An Improved Method of and Apparatus for obtaining Motive Power.
Year: 1897

page_text: Date of Application, 29th Jan., 1897
Complete Specification Left, 29th Oct., 1897-Accepted, 29th Jan., 1898
PROVISIONAL SPECIFICATION.
An Improved Method of and Apparatus for obtaining Motive Power.
I, HUDSON MAXIM, of Thurlow Lodge, 377, Norwood Road, London, S.E.,
Chemist and Mechanical Engineer, do hereby declare the nature of this invention
to be as follows:-
My invention relates to an improved method of and apparatus for obtaining
motive power. The invention has reference particularly to an apparatus or engine
adapted for use in motor vehicles in which steam or other expansive fluid is em-
ployed for actuating the motor, and the said invention includes means for readily
condensing the fluid after it has passed through the working cylinder of the motor,
and for permitting of the further utilisation of the condensed fluid by re-evaporat-
ing it and again using it in the working cylinder.
This system is particularly applicable where light, tubular boilers are employed,
as distilled water may be used, thus preventing incrustation and fouling of the
boiler. Furthermore, by this system, light naphtha, may be employed as the motor
fluid, and a portion of the same may be burned as fuel, for heating the boiler, the
said fuel supply being drawn from the condenser or from the exhaust of the engine,
thereby lessening the quantity of vapour to be condensed.
I preferably construct the tubular framework of the vehicle to serve as an
atmospheric condenser, but, as an atmospheric condenser would require to be very
large and cumbersome in order to condense a sufficient quantity of the motor fluid
when a powerful engine is employed and doing full duty, I therefore also employ
a water condenser, consisting of a suitable vessel or receiver, through which, by
suitable pipes, the motor fluid is circulated, or into which the motor fluid is
passed. A considerable pressure above atmospheric pressure is maintained in the
exhaust of the engine and the condenser, so that a temperature of the exhausting
motor fluid is maintained and considerably in excess of 212° F., the boiling point
of water under atmospheric pressure. The water in the water condenser is uncon-
fined, and is therefore rapidly evaporated, thereby absorbing the heat of the motor
fluid and quickly liquefying it. Of course, an excess of pressure in the boiler above
the pressure in the exhaust is readily maintained to actuate the engine. A pres-
sure of from 100 to 200 lbs. per square inch or even 300 lbs. per square inch may
readily be maintained in the exhaust and condenser, and a pressure, in excess of
this, of from 100 to 200 lbs. per square inch in the boiler, and correspondingly in
excess of atmospheric pressure, may be maintained for driving the engine. That
is to say, relative to atmospheric pressure, there would be a pressure in the boiler
of from 200 to 500 lbs.. per square inch, and a pressure in the condenser of from
100 to 300 lbs. per square inch.
The motor fluid in the exhaust being under considerable pressure, will be at a
temperature much elevated above atmospheric temperature, thus increasing the effi-
ciency of the atmospheric condenser. The water condenser may be interposed in
the path of the exhaust, between the atmospheric condenser and the engine, and
receive the motor fluid, and the latent heat of water being great, there would not

page_text: be required a very large quantity of water for the purposes of condensation, in
addition to the condensation effected by the atmospheric condenser.
The fuel supply to the boiler is preferably taken from the exhaust fluid of the
engine before said fluid enters the condenser, and the said fuel supply to the boiler
is regulated by a hydro-thermostatic regulator, that is to say, a regulator capable of
being operated by the pressure existing in the boiler. This is effected, preferably,
by placing a diaphragm or plunger in communication with the boiler in such wise
that the diaphragm or plunger shall be operated either to partially or wholly shut
off or close the supply of fuel to the boiler, or to the fire-box beneath the boiler.
Consequently, when the pressure within the boiler rises higher than that necessary
to operate the diaphragm or plunger, the inlet device for the fuel will be gradually
closed until, if the pressure rises high enough, the fuel supply and consequently
the fire will be wholly shut off. Therefore, when stopping the vehicle, or when
the engine stops, the fire beneath the boiler will raise the temperature and the pres-
sure within the boiler so high that the same, acting upon the fuel supply, will
diminish the fire and, if necessary, shut it entirely off. The hydro-thermostatic
regulator for the fuel supply may be so adjusted that it will operate at any desired
pressure in excess of the working pressure in the boiler.
When employing water for producing the motor fluid, I may add thereto alcohol,
or other equivalent fluid, which will prevent the same from freezing in cold weather.
The motor fluid being pumped into the boiler, the alcohol is the first to be evapo-
rated, but as there will be no escape for the water, except by evaporation, and as
the quantity of alcohol need not be large in order to serve the purpose, the evapora-
tion of the water would not be materially interfered with or vitiated.
Dated this 29th day of January 1897.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.
An Improved Method of and Apparatus for obtaining Motive Power.
I, HUDSON MAXIM, of Thurlow Lodge, 377, Norwood Road, London, S.E.,
Chemist and Mechanical Engineer, do hereby declare the nature of this invention
and in what manner the same is to performed, to be particularly described and
ascertained in and by the following statement:--
My invention relates to an improved method of and apparatus for obtaining
motive power, and is chiefly designed to provide in a more efficient manner than
heretofore for the propulsion of motor-vehicles in which steam or other expansive
fluid is employed for actuating the motor.
My improved method is particularly advantageous where light, tubular boilers
are employed, as distilled water may be used, thus preventing incrustation and
fouling of the boiler. Furthermore, by this system, light naphtha may be employed
as the motor-fluid, and a portion of the same may he burned as fuel, for heating
the boiler, this feed-supply being drawn from the inlet end of the condenser or
from the exhaust of the engine, thereby lessening the quantity of vapour to be
condensed.
An important feature of my said invention is the maintenance, in the exhaust
of the engine and in the condenser, of a pressure greatly exceeding that of the
atmosphere, so that a temperature of the exhaust motor-fluid is maintained con-
siderably in excess of 212 degrees Fahrenheit, the boiling point of water under
atmospheric pressure. And utilize the heat withdrawn from the exhaust motor-
fluid in condensing the same for boiling water or other liquid in the condenser

page_text: under atmospheric or a higher pressure. The water in this water-condenser is
preferably unconfined, and is therefore rapidly evaporated, thereby absorbing the
heat of the exhaust motor-fluid and quickly liquefying or condensing it.
A pres-
sure of about from 100 to 200 lbs. per square inch or even 300 lbs. per square inch is
or may be maintained in the exhaust and condenser, and a pressure from say 100
to 200 lbs. per square inch in excess of this and correspondingly in excess of atmo-
spheric pressure, is or may be maintained in the boiler for driving the engine.
That is to say, relative to atmospheric pressure, there would be a pressure in the
boiler of from 200 to 500 lbs. per square inch, and a pressure in the condenser of
about from 100 to 300 lbs. per square inch.
When I apply my improvements to a motor-vehicle, I preferably construct the
tubular framework of the vehicle to serve as an atmospheric condenser, but, as an
atmospheric condenser would require to be very large and cumbersome in order to
condense a sufficient quantity of the motor-fluid when a powerful engine is employed
and doing full duty, I therefore also employ a water-condenser, consisting of.a suit-
able vessel or receiver, through which, by suitable pipes, the exhaust motor-fluid
is circulated, or into which the exhaust motor-fluid is passed.
The exhaust motor-fluid, being under a high pressure as above stated, will be
at a temperature much elevated above atmospheric temperature, thus increasing
the efficiency of the atmospheric condenser. The water-condenser is preferably
interposed in the path of the exhaust, between the atmospheric condenser and the
engine, and receives the exhaust motor-fluid. The latent heat of water being great,
there will not be required a very large quantity of water for the purposes of con-
densation, in addition to the condensation effected by the atmospheric condenser.
In the accompanying drawing I have shown how my said invention may be con-
veniently and advantageously carried into practice.
Figure 1 is a side elevation, partly in vertical section, of one form or arrange-
ment of my improved apparatus.
Figure 2 is a vertical central section, drawn to an enlarged scale, of the boiler
or generator.
A indicates the boiler or generator; B the engine or motor; C the condenser;
Da pump for forcing the liquid of condensation into the said boiler. The boiler
shown consists of a coiled pipe or tube a enclosed in a metal casing b, which is
provided with a flue b', and which in its turn is enclosed in a second metal casing c.
The pipe or tube a opens into a central chamber d which communicates with the
engine or motor through a pipe E provided with a stop-valve E'.
The condenser C is made with tubes e fixed at their ends in the usual manner
in tube-plates whereby the condenser is divided into three chambers. The space
outside of the said tubes in the central chamber is filled or partly filled with water
or other liquid which is supplied through a pipe C. The exhaust motor-fluid is
conducted from the engine under pressure through a pipe F into one of the end
chambers of the condenser and passes through the tubes e into the other end cham-
ber thereof. The liquid of condensation passes from this chamber either directly
into the pump D through the pipe G; or the vapour from the water condenser
is first allowed to pass through a pipe H into an air-condenser, for instance one
formed in the frame of a motor-vehicle, and the liquid of condensation returns
from the said air-condenser through a pipe J into a chamber below the .last-named
end chamber of the condenser, a suitable partition being provided between these
two chambers; and is then conducted through the pipe. G to the pump D, whereby
it is forced through a pipe K into the coil a of the boiler.
The apparatus being charged with a suitable quantity of distilled water or of
naphtha or other suitable motor-fluid, heat is applied to the boiler A and the steam
or other vapour under the desired pressure is admitted through the pipe E to the
engine B. The exhaust vapour from the engine is conducted under a suitable pres-
sure through the exhaust-pipe F and into and through the condenser C. The
heat withdrawn from the exhaust-vapour by the water surrounding the tubes e in
condensing the said vapour, converts some of the said water into steam which is

page_text: conducted away through the pipe L into the flue 61 whence it escapes into the
atmosphere. As a high pressure is maintained in the end chambers and tubes of
the condenser, it is obvious that the vapour will be condensed at a much higher
temperature than would otherwise be practicable. The liquid of condensation,
being forced by the pump D back into the boiler A, is again evaporated therein
and is used again for driving the engine.
a
When naphtha or the like is used as the motor-fluid, the fuel-supply to the boiler
is preferably taken either from the exhaust-pipe F of the engine or from the
pipe E through which the vapour is supplied to the engine, so that the vapour
thus taken will not pass through the condenser. For this purpose I provide the
boiler with a vapour-burner M which is connected by a pipe f with the pipe E,
or by a pipe g with the exhaust-pipe F, and which is provided with a pipe h for the
induction of air to mix with the vapour. Openings are also formed in the bottom
of the casings b, c, a suitable device being provided for regulating the supply of
air through these openings. The said fuel-supply to the boiler is regulated by a
hydro-thermostatic regulator, that is to say, a regulator capable of being operated
by the pressure existing in the boiler. This is effected, preferably, by placing
diaphragm or plunger in communication with the boiler in such wise that the
diaphragm or plunger shall be operated either to partially or wholly shut off or
close the supply of fuel to the boiler, or to the fire-box beneath the boiler. In the
arrangement shown, a valve k controlling the inlet for the vapour is connected by
a lever with a rod m bearing against a diaphragm n, the valve being kept open
by means of a spring . Consequently, when the pressure within the boiler rises
higher than that necessary to operate the said diaphragm and compress the
spring ?, the inlet device for the fuel will be gradually closed until, if the pressure
rises high enough, the fuel-supply and consequently the fire will be wholly shut off.
Therefore, when stopping the vehicle, or when the engine stops, the fire beneath
the boiler will raise the temperature and also the pressure within the boiler, so
high that the pressure acting upon the fuel-supply, will diminish the fire and, if
necessary, shut it entirely off. The hydro-thermostatic regulator for the fuel-
supply may be so adjusted that it will operate at any desired pressure in excess of
the working pressure in the boiler.
When employing steam as the motor-fluid, I sometimes add to the water alcohol,
or other equivalent fluid, which will prevent the water from freezing in cold
weather. The mixed fluids being pumped into the boiler, the alcohol will first be
evaporated, but as there will be no escape for the water, except by evaporation,
and as the quantity of alcohol need not be large in order to serve the purpose, the
evaporation of the water will not be materially interfered with or vitiated.
It is obvious that I can, if desired, somewhat modify the construction of the
different parts of my improved apparatus without departing from the nature of
my said invention.
I can, if desired, use a condenser in which the vapour to be condensed enters
the space outside of the tubes and the water is forced through the said tubes.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:-
-
1. The herein described method of condensing exhaust steam and the like from
engines, and using the condensed steam or water, which consists in exhausting the
steam under pressure greater than atmospheric pressure, and at a temperature above
the boiling point of water, under atmospheric pressure, and condensing the said
steam under the said exhaust pressure, by water under atmospheric pressure and
then using the condensed steam or water as feed water to a boiler.
2. The herein described method of condensing exhaust vapour from engines, the
vapour having been generated from a liquid, having a lower boiling point than
water, which consists in exhausting the said vapour under a pressure greater than
the atmospheric pressure, and condensing it under the said exhaust pressure by

page_text: cooling it with a liquid having a higher boiling point than the liquid from which
the said vapour has been generated.
3. The combination of a condenser, tank and exhaust conduit therefrom, and a
flue conveying the products of combustion from burning fuel, in communication
with the said exhaust conduit, substantially as described.
Dated the 29th day of October 1897.