desired
to reduce the amount in the boiler, the cock in the casing 29 may be opened,
when the water will pass into the tank instead of into the boiler. When the
cock in the casing 29 is open, the check-valve in the casing 47 will be auto-
matically closed, but when the cock 29 is closed then the water will be pumped
through the check-valve casing into the boiler through the pipe 117.
To avoid the difficulties incident to the operation of a steam engine by those
not accustomed to its use, and the dangers which would result either from
flooding or from the water becoming too low in the boiler, the pump is so ad-
justed and the parts and operations proportioned that a surplus of water will
normally be pumped into the boiler, so that if the cock 29 is not regulated the

page_text: boiler will soon become full. To avoid flooding, however, the surplus is not so
great that it cannot be carried off if the steam is not superheated and the gradual
covering of the vertical tubes as the water rises results in a decrease of the
superheating of the steam, so that by the time the tubes are covered the steam
will be saturated with moisture, which will be carried off as rapidly as the excess
of water is pumped into the boiler. By thus proportioning the supply to be some=
what in excess of the amount which can be evaporated, while restricting it below
the amount which can be carried out by fully saturated steam, the necessity of
supervision on the part of the operator to prevent flooding, and any danger of
the water becoming low and generating steam too rapidly or burning the 'tubes;
are avoided.
To render more available the full power of the engine, the loss of friction
which usually results at the bearings is avoided by making use of roller bearings
at all those points where there would otherwise be sliding contact; as for instance,
between the eccentric straps and the eccentrics, the crank shaft and its bearings,
and the connecting rods and the wrist pins.
The bearings for the wrist pins and connecting rods and eccentrics and
eccentric straps are substantially alike and are shown in cross section in Fig. 11:
In this figure, i indicates either the wrist pin or the crank shaft upon which
there is a shoulder or collar 140 and on to the shaft and against this collar
is forced a bearing ring 141 with an inclined face. Another bearing ring 142
with a threaded socket screws on to a threaded portion of the shaft i and
presents a bearing face at about right angles to the face of the ring 141: The
eccentric strap or ring 143 at the end of the connecting rod is bored so as to
receive the rings 141, 142, forming a close joint with the edges thereof, and has
a V-shaped groove 144 to receive the balls 145, which thus roll between the
strap and the bearing-rings with comparatively little friction.
The bearing for the crank shaft 104 at each side of the frame is illustrated
in Fig. 12, in which each side piece on the frame 107 is bored out larger in
diameter than the shaft 104, so as to receive neatly an inclined faced ring 147,
which is forced on to the shaft, and a follower ring 148 also forced on to the
shaft.
The opening in the frame is bored out internally to form an annular
channel to receive a bearing ring 150 having one cylindrical and one inclined
face, against both of which bear the rollers 151, which bear upon the inclined
face of the ring 147. These parts may all be put in position in consequence of
the side pieces of the frame 107 being divided along the line 149, the lower cap
pieces 152 being secured to the main portion of the frame by bolts 153. The
lower portions of the eccentric straps are likewise bolted to the main portions
as usual.
It has been found that the rollers arranged within the bearings of the
cranks, etc., or straps and eccentrics, receiving or transmitting thrusts, are
exceedingly effective in reducing friction and result in an increased transmission
of power.
As the bearings are rigidly set on the crank shaft, any necessary adjustment
may be secured by spreading apart or bringing together the sides of the frame 107.
This may be done by turning a reversely threaded cross rod 192 extending into
threaded sockets of the side pieces. After adjustment a binding nut 193 binds
the parts in place.
The links are shifted by rocking the shaft 113, an arm upon which is
connected by rod 24 with an arm upon a tubular shaft 23 turning around the
shaft 114, the said shaft 23 having a handle 200 adjacent to the handle 115.
The steam passes from the boiler through a pipe 17 to a valve casing 18
communicating with the steam-chest and provided with the throttle valve,
and the latter is connected by a rod 201 with an arm upon a tubular shaft 203
turning on the shaft 23, and provided with a handle 204, adjacent to the
handle 200.

page_text: The operator thus has under control three handles, one of which controls
the supply of water to the boiler, the other the stopping and starting valve,
while the other controls the reversing gear.
Dated the 18th day of July 1899.
PHILIP M. JUSTICE,
Chartered Patent Agent,
55 & 56, Chancery Lane, London, for the Applicants.
Improvements in and connected with Steam Motors for Boats,
Vessels, and for other purposes.
I, AMZI LORENZO BARBER, of No. 11, Broadway, in the City, County and State
of New York, United States of America, Manufacturer, 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 invention relates to certain improvements in and connected with steam
motors for boats vessels and for other purposes, and the invention consists in certain
details of improvement connected with the generator, and motor and parts con-
nected therewith.
For information as to the construction of the generator and some other parts
shewn herein reference may be made to the specification accompanying an
Application for Letters Patent No. 2844 of 1899, as this may enable a more com-
plete understanding of the present improvements to be arrived at.
In the drawings accompanying my Provisional Specification the invention is
shewn as applied in a motor road vehicle by way of example Fig. 1 being a
longitudinal sectional elevation of a vehicle provided with generator and motor
devices and embodying the said improvements; Fig. 3 is a front elevation
shewing part of the generator and motor devices; Fig. 2 is a plan of the parts
shewn in Fig. 1, the seat and floor of the vehicle removed; Fig. 4 is an enlarged
view of the regulating device; Fig. 5 is a perspective view shewing an improved
igniter device as applied to the burner; Fig. 6 a view of the igniter device
detached; Fig. 7 a perspective sectional elevation of the boiler and burner;
Fig. 8 an outside view of the boiler in part in section; Fig. 9 a front elevation of
the motor engine; Fig. 10 a side elevation thereof; Fig. 11 and Fig. 12 sectional
views of the roller bearings of the engine.
The motor apparatus embodies a boiler a, a burner b, an engine c, and with
these are combined a regulator k, a tank d for the stowage of the hydrocarbon
motor fluid, a tank e for the water, a tank j for air under pressure used for
expelling the fluid from the tank d, and a muffle cylinder h for reducing the
force of the exhaust from the engine and preventing noise.
THE BOILER.
In that class of boilers especially intended for automobiles it is essential to
combine both lightness of weight and great comparative strength, for in pro-
portion to their size boilers of this class carry a much higher pressure than
those of ordinary engines.
In order to reduce the weight to the minimum, soft metal, as copper, com-
position or alloy, is used for the shell 56 of the boiler, and of such light gauge
that the said shell would not of itself resist the pressure required to be carried,
and to ensure the requisite strength the shell is wound with fine wire 55 (Figs. 7

page_text: and 8); soldering or brazing the latter at intervals if necessary. This mode of
strengthening the shell of a boiler is not of itself new, but it has not been applied
to metal of extreme thinness, and when so applied the pressure of the wire
tends to distort the shell. To prevent this the body portion of the shell is turned
out at each end, forming a flange 57. Owing to the thinness of the metal, said
flanges would not of themselves impart sufficient rigidity. The heads 58 are,
therefore, applied directly to the outer faces of the flanges 57, and to the inside
of each flange is applied a stiffening ring 59, and rivets 60 are passed through
the rings, flanges and heads, thereby so strengthening the shell at the ends that
the body portion will retain its form, notwithstanding the strain of the wire
lapping.
In thus making the boiler there are secured absolutely tight joints without
packing. This is done by applying such pressure to the flanges between the
rings and the heads that the soft metal of each flange is forced into any in-
equalities of the contiguous faces and becomes itself a packing. This pressure
may be applied by means of compressing dies, or in the act of riveting, and by
this means are secured joints resisting internal pressure of several thousand
pounds to the
square inch.
While the boiler may be of any suitable structure, with either water tubes or
fire tubes, it is preferable to use a fire tube boiler having a large number of
small, thin, vertical tubes arranged in close proximity and extending from one
head to the other of the boiler, as best shown in Fig. 7; these tubes tending to
stiffen and impart rigidity to the soft metal shell.
THE BURNER.
A burner b, Figs. 1 and 7, consists of a casing having a flat top 20, and
provided with a series of air tubes 21, each extending from the top to the bottom
of the casing and arranged directly below the boiler a, the two being separated
by a space (closed by the outer shell of the casing) only sufficient to secure a
proper intermediate combustion chamber a. In the top of the burner casing,
and in a circle surrounding each air tube, are perforations y, and with the interior
of the burner casing communicates a pipe through which the mixture of air
and gas (of any suitable character) passes to the burner. The gas issues from
the perforations y in a series of annular flames, each ring of flame surrounding
an air pipe 21, through which the air passes freely and directly upward without
interference, and the hot gases flow up through the boiler flues or tubes 22, each
of which constitutes a chimney. An abundance of air is thus supplied to the
interior of each annular flame and a perfect combustion is secured. Each circular
series of perforations y constitutes a burner by itself, and all co-operate with the
boiler tubes above to secure and insure a natural draft, while the assembling of
a series of such burners in close proximity below the ends of the boiler tubes
insures the uniform perfect heating of all the latter, as well as the lower head of
the boiler, and the rapid heating and evaporation of the contents of the latter.
It has been found that by thus assembling a series of annular burners,
supplying each with air from a central tube, and admitting air only through
the annular flames to the combustion chamber in which the burners are
arranged, a most perfect combustion is secured, so that there is no deposit of
carbon on the head of the boiler plate nor in the tubes, and no smoke nor odours
resulting from the combustion. Furthermore, by the arrangement of such a
burner below a boiler, with the air tubes of the burner vertical and freely open
below, not only is a most effective natural draught secured, but the air and flame
are so properly commingled as to secure a most vivid and effective combustion
within the boiler tubes, and a more rapid and uniform generation of steam than
could otherwise result, while the necessity of using appliances for artificially
forcing the draft or controlling the flow of the gases is avoided.
One of the most beneficial results of this arrangement and construction of
burner and boiler, is the capacity to regulate the character of the flame, or extent

page_text: of combustion, by simply varying the flow of gas to the burner. This is done
by turning the cock u, or by the valve of the regulator k, as set forth hereinafter,
and the flame can thus be reduced so as to be barely visible, or may be increased
to its maximum, or varied to any intermediate extent, while securing a perfect
combustion at all times so that there is neither smoke, deposit nor odour under
any condition of the flame, a result which has not been secured by any other
form or arrangement of burner for heating boilers.
As the entire assemblage of burners is arranged within a chamber closed at
the sides and to which air can pass only through the tubes concentric with the
burners, the small flames, when the gas is reduced, are maintained ignited, so
that they cannot be extinguished by a transverse flow of air, which would result
in the escape of unconsumed gases and the deposit of soot and objectionable
odours, and in the necessity of frequently relighting the burner.
THE REGULATOR.
It is most desirable in a motor vehicle to maintain the pressure and yet to
prevent it exceeding a maximum amount without the necessity of attention upon
the part of the operator. It is not sufficient to depend upon a safety valve (with
which, of course, the boiler may be provided), because this simply relieves the
boiler in case of excess of pressure, but it is requisite that in case the pressure
becomes too low that the burner be supplied with additional fuel whereby to
secure increased evaporation, and the desired increase of pressure. For this and
other reasons the regulator k is used, the construction of which is best illustrated
in Figs. 4 and 5.
A valve case C1 is supplied with gas through a tube 9 which flows into the
case in front of a port v to which is fitted a needle valve 130, upon withdrawing
which the gas will flow through a nozzle 62 which extends into the mouth of the
pipe t, which is larger than the nozzle, so that the passage of the current of gas
carries with it a suitable proportion of air to form a mixture which enters the
chamber of the burner and is consumed at the outlet y as before described.
The needle valve 130 is at the termination of a rod 63 which extends into
the barrel 64 of the casing 65 of the regulator k, and is connected to a head 66
which is forced by a spring 70 tightly against a flexible diaphragm 67, extending
across the larger part of the casing and forming the flexible side of a chamber w
to which water or steam is admitted through a pipe 69 communicating with the
boiler. Against the spring 70 bears a collar 71 that can be set in any desired
position by means of a hollow screw 72 through which the rod 63 passes; the
screw being turned by means of a handle 73 or otherwise. The spring 70 is
compressed to the extent necessary to prevent the movement of the diaphragm
and the rod 63, to contract the port until the desired pressure (say 150 lbs.)
is secured, when the valve 130 will be moved into the port v.
"
The port, however, is not absolutely closed by the inward movement of
the valve, as the parts are so adjusted that at all times sufficient gas may pass
through the nozzle 62 to permit of a master" or' pilot" light being main-
tained. This pilot light may be so low as practically to have no effect in heating
the boiler, but cannot be accidentally extinguished, inasmuch as the combustion
chamber is closed except through the tubes 21, as before described, the upward
movement of air through these tubes having no effect to extinguish the flames.
When the apparatus is to be put out of operation, however, the flow through
the nozzle 62 may at once be closed by turning the stem of the valve u which
closes the passage between the casing 61 and the nozzle.
The condition of the flame may be observed at any time through an opening 75
in the side of the casing, which is normally closed by means of a hinged cap 76.
In order to start the burner in the first instance, it is necessary to volatilize
a portion of the oil. This has generally been done by means of a portable lamp
or burner, the flame of which is applied to part of the conducting tube. This is
objectionable for many reasons, and the device illustrated in Figs. 5 and 6 is,
therefore, employed.

page_text: The said device consists of a tube bent upon itself to form the stem 80, one
branch of which terminates in the forwardly projecting nozzle S1, while the
other is provided with the hollow casing 82, into which screws a tubular stem 84
provided with a handle 85 at one end, and terminating at the other in a nozzle
83 adapted to an opening in a casing 86 which communicates through a pipe 87,
or otherwise, with the supply pipe 9 of the burner, the casing 86 having a valve 89
which normally closes the flow to said casing.
When the burner has to be started, the stem 80 of the device is inserted in
a fire, or held in a flame, until it is heated to the requisite temperature (say 200°
more or less), and the said stem is then inserted through an opening in the side
of the casing of the burner above the top plate 20 thereof, the nozzle 81 extending
into the mouth of the mixing tube t, while the nozzle 83 extends into the socket
in the casing 86. The screw stem 84 being turned so as to screw into the socket
in the casing 86, the valve 89 is opened, when the oil will flow from the pipe 9
and through the casing 86; and nozzle 83 and casing 82, into the stem 80, and
back and forth therein, being volatilized by the heat thereof, and will pass as gas
from the nozzle 81 into the mixing tube t and to the interior of the burner
casing, after which the application of a match above the plate 20 will at once
ignite the gaseous mixture at all of the openings y. Thereafter, the flame at the
burners will heat the stem 80, which remains in position until the parts of the
burner are so heated that the volatilization of the oil will continue without the
necessity of the igniting device, when the valve 89 is closed and the igniting
device is withdrawn.
By this means the oil may be volatilized and the flame of the burner started
without the necessity of bringing a lamp or heater in proximity to the burner.
Normally the opening is closed by a pivoted cap 151, Fig. 4.
"
Heretofore in motor apparatus in which a burner is used to generate steam,
it has been necessary to extinguish the burner when the vehicle is arrested
for any length of time, necessitating the relighting of the burner every time the
vehicle is arrested and again started. This is avoided as above described by
reducing, without totally extinguishing the flame at the burner, but it will be
evident that in such case (where usual constructions are employed) the reduction
in the flame would soon result in the cooling of the parts, and that consequently
the oil would no longer be volatilized and the flame would be extinguished.
To prevent this result the heat of the flame is applied to a body of such
a character as to retain for a long time sufficient heat to volatilize the oil in
the oil tube which is arranged to be heated by said body in any manner. This
body of material constitutes what is termed a regenerator." It may be a body
of fire-clay, through or adjacent to which the oil tube passes, arranged in the
exhaust chamber, or otherwise heated in any suitable manner, or it may be a
body of liquid in a casing arranged to be heated by the exhaust gases, or other-
wise, but preferably the regenerator consists of the body of water in the boiler
itself; to which end the tube 9 forms part of a tube 7 passing upward through
the boiler and across the top thereof, and downward and out at one side and com-
municating with a pipe 3 leading to the bottom of the oil tank d, Fig. 2.
As a
result of this arrangement, after the water in the boiler has once been heated,
there is stored up a sufficient heat to volatilize the oil passing through the supply
pipe for almost any desired length of time during which the vehicle is tempor-
arily arrested, and the flame of the burner may be reduced to a minimum without
danger of arresting the production of gas, and the pilot flame is maintained
and will not be extinguished until the water in the boiler becomes cooled
below 180° Fahrenheit, which will not result within any ordinary period of time
during which the vehicle must be temporarily arrested.
Heretofore a serious objection to motor vehicles has been the escape of
smoke and the odours which result from the products of combustion, as well as
the difficulty of disposing of these products of combustion, without the necessity
of using an upright chimney, which is objectionable for many reasons. To avoid

page_text: these results a cap 90, Figs. 1 and 2 is arranged above the top of the boiler, and
extends backward over the water tank e, and is provided at the top with an
escape opening '91 about flush with the top of the vehicle body, and with a
tube 92 extending downward through the water tank and into which is turned the
end of the exhaust pipe 132 leading from the top of the muffler h. As a result
of this construction, when the apparatus is in motion the steam from the exhaust
is thrown downward through the pipe 92, carrying with it the products of com-
bustion or heated air passing from the top of the boiler into the casing 90, and
projecting the same toward the roadbed beneath the carriage so that no
upwardly projecting pipe is requisite, while the steam and products of combustion
are effectively disposed of. Further, by this means, when the burner is at its
maximum, any free or unconsumed gases are brought in connection with the
particles of vapor and are absorbed by the latter preventing the odours which
might otherwise be perceptible, so that in running there is practically no odour
whatever. When the engine is at rest, the flame is, of course, reduced to a mini-
mum, in which case only heated air will pass from the burner and through the
flues (there being no exhaust steam at such time), and this heated air will escape
through the opening 91, thus insuring sufficient upward draft to supply the burners
and maintain the pilot flame alive.
THE ENGINE.
The engine may be of any suitable character adapted to be operated by steam
from the boiler, but as shown, there are two cylinders 100, 100 upon opposite
sides of a valve chest 101, these cylinders having pistons connecting with piston
rods 102 and the valves having valve stems 103, and the crank shaft 104 is pro-
vided with cranks 105, and with eccentrics with rods extending to reversing
links 103 in a manner too well understood to, require detailed description. The
cross-head slides and bearings for the crank shaft, as well as other parts, are
all supported by a pendent frame 107, bolted at the upper end to the lower heads
of the cylinders.
The frame 107 also supports a water pump 109, the plunger 110 of which is
connected with a lever 111, slotted at the inner end to receive a pin on the
cross-head so that the plunger is reciprocated by the reciprocation of the cross-
head, and the reversing links 106 are connected by a link 133 to an arm 112 on
a rock-shaft 113.
On opposite sides of the cylinder of the pump 109 are two valve casings 40, 41,
containing check-valves, the latter communicating through a pipe 30, Figs. 2
and with the water tank e and from the casing 40 extends a pipe 46, Fig. 8,
provided with a check-valve 47, a pipe 48 extending from the pipe 46 upward
to a casing 29 containing a plug-valve upon a rod 114, provided with a handle 115.
From the casing 29 a pipe 5 extends to the rear into the water tank e.
At the end of the pipe 46 is a casing containing a cock 116 which
constitutes a blow-off cock, and from the pipe 46 a supply pipe 117 passes to
the boiler.
Normally the operation of the pump during the time the engine is in
motion pumps the water from the tank into the boiler and the operator by
adjusting the handle 115 and the cock in the casing 29 can regulate at will the
amount which is thus pumped, inasmuch as if there is any excess, or it is desired
to reduce the amount in the boiler, the cock in the casing 29 may be opened,
when the water will pass into the tank instead of into the boiler. When the
cock in the casing 29 is open, the check-valve in the casing 47 will be auto-
matically closed, but when the cock 29 is closed then the water will be pumped
through the check-valve casing into the boiler through the pipe 117.
To avoid the difficulties incident to the operation of a steam engine by those
not accustomed to its use, and the dangers which would result either from
flooding or from the water becoming too low in the boiler, the pump is so ad-
justed and the parts and operations proportioned that a surplus of water will

page_text: normally be pumped into the boiler, so that if the cock 29 is not regulated the
boiler will soon become full. To avoid flooding, however, the surplus is not so
great that it cannot be carried off if the steam is not superheated and the gradual
covering of the vertical tubes as the water rises results in a decrease of the
superheating of the steam, so that by the time the tubes are covered the steam
will be saturated with moisture, which will be carried off as rapidly as the excess
of water is pumped into the boiler. By thus proportioning the supply to be some-
what in excess of the amount which can be evaporated, while restricting it below
the amount which can be carried out by fully saturated steam, the necessity of
supervision on the part of the operator to prevent flooding, and any danger of
the water becoming low and generating steam too rapidly or burning the tubes,
are avoided.
To render more available the full power of the engine, the loss of friction.
which usually results at the bearings is avoided by making use of roller bearings
at all those points where there would otherwise be sliding contact; as for instance,
between the eccentric straps and the eccentrics, the crank shaft and its bearings,
and the connecting rods and the wrist pins.
The bearings for the wrist pins and connecting rods and eccentrics and
eccentric straps are substantially alike and are shewn in cross section in Fig. 11.
In this figure, i indicates either the wrist pin or the crank shaft upon which
there is a shoulder or collar 140 and on to the shaft and against this collar
is forced a bearing ring 141 with an inclined face. Another bearing ring 142
with a threaded socket screws on to a threaded portion of the shaft i and
presents a bearing face at about right angles to the face of the ring 141. The
eccentric strap or ring 148 at the end of the connecting rod is bored so as to
receive the rings 141, 142, forming a close joint with the edges thereof, and has
V-shaped groove 144 to receive the balls 145, which thus roll between the
strap and the bearing-rings with comparatively little friction.
n
The bearing for the crank shaft 104 at each side of the frame is illustrated
in Fig. 12, in which each side piece on the frame 107 is bored out larger in
diameter than the shaft 104 so as to receive neatly an inclined facing ring 147,
which is forced onto the shaft, and a follower ring 148 also forced on to the
shaft.
The opening in the frame is bored out internally to form an annular
channel to receive a bearing ring 150 having one cylindrical and one inclined
face, against both of which bear the rollers 151, which bear upon the inclined
face of the ring 147. These parts may all be put in position in consequence of
the side pieces of the frame 107 being divided along the line 149, the lower cap
pieces 152 being secured to the main portion of the frame by bolts 153. The
lower portions of the eccentric straps are likewise bolted to the main portions
as usual.
It has been found that the rollers arranged within the bearings of the
cranks, etc., or straps and eccentrics, receiving or transmitting thrusts, are
exceedingly effective in reducing friction and result in an increased transmission
of power.
As the bearings are rigidly set on the crank shaft, any necessary adjustment
may be secured by spreading apart or bringing together the sides of the frame 107.
This may be done by turning a reversely threaded cross rod 192 extending into
threaded sockets of the side pieces. After adjustment a binding nut 193 binds
the parts in place.
The links are shifted by rocking the shaft 113, an arm upon which is
connected by rod 24 with an arm upon a tubular shaft 23 turning around the
shaft 114, the said shaft 23 having a handle 200 adjacent to the handle 115.
The steam passes from the boiler through a pipe 17 to a valve casing 18
communicating with the steam chest and provided with the throttle valve,
and the latter is connected by a rod 201 with an arm upon a tubular shaft 203

page_text: turning on the shaft 23, and provided with a handle 204, adjacent to the
handle 200.
The operator thus has under control three handles, one of which controls
the supply of water to the boiler, the other the stopping and starting valve,
while the other controls the reversing gear.
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 within described device for starting a vapor burner supplied with
volatile liquid, the same consisting of a detachable tubular heater, and means
for temporarily connecting it with the liquid supply reservoir, said device having
a nozzle for passing the gas to the burner, substantially as set forth.
2. The within described engine provided with cylinders, crank shafts, or wrist
pins, or eccentrics, and connecting rods with ball bearings surrounding the wrist
pins and crank shaft, together with the ball bearings for the eccentrics, and straps
connected with the valve gear, substantially as set forth.
3. The combination with the generator and supply pump operated thereby, and
water tank communicating with the pump, of a pipe and valve, and means for
adjusting the latter for directing the water from the pump to the supply tank,
substantially as and for the purpose described.
4. The combination with the boiler and water pump, of operating devices
arranged and proportioned to pump into the boiler a greater amount than can be
evaporated, but an amount less than that which can be carried away by the steam
when saturated, substantially as set forth.
5. The combination of the boiler, engine in front of the boiler and burner,
and a water tank arranged at the rear and sides of the boiler, substantially
as and for the purpose set forth.
Dated this 2nd dow of Norehan 1000
PHILIP M. JUSTICE,
Chartered Patent Agent, London, for the Applicant.