Improvements in Steam and other Fluid Pressure Engines.
Year: 1889

page_text: Date of Application, and Aug,
1000
Complete Specification Left 2nd May 1800 Accented 14th June 1800
Complete Specification Left 2nd May, 1890_Accented, 14th Juna, 1890
PROVISIONAL SPECIFICATION.
Improvements in Steam and other Fluid Pressure Engines.
I, ARTHUR FORBES SCOTT of 27 Welbury Drive Bradford in the County of York,
Engineer, do hereby declare the nature of this invention to be as follows
In a former patent granted to me in the year 1886-No. 15858 I described some
compound engines designed for a high speed in which the high pressure piston has a
constant pressure of steam on the top side. and, during the upstroke this steam flows
also to the underside of the same through a port in the cylinder side and by a valve
outside the cylinder until the supply is cut off by this port being closed by the piston;
the working puts thus being prevented from knocking.
This invention relates to certain modifications in the above for some purposes, by
which knocking is prevented without the use of a constant pressure on the top of the
high pressure piston, and also it relates to certain improvements in governors for
fluid pressure engines, by means of which the speed of the engine can he altered
within a large range, whilst the percentage of variation on the mean speed remains
the same throughout that range.
These improvements are herein described as applied to steam engines having cylinders
of the inverted vertical type, but are equally applicable to horizontal or other
engines.
In one form of tandem compound engine I mount the highr pressure cylinder on the
top of the low pressure cylinder with no stufling box in between them The two
pistons are on one rod and the space between them forms a receiver. The piston rod
below the low pressure piston passes through a stuffing box. Outside of the cylinders
is a valve, preferably of the piston type, which is worked by an eccentric or its
equivalent on the crank shaft. Connecting the cylinders and valve are pɔrts; the
whole so arranged that at the top of the engine's stroke the valve admits steam
to the top of the high pressure piston and at the same time puts the under side
of the low pressure piston in communication with the exhaust. At a certain point
in the down-stroke the valve closes the admission of steam to the top end of the
high pressure cylinder, and at the bottom of the stroke the steam therein contained is
admitted by the valve to the space or receiver het ween the pistons. At the same time
this receiver is connected by the valve with the under side of the low pressure piston,
the steam passing from the receiver by a port in the cylinder side and continuing to
do so during part of the upstroke until the piston cuts off the supply to the underside
by closing the said port, and expansion then takes place below the piston until the top
of the stroke, when the exhaust again opens.
If desued a stufhing box may be placed between the two cylinders and so arranged
that at bottom stroke the high pressure piston uncovers ports so as to admit
steam froin above to a space below the piston, the exhaust from above heginning
after such ports are again closed by the piston The steam below then accelerates
the pistons upwards instead of the crank, but not enough to cause a knock at n
high speed.
In another forin of tandem compound engine, I place the high pressure cylinder
above the low pressure cylinder with a stuffing box between them through which
a piston rod connecting the two pistons works. To the lower side of the low
pressme piston is attached a trunk of smaller diameter than the low pressure
cylinder, and this trunk works through a stuffing box, and has connected within
t the top end of the connecting rod. The top of the high pressure piston is
open to the top of the low pressure piston, forming a receiver. Outside of the

page_text: At
cylinders is a valve worked by an eccentric or its equivalent on the crank shaft,
and connecting the cylinders and valve are ports, the whole so arranged that at
the top of the engine's stroke the under sule of the high pressure piston is con-
nected by the valve with the space or receiver above the low pressure piston.
the same time the valve puts the under side of the low pressure piston in com-
munication with the exhaust. At the bottom of the stroke the valve has closed
the admission of steam to the receiver from the underside of the high pressure
piston, and also the exhaust from the underside of the low pressure piston, and
steam is now admitted by the valve to the underside of the high pressure piston,
and at the same time the valve connects the upper and lower sides of the low
pressure piston. During the upstroke the valve cuts off the steam to the high
pressure cylinder, and the low pressure piston cuts off the supply of steam passing
from the upper to the under side of the same by closing a port in the cylinder
side at about half stroke. At the top of the stroke the expanded steam below the
low pressure piston is again exhausted. Sometimes I also admit the boiler steam
to the top end of the high pressure cylinder which becomes double acting and
exhausts from both ends into the receiver. In both types the trunk, piston rod. etc.,
must be proportioned to prevent knocking at a high speed.
In another form of tandem compound engine of somewhat similar principle to
one described in my former patent (fig. 3), I place the low pressure cylinder
above the high pressure cylinder, the piston of the latter forming also the cross
head. The stenni from the high pressure cylinder exhausts into the bottom of the
low pressure cylinder and also, dining a part of the stroke, into a receiver above
the same, until the top piston covers a port admitting it thereto.
In engines made under my former patent a constant pressure is employed on the top
of the high pressure piston. Now according to part of this present invention, in certain
cases I employ instead a receiver at the top of the high pressure pistons of such
engines which is supplied with boiler steam either by the valve duung a part of the
downstroke, or by a plunger or piston on the top of the high pressure piston, so that
it fills such receiver at the top of each stroke,-or the receiver may be filled by a com-
bination of the two arrangements. In any case the pressure in such receiver is not
constant, but in other respects the action of the engines will be the same as described
in my foumer patent.
My improvements in governors for steam or other fluid pressure engines consist,
firstly, in the application of a regulating spring to a lever connected with the rod
working the valve, in such a manner that as the valve works in or out, the spring
swings further off or nearer to the centre of such lever, thus exerting a greater or less
force to close or open the valve,--the distance of the spring from the centre of the lever,
and the tension of the same, both being adjustable. This spring may be used alone, or
may be used in conjunction with another spring or springs acting on the balls or
mechanism connected therewith, in hɔth cases in such a manner, that about the same
percentage of variation on the mean speed of the engine is maintained at different
speeds. My improvements consist, secondly, in applying to a governor a sing
acted on by the governor halls, in connection with a screw which works a catch or
holder in or on the spring, in such a manner that the strength and acting length of the
spring may be simultaneously adjusted, so as to maintam about the same percentage
of variation on the mean speed of the "ngme at different speed of the same.
Various modifications of the above arrangements may be made without departing
from the principles of my invention. More than two cylinders similar to those
described may be worked together, and reversing mechanism applied if necessary.
Piston valves are preferably employed, so that a downward thrust inny be maintained
on thein.

page_text: COMPLETE SPECIFICATION.
Improvements in Steam and other Fluid Pressure Engines.
1, ARTHUR FORBES SCOTT, of 27 Welbury Drive, Bradford, in the County of York,
Engineer, 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 :-
In a former Patent granted to me in the year 1886 No. 11858, I described engines
designed for a high speed, in which the high pressure piston has a constant pressure
of steam on the top side, and during the upstroke this steam flows also to the under
side of the same through a port in the cylinder side and by a valve outside the
cylinder until the supply is cut off by this port being closed by the piston; the working
parts thus being prevented from knocking.
This Invention relates to certain modifications in the above by which knocking is
prevented without the use of a constant pressure on the top of the high pressure
piston. And also it relates to certain improvements in the governors of fluid pressure
engines by means of which the speed of the engine can be altered within a large
range, whilst the percentage of variation on the mean speed remains the same
throughout that range.
These improvements are herein described as applied to steain engines having
cylinders of the inverted vertical type, but are equally applicable to horizontal or
other engines.
The application of this Invention first described in my Provisional Specification is
shown in Figure 1 of the drawings forming a part of this Specification and illustrating
different applications of my improvements, in all the figures of which drawings,
similar letters of reference will be found to indicate corresponding parts where
possible.
Bis the high
Figure 1 represents a vertical section of a tandem compound engine.
pressure and the low pressure cylinder. Steam is admitted by the branch A between
the rings 1 and 2 of the valve F, and in the position shown, the valve is rising and
ring 1 is uncovering the port J and admitting the steam thereby to the top side of the
high pressure piston C. At the same time ring 4 has opened the poit T to the
exhaust K. The space between the two cylinders forins a receiver O in which there is
a certain pressure of steam exerting a force downwards on the difference in area
between the two pistons. The ungs 3 (which are not absolutely necessary) cover the
port S and prevent the exhausting of the clearance space in the valve between the
rings 2 and 4. During the downstroke the ring 1 descends and closes the port J,
cutting off the supply of steam to the high pressure cylinder B. At the bottom of
the stroke the ring 1 has descended below the port J, so that the expanded steam in
the high pressure cylinder passes by the ports J and O' into the receiver Q. This
passage of the steam into the receiver may also be assisted (at the extreine end of the
stroke only) by the piston uncovering holes y. y. admitting to the receiver.
same time the ring 4 has descended below the port T, so that the exhaust is closed,
and ring 3 below the port S in the side of the low pressure cylinder, so that steam
passes from the receiver by the port S through the inside of the ring 3 and by the
port T to the underside of the low pressure piston U. The pistons are now propelled
upwards by the fly-wheel L on the crank shaft II, the pressures on both sides of both
pistons being equal until the piston U covers the port S, at about mid stroke, when the
pressure below the piston falls with expansion whilst it increases slightly in the
receiver above.
At the
This increasing difference of pressure prevents knocking on the crank as the pistons
move upwards at a high speed. At the top of the stroke steam is again admitted to
the top of the high pressure piston whilst the underside of the other piston is connected
with the exhaust, as already described. The valve worked by a short crank C, or an
eccentric, has the receiver pressure constantly on the top of the ring 1, which prevents
knocking.

page_text: If desired the lower part of the engine may be conveniently left open and an ordinary
stuffing box fitted instead of the metallic one shown in the figure. Also if desired,
the port S may be abolished and the space above the ring 4 permanently connected
with the receiver O, the low pressure cut off then being effected by the valve which
would be arranged with a longer travel. Some special cut off motions applicable to
the high pressure cylinder of this engine are illustrated in Figures 7, 8 and 9, and
described hereafter.
In a double tandem engine of this type, the steam may be distributed to the four
cylinders by a valve worked by a single eccentric, in a way somewhat similar to that
used in the engine shown in Figure 2.
In another form of tandem compound engine I place the high pressure cylinder
above the low pressure cylinder, with a stuffing box between them through which a
piston rod connecting the two pistons works. To the lower side of the low pressure
piston is attached a trunk of smaller diameter than the low pressure cylinder, and this
trunk works through a stuffing box or is fitted with ings working in a cylindrical
guide, and has connected within it the top end of the connecting rod. The high
pressure cylinder is preferably double acting and discharges from both ends on to the
top side of the low pressure piston which forms a receiver, and during a part of the
upstroke this receiver supplies steam to the underside of the low pressure piston,
whence it is exhausted during the next downstroke. This may convemently be made
a double tandem engine as illustrated by Figure 2, in which Band B2 represent the
high pressure cylinders and P and P² the low pressure cylinders. In the position
shown, ring 1 of the valve is rising and opening the ports J and J³ to the steam
supply from the branch A, so that steam passes to the top of piston C and bottom of
piston C. Ring 2 is also opening the ports 32 and J* so that steam from the bottom
of piston C, and top of piston C² may pass to the receiver 0 0. At the same time
ing 4 is opening the port T, so that steam may pass from the underside of the piston U
into the exhaust K, and ring 5 is connecting the port with the bottom end of
the port S so that steam may pass from the receiver 0 0 to the underside of the
piston U, which when it ascends cuts off the admission to its underside by covering
the top end of the port S², and at, about the same time the valve closes the admission
of steam to the upper and lower sides respectively of the pistons C and C² When
the pistons have attained positions opposite to those shown in the figure, the valve
has descended so far as to connect the top side of piston C and bottom side of
piston C with the receiver 0 0 by the port 01, and is connecting the opposite sides
of the same with the steam supply A. At the same time the st cam below piston U³
passes by the port T and between the rings 4 and 5 to the exhaust K, and steam from
00 passes by the port S, and between the rings 3 and 4 and by the port T, to the
underside of the piston U, which cuts off this supply of steam during its upstroke by
covering the port S. The steam underneath piston U then expands, so that the
excess of pressure above keeps the parts in constant thrust, and at the top of its
stroke, the exhaust takes place from the underside as before. I proportion the parts,
so that during the first part of the upstroke of each pair of pistons, when the boiler
steam is admitted to the underside of the high pressure piston, its upward force is
balanced by the combined effect of the lower pressure of the receiver acting down-
wards upon the other side of the high pressure piston and also upon the area of the
trunk M or M*, so that the engine is single acting in its thrust. As explained in my
Provisional Specification, the high pressure cylinders may take steam below the
pistons only In this case the ports J and J* are done away with and the upper sides
of both pistons permanently connected with the receiver 0 0.
Figure 3 shows a tandem compound engine in which I place the low pressure
cylinder above the high pressure cylinder, the piston of the latter forming also the
crosshead. The steam from the high pressure cylinder exhausts into the bottom of
the low pressure cylinder, and also during a part of the stroke into a receiver above
the same, the admission thereto being closed by the, piston
Bepresents the high pressure cylinder, and P the low pressure cylinder, and in
the position shown ring 2 of the valve is descending below the port J, so that

page_text: steam may pass from above the high pressure piston C, by the ports J and T to the
underside of the low pressure piston U. This upward pressure on the piston U is
now balanced by a certain pressure in the receiver O and the downward pressure on
the piston C As the pistons move upwards, there is a net increase of pressure down-
wards, and when the piston U arrives between the small ports S and S, steun passes
from below to above the piston through these ports, until the piston covers the port S,
thus charging the chamber or receiver 0. At the top of the stroke the ing 2 is
sing above the port J, so that boiler stein may pass froin the branch A to the top
of the piston (', and ring 1 has disconnected the ports S and S1 and opened the
exhaust K to the underside of the piston U, through the port T. At the bottom of
the stroke the ring 2 has descended below the port J, and has cut off the supply of
steam to the high pressure cylinder, and again connected the same with the low
pressure cylinder as already described. If desired the port may lead from the
alve into the port T instead of into the cylinder thus admitting the steam into the
receiver O from the beginning of the stroke instead of later as shown.
In engines described in my former Patent No. 15858-1886, a constant pressure
is employed on the top of the high pressure pistons. Now according to part of this
present Invention, as it may not always be convenient with single crank engines to
use a constant pressure from the boiler on the top of the high pressure pistons, I
employ instead a receiver pressure. Figures 4 and 5 illustrate these modifications on
the arrangements shown in my former Specification.
In Figure 4 annexed hereto, the small piston N on the piston C, uncovers holes in
the liner V at the top of the stroke, so that, steam may pass from A to the receiver Q,
whence at the bottoin of the stroke it passes to the underside of the piston C through
ports D and J. (which are connected by the valve F',) and continues to do so until
the piston cuts off the supply by using above the port. D. Then expansion begins
below the piston and at the top of the stroke the steam above the piston in the
receiver which has been slightly compressed, is again replenished, and the underside
of the piston connected with the exhaust K by the valve which is rising above
the port J. The flow of steam through the port I) to the underside of the piston,
may be conveniently controlled by a valve Y connected with the governor. The
amount of expansion varies inversely with the size of the receiver Q, and a separate
ange of temperatures is established on each side of the piston.
Figme 5 shows an engine in which the high pressure cylinder B has above it a
receiver Q, which is filled by the valve with steam from the boiler during the
downstroke. The valve has a negative lead to effect an early cut off. In the position
shown ring 1 of the valve F is descending, and is about to admit steam from A to
the receiver Q, by the port X. At the same time ing 2 is connecting the under
side of piston C with the upper side of piston U, and ring 3 is opening the exhaust K
to the underside of the piston U. At the bottom of the stroke ring 3 bas risen and
closed the exhaust K, ng 2 has risen above the port R, closing the admission of
steam to the top of the piston U, and allowing steam to pass from the upper to the
underside of the same, and ring 1 has isen above the port D, so that steam may pass
from the receiver Q to the underside of the piston C. During the upstroke the
pressures are balanced until the piston C. closes the port D when expansion begins
below the piston, while the steam above it in the receiver Q is compressed to about
the mitial pressure. At the top of the stroke, ring 2 has disconnected the upper
and lower sides of the piston U by descending below the port R, and the underside
of the same is again exhausted, while its upper side receives steam from the underside
of the piston C, and steam is about to enter the receiver Q as before. When it
is desued to cut off the supply of sleam to the top side of the piston U earlier
in the down stroke, without causing excessive compression below the piston Cat
the end of the stroke, I employ a receiver between the cylinders into which
the steam from the underside of the piston C discharges during nearly the
whole of the down stroke, and from which receiver steam is supplied to the
top of the piston U during the same stroke, but is cut off by the valve at an
eather point in the same. This receiver may conveniently be connected with the

page_text: valve by a port entering the valve liner close above the port K, so that this additional
port is covered by the ring 2 during the greater part of the upstroke of the pistons.
It is evident that the high pressure cylinder B may be used alone, and that the
high pressure cylinder shown in Figure 4 may be substituted for the high pressure
cylinder shown in Figure 5, and if desired the receiver Q may be filled by a
combination of the two methods described, in a manner similar to that shown in the
cut off motion illustrated by Figure 8 and described later.
It is also evident that either of the high pressure cylinders illustrated in Figures 4
and 5 may be substituted for the high pressure cylinders of the compound engines
illustrated by Figures 2 to 5 in my former Patent.
When it is desired to have a triple expansion of the steam I use a third cylinder
with the engines already described. This cylinder may be arranged tandem with the
first two cylinders or be fixed at the side of them, working on a crank opposite to
the other crank In the latter case, the upper side of the third piston forms a
receiver into which the steain is discharged from the second cylinder, and from this
receiver it passes to the underside of the piston through a port in the cylinder side,
in the same way as shown in the larger cylinders of Figures 1 and 2. In the former
case the upper side of the thud piston may in a similar manner form the receiver,
or be the working side of the piston as shown in Figme 6 in which P3 is the third
cylinder The first and second cylinders B and P are similar to those in Figure 1,
but the valve F is for convenience set in the opposite position to that in Figure 1,
and as shown ring 3 is descending below the port R and admitting steam from the
underside of the piston U to the top side of the piston U³. At the same time ring 4
in connecting the underside of the piston Us by the port S8 with the exhaust K
the bottom of the stroke the exhaust is closed by ung 4, and ning 3 rising above the
port R allows the steam above the piston U³ to pass to the underside of the same
during the upstroke, whence it is again exhausted next downstroke. If desired a
receiver may be used between the cylinders P and P, as explained in reference to
the two cylinders B and P in Figure 5.
At
My Invention may also be variously adapted for working with a quadruple
expansion of the steain. For instance the first and second cylinders may be arranged
as shown in Figure 1, while the third and fourth cylinders arranged as shewn in
Figure 5 (but without the port X) may work on an opposite crank, so that the
second cylinder would discharge its steam into the receiver of the third
cylinder.
•
Figures 7, 8 and 9 show part sections of cut off motions applicable more particularly
to a high pressure cylinder similar to that shown in Figure 1. In each figure the
pistons are descending, and C represents the high pressure piston, U the low pressure
piston, O the receiver, and F the valve. In Figure 7 the valve F is at the top end of
its stroke, and steam from below it is entering the port J, passing through the port
in the piston C to the top side of the same, until the piece a of the piston closes the
port. J and cuts off the steam. By the time a has opened the port again, the valve
has closed the admission. At the bottom of the stroke the valve F descends so as to
exhaust the steam from above the piston C through the ports J2 and 0¹ into the
receiver 0. In Figure 8 the valve F is at the bottom end of its stroke, and steam
from above it is passing through the port J J through holes in the liner V to the top
of the piston C, which is descending, and the small piston N attached thereto cuts off
the steam by closing the holes in the liner V. At the bottom of the stroke the valve F
ises above the port J2 and the steam is exhausted thereby into the receiver O. In
Figure 9 the trunk piston C is encircled by internally acting rings b. The valve Fis
at the top end of its stroke and steam from below it is entering the port J, and passes
through the port in the piston and by the port J to the top side thereof, until the
piece a of the descending piston closes the poit J2 and cuts off the steam. When the
valve descends below the port J2 the steam is exhausted though the port O¹ into
the receiver O which is connected with the inside of the trunk piston C. In Figure 7
a trunk piston may also be adapted to save height.
The object of my improvements in governors for steam or other fluid pressure

page_text: engines is to effect a large alteration in the speed of an engine, while maintaining the
same percentage of variation on the different mean speeds, a result which is not
obtainable by increasing or decreasing the tension or compression of the governor
spring or springs in the ordinary manner. These improvements consist, firstly, in the
application of a regulating spring to a lever connected with the rod working the
governor valve in such a manner that as the valve works in or out the spring swings
further off or nearer to the centre or pivot of such lever, thus exerting a gienter or
less force to close or open the valve-the distance of the spring from the centre
of the lever, and the tension of the same, both being adjustable. I prefer to use
this spring in conjunction with another spring or springs directly connecting the
governor balls as shewn in Figure 10. These improvements consist, secondly, in
applying to a governor a spring acted on by the governor balls, in connection
with a screw which works a catch or holder in or on the spring in such a manner
that the strength and acting length of the spring may be sinultaneously adjusted
as shown in Figure 11.
In Figure 10 the flywheel L on the shaft If is fitted with brackets D D supporting
the ball levers bbb and the balls B B. These levers are connected to the collar E on
the shaft H and through the ring F to the bell crank lever J which is supported
by the bracket K The balls B B are directly connected by the main springs C. The
tod G connects the bell crank lever J with the controlling valve in the casing X. The
hell crank lever N which is pivoted at O is attached to the rod G at the point M.
The regulating spring Y is fastened at one end to the thumb screw stud ỷ in the
slot W, and has attached to its other end a chain U which is hooked on to the pin R
in the lever N. The levers are shown in their middle position. When the balls are
in, the spring Y will be on the line T, and when out, on the line S. At the full
speed the spring Y is hooked by the chain U so as to be slack. When it is
desired to reduce the speed, the spring Y is tightened up by the chain so that it
acts against the main springs C, and as the former noves from T to S it swings
further from the pivot O of the lever N, thus exerting a greater force to close the
valve when in the position S. The position of
slot W By this double adjustinent the same
speed can be maintamed at different speeds.
increased by moving to the left the stud
decreased by moving the stud to the night
the stud V can also be shifted in the
percentage of variation on the mean
The sensitiveness of the governor is
in the slot W and consequently
My second improvement in governors may be conveniently applied as shown in
Figure 11, in which the levers bbbb with the balls B B are supported by the
brackets D I fixed to the engine shaft H which is bored out as shown, and the sinall
ends of these levers passing through slots in the shaft connect with the round piece M,
which works in the hole in the shaft. To this piece M the loose collar E on the outside
of the shaft is also connected by the cottar N, which passes through the slots
above mentioned. The bell crank lever J, which is supported by the bracket K,
is connected to the ring in the collar E and the rod G conveys the motion of
the lever J to the governor valve. Inside the bored part of the shaft is the spring C,
which is fastened at one end to the piece M. On the end of the shaft is screwed the
cap R which is held by the lock nut T. A screwed rod P works through the cap R
and is secured by lock nuts S. One end of this rod fits loosely the inside of the
spring C, and contains a slot in which is pivoted the catch or holder O which by
its two points or aims takes hold of the spring C. The balls are shown in their inner-
most position and as they fly outwards to their outermost positions 7% the short ends
of the levers bb bb piess the piece M against that part of the spring C which
lies between the catch and the piece M. This part of the spring gives the
compressional forces required for say full speed, with a certain percentage of variation
on the mean speed. To reduce the speed the rod l', which is screwed with a quick
thread, is screwed out of the cap R, and as the catch O revolves through the coils of
the spring C, a fresh portion of the spring lying between the catch O and the cap R
is brought into action, so that while the strength of the spring is decreased a larger
number of coils are brought into action, and by a proper proportion of the spring C

page_text: and of the pitch of the thread on the rod 1', the same percentage of variation that was
obtained on the full inean speed is still retained on the reduced mean speed. The
cap R is screwed on to the shaft with a fine thread and by turning it one way or the
other the strength of the spring is adjusted. If desired, however the cap R need
not turn round but may be inade without a thread and be screwed on and off the
shaft by bolts.
It is obvious that various modifications of the above described anangements may be
made without departing from the nature of my Invention, and that other forms of
valves may be used.
Having now particularly described and ascertained the nature of my said Invention
and in what manner the same is to be perforined, I declare that what I claim is :-
•
•
1. An engine containing two tandem pistons, the space between which forms a receiver?
and arranged so that during one stroke steam is admitted to the outer or upper side of
the first or top piston, while the outer or under side of the second or bottom piston
is exhausted of its steam and so that during the return stroke steam passes from the
outer side of the first piston into the receiver, and also, during the same stroke, from
the receiver to the outer side of the second piston, substantially as herein described
and illustrated by Figures 1 and 6.
2. An engine containing two tandem pistons, the space between which forms a
receiver, in combination with a valve outside the cylinders and suitable ports so
arranged that duung one stroke steam is admitted to the outer or upper side of the
first or top piston, while the outer or under side of the second or botton piston 18
exhausted of its steain, and so that during the return stroke steam passes from the
onter side of the first piston into the receiver, and also, during the same stroke, from
the receiver through a poit in the side of the second cylinder, to the outer-side of the
second piston until this piston closes the said port, substantially as herein described
and illustrated by Figures 1 and 6.
3. An engine containing two tandem cylinders of unequal size, the piston of the
larger one having a trunk attached to it on the side remote from the smaller piston,
and the upper side of the larger piston forming a receiver, in combination with suitable
ports and a valve outside the cylinders, so arranged that steam may be adinitted
alternately to both sides of the smaller piston and discharged therefrom into the
receiver, from which it passes by a port in the side of the larger cylinder to the
other side of the larger piston during a part of one stroke until the said port is
closed by the piston and the supply of steam thereto cut off and wherefrom it is
exhausted next stroke, substantially as described and illustrated in Figure 2.
4. An engine containing two tandem cylinders of unequal size so arranged that
the piston of the smaller one forms also the cross head and the side of the larger
piston remote from the smaller piston forms a receiver, in combination with suitable
ports and a valve outside the cylinder so that steam is admitted to the smaller
piston during one stroke and during the return stroke it is discharged therefrom to
the adjacent side of the larger piston and also during a part of the same stioke
into the receiver on the other side of the larger piston through a port in the side of
the larger cylinder which is closed by the piston at a certain point in the stroke, the
steam being exhausted from the former side of the said piston during the next stroke,
substantially as described and illustrated in Figure 3.
5. An engine containing a cylinder having at one end a receiver, which may he
intermittently supplied with steam, and which is permanently open to one side of the
piston, in combination with suitable ports and a valve outside the cylinder, adapted to
allow the steam or other fluid to pass during the first part of one stroke to the other
side of the said piston and be cut off by such piston, and at the return stroke to be
exhausted from that side of the piston, substantially as herein shown and described in
respect to Figures 4 and 5.
6. Steam and other fluid pressure engines substantially as described and illustrated
by the annexed diawings.
7. A governor having a spring and a lever so arranged that as the governor valve

page_text: works in or out, the spring swings further off, or nearer to, the pivot of the said lever,
the distance of the spring from the pivot of the lever, and the strength of the same,
both being adjustable, to regulate the action of the governor, substantially as described
and illustrated in Figure 10.
8. A governor having a spring controlling the governor weights, and a catch or
holder adapted to take hold of the spring. so arranged that the proportion of the
spring which is in action, and the strength of the same, can be simultaneously adjusted,
substantially as described and illustrated in Figure 11.
9. In governors for fluid pressure engines the combination of a spiral spring with
a catch or holder adapted to take hold of the coils of the spring and attached to a rod
so arranged that the strength of the spring, and the number of its coils which are in
action, can be simultaneously adjusted, substantially as described and illustrated in
Figure 11.