IMPROVE- MENTS IN THE CONSTRUCTION OF, AND ARRANGEMENT OF, AND APPLICATION OF, STEAM ENGINES, FOR THE BETTER MEANS OF TRANSMITTING MOTION AND OF APPLYING STEAM OR OTHER MOTIVE POWER
Year: 1854

page_text: LETTERS PATENT to Robert James Mary'on, Gentleman, of No. 27, York
Road, Lambeth, in the County of Surrey, for the Invention of "IMPROVE-
MENTS IN THE CONSTRUCTION OF, AND ARRANGEMENT OF, AND APPLICATION OF,
STEAM ENGINES, FOR THE BETTER MEANS OF TRANSMITTING MOTION AND OF
APPLYING STEAM OR OTHER MOTIVE POWER."
Scaled the 21st November 1854, and dated the 13th July 1854.
PROVISIONAL SPECIFICATION left by the said Robert James Mary'on
at the Office of the Commissioners of Patents, with his Petition, on the
13th July 1854.
I, ROBERT JAMES MARY'ON, Gentleman, of No. 27, York Road, Lambeth,
in the County of Surrey, do hereby declare the nature of the said Invention
for "IMPROVEMENTS IN THE CONSTRUCTION OP, AND ARRANGEMENT OF, AND APPLICA-
TION OF, STEAM ENGINES, FOR THE BETTER MEANS OF TRANSMITTING MOTION AND OF
APPLYING STEAM OR OTHER MOTIVE POWER," to be as follows (viz.) :-
My Invention consists of several novel methods of construction of, and
arrangement of, and application of, steam engines and parts of engines, to more
readily and effectively meet the requirements of the various purpose for which
steam engines are or may become employed with more facility and public
utility, and which in order to be more readily understood I have divided into
ten sections, and which may be briefly and explicitly stated as follows:-
Firstly. My Invention of the first section of my improvements consists of

page_text: what I do call my antifriction eccentric and antifriction crank and guide slot
crosshead direct action engines, which simply consists of as follows, viz.-To
the common crank shaft I apply an antifriction roller, either fitted by the usual
crank pin or by a roller formed in two parts, and bolted or keyed together (so
as to apply it to a solid crank shaft); and the eccentric which I sometimes use
in lieu of the crank consists of an eccentric or cam (of the ordinary form) with
my antifriction ring applied to work freely between the eccentric flanges, and
which works in an oblong guide slot formed in the crosshead, of a sufficient
width and breadth as to admit of the said eccentric or the crank roller to work
up and down therein, while working through the arc of which it describes, and
is forced to and fro' by the up and down stroke of the crosshead; thus the
antifriction ring of the roller or eccentric diminishes friction; and I apply this
class of engines for screw propulsion. I curve the under side of the crosshead,
on which I form a lug to connect and work in a right line the air pump rod,
and I apply two rods to work the crosshead by the piston; thus the crosshead
is supported by three rods; and to give extra strength to the air pump rod I
construct it of iron, cased with anti-corrosive metal; to keep the crosshead
more steady I apply a guide or slide led to the under side. This arrangement
consists of applying the steam cylinders on the one side and the condenser on
the other side of the ship, close to the throw of the main shaft, whereby I effect
a considerable diminution of engine room, and consequently give more ship
room (as I dispense with the usual connecting rod); and this aforesaid anti-
friction eccentric or cam, or the said crank roller, I construct and arrange and
apply to work within a cylinder between two pistons by their alternate pressure,
and which I do call my antifriction rotato reciprocating engines, either high or
low pressure, which consists of a cylinder with side plummer block bearings
formed thereon in the sides of the cylinder, (and in which the main shaft
works.) The one end of the cylinder may be cast solid, or two plain covers
may be bolted on in the usual manner; and along the top and bottom of the
cylinder I form a bridge or a slot, so as to admit of the eccentric to work
through, the arc of which it describes; (but in the instance of my application
of the said crank and roller I form a cap at right angles with the bore of the
cylinder extending over to each side bearing, in order to get in the crank, and
the roller which is of (in this instance) twice the diameter of the crank throw,
in order that the pistons shall work it up to the side of the shaft in either the
up or down stroke, and which said cap is bolted to the cylinder by suitable
flanges to strengthen it while in work, and in the boreing of it; but I prefer in
this instance to apply my antifriction eccentric or cam between the double
pistons, which may be either cast together with stretcher bars between or with

page_text: wrought metal bars to connect the two pistons together to form a frame and
keep the two pistons parallel in the cylinder, and in between the pistons I pass
the main shaft with the said driving eccentric keyed thereon, which is effected
by passing the eccentric into the cylinder and then passing the main shaft
through the side of the cylinder and eccentric, and then key the ecccentric on
the shaft in the centre of the cylinder; the centre slot of the cylinder is of the
breadth of the eccentric, so that as it rotates it will work through the top and
bottom slot of the cylinder, and the eccentric or cam has applied an antifriction
ring, which is put on by forming the eccentric or cam in two halves, or by a
flange, and is hollow, so as to contain oil to lubricate the ring by suitable small
channels. On each side of the cylinder I form sett screws or wedges to adjust
the plummer block bearings, for to supplant the wear of the shaft, then I bolt
on the cover, and the usual expansive or other valve link slido or slides I
employ (in like manner to the common engines now in use), and the action of
motion is as follows: (viz.), the alternate pressure of the steam on the pistons
will force the live piston against the eccentric ring, and cause the eccentric to
rotate half a turn on the down stroke, and the dead piston receiving steam now
becomes the live piston, and in its up stroke presses against the eccentric and
works it through the other half stroke; thus one up and down stroke of the
pistons produces one revolution of the eccentric and shaft, and sufficient
clearance is given between the two pistons as to allow the eccentric ring to be
entirely clear of both the pistons at the time of the alternate stroke, so that the
given velocity shall carry the eccentric over or through the centres of motion
before the alternate pressure of the piston is received; and thus it may be said
this my Invention consists of an eccentric or cam rotating between and by
alternate pressure of coupled pistons, and which I apply for driving any kind
of shafting, either for stationary, locomotive, or marine purposes, for the better
means of transmitting the rectilinear motion of the pistons into rotary motion
of the shaft or shafting, (as it will be seen I neither employ piston rod or any
of the complication of limbs which is used in engines of old construction, thereby
I effect great improvement, as my engines will considerably reduce the room,
friction, and expense consequent on old engines; and this class of engines I
apply and arrange either horizontally, vertically, or diagonally, as the circum-
stances may require, and of high or low pressure; and the manner in which I
prefer to apply this class of engine for screw propulsion is as follows:-I
arrange the two steam cylenders horozontally athwart ship, bolted to the con-
densor, and in the condenser and between the two steam cylenders I arrange
the air pumps diagonally, and work them. by an eccentric or crank from the
main shaft, and I construct the condenser so as to clip the kelson of the vessel

page_text: or ship, in order to obtain more strength, and to apply the condenser nearer
the bilge of the ship. The feed and bilge pumps I employ is of the usual
form; but should it be hereafter found of any advantage to form a vacuum
between the through stuffing boxes; and sometimes I construct the coupled
pistons of a concave form on that side which works the eccentric or cam, in
order to work the pistons up closer to the main shaft, and in this instance I
form the periphery of the pistons broader or otherwise. I form the pistons
concave on the one side and convex on the other, and the covers to correspond,
and the main advantage of this class of engine consists in causing a great
diminution of engine room, friction, expense, and complication; which con-
stitute my first section of improvements for the better means of transmitting
motion and of applying steam or other motive power.
Secondly. The second section of my improvements in steam engines consists
of what I call my compensating fulcrum balance and compensating steelyard
counterbalance connecting rods and fulcrum guide slot frame, which simply
may be described thus:-To the centre of the common connecting rod I apply
n boss, with a swivel pin and hardened rollers, to work in guides formed in the
engine frameing, to travel therein and support the weight of the rod while
forceing the crank through its rotatory action or motion, and thereby relieve
the crank of the load or weight of the connecting rod in engines of horizontal
construction, and the length of the guides must be determined by the throw of
the crank; and when I apply the counterbalance rod I form the fulcrum swivel
pin about the two-thirds of the length of the rod in lieu of the centre, and
weight the one end to equalize the other, where those rods can be applied for
the better means of transmitting motion from the crosshead to the crank shaft
of horizontal engines of old or present construction; which constitute my second
section of improvements for the better means of transmitting motion and of
applying steam power.
Thirdly. The third section of my improvements in steam enginos consists of
what I call my horizontal direct action treble piston rod compensating con-
necting rod opposite action engine, which consists of an arrangement of the
parts of engines of old construction to act in concert with, or rather to intro-
duce my aforesaid Invention of the compensating connecting rod, and which
consists of the application of three rods to the piston, which are connected to
a triangular crosshead, and the three rods work the crosshead, and the cross-
head works my compensating rod to drive the crank. The steam cylinders
are arranged on one side of the shaft, and the condenser on the other side, as
is very common so to do; and the only and main feature of this class of engine
is the application of my compensating connecting rod; and, therefore, it is

page_text: presumed to be wholly unnecessary to enter into any detail of the other parts
of this engine, as that is the only part worth mentioning in this arrangement,
as the other parts are well known and are very old; and which said application
of my compensating fulcrum connecting rod constitute my third section of
improvements.
Fourthly. The fourth section of my improvements consists of what I call my
vibrating connecting rod, which simply consists of (the usual or common con-
necting rod) working the connecting rod through a ball stuffing gland, which
is kept steam-tight by a socket, which is formed in the cylinder cover by
bolting the halves of the socket to the ordinary cover. After the ball gland is
fitted, the one end of the rod is connected to the crank, and the other is con-
nected to a radius or curved guide, formed in the piston, of sufficient width
for to allow the rod to vibrate in its up and down stroko in driving the crank,
and to which said piston I sometimes apply one or two steady rods at the
opposite side to which the connecting rod is applied, and which said vibrating
rod I construct (to supersede the vibrating cylinder, which is well known) for
the better means of transmitting motion from the piston to the crank shaft of
any kind of engine (the other parts of this engine is the same, as is very
common, therefore it is presumed not necessary to enter into); which constituto
my fourth section of improvements for the better means of transmitting motion
and of applying steam or other motive power.
Fifthly. The fifth section of my improvements in steam engines consists of
what I call my reciprocating semispherical engine, which consists of a vibrating
semicircular piston and a vibrating crank arm or arms, to give motion to con-
necting rods on either side of the engine, to give motion to the main driving
shaft, and which I construct as follows (viz.)-I form so much of a hollow
sphere, say a little more than half, (and of course of a given sise, consistent
with the required power, as will admit of the piston to vibrate to an equal half
of the circle of the hollow sphere in which it works, and plummer block
bearings are formed on each side of the engine for the piston shaft to work in;
and after the piston is fitted, a suitable crank arm is applied at cither or
both sides of the piston, and the piston is cast with a hollow boss, in which
the crank gudgeon or shaft is keyed, and the piston is packed with a
metallic half ring, with an oblong hole for the shaft to pass through it,
so that the ring can spring and keep the piston steam-tight when vibrating,
and the cylindrical boss is packed by a compassed parallel spring which
presses against a compassed channel formed in the cover, and is kept tight
by sett screws from the outside of the cover, and thus the packing is effected
in a simple and certain manner; and thus, when the piston is at the half

page_text: stroke, there will be two distinct and equal steam chambers, and the steam
jacket I apply on the top of the cover, in or over the centre (and I apply the
ordinary slide valve gear or expansive valve link motion, as is well known in
engineering), and I construct the steam parts much wider and narrower than
is usual, so as to get the steam in to act quicker, which I can do by reason of
my cover being of a broad flat surface on the part where the jacket is
applied. The cover is bolted on after all is fitted, and sometimes I apply the
crank arms crosswise, so that they will vibrate in opposite directions, and thus
assist and compensate each other in working the crank main shaft, which
said cranks are formed in a right line, so that it will be seen, that while the one
rod is pushing, the other rod is pulling at the cranks of the main shaft, and is
particularly applicable to screw propulsion, as this form of engine admits of
applying this class of engine close to the bilge of the vessel or ship, and will
occupy very little ship room (the other parts of the engine will be as is very
common in the marine, and therefore it is presumed not necessary to enter
into), and which said engine I arrange and apply to every purpose for which
it may usefully become employed; which constitute my fifth section of improve-
ments for the better means of transmitting motion and of applying steam or
other motive
power.
Sixthly. The sixth section of my improvements in steam engines consists of
what I call my reciprocating spherical engine (which is (in point of fact a
modification of my semispherical, given in my fifth description), consists of
applying an entire sphere with the same semicircular piston or circular piston
to work therein, and which difference exist only in employing a partition from
the side of the engine to the centre or packing of the piston boss, which is
precisely the same as that fully given in my last description in principle,
therefore it is presumed it is not necessary to enter into further detail).
Seventhly. The seventh section of my improvements in steam engines
consists of what I do call my reciprocating tangent engine, and which may
simply be described as follows:-The case of the engine is of an orbicular form,
being in fact a zone of a hollow sphere. The chamber in which the steam
acts is of the form of a hollow globe, with two equal opposite sides cut away,
the openings thus made in the sphere being closed in by two conical side
covers, with their cones pointing inwards towards their centre, each having
formed across their centre a semicylindrical or compassed channel, to receive
the packing spring of the piston boss; the piston upon which the steam acts is
of the same diameter as the sphere, upon the interior surface of which it
works steam-tight by metallic packing rings of the usual construction, but of
a sectional form, as the piston shaft is fitted between the two rings, whereby

page_text: the bearings are kept steam-tight. It will be seen from this that the piston
is suspended or floated in its chamber by its own shaft or gudgions, and is
held steam-tight at opposite sides of its centre by the compassed parallel springs
which are kept up tight by sett screws from the outside of the cover, and thus
two equal devisional steam chambers are formed, in which the piston vibrates
(and the usual steam slides and expansive or other valve link gear is applied
to work this engine); and I apply two slides, as the steam is required to act
in opposite directions and in each chamber at one time upon the piston alter-
nately; thus it as an equal half of the piston at opposite slides to act against
at one time; and to the ends or arms of the piston shaft or gudgions I key
my vibrating cradle, (which I sometimes construct of a double form, and at
others with a counterbalance weight, whereby it is rendered compensating),
which has a curved slot in the centre part, and a boss, into which is coupled
the driving lever spindle, allowing that slot of sufficient width to admit of the
spindle to vibrate while driving the crank or disk eyc. Thus the action of this
engine may be simply understood; thus the vibrating action of the piston is
given by its own shaft to the cradle and the one end of the driving connecting
spindle which is coupled to it, and all vibrates together in one direction; and
as the other end of the driving spindle is fitted in an eye (which is well known,
as it is used in (Mr. Bishop's desk engine) in the crank disk, which is a cup
and ball; the spindle thereforo can move in any direction of the circle in the
crank eye, and therefore while the one end of the spindle is vibrating, the other
end is rotating, and therefore this is a rotato-vibratory driving lever spindle,
and the primary advantage of this engine over (reciprocating engines) in driving
a crank is, that with my engine the force acts in a tangent to the circle
described by the crank, and is continuous and uniform throughout the revo-
lution. The benefits resulting from this action are obvious, as this class of
engine will make from two to three times the number of revolutions (as the
common engine) in a given time, with the same velocity of the piston, (I.E.)
on the rings, and so consequently is very applicable to screw propulsion, to
which I apply it, as the screw requires a very great speed; and by reason of
its action being a tangent to the circle of the screw shaft, I apply it fore and
aft ship; one-third the usual length of shafting is only necessary; (and I
sometimes apply in like manner an engine, which I construct and call my
rotato-vibrating open-toped piston engine, and which I work on two different
principles; (viz.), the one on the usual principle of alternate steam pressure, and
the other on the principle of incessant steam application, which may simply
be described thus:-I form the engine of a basin shape, of a section of a

page_text: hollow sphere, of such depth as is required for the stroke of vibration; and
in this basin I fit the piston, which is packed with the usual ring, and on the
top side of the piston is formed a massive boss and cap for to receive the
aforesaid driving crank spindle, and which passes through it, and is connected
to a divisional partition valve, which is made steam-tight inside; and to effect
a rotatory action of the spindle, I apply two gearing wheels, one on the crank
and one on the spindle, and thus as the steam is admitted it will tilt the piston,
and the piston will by its boss force in a tangent direction the spindle, which
being free to turn in the boss on its own axis, the end being connected to the
crank eye, will cause it to rotate, moving with it the partition valve; and thus
a fresh acting steam surface will be continuously presented, and the spent
steam will be carried off by an exhaust port at the opposite side to the supply
port, and the steam supply will in the one instance be regulated by a throttle
valve (and the other usual valves or cocks), and the action of the engine is
rotatory, and is reversed by sending the steam in at opposite sides of the
basin, and in like manner when this engine is worked with the usual slide
valve and jacket. Thus the action of this engine (is very similar to the well-
known disk engine, with this difference, my engine has an open top, and the
steam acts only on one side, in lieu of the partition working separately from
the piston by gearing. I sometimes constract it in the solid with the piston
and at a right angle, so that it will move with the piston as the piston
oscillates or vibrates, so as to present a fresh acting steam surface incessantly;
and thus the piston dips to every point of the compass in one revolution; and
these several actions of engines which are on the tangent principle, constitute
my seventh section of improvements in transmitting motion and of applying
steam or other motive power.
Eighthly. The eighth section of my improvements consists of what I cal!
my archimedian reciprocating engines, the principles of which consists in
applying two common screwed nuts, fixed in the piston, which work two
distinct screw shafts, and are so arranged by a coupling clutch that one or the
other of these nuts shall alternately become a fixture with the piston, and so
force its screw shaft to rotate in either direction as required, and the two
shafts prevent the piston from turning in their steam cylinder, and which
work through stuffing glands in the cover at one or both ends of the cylinder,
to gear with any mechanical motion as may be required; and the object sought
for by this engine is to obtain a greater number of revolutions of the shaft to
the stroke of the piston; as, for instance, a twelve or more threaded shaft
can be applied, and thus twelve revolutions of the shaft will be obtained to

page_text: one stroke of the piston, which is its nut; which constitutes my eighth section
of improvements in transmitting motion and of applying steam or other motive
power.
Ninthly. The ninth section of my improvements in steam engines consists of
what I call a rotatory archimedian engine, which consists of the usual cylinder
with a screw piston or sections of a screw formed on each side of the piston
(similar to the screw propeller), whereby the steam is the nut, which, acting
on the inclined planes of the screw, shall cause the screw to rotate in either
direction, to reverse the engine by sending in the steam at the other end of
the cylinder; and which said screw piston is keyed on a shaft, which passes
through the cylinder in stuffing glands or boxes, and the screw piston may
either be packed on its periphery with metallic or other packing; thus the
steam is the nut, and the nut works the screw which is the piston and
shaft, and as the screw revolves it will work away the spent steam out
through the exhaust pipe or port by the screw piston, alternately opening
the port while passing over it in its revolution. The steam is always laid
on (and therefore requires no slides); which constitutes my ninth section of
improvements in applying steam or other motivo power.
Tenthly. The tenth section of my improvements in steam engines consist
of steam engine throttle valve governors, which I call my hydraulic governor,
which consists of a small cylinder arranged close to the throttle valve, with a
open top and piston, with a piston rod and guide, and which imparts or
transmits motion by a lever or connecting rod to the valve spindle, and which
said piston is kept at a uniform height in its cylinder by a regular supply
of water or other fluid to the cylinder acting under the piston, by a feed pump
of single or double action, and which is worked by the rod of the slide valve
jacket, or by an eccentric from the main shaft (which may be most con-
venient), and the supply pipe throwing a given quantity of fluid, which is
taken off the cylinder by an overflow or exhaust pipe in such manner that
while the engine is working at her proper speed, the quantity of fluid in the
cylinder neither can increase or diminish; and thus the piston is kept at one
uniform degree of flotation; but soon as the engine works slower by reason of
her heavy load, the supply of fluid to the cylinder will be lessened, and the
exhaust pipe reducing the fluid in the cylinder, the piston will fall and open
wider the throttle valve; and when the engine works too fast, the supply will
be more than the exhaust can take off, and so the piston will be floated
or forced up the cylinder, and so reduce the supply of steam to the engine;
and the exhaust is conveyed into the pump cistern or tank, and is worked

page_text: over and over perpetual; and I construct and apply what I call a float and
basin governor, which consists of having a hollow ball or float with a guide rod
in its centre, working in guides in its basin, and which is connected to the
spindle of the throttle valve, and the basin contains water or other fluid, and
is geared with the engine, and the speed of the engine will cause the basin
to work faster or slower, and thus cause the fluid to disk more or less, and so
the ball-float will rise or fall and regulate the throttle valve; which constitutes
iny tenth section of improvements for the better means of transmitting
motion and of applying steam or other motive power.
And any of those engines herein described, and their particular advantages
set forth, I arrange and apply to all and every purpose for which those engines
may with advantage be employed, to work either high or low pressure, or
expansively, as may be required.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Robert James Maryon in the Great Seal Patent Office on
the 13th January 1855.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ROBERT
JAMES MARTON, Gentleman, of No. 37, York Road, Lambeth, in the County
of Surrey, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Thirteenth day of July, in the year of our Lord One
thousand eight hundred and fifty-four, in the eighteenth year of Her reign,
did, for Herself, Ler heirs and successors, give and grant unto me, the said
Robert James Mary'on, Her special licence that I, the said Robert James
Mary'on, my executors, administrators, and assigns, or such others as I, the
said Robert James Mary'on, my executors, administrators, and assigns,
should at any time agree with, and no others, from time to time and
at all times thereafter during the term therein expressed, should and law-
fully might make, use, exercise, and vend, within the United Kingdom of
Great Britain and Ireland, the Channel Islands, and Isle of Man, an Inven-
tion for "IMPROVEMENTS IN THE CONSTRUCTION OF, AND ARRANGEMENT OF, AND
APPLICATION OF, STEAM ENGINES, FOR THE BETTER MEANS OF TRANSMITTING
MOTION AND OF APPLYING STEAM OR OTHER MOTIVE POWER," upon the con-
dition (amongst others) that I, the said Robert James Mary'on, by an instru-
ment in writing under my hand and seal, should particularly describe and

page_text: ascertain the nature of the said Invention, and in what manner the same was
to be performed, and cause the same to be filed in the Great Seal Patent
Office within six calendar months next and immediately after the date of the
said Letters Patent.
-
NOW KNOW YE, that I, the said Robert James Mary'on, do hereby
declare the nature of my said Invention, and in what manner the same is to
be performed, to be particularly described and ascertained in and by the
following statement :-
My Invention consists of several novel methods of construction of, and
arrangement of, and application of, steam engines and parts of engines, to more
readily and effectually meet the requirements of the various purposes for which
steam engines are or may become employed with more facility and public
utility, and which, in order to be more readily understood, I have divided into
ten sections, and which may be briefly and explicitly stated, as follows:-
Firstly, my Invention of the first section of my improvements consists of
what I do call my antifriction eccentric and antifriction crank and guide
slot crosshead direct action engines, which simply consists of as follows; (viz'),
to the common crank shaft I apply an antifriction roller, either fitted by the
usual crank pin or by a roller formed in two parts, and bolted or keyed
together (so as to apply it to a solid crank shaft); and the eccentric, which I
sometimes uso in lieu of the crank, consists of an eccentric or cam (of the
ordinary form), with the antifriction ring applied to work freely between the
eccentric flanges, and which works in an oblong guide slot formed in the cross-
head, of a sufficient width and breadth as to admit of the said eccentric or the
crank roller to work up and down therein, while working through the arc of
which it describes, and is forced to and fro by the up and down stroke of the
crosshead; thus, the antifriction ring of the roller or eccentric diminishes
friction; and I apply this class of engines for screw propulsion. I curve the
under side of the crosshead, on which I form a lug to connect and work in a
right line the air pump rod, and I apply two rods to work the crosshead by
the piston; thus the crosshead is supported by three rods; and to give extra
strength to the air pump rod, I construct it of iron, cased with anti-corrosive
metal; to keep the crosshead more steady I apply a guide or slide bed to the
under side; this arrangement consists of applying the steam cylinders on the
one side and the condenser on the other side of the ship, close to the throw of
the main shaft, whereby I effect a considerable diminution of engine room
and consequently give more ship room, as I dispense with the usual connecting
rod; and this aforesaid antifriction eccentric or cam, or the said crank roller,
I construct and arrange and apply to work within a cylinder between the

page_text: pistons by their alternate pressure, and which I do call my rotato recipro-
cating engines, either high or low pressure, consists of a cylinder with side
plummer block bearings formed thereon in the sides of the cylinder, and in
which the main shaft works; the one end of the cylinder may be cast solid,
or two plain levers may be bolted on in the usual manner; and along the top
and bottom of the cylinder I form a bridge or a slot, so as to admit of the
eccentric to work through, the arc of which it describes; (but in the instance
of my application of the said crank and roller I form a cap at right angles with
the bore of the cylinder extending over to each side bearing, in order to get
in the crank and the roller, which is of (in this instance) twice the diameter
of the crank throw, in order that the pistons shall work it up to the sides of
the shaft in either the up or down stroke, and which said cap is bolted to the
cylinder by suitable flanges to strengthen it while in work and in the boring
of it; but I prefer in this instance to apply my antifriction eccentric or cam
between the double pistons, which may be either cast together with stretcher
bars between, or with wrought metal bars to connect the two pistons together
to form a frame and keep the two pistons together in the cylinder; and in
between the pistons I pass the main shaft with the said driving eccentric
keyed thereon, which is effected by passing this eccentric into the cylinder, and
then passing the main shaft through the side of the cylinder and eccentric,
and then key the eccentric on the shaft in the centre of the cylinder; the
centre slot of the cylinder is of the breadth of the eccentric, so that as it
rotates it will work through the top and bottom slot of the cylinder; and the
eccentric or cam has applied an antifriction ring, which is put on by forming
the eccentric or cam in two halves or by a flange, and is hollow, so as to con-
tain oil to lubricate the ring by suitable small channels; on each side of the
cylinder I form set screws or wedges to adjust the plummer block bearings,
in order to supplant the wear of the shaft; then I bolt on the cover, and the
usual expansive or other valve link slide or slides I employ in like manner to
the common engines now in use; and the action of motion, (viz) the alternate
pressure of the steam on the pistons, will force the live piston against the
eccentric ring, and cause the eccentric to rotate half a turn on the down stroke,
and the dead piston receiving steam now becomes the live piston, and in its up
stroke presses against the eccentric and works it through the other half stroke;
thus one up and down stroke of the piston produces one revolution of the
eccentric and shaft, and sufficient clearance is given between the two pistons
as to allow the eccentric ring to be entirely clear of both the pistons at the
time of the alternate stroke, so that the given velocity shall carry the eccentric
over or through the centres of motion before the alternate pressure of the

page_text: piston is received; and thus it may be said this my invention consists of an
eccentric or cam rotating between aud by alternate pressure of coupled pistons,
and which I apply for driving any kind of shafting, either for stationary, loco-
motive, or marine purposes, for the better means of transmitting the rectilinear
motions of the pistons unto the rotatory motion of the shaft or shafting (as it
will be seen, I neither employ piston rod or any of the complication of limbs
which is used in engines of old construction, thereby I effect great improve-
ment, as my engines will considerably reduce the room, friction, and the expence
consequent on old engines. And this class of engines I apply and arrange
either horizontally, vertically, or diagonally, as the circumstance may require,
and of high or low pressure; and the manner in which I prefer to apply this
class of engines for screw propulsion, is as follows:-I arrange the two steam
cylinders horizontally athwart ship, bolted to the condenser, and in the con-
denser and between the two steam cylinders I arrange the air pumps diagonally,
and work them by an eccentric or crank from the main shaft; and I construct
the condenser so as to clip the kelson of the vessel or ship, in order to obtain
more strength, and to apply the condenser nearer the bilge of the ship; the
feed and bilge pumps I employ are of the usual form, but should it be hereafter
found of any advantage to form a vacuum between the coupled pistons, I then
work the shaft through stuffing boxes; and sometimes I construct the coupled
pistons of a concave form on that side which works the eccentric or cam, in
order to work the pistons up closer to the main shaft; and in this instance I
form the periphery of the pistons broader, or otherwise I form the pistons
concave on the one side and convex on the other, and the covers to correspond,
and the main advantage of this class of engines consists in causing a great
diminution of engine room, friction, expence, and complication; which consti-
tute my first section of improvements for the better means of transmitting
motion and of applying steam or other motive power.
Secondly. The second section of my improvements in steam engines consists
of what I call my compensating fulcrum balance and compensating steelyard
counterbalance connecting rods and fulcrum guide slot frame, which simply
may be described thus:-To the centre of the common connecting rod I apply
a boss, with a swivel pin and hardened rollers to work in guides formed in the
engine framing, to travel therein and support the weight of the rod while
forcing the crank through its rotatory action or motion, and thereby relieve
the crank of the load or weight of the connecting rod in engines of horizontal
construction, and the length of the guides must be determined by the throw
of the crank; and when I apply the counterbalance rod, I form the fulcrum
swivel pin about two-thirds of the length of the rod in lieu of the centre, and

page_text: weight the one end to equalize the other, where those rods can be applied for
the better means of transmitting motion from the crosshead to the crank shaft
of horizontal engines of old or present construction; which constitutes my
second section of improvements for the better means of transmitting motion
and of applying steam power.
Thirdly. The third section of my improvements in steam engines consists of
what I call my horizontal direct action treble piston rod compensating con-
necting rod opposite action engine, which consists of an arrangement of the
parts of engines of old construction, to act in concert with, or rather introduco
my aforesaid Invention of the compensation connecting rod, and which consists
of the application of three rods to the piston, which are connected to a
triangular crosshead, and the three rods work the crosshead and the crosshead
works my compensating rod to drive the crank; the steam cylinders are arranged
on one side of the shaft and the condenser on the other side, as is very common
so to do, and the only and main feature of this class of engine is the applica-
tion of my compensating connecting rod, and therefore it is presumed to be
wholly unnecessary to enter into any detail of the other parts of this engine, as
that is the only part worth mentioning in this arrangement, as the other parts are
well known and are very old; and which said application of my compensation
fulcrum connecting rod constitute my third section of improvements.
Fourthly. The fourth section of my improvements consists of what I call my
vibrating connecting rod, which simply consists of the usual or common con-
necting rod, working the connecting rod through a ball stuffing gland which
is kept steam-tight by a socket, which is formed on the cylinder cover by
bolting the halves of the socket to the ordinary cover; after the ball gland is
fitted, the one end of the rod is connected to the crank and the other is
connected to a radius or curved guide formed in the piston, of sufficient width
to allow the rod to vibrate in its up and down stroke in driving the crank,
and to which said piston I sometimes apply one or two steady rods at the
opposite side to which the connecting rods applied, and which said vibrating
rod I construct to supersede the vibrating cylinder which is well known, for
the better means of transmitting motion from the piston to the crank shaft of
any kind of engine; the other parts of this engine are the same as is very
common, therefore it is presumed not necessary to enter into; which constitute
fourth section of improvements for the better means of transmitting motion
and of applying steam or other motive power.
my
Fifthly. The fifth section of my improvements in steam engines consists
of what I call my reciprocating semispherical engine, which consists of a
vibrating semicircular piston and a vibrating crank arm or arms to give

page_text: motion to connecting rods on either side of the engine, to give motion
to the main driving shaft, and which I construct as follows; viz³, I form so
much of a hollow sphere, say a little more than half), and of course of a given
size consistent with the required power, as will admit of the piston to vibrate
to an equal half of the circle of the hollow sphere in which it works, and
plummer block bearings are formed on each side of the engine for the piston
shaft to work in, and after the piston is fitted a suitable crank arm is applied
at either or both sides of the piston, and the piston is cast with a hollow boss
in which the crank gudgeons or shaft is keyed, and the piston is packed with
a metallic half ring with an oblong hole for the shaft to pass through it, so
that the ring can spring and keep the piston steam-tight when vibrating, and
the cylindrical boss is packed by a compassed parallel spring which presses
against a compassed channel formed in the cover and is kept tight by set
screws from the outside of the cover, and thus the packing is effected in a
simple and certain manner; and thus when the piston is at the half stroke
there will be two distinct and equal steam chambers, and the steam jacket I
apply on the top of the cover in or over the centre (and I apply the ordinary
slide valve gear or expansive valve link motion, as is well known in engineer-
ing), and I construct the steam ports much wider and narrower than is usual,
so as to get the steam in to act quicker, which I can do by reason of my cover
being of a broad flat surface on the part where the jacket is applied; the cover
is bolted on after all is fitted, and sometimes 1 apply the crank arms crosswise
so that they will vibrate in opposite directions, and thus assist and compensate
each other in working the crank main shaft, which said cranks are formed in
a right line; so that it will be seen that while the one rod is pushing, the other
rod is pulling at the crank shaft, and is particularly applicable to screw pro-
pulsion, as this form of engine admits of applying this class of engine close to
the bilge of the vessel or ship, and will occupy very little ship room, (the other
parts of the engine will be as is very common in the marine, and therefore it
is presumed not necessary to enter into,) and which said engine I arrange and
apply to every purpose for which it may usefully become employed; which
.constitute my fifth section of improvements for the better means of transmitting
motion and of applying steam or other motive power.
Sixthly. The sixth section of my improvements in steam engines consists of
what I call my reciprocating spherical engine, (which is, in point of fact, a
modification of my semispherical, given in my fifth description), consists of
applying an entire sphere with the same semicircular piston or circular piston
to work therein, and which difference consists only in employing a partition
from the side of the engine to the centre or packing of the piston boss, which

page_text: is precisely the same as that fully given in my last description in principle,
therefore it is presumed it is not necessary to enter into further detail.
Seventhly. The seventh section of my improvements in steam engines con-
sists of what I do call my reciprocating tangent engine, and which may simply
be described as follows:-The case of the engine is of an orbicular formn,
being in fact a zone of a hollow sphere; the chamber in which the steam acts
is of the form of a hollow globe, with two equal opposite sides cut away, the
openings thus made in the sphere being closed in by two conical side covers,
with their cones pointing inwards towards their centres, cach having formed
across their centre a semicylindrical or compassed channel to receive the
packing spring of the piston boss; the piston upon which the steam acts is of
the same diameter as the sphere upon the interior surface of which it works
steam-tight by metallic packing rings of the usual construction, but of a
sectional form, as the piston shaft is fitted between with the two rings, whereby
the bearings are kept steam-tight; it will be seen from this that the piston is
suspended or floated in its chambers by its own shaft or gudgions, and is held
steam-tight at opposite sides of its centre by the compassed parallel springs
which are kept up tight by the sett. screws from the outside of the cover,
and thus two equal divisional steam chainbers are formed, in which the piston
vibrates and the usual steam slides and expansive or other valve link gear is
applied to work this engine; and I apply two slides, as the steam is required
to act in opposite directions, and in each chamber at one time upon the piston
alternately, thus it has an equal half of the piston at opposite sides to act
against at one time; and to the ends or arms of the piston shaft or gudgions I
key my vibrating cradle, which I sometimes construct of a double form, and
at others a counterbalance weight, whereby it is rendered compensating, which
has a curved slot in the centre part, and a boss into which is coupled the
driving lever spindle, allowing that slot of sufficient width to admit of the
spindle to vibrate while driving the crank or disc eye. Thus the action of this
engine may be simply understood thus: the vibrating action of the piston is
given by its own shaft to the cradle and the one end of the driving connecting
spindle which is coupled to it, and all vibrates together in one direction; and
as the other end of the driving spindle is fitted in an eye (which is well
known, as it is used in Mr. Bishop's dish engine) in the crank disc, which is
a cup and ball; the spindle, therefore, can move in any direction of the circle
in the crank eye, and therefore while the one end of the spindle is vibrating
the other end is rotating, and therefore this is a rotato-vibratory driving lever
spindle; and the primary advantage of this engine over other reciprocating
engines in driving a crank is, that with my engine, the force acts in a tangent

page_text: to the circle described by the crank, and is more continuous and uniform
throughout the revolution; the benefits resulting from this action are obvious,
as this class of engines will make from two to three times the number of
revolutions (as the common engine) in a given time with the same velocity of
the piston, (I. E.) on the rings, and so, consequently, is very applicable to screw
propulsion, to which I apply it, as the screw requires a very great speed; and
by reason of its action being a tangent to the circle of the screw shaft, I apply
it fore and aft ship; one-third the usual length of shafting is ouly necessary;
(and I sometimes apply in like manner an engine which I construct, and call
my rotato-vibrating open-topped piston engine, and which I work on two
different principles; (viz'), the one on the usual principle of alternate steam
pressure, and the other on the principle of incessant steam application, which
may simply be described thus:-I form the engine of a basin shape, of a
section of a hollow sphere, of such depth as is required for the stroke of
vibration, and in this basin I fit the piston, which is packed with the usual
ring, and on the top side of the piston is formed a massive boss and cap to
receive the aforesaid crank spindle, and which passes through it, and is con-
nected to a divisional partition, which is made steam-tight inside; and to effect
a rotatory action of the spindle I apply two gearing wheels, one on the crank
and one on the spindle, and thus as the steam is admitted it will tilt the piston,
and the piston will, by its boss, force in a tangent direction the spindle, which,
being free to turn in the boss on its own axis, the end being connected to the
crank eye, will cause it to rotate, moving with it the partition, and thus a fresh
acting steam surface will be continuously presented, and the spent steam will
be carried off by an exhaust port at the opposite side to the supply port, and
the steam supply will, in the one instance, be regulated by a throttle valve,
(and the other usual valves or cocks); and the action of the engine is rotatory,
and is reversed by sending the steam in at opposite sides of the basin, and in
like manner, when this engine is worked with the usual slide valve and jacket;
thus the action of this engine is very similar to the well-known dish engine,
with this difference, my engine has an open top, and the steam acts only on
one side, in lieu of the partition working separately from the piston by gearing.
I sometimes construct it in the solid with the piston, and at a right angle, so that
it will move with the piston as the piston vibrates, oscillates, or vibrates so as
to present a fresh acting steam surface incessantly, and thus the piston dips to
every point of the compass in one revolution; and those several actions of
engines which are on the tangent principle, constitute my seventh section of
improvements in transmitting motion and of applying steam or other motive
power.

page_text: Eighthly. The eighth section of my improvements consists of what I call
my archimedian reciprocating engines, the principles of which in applying two
common screwed nuts fixed in the piston, which work two distinct screw shafts,
and are so arranged by a coupling clutch that one or the other of those nuts
shall alternately become a fixture with the piston, and so force its screw shaft
to rotate in either direction, as required, and the two shafts prevent the piston
from turning in their steam cylinder, and which works through stuffing glands
in the cover at one or both ends of the cylinder to gear with any mechanical
motion, as may be required; and the object sought for by this engine is to
obtain a greater number of revolutions of the shaft to the stroke of the piston;
as for instance, a twelve or more threaded shaft can be applied, and thus
twelve revolutions of the shaft will be obtained to one stroke of the piston,
which is its nut; which constitute my eighth section of improvements in
transmitting motion and of applying steam or other motive power.
Ninthly. The ninth section of my improvements in steam engines consists of
what I call a rotating archimedian engine, which consists of the usual cylinder
with a screw piston, or sections of a screw formed on each side of the piston,
(similar to the screw propeller), whereby the steam is the nut, which, acting
on the inclined planes of the screw, shall cause the screw to rotate in either
direction, to reverse the engine by sending in the steam at the other end of the
cylinder, and which said screw piston is keyed on a shaft, which passes through
the cylinder in stuffing glands or boxes; and the screw piston may either be
packed on the periphery with metallic or other packing; thus the steam is the
nut, and the nut works the screw which is the piston and shaft, and as the
screw revolves it will work away the spent steam out through the exhaust pipe
or port by the screw piston, alternately opening the port while passing over it
in its revolution; the steam is always laid on, and therefore requires no slides;
which constitutes my ninth section of improvements in applying steam or other
motive power.
Tenthly. The tenth section of my improvements in steam engines consists of
steam engine throttle valve governors, which I call my hydraulic governor,
which consists of a small cylinder, arranged close to the throttle valve, with an
open top and piston, with a piston rod and guide, and which imparts or
transmits motion by a lever or connecting rod to the valve spindle, and which
said piston is kept at an uniform height in its cylinder by a regular supply of
water or other fluid to the cylinder acting under the piston by a feed pump of
single or double action, and which is worked by the rod of the slido valve
jacket, or by an eccentric from the main shaft (which may be most convenient,
and the supply pipe, throwing a given quantity of fluid, which is taken off the

page_text: cylinder by an overflow or exhaust pipe, in such manner that while the engine
is working at her proper speed, the quantity of fluid in the cylinder neither can
increase nor diminish, and thus the piston is kept at one uniform degree of
flotation; but as soon as the engine works slower, by reason of her heavy load,
the supply of fluid to the cylinder will be lessened, and the exhaust pipe
reducing the fluid in the cylinder, the piston will fall and open wider the
throttle valve; and when the engine works too fast, the supply will be more
than the exhaust pipe can take off, and so the piston will be floated or forced up
the cylinder, and so reduce the supply of steam to the engine, and the exhaust
is conveyed into the pump cistern or tank, and is worked over and over
perpetually. And I construct and apply what I call a float and basin governor,
which consists of having a hollow ball or float, with a guide rod in its centre
working in guides in its basin, and which is connected to the spindle of the
throttle valve, and the basin contains water or other fluid, and is geared with
the engine, and the speed of the engine will cause the basin to work faster or
slower, and thus cause the fluid to dish more or less, and so the ball or float
will rise or fall and regulate the throttle valve; which constitutes my tenth
section of improvements for the better means of transmitting motion and
applying steam or other motive power.
And any of those engines herein described, and their particular advantages
set forth, I arrange and apply to all and every purpose for which those engines
may with advantage be employed, to work, either high or low pressure, or
expansively, as may be required.
And in continuation of explanation, in reference to my Provisional Specifica-
tion of engines, I herewith more fully give in detail in and by my accompanying
Drawings and descriptive reference, which may be particularly ascertained
therein, for the practical manufacture of the same. N. B. Observing that the
detail members of each plan and figure is lettered the same, in order that my
Inventions may be more readily understood.
Figuro 1 represents the principle of my Invention of the minor part of the
first section of my improvements, which consists of what I do call my anti-
friction eccentric and guide slot crosshead direct action engine. A, the driving
or main screw shaft of the engine, which I construct in the solid with tho
eccentric or eccentrics, in order to obtain greater strength, and with a less
diameter (than could be obtained by the keying of an eccentric thereon); B,
the solid eccentric; C, the air pump rod; D, the feed pump plunger; E, E,
the steam piston rods; thus there are three rods and the feed pump plunger to
support the crosshead, and thus the guide slot crosshead is firmly supported by
four guides; and if found necessary, I apply an under-slide bed, which F

page_text: indicates; (G, the condenser and air pump, H, the feed pump, which are all
of the ordinary form of construction as heretofore in use). And I therefore wish
this clearly to be understood, that what I purpose as my Invention is, that of
the construction of the solid eccentric, and the guide slot crosshead I, with
three or four lugs or bosses, for forming the connections of the crosshead with
the steam cylinder piston and air and feed pumps; and in addition, I construct
the bilge pump or pumps to connect and disconnect in like manner to the
feed pump in a right line with the piston rod; and the main advantage of
this arrangement consists in obtaining and working the guide slot crosshead
with more steady guides and consequent firmness while working the eccentric
through the arc of which it describes; and sometimes in lieu of the eccentric,
I employ a crank, to effect a rotatory action of the shaft for screw propulsion),
either with single or coupled steam cylinder rods at opposite sides of the kelson
and crosshead. I will, however, observe that guide slot crossheads have been
applied, and are very old, and therefore in this engine my improvements
consist in my arrangement of and in my construction of the solid eccentric
with a hardened metal ring applied, to prevent wear on the shaft or eccentric,
and this aforesaid solid eccentric or cam I apply in the following manner:
Figure 2 represents at A the main shaft B, this 'said eccentric on its top
centro receiving pressure from either of the coupled pistons, which are working
in a rectilinear or right line within their cylinder, alternately receiving steam
pressure, and thus also alternately transmitting the same power of their motion
by alternate pressure of either of the said coupled pistons to the eccentric B,
thereby rotating the shaft A in cither direction, as required; and on the
surface of cach piston I apply antifriction rollers, of any hardened metal, as
shown in detail, or wedges to supplant any wear of the rubbing parts of
the coupled pistons. CC are the outside of the chambers of the steam
parts or spaces of the cylinder; D, the steam jacket of valve slide, with the
ordinary steam ports as now in use, passing the steam alternately to each end
of the cylinder; E, the steam pipe; F, F, the framework and bearings of the
cylinder, which is, in this instance, cast separate and bolted together as all
in one; G, the plummer block cap, which may consist of any kind or form;
H, H, shoulder pieces, to clip the condenser, to which the cylinder is bolted
down; I, I, the covers, the one cover carrying a cross shaft (seen in detail at
K), in bearings formed on the top or front of the cover, to which is also bolted
by the cylinder bolts, a guide for the slide valve rod, seen at L.
Figure 3 represents much the same engine as Fig. 2, with this difference,
that in this instance I enclose the rotato-eccentric, and work the shaft through
a stuffing gland, for the total. exclusion of air and fluids, to prevent oxidation

page_text: when I construct this class of engine for portable or open air purposes; and
the parts are therefore lettered the same as in Fig. 2, and in detail. M, is
a slot link rod worked by a cam lever in the cross shaft K.
Figure 4 shews at A the shaft, in detail at B; this said solid eccentric
between (C, C,) small); the coupled pistons having an antifriction moving
hardened ring applied to work freely around its periphery, to give case in its
rotatory action; (a, a,) small, the coupling rods, which are so constructed as to
screw up to destroy any backlash, or supplant wear by screwing up the pistons
nearer together, and which may consist of slit nuts in each piston, seen at (h,h,)
small, or by nuts in the one piston, and keyed in the other piston, or by tapped
holes in the bosses, seen at f.f, small; and by having a left and a right hand
thread screw at each end of the coupling rods, the two pistons can be easily
drawn together as necessary to adjust their pressure upon the eccentric or
cam (or crank roller or block, whichever may be applied according to circum-
stances.) and which may he acted on by forming a small cap on the outside of
the cylinder cover, so as to screw on and off to get in a screw wrench without
removing the cover, or the cover can be removed to effect the same, or they
can be adjusted by introducing a spanner between the coupled pistons, which-
ever may be found most practicable; (c, c,) small, are the guide rollers, which
are plain grooved rollers, made to fit a section of the upper and under coupling
rods, to keep the pistons from working round in their chambers while working
to and fro in the cylinder, and to prevent friction of either of the coupling rods
grinding on the main shaft; as the upper rods fit the groove in the roller, the
roller will turn on its own axis in the rectilinear movement of the coupled
pistons; (ff, small) is the bosses cast on the pistons; the pistons have, in
this instance, double packing, one metallic, and one gasket or other fatty
substance or material, in order to obtain a better lubrication; but I do not
confine myself to this, as I sometimes use only one kind of packing of any
kind, and I apply hardened surfaces to the pistons for the eccentric to work
against.
Figure 5 represents the same kind of eccentric coupled piston pressure,
with this marked difference; in lieu of only applying hardened surfaces to the
pistons, I apply antifriction rollers, shewn in detail (at g, g, small); in this in-
stance there are seven rollers applied, the construction of which is as follows:-
The rollers are pinned in between the bearings, shewn at (i, i, small), and are
stationary, and thus the roller, which is a shell, turns only, and works between
the eccentric and the hardened surface (at j small), thus the wear being equal
over the surface and roller, solidity is always thus obtained; the rollers should
not exceed the width of the periphery of the eccentric as seen applied, partially

page_text: shaded, to the piston's surface, fitted between the bosses shewn at (f.f, small),
and thus the eccentric rubs against these rollers only while working through
the are of which it. describes in its rotatory action; and when I employ this
class of coupled pistons, I also employ the eccentric shewn more plainly at
Fig. 5 in detail, which consists of the solid eccentric previously given, with
a hardened ring, shewn at k (small), which is expanded thereon after the
eccentric shaft is made; (, small) is the collar, which encircles the shaft on
the eccentric side, so as to give the required strength, being cut flush with the
shaft and eccentric on the opposite or (o) side, whereby I obtain the same
throw of the shaft with a much less eccentric or cam than could be otherwise
obtained, while the ring is in this instance a fixture, and keeps sufficient
clearance of the main shaft from the coupled pistons in their down stroke, and
supplants wear of the main driving solid eccentric.
Figure 6 shews a side view of my coupled piston pressure principle; the
principal difference of this arrangement consists in casting the pistons together
in lieu of bolting, and supplanting the wear of the shaft, eccentric, or rubbing
surfaces, by the two adjustable wedges seen at (a, a, small), which are fitted
in the bed of the rubbing side of the coupled piston or pistons, and the one
wedge or incline chock is stationary, while the other wedge in duplicate is
moveable by the action of the downward pressure of the screw, shewn at m
(small), which is fitted clear of the piston's diameter, in order to clear the
cylinder in working; and thus this adjusting wedge can be easily acted on
when the piston is at its down stroke. The other Figures shew the method of
construction of the disconnected eccentric and ring and shaft coupled piston
rod rollers.
Figure 7 shews my construction of, and arrangement of, and application of
a crank, either a solid or a pin crank, with an antifriction roller applied, (but
in lieu of a roller I may sometimes apply a block), which is on the same prin-
ciple as that previously given (viz.) of coupled piston pressure. A is the main
driving crank shaft, which, in this instance, is arranged for screw propulsion,
(viz.) horizontally; B, the crank, and roller, which is, if a solid crank is used,
put on in two parts, as shewn in detail; if not, a solid roller may be used with
a crank pin, or the roller can be made with drawing keys, so as to supplant
backlash in wear; C, C, the steam chambers; D, D, the place of the steam
slide valve chest, which may consist of a long slide extending from end to end
of the cylinder, so as to admit steam to the top and bottom of the cylinder in
like manner to the common long slide now in use; or in lieu of this plan,
sometimes I may apply and arrange two separate slide valve chests acted on
by one link, and having in each slide valve chest a two-port slide (in lieu of a

page_text: three-port slide), one for admission of steam and one for exhaust, in like
manner to the usual three-port slide valve, and which I arrange either side-
ways, vertically, or on the top, or at an angle or angles with the centre line of
the cylinder, whichever may be preferred or found practically the best. E, E,
the exhaust belts, which pass over the cylinder, (as is the usual method of
forming those belts); F, F, the plummer blocks and framing, which may be
all cast in one, or the steam chambers may be cast separate and bolted
together by the plummer block bearings or framing; G, G, the caps; H, H, the
block crosshead of each piston, which works up into the throat of the crank in
its alternate stroke of the coupled pistons, and which contains a spring bolt
self-acting lubricator, shewn in dotted lines at (a, a, small), which consists of a
recess formed in the top of the block crosshead, so as to receive a small cistern
therein, which has a simple spring bolt, which is passed through the block
crosshead, and as the crank rises over to its top centre, it comes in contact
with this spring bolt and presses in inwards and so liberates the oil or lubri-
cating matter on to the rubbing surface of the crank and block crosshead).
I, I, the ends or covers, which may be cast or bolted on the cylinder; (c, c,
small) are the coupled pistons; (d, d, small), the coupling rods; there are four of
those rods employed, two only of which are visible, as the others are in a right
line with them, passing under and over the main shaft; (ff, small), are the
bosses of the pistons; the pistons are shown in their down stroke (the length
of stroke being in this instance the same as, in the common connecting gland
rod crank engine); thus the engine would now be receiving steam at that end
or chamber lettered X, and thus work the dead piston and crank to the bottom
or other end of the opposite chamber lettered Y, which from X to Y is half a
turn of the crank, and one stroke of the piston or pistons; and now steam is
admitted at the other end or bottom chamber, and the once dead piston now
becomes the live piston, and works the crank and dead piston through the
other half of its are of which it describes; and thus one up and one down
stroke of the coupled pistons effects one revolution of the crank or eccentric or
cam, whichever may be applied to obtain a rotatory action of motion of the
main driving shaft or shafting (in like manner to the common connecting rod
engines); and thus in this class of engines it will be clearly seen that the action
of motion of the coupled pistons is a rectilinear in like manner to the single
piston cylinder; and that I require for engines on my principle, a cylinder or
cylinders containing two equal steam chambers (in lieu of the one as used in
the common cylinder), and two equal packed pistons; as the steam acts on
one side of each piston only alternately, the space between the mouth of each
cylinder may be left open, as each steam chamber is kept in a parallel line by

page_text: bolting or casting together by the plummer block bearings and holding down
bolts; thus my cylinder is its own framing, and the following limbs or parts
of other engines is dispensed with in my engines, which consequently reduce
(space, room), expense, and complication, and consequently friction; thereby
effecting a saving of steam power (which are, viz.), firstly, the stuffing glands
and rods; secondly, the parallel motion guides; thirdly, the connecting rod, in
which so much derangement is of frequent occurrence, and consequently great
expense to repair; all those derangeable parts or limbs I do away with, and
therefore I do effect, entertain, and combine, in the principle of construction
of my coupled piston pressure rotato reciprocating engines, this marked advan-
tage for the better means of transmitting the rectilinear motion of the pistons
to the rotatory crank, or eccentric, or cam, whichever may be preferred, to
effect a rotatory action of motion of the shaft or shafting with great simplicity,
public utility, and non-liability to derangement, and which much reduces fric-
tion, and therefore becomes an antifriction engine by its roller and lubricated
construction, which, whole and entire, constitute the practical development of
my first section of improvements in steam engines, for the better means of
transmitting motion and of applying steam or other motive power, in accord-
ance with my Provisional Specification, and the same I work either high or
low pressure, or expansively.
Figure 8 shows the manner in which I arrange the air pumps and condenser,
so as to clip the kelson (lettered a, small). A is the main shaft and eccentric,
which works the starboard and port air pumps (b, b, small). There is no
novelty in the construction of this part of the engine, therefore I only shew
the manner in which I prefer to apply the same, (viz¹) diagonally and in
between the steam cylinders, where I also apply the usual expansive valve
links, and which will be better understood by reference to Sheet 2 and Fig. 9,
which shows a plan of a pair of my coupled piston pressure rotato recipro-
cating engines, as I prefer to arrange them for screw propulsion, as for such
purpose a short stroke is required for speed. A, A, is the main shaft, shewn
broken,. and which passes through the centre of the steam cylinders, and re-
volves in bearings lettered G, G, which are on each side of each cylinder. B, B,
are the solid.eccentrics, and receive motion from the coupled piston's alternate
pressure (as shewn in section, lettered the same as previously. described).
C, C, are the steam cylinders; D, D, shewn in dotted lines, indicate the
athwart-ship iron floor, bolting. down to timbers; E, E, shews the air pumps
diagonally arranged; F, the bolting framework of the steam cylinder to the
condenser, which is underneath; G, G, the caps of the side plummer blocks,
(a, small, in section, shews the end. view of kelson; b, small, the starboard and

page_text: port air pumps and condenser bolted to the kelson; c, c, (small), my coupled
pistons and eccentric on the top centre of motion; d (small), the coupling rods
of the pistons; e, c, (small), the rod guide rollers, seen in the plan; ff, the
lip or slot in the top and bottom of the cylinder, to give clearance to the
eccentric while rotating in the cylinder; 9, 9, (small), the place where I prefer
to arrange the steam valve chest, which is at an angle with the centre of the
cylinder, and work the same by the well-known expansive link, which I apply
on each side of the eccentric that shall work the air pumps at i, i, (small),
arranging the starting gear at k (small), on either side of the vessel, h, h,
(small), the waste pipes; the feed and bilge pumps may be worked off the shaft
at either end outside the cylinders by a small crank or eccentric, as is very
common so to do, and therefore is not here necessary to shew, as every prac-
tical engineer is acquainted with the same; and sometimes in lieu of working
the air pumps diagonally I work them in a right line with the steam cylinders
by a gland rod, passing from out of either end or cover of my cylinders; and
sometimes in lieu of arranging the steam cylinders horizontally I arrange them
vertically or diagonally, as may best suit each particular circumstance, and for
any kind of propeller; and this constitutes the manner in which I arrange the
first section of my Invention of coupled piston pressure to screw propulsion;
and I shall now shew in what manner I arrange and apply my coupled piston
pressure engines to locomotive engines.
Sheet 3 at A shews in section a locomotive, in no way differing from those
now in use in the carriage or furnace or tender departments), but mark, the
difference exists in the arrangement of her steam machinery, which consists of
my application of my coupled piston pressure rotato reciprocating engines to
her main driving wheels, which consists of constructing the axle or driving
shaft of the engine, with solid eccentrics at a right angle with each other in
the solid, with the shaft, and expanding a hardened ring thereon, to prevent
wear of the eccentric shewn at A, the shaft shewn broken, and B the solid
eccentric or cam; or in lieu sometimes I apply a crank and ring applied to its
periphery. C, C, is the steam chambers; a (small), the driving wheel; (b), the
bolts which bolt the end of the cylinders to the fire box at k (small); c, c,
(small), my coupled pistons; (d, small), the coupling rods, of which there are
four, two passing under and two over the main shaft working in grooved
rollers, lettered (e, small); (f, small), is the bosses of the piston for coupling
the rods, which may have a left and right hand cut thread screw in them, or
nuts may be used in lieu, to adjust the pistons against the eccentrics to prevent
backlash and supplant wear, by passing a spanner or driver through screwed caps
formed in the cylinder cover; (g, small), shews an end view of the antifriction

page_text: rollers, arranged so as to revolve while their pins are stationary in bearings
bolted on the piston's surface, and as these rollers are only the length of the
thickness of the eccentric's rubbing surface, the wear of these rollers will
always be equal, and thus ensure solidity in revolving against the hardened
surface of the piston. There are in this instance seven rollers to each piston's
surface; (h, h, small), dotted lines indicate the screwed part of the coupling rods.
I shews the exhaust steam pipe, which may be curved as shewn, or otherwise,
and communicates with a main pipe or equivalent number of small tube pipes;
in this instance there is a breeches pipe arranged, which passes along the bed
inside the boiler close to the flue tubes, shewn black, and the steam shewn red,
lettered I, to the chimney pipe lettered I, supported by a bracket (lettered o
small). (P, small), is merely a division to protect the space q, in which the
usual buffer springs are fitted, and thus the steam blows off in like manner to
the usual method, having first increased radiation by its heat in passing the
tube or tubes from the cylinders to the flue pipe; the white spaces shewn
between the tubes indicate water, which always being warmer than the atmo-
sphere, it will keep the exhaust steam more radiated or etherial than passing a
pipe outside the boiler, the steam cylinders being arranged as close as possible
to each driving wheel; inside there will be formed a space curve between the
cylinders, into which the boiler is made to fit and take therein the said exhaust
steam tube pipe or pipes. (1, small), is the supply steam pipe, which is shewn
in dotted lines extending to the dome (lettered m, small). I shews, broken, the
passage downwards (to the cylinder) which passage is close to the flue tubes,
and so on, to the valve chest; the action of the steam is precisely the same as
in the common cylinder engines, the only difference in my engines is the trans-
mission of the rectilinear coupled pistons action unto the rotatory motion of the
shaft of the driving wheels by their alternate pressure (in lieu of a connecting
gland rod and guides, &c.); the expansive link is shewn lettered (», small),
which is the valve rod link; S, the parallel guide; (t, t,) the expansion link;
U, the counterbalance and bearings; (n, small), shewn broken, is the feed pump
pipe, and which I may work off' a small rod in one of the cylinder ends, or by
a small eccentric or lug boss worked off either of the wheels or shafts of the
wheels, as may be found best practically; all of which parts of expansive links
and feed pump or pumps are of old construction, and as now in use in loco-
motives; and this shews the manner in which my Invention of coupled piston
pressure rotato reciprocating engines for locomotive purposes, and in like
manner for portable engines for driving shafting, which exemplifies the first
section of my improvements in steam engines for the better means of trans-
mitting motion and of applying steam or other motive power.

page_text: The second section of my improvements in steam engines consists in trans-
mitting motion by a compensating connecting rod, shewn at Sheet 4 and Fig. 11,
which I apply to horizontal engines of old construction, to relieve the crank of
its load while working through the are of which it describes; A, the boss of.
the rol; B, the guide blocks or pin rollers; C, the guides formed in the
framing; the length of the guides must be determined by the crank; which
exemplifies my second and third section of improvements for the better means
of transmitting motion and of applying steam power.
Fourthly. The fourth section of my improvements in steam engines consists.
of transmitting motion from the piston, by my vibrating connecting rod and ball
and socket gland to any kind of shafting, which is exemplified at Sheet 4 and
Fig. 12, which shews the crank and piston at half stroke. A, the usual solid
or crank pin; B, the shaft; C, the plummer block cap which couples with my.
vibrating connecting rod lettered D, which is shewn passing through my ball.
and socket gland lettered E, being connected to the piston by a ball turned or
fitted on the extreme end of the rod, and is allowed to vibrate in the piston by.
the socket cap F, of the brasses, and I form in the cylinder cover small caps,
at right angles with the ball socket slide surface, so as to get in a screw wrench
or driver, when the crank is on its top centre, to tighten down the socket cap
of the brasses to supplant wear and backlash without removing the cylinder.
cover, which said rod ball has sufficient clearance to admit of the piston rod to-
vibrate as necessary to work the crank through the arc of which it describes,
being driven by the rise and fall of the piston by the alternate pressure of
steam on each side of the piston lettered G, which is curved of a radius form
on its under side to accommodate my application of my vibrating piston rod;
the bottom of the cylinder lettered His also formed to correspond, and is shewn
standing vertical on its athwart-ship timbers, supposing the same to be applied
for paddle wheel propulsion. 1, the cylinder cover, which has a raised surface
cast or bolted thereon extending across the cover from side to side; in this
surface a slot is formed of the width of the diameter of the piston rod, and of
such length as necessary to admit of the rod to vibrate therein (which is
ascertained by the throw of the crank as it works through the slot. K is the
jacket or covering surface in which balf the gland ball socket is formed, and a
shoulder to receive the other half; this jacket slide surface is kept steam-tight
by reason of there being two true surfaces working together, and is adjusted
with suitable pressure applied by guides lettered L, which are bolted down
to the cylinder cover and cylinder flanges at (a, a, small), and there being
channels or grooves planed in the jacket socket slide, on the under side of the
jacket socket; packing of the jacket is thus effected and securely kept steam-.

page_text: tight throughout its working parts. Letter M shews the other half of the ball
socket which is bolted down to the jacket slide socket, and any degree of tight-
ness can be thus obtained by tightening down the screws; this half of the
socket is turned to fit over the shoulder of the jacket half, and thus packing
can be effected of the ball as well as the rod if found necessary; but when the
ball is ground in, I think this will practically not be required; the top neck of
the socket is dished so as to contain lubricating matter in like manner to the
screw gland N, which screws into the ball and on the rod in the usual manner,
and compresses the packing on the rod in the usual manner of rod glands;
the cylinder cover is shown separate in detail, lettered the same as that described
in detail of the section; and this class of engines I apply diagonally also for
screw propulsion, and in any position which turning the figure on its cylinder
side it will represent; an horizontal cylinder working the screw shaft by my
vibrating connecting rod ball socket gland slide, which I arrange on either or
both sides of the kelson, as direct action engines. The great or main advantage
of this class of engines consists in obtaining a better action for the transmission
of motion than the vibrating or trunk cylinder, as it will be seen the crank has
to vibrate the rod in my engine, (while in the other instance it has to vibrate
the heavy cumbersome cylinder with its complicated valve gearing and con-
sequent friction of its trunions); while in the instance of my ball gland slide
there is scarce any friction; as the cover slot is so small, the steam pressure
is also little felt upon it, and therefore will require but little pressure of the
V guides to keep steam-tight the working surfaces while the wearing parts are
non-liable to derangement from wear; from which circumstance my vibrating
rod ball socket gland slide is particularly applicable to ocean navigation; and
which said class of engine I apply and arrange conditionally to locomotive
and stationary purposes, and which said detail Drawings and description of,
fully exemplifies the practical mechanism of the same; and which constitutes
my fourth section of improvements for the better means of transmitting motion
and of applying steam or other motive power.
The fifth and sixth sections of my Invention is presumed to be sufficiently
understood by the provisional description, therefore Drawings are un-
necessary.
Seventhly. The seventh section of my improvements in steam engines is
exemplified in Sheet 5, and (Fig. 14) which shews an end view of au eleva-
tion of this engine. A, the engine steam chamber; B, the plummer block
and cap cast on, one on each opposite end of the chamber; C, C, the bolting
covers (one of which may be cast on the chamber); D, D, the bolting flanges
of the chamber; E, the valve chest; F, F, the rod link glands connected by

page_text: G, a cross beam, worked by H, the usual eccentrics; I, the main shaft; K, the
condenser passage, passing underneath the steam chamber of the engine to the
opposite side where the condenser would be arranged. Fig. 15 shews the other
opposite side of this engine in section, lettered the same. Fig. 10 shows the
interior, viz, the chamber and piston. A, A, the two opposite steam chambers;
B, dotted lines, the plummer block; C, C, the covers; D, D, the bolting
flanges; a, a, (small), the suspending boss of the vibrating piston; b, b, (small),
the set screws of the parallel compass spring packing of the piston boss,
which has encompassed within any fatty or gasket packing; c (small), is the
slot in the gudgeon or shaft, one at each side of the piston, through which the
metallic packing ring expands, and keeps the piston steam-tight; d, the flanges
of the piston; c, e, the packing ring (which is as usually used in cylinders),
and thus the piston vibrates from side to side by the alternate pressure of
steam in each opposite chamber and at opposite sides of the piston at one
time; thus the leverage is great, and the steam acting surface is nearly equal
to a cylinder piston; the steam is got in by passages leading with each valve
port; thus there are two slides, the same as the one slide usually employed with
three ports; thus both the slides are in one chest, and as the link beam G in
Fig. 14 moves one link up and the other down at one time, the upper port of
the one valve will open, and the lower port valve of the other slide will also
at each alternate movement of the connecting link beam, as it is actuated by
the expansion or other link motion; and to both shaft or gudgeon's bearings I
apply a packing ring or stuffing as may be found best, shewn in detail lettered
ff, (small), shewing an edge view of the piston packing slot in the
gudgeons I, with keys, letterred g, g, (small), which are passed in before the
ring is put on, which is shown in detail side view of piston; (the piston may
be cast in the solid with a flange put on to get on the ring, in the usual
manner). Fig. 17 shews a top view of half the diameter of this steam engine,
with an end lever beam at æ, which may be applied at both ends of the engine
piston shaft lettered Y. Z is the slot for connections for pumping rods or
any kind of working gear; and in lieu of those end lever beams I sometimes
use a radius crank cradle, keyed on both shaft ends, having a slot in the centre,
into which may be connected a driving lever spindle to rotate a disc or crank
with an universal joint eye (like that of the well-known disc engines driving
spindle. The slot in my radius crank must be of sufficient length to allow of
the spindle to vibrate while working the crank, through the arc of which it
describes; as one end is fitted in the crank eye, the other end is shouldered
into the piston or crank radius slot, and works on a swivel pin, so that a lever
spindle being connected at both ends, when the vibrating action of the piston

page_text: and shaft is transmitted by the radius crank to the driving lever spindle which
works the main crank shaft eyo; thus the one end of this spindle is rotatory
and the other is vibratory. This detailed description, and the Drawings of the
vital parts of this engine, it is presumed, fully exemplify the. practical
mechanism of the same; and which constitutes my seventh section of improve-
ments for the better means of transmitting motion and of applying steam or
other motive power.
.
The practical mechanism of the several other sections of my improvements
in steam engines, it is presumed, may be fully ascertained by my Provisional
Specification, and therefore it is unnecessary to make drawings of them; and
having pointed out the principle of each section of my Invention, I shall now
proceed to state my claims.
Firstly, I claim the principle of the whole and entire construction of,
and arrangement of, and application of, my first section of steam engines,
either worked by steam or other equivalent motive power, as stationary, or
locomotive, or marine engines, for which engines of this class may become
employed, and in any position of arrangement, with all modifications of the
same principle of obtaining action; and of my construction of my shaft or
shafts with solid eccentric or eccentrics, or cams formed or forged in the solid
on the shaft or shafts at any angle in relation to each other, to effect a rotatory
action of motion of the shaft or shafting; and my arrangement of my lugs or
bosses and connections of and conversion of the pump rods into guides for the
crosshead, and my general arrangement of, as shewn in Fig. 1, and Sheet 1,
in my Drawings; and more particularly that of the principle of transmitting
motion and of applying steam or other motive power by my coupled piston's
alternate pressure, for transmitting the alternate rectilinear motion of the
coupled pistons to the rotatory action of motion of the shaft or shafting by the
agency of a crank or eccentric or cam formed in the solid, or pinned or keyed
thereon either with or without my antifriction rollers, (as I may use in lieu
guide block or blocks), and thus in either instance the shaft is an agent of
motion, receiving action from the alternate pressure of my coupled pistons,
between which the shaft is forced to rotate, working the shaft either in an air-
tight vacuum by stuffing glands or boxes, or in an open space formed between
cach steam chamber and coupled pistons; as the atmospheric pressure is always
balanced as the space between the coupled pistons is always equal, therefore
does not offer any resistance to the pressure of steam which enters and acts
alternately on each each side of the coupled pistons, and in each opposite
chamber of the cylinder or cylinders in the up and down stroke of the pistons.
in like manner to the usual, single piston cylinder, and which is fully exem-

page_text: plified in my description and Drawings in detail; the construction of which
aforesaid action of motion constitute my first section of improvements, and as
given in my description of, in the construction of, and arrangement of, and
application of, my said steam engines for the better means of transmitting
motion and of applying steam or other motive power, and my first claim.
Secondly, I claim the second section of my improvements in steam engines,
which consists of transmitting motion from the crosshead of horizontal engines
to the shafting by my compensating connecting rod or rods, and as given in my
Drawings and description; which constitute my second and third section of
improvements in steam engines, and my second and third claims.
Fourthly, I claim the fourth section of my improvements, which consists of
transmitting motion from the steam piston of stationary cylinders to the driving
crank or any kind of shafting, by my vibrating connecting rod and ball and
socket gland slide, and as given in detail of my Drawings and description of
the practical mechanism, with all modification of the same principle of action
for the transmission of motion from the piston's rectilinear action to the shaft
or shafting, and which I apply vertically or diagonally or horizontally for
stationary, locomotive, or marine engines; and which whole constitutes my
fourth section of improvements in steam engines, and my fourth claim, (and
which I apply to work air pumps in any line).
Fifthly and sixthly, my fifth and sixth section of improvements in steam
engines consist of a vibrating semicircular piston engine. I claim the con-
struction of the gudgeons or shaft, with a slot or slots to allow the packing to
expand, and which is exemplified in my Drawings of my seventh sections of
engines, Sheet 5, lettered c, c. (small), in Fig. 16, and in detail; and my
said construction of, as given in ny descripion of, constitutes my fifth and
sixth sections of improvements in steam engines, and my fifth and sixth
claims.
Seventhly, I claim the principle of construction of, and arrangement of, and
application of, this engine, arranged either as a vibrating tangent or vibrating
engine, as given in my Drawings in Sheet 5, and in detail, either vertically,
diagonally, or horizontally, arranged for working any kind of shafting and of
any length of stroke, or as represented arranged as a pumping engine, which
will work four pumps at one time, two of which are connected to each end lever
beam (lettered Y, Z,) in Figure 17, in Sheet 5; which, from the non-require-
ment of bright work, this engine is particularly applicable to open air purposes,
and which constitutes my seventh section of improvements in steam engines
for the better means of transmitting motion and of applying steam or other
motive power, and my seventh claim.

page_text: Eighthly and ninthly, I claim my archimedian or screw engines of any
pitch, as given in my Provisional Specification of my eighth and ninth sections
of my improvements in steam engines, and which constitutes my eighth and
ninth claims.
Tenthly, I claim my improvements in steam engines for the better means of
transmitting motion and of applying steam power to engines by the sensitive
action of my hydraulic governors for the better regulation of the engine,
and as described in my tenth section of my Provisional Specification, with all
mere modification of the same principle of controllable action and application
of steam or other equivalent motive power; and which constitute my tenth
section of improvements in steam engines, and my tenth claim.
Lastly, I wish it to be understood that the several principles of my Invention
herein set forth is what I claim, and not the precise form or shape of any part
or parts of my Drawings of my Invention, as I may vary the same to suit tho
season or purpose or length of stroke, so long as the same essential principles
of action of motion or purpose is retained, and which I work high or low
pressure or expansively, as required.
In witness whereof, I, the said Robert James Mary'on, have hereunto
set my hand and seal, this Thirteenth day of January, in the year of our
Lord One thousand eight hundred and fifty-five.
ROBERT JAMES MARYUN. (L.S.)

page_text: This packing Strip is awed on by the slit set screws shewn in top view of socket cap Kwhich will compress the elastic
er gasket pucking on the urface on the lylinder Cover, and supplant wear the Ball, is fitted, and the upper half Cap Socket is
bolted to the lower half art, all vibrates and slides together as one, sometimes 1.may/use, in liew of this (an elastic seating
shown X fitted in Y. ani in detail to keep the Slot Steam light.