Year: 1886

page_text: I, WALLACE FAIRWEATHER, C.E. of 135 Buchanan Street in the City of
Glasgow Fellow of the Institute of Patent Agents seek leave to amend the
specification of Letters Patent, No. 478 of 1886, as shown in red ink in the
copy of the original specification hereunto annexed, that is to say, by withdrawing
the claiming clauses 3 to 16 inclusive and altering the, numbers of the claiming
clauses 17 to 28 inclusive so that they may follow claims 1 and 2 in proper
numerical order.
My reasons for making this amendment are as follows:-
. the Specification filed in pursuance of the Application for Letters Patent
N° 478 of 1886:
DECISION.
I hereby grant leave to the said Wallace Fairweather to amend the said
0 Specification in the manner proposed in the Application for amendment filed on
the 30th March 1886.
DECISION.
I hereby grant leave to the said Wallace Fairweather to amend the said
0 Specification in the manner proposed in the Application for amendment filed on
the 30th March 1886.
Deputy
J. CLARK HALL,
Comptroller-General.

page_text: I, WALLACE FAIRWEATHER C.E. of 135 Buchanan Street, in the City of
Glasgow, Fellow of the Institute of Patent Agents, do hereby declare the nature
of this invention, a communication to me from abroad by George H. Babcock of
Plainfield in the County of Union and State of New Jersey, United States of
America, Engineer, and--in what manner the same is to be performed; to be
particularly described and ascertained in and by the following statement :-
My invention relates to the same general class of air or gas engines described in
my application for Patent filed of even date herewith and consists in such engines,
of methods and means for producing and supporting combustion within the fluid
of the engine, notwithstanding the said fluid may be itself a nou-supporter of
combustion, by supplying with the combustible a sufficient quantity of oxygen for
its combustion.
Also in an engine, in which the fluid is not exhausted at each stroke, the
employment of a compound burner for mingling the combustible with its appro-
priate supply of oxygen at the point of combustion within the fluid, also, in
combination therewith, of means for igniting the combustible within the fluid,
also, in such an engine of means for varying the supply of combustible for the
purpose of regulating the power, or speed of the engine, also in certain means for
automatically regulating the speed of the engine; also in improvements in the
construction of the regenerator, whereby I am enabled to use higher temperatures
than have heretofore been used within an engine of this character and also in
certain details of construction and combinations for the better carrying out of the
objects of the invention.
:
In the drawings in which Fig. 1, is a vertical section through the engine
showing all the working parts, and Fig. 2, is a detail showing the arrangement of
the cranks, A is the changing cylinder and B the working cylinder, A', the changing
piston and B¹ the working piston, C and C₁, the regenerator, D the refrigerator and
A', and B, the water jacketed portions of the cylinders all performing the same
functions, and in the same general way, as those described in my other application
above referred to, and which, in their general combinations and operation, are
similar to those of other well known engines of this class, except as hereinafter
more specifically described.
In this form of my invention, however, the air pump L and gas pump G deliver
the air and the gas to a compound burner, T, situated within the passage between
the changing cylinder A and the working cylinder B. The combustion being
similar in effect to the compound blow pipe, produces an exceedingly high

page_text: temperature which the ordinary metal surfaces cannot successfully stand, and it
is necessary to have the entire interior of the cylinders A and B lined with a
substance not only non-conducting but refractory, fire brick for example or a
mixture of plumbago.and clay such as is used for crucibles, capable of withstanding
these very high temperatures.
I also cover the exterior of the upper ends of the piston A¹, and B¹, with a.
similar refractory material for the same reason. I also make a portion of the
regenerator C, of a similar refractory substance, preferably as follows:-I mould
in a properly formed mould, the fire clay, or mixture of clay and plumbago or other
refractory material, placing in the same a large number of thin rods of wood similar.
to match splints, practically parallel to each other so that when the said brick is
properly fired these match splints will be burned, and upon removal of the ash will
leave a series of small tubes or passages through the brick as represented; though
other means may be used for producing a highly porous structure of a refractory.
character which will admit of the proper passage of the air to and from the
different ends of the cylinder A and perform the functions of a regenerator.
Below this portion of the regenerator C,.I place the usual metallic plates C, which
serve to take out most of the remaining heat from the air after the more intense.
heat has been taken up by the refractory portion C¹.
For the purpose of igniting the gas or other fuel supplied to the compound
burner T, I prefer to employ an electric spark which may be generated by means
of a small dynamo U, driven from the engine, or by a battery and a Ruhmkorff.
coil or other convenient means. After a few revolutions the surfaces of the
refractory lining adjacent to the compound burner T will become so highly heated
that they will act as igniters for the charge when, if desired, the electric arrange-
ment may be stopped.
Other well known means may be employed for igniting the charges.
The air pump L and the gas or fuel pump G are shown as driven from the main
shaft E by means of an eccentric with a constant throw but in some instances it
may be desirable to have a variable throw, to one or both, which may be attained
in the manner shewn in my other specification above referred to, or by other well
known means.
In order to vary the amount of gas or fuel supplied through the pump G, when
the same has a constant throw as shown, I employ a valve V, in the induction
passage of the said pump, which will admit a greater or less amount of gas into
the pump according as the valve V is less or more closed. I attach this valve, as
shown, to the governor through the bell crank v, so that variations in the speed of
the engine shall automatically-close or open the same and thus determine the
amount of gas admitted to the pump G. The ratio in the sizes of the pumps G
and L are such, that there will be sufficient air or oxygen supplied by the pump L
for the complete combustion of the greatest amount of gas supplied by the pump G.
If, therefore, the pump G is caused to supply a less amount of gas the oxygen
supplied by L will be in excess, which fact will be of no serious disadvantage. In.
the bottom of the passage, a, connecting with the lower end A³, of the changing
cylinder I place a pressure valve W, held to its seat by the spring, w¹. The
governor Y is of peculiar construction. The balls Y, are attached to nearly
vertical levers or arms, y, hinged to the revolving piece y¹. Other arms y², connect
these balls with a sliding collar y³, upon the governor shaft, in a well known
manner, which is acted upon by a spiral spring to resist the outward motion of the
balls. This movable collar y³, is connected through a rod in the hollow shaft with
the sliding collar y', which in turn actuates the bell crank lever v. Other arms
nearly vertical connect the balls Y¹, with another sliding collar, Z, on the governor
shaft above the collar y³.
The arms y, z, being nearly vertical admit of a considerable radial motion to the
balls Y¹, without varying the position materially of the collar Z, but which motion
will vary materially the position of the collar y³, and through it the collar y', .the
bell crank v, and the-valve V.
-J

page_text: The adjustment is such that when this motion has sufficed to close the valve V,
or nearly close it, the arms y, z have become sufficiently inclined from the vertical,
to produce a variation in the position of the collar Z, and thereby reduce the
pressure of the spring w¹, which holds the valve W to its seat. The governor Y is
shown as driven from the main shaft E by beveled gears, or it may be driven in
any other well known manner.
I prefer to construct the pump G with the induction passage, g, considerably
below the upper end of the stroke of the plunger G¹, whereby the lost space in the
passage, g, need not be filled with the gas in its highest compressed condition, and
after the plunger, G³, has passed the port g, it will continue to compress the gas in
the end of the barrel of the pump G, and deliver the same at the pressure within
the engine, through the valve g¹. By this arrangement the amount of lost space in
the passage g is of less detriment to the proper working of the pump. It is evident
that the pump L may be constructed in a similar manner though it is not so shown.
I construct the piston B¹ with a trunk B³, for the purpose of steadying its motion
and guiding it properly, and I connect the annular space b, between the trunk, B³,
and the cylinder, B², with the interior of the said trunk by holes, b¹, so that the
air in the annular space b, may pass freely out and in, as the piston rises and falls,
without producing any material back pressure. This air will also serve to keep
the said piston, B¹, cool by conveying away the heat which is convected through the
piston to the interior. Below the cylinder, B2, I provide an annular oil space, b³,
and attach to the piston, B¹, elastic dependents, 6³, which at the lowest position of
the piston, will reach down into the annular oil space b³, at each revolution, and,
on the return of the piston carry the oil up and deposit it on the surfaces of the
cylinde B, keeping the latter well lubricated.
Exterior to the cylinders A and B. I place a covering of mineral wool, or other
non-conductor, and enclose the same in a jacket as shown, to prevent radiation of
the heat from the cylinder.
In the arrangement of this engine I place the hot ends of the cylinders at the
top, and the cold ends at the bottom, which I am enabled to do in consequence of
the use of the internal combustion for heating the air, in place of heating the same
by convection through the surfaces of the cylinders, as has heretofore been done in
engines of this class. By this I attain a specific advantage in preventing the rapid
convection of the heat from the hot to the cold ends of the cylinders.
The operation of the engine is as follows:-
The interior of the cylinders A and B being filled with atmospheric air or other
gas at a proper pressure, which may be greater than that of the atmosphere, the
revolution of the crank shaft E draws the piston A', from the top to the bottom of
the cylinder A, A³, and thereby causes the air from the cold end A³, of the changing
cylinder to be transferred to the hot end, through the passage a, refrigerator D and
the regenerator C, C', at the same time that the pumps L and G deliver to the
compound burner Ta quantity of fuel and oxygen, which being ignited by the
electric spark from the dynamo U heat up this air to a high temperature, increasing
its pressure and forcing outward the working piston B₁ which acts upon the crank E³,
to continue its revolution. As the piston B¹, moves outward and the heated air
in A and B, expands, the changing plunger or piston, A¹, is caused by the crank E¹
to return to the upper end of the cylinder A, forcing the air therein down through
the regenerator C₁ C, in which passage the most intense heat of the air is taken up
by the refractory portion C¹, of the regenerator, the less intense is taken up by the
part C of said regenerator, and the small remaining portion of heat not so stored
up is taken out by the refrigerator D, hence the air passes into the lower end
of the changing cylinder A2, much reduced in temperature and consequently in
pressure. The piston B' then returns by the momentum of the fly-wheel forcing
the remaining air in the upper part of the cylinder B also into the lower part of
the changing cylinder A2, storing its heat in its passage, when by the continual
revolution of the crank shaft the changing piston A¹, is again forced to the lottom
of its cylinder, by the crank E¹, and the same cycle of operations is repeated.

page_text: It will be observed as the products of combustion are mingled directly with the
fluid within the engine that this fluid rapidly becomes so largely composed of carbonic
acid as to be of itself a non-supporter of combustion.
This fact has hitherto prevented the use of the products of combustion within
an engine of this character, but by supplying a proper amount of oxygen with the
fuel at each stroke I am enabled to burn the fuel notwithstanding it is surrounded
by the carbonic acid within the engine. That portion of the gas supplied by the
pump G, which is hydrogen will by combination with the oxygen during combustion
produce steam, and this when it comes in contact with the refrigerator D, will be
condensed and fall into the lower portion of the passage a.
The pump Lif used to pump atmospheric air, will supply with the oxygen å
portion of nitrogen, which together with the carbonic acid of combustion, will
increase the amount of fluid in the engine to a small extent at each stroke. If this
increase was not checked in any way it would soon come to be so great as to cause
inconvenience.
Therefore the pressure valve W is provided, which will open when the pressure
within the cylinder exceeds a proper limit: The valve W being in the bottom of
the passage, a, will, when open deliver first the water which lies within that
passage, and afterwards a portion of the air or gas, until the pressure is brought
to the proper standard. When the speed of the engine becomes sufficient to cause
the balls of the governor Y to expand against the resistance of the spring; their
first motion will be to act upon the bellcrank v; closing the valve V and shutting off
to a less or greater extent the amount of gas supplied to the pump G, which will
reduce the temperature within the engine, and, thereby reduce the power and
speed.
Should this not be sufficient; however, the still increasing speed will cause the
balls Y¹ to expand still further, lowering the collar Z, and relieving to some extent
the pressure upon the valve W, letting out thereby a portion of the pressure within
the engine thus reducing its power and speed to the proper amount.
The compound burner T may be so made that the passage for the air shall com-
pletely surround the passage for the gas or vapor fuel, or, in any way they may be
made to impinge upon each other at the point of issue. As the object is simply to
produce a perfect mixture of the gases just at the point of combustion I do not
desire to limit myself to any particular construction of the burner T.
When a hydro-carbon gas or vapor is burned with its proper supply of air it
produces an exceedingly intense flame, of the temperature of five thousand degrees
and upwards. This temperature is of course much too high to admit of use directly
in the interior of a gas engine, and it is only by the mixture of the products of
combustion at this temperature with the much larger volume of air or other fluid
within the engine that the temperature is brought down to a practicable intensity:
It is desirable for the purposes of economy of power and of attaining a larger
power with a smaller engine, that this intensity should be as great as the surfaces
of the engine can be made to withstand.
It is for this reason that I line all the portions of the interior of my engine
which come in contact with the intensely hot gases, with a non-conducting
refractory substance, whereby I am. enabled to use a temperature within the
engine greater than any hitherto employed. It will be noted that no part of
the metal work of my engine at any time comes in direct contact with the
highly heated working fluid. As iron commences to lose its tensile strength at
600 degrees F., and the strength is reduced very rapidly as the temperature rises
above that point, the importance of this thorough protection of all parts of the
ironwork from the highly heated gases is apparent, as at times the temperature
within the engine may rise to a thousand or fifteen hundred degrees to produce the
best effects.
"
Such high temperatures are not desirable or economical in ordinary gas engines;
for the reason that too large a proportion of the heat would be discharged with the

page_text: exhaust. Neither have such high temperatures been attainable heretofore in any
engine in which the same fluid is alternately heated and cooled, as it has been
found impossible to transmit any such high temperatures through the metallic
heaters heretofore employed in such engines.
The firing of an explosive mixture of gas within the cylinder of an engine for
the purpose of producing power is a well known device. My invention differs
therefrom in several particulars. Though an explosion within the engine is
permissible in some cases, I usually prefer to produce a gradual combustion of
the fuel at the point of entrance and thereby heat other air or gases than those
which compose the combustible mixture, which air or gases are not discharged at
each stroke of the engine as in other gas engines, but are used over and over in the
same cylinder. The advantage of this method will be rendered more apparent by
a consideration of the fact that a given weight of the products of combustion
mingled with the fluid within the engine will heat thirty times its own weight of
fluid to 1500 degrees, provided there is but ten per cent (the amount allowed in
practice) of the total heat rejected through the refrigerator D, and fifty times or
even a larger proportion provided the temperature within the engine is carried at
1,000 degrees, or at a still lower intensity.
Should the pump G be used to supply hydrogen, and the pump L oxygen, only,
in proper proportions for combustion the resultant would be after passing through
the refrigerator D, only water, and the fluid in the engine would not be materially
increased thereby. In this case the valve W would have no function to perform
except to withdraw that water from the passage, a, but when the pump G supplies
a hydro-carbon fuel or the pump L supplies atmospheric air, then the amount of
fluid in the engine will be increased about three per. cent. or less, at each revolution,
and the valve W will be called upon to remove this excess when the power or the
speed becomes too great.
It will be found advisable in practice, provided the normal pressure within the
engine is above that of the atmosphere, to employ a double engine in which the
normal pressures upon the pistons B¹ may be made to balance each other, either by
working directly opposite and being connected rigidly, or by working upon opposite
cranks of the same shaft, or upon opposite ends of a beam in a well known manner.
But I have preferred to show this engine herein as a single acting engine for the
purpose of simplicity in the drawings; the operation in the double engine being in
no wise different from that herein described. The air and gas pumps could
however be made double-acting, in such case advantageously.
If the normal
pressure within the engine is not greater than that of the atmosphere it will be
possible by using a high temperature of, say, 1500 degrees or even less, in the hot
end, to run a single acting engine of this character without an excessively large
fly wheel.
The operation in that case would be as follows: The normal pressure, when the
piston B' is at the inner end of its stroke, being that of the atmosphere, 15 lbs and
100 degrees temperature, the changing of the air within the changing cylinder from
the cold to the hot end through the regenerator and addition of heat through
the burner T, elevating it to 1500 degrees, would produce a pressure of about
50 pounds less the reduction due to lost space, which acting upon the piston B¹,
and through the crank E³, would exert a power to cause the shaft E to revolve,
when, by the expansion of the fluid the pressure would fall at the end of the stroke
of the piston B₁ to about 25 lbs.
When now the piston A¹, returns and forces the air back through the regenerators
and the refrigerator, thus cooling the air down to the normal temperature 100 degrees
the pressure within the engine will be less than that of the atmosphere, or about
8 pounds leaving 7 pounds pressure acting upon the B¹ to force it back into the
cylinder B and exert an additional impulse to the revolution of the engine. For
small powers an engine thus constructed and operated will be found to be simple
and efficient.

page_text: Having now particularly described and ascertained the nature of the said.
invention and in what manner the same is to be performed as communicated to
me I declare that what I claim is:-
(1.) In an air or gas engine in which the same actuating fluid is repeatedly heated
and cooled, the method of securing and maintaining combustion within said fluidi
by introducing a combustible gas within the engine, together with a proportionate
quantity of oxygen, and burning the gaseous fuel within the actuating fluid in the
main chamber of the engine and behind the working piston, substantially as set
forth.
(2.) The method of operating an air or gas engine, in which the same actuating
fluid is repeatedly heated and cooled, and of securing and maintaining combustion
within a fluid which of itself is incapable of supporting combustion, by introducing
a measured quantity of combustibe gas or vapor within said engine, together with
a proportionate quantity of oxygen, mixing these gases together and burning the
same within the actuating fluid in the main chamber and directly behind the
working piston before they are mingled with the fluid of the engine, substantially
as set forth.
(3.) In an air or gas engine in-which-the-same-fluid is repeatedly-heated and
cooled-the combination of a compound burner-with-means for producing ignition
of-the-gases-therein,-substantially-as-described.
(4.) In an air or gas engine in which the same-fluid-is-repeatedly-heated-and
cooled, the combination of means-for-supplying-a-given-amount-of-combustible and
its-proper-amount of oxygen-or-air-at regular intervals-with-means-for-producing
ignition-thereof within the fluid, substantially-as-specified.
(5.) In an air or gas engine in which the same-fluid-is-alternately-heated and
cooled, the combination of means for automatically-varying the supply of com-
bustible, together with a supply of oxygen or air-for-the-combustion-of-the-same,
one-or-both,-and-means-of-producing-ignition thereof-within-the-fluid, substantially
as specified.
(6.) In an air or gas engine in which the--products-of--combustion -are--used
within the engine, a non conducting and refractory lining to--all-parts--of--the
interior-of-the-hot-end-of-the-cylinder, substantially-as-specified.
(7.)-In-an-air-of-gas engine in which the products of combustion-are-used-within
the-engine, the combination of a non-conducting and refractory-lining to the hot
end-of the-eylinder or cylinders, and-a-similar-covering-to-the-hot-end of the-piston
or-pistons, substantially-as-specified.
(§.) In-an-air-or-gas-engine-in which the-products of combustion-are-used-within
the--engine--the combination of a refractory and non-conducting lining for the
portion-of the-eylinder-or-cylinders, which comes in-contact-with-said-products-of
combustion, and a water jacket around that portion of the cylinder, or cylinders,
which-constitutes-the-rubbing-surface-thereof, substantially-as-specified.
(9.) In an air or gas engine in which-the-products-of-combustion-are-used-within
the-engine, the--combination of a non-conducting and refractory lining to--the
eylinder-or-eylinders, with a non-conducting covering therefor, substantially-as
and-for-the-purpose-specified.
(19.) In an air or gas engine in which the products of combustion-are--used
within-the-engine, a regenerator-in-part-or-in-whole-made-of-perforated-or-porous
fire-brick-or-other-refractory substance, substantially-as-specified.
(11.) In-a-gas-or-air-engine-working-under-a-pressure greater than that of the
atmosphere, a-pressure valve in combination with a governor, whereby-the-force
with-which said-valve, is held to its seat-shall vary with the speed of the engine,
substantially-as-deseribed.
(12.) In-a-gas or air engine-working under a pressure-greater-than-that of the
atmosphere, and using the products of combustion within the engine, the com-
bination-of-adjustable-means-for-supplying the combustible, a pressure valve,-and-a
governor, whereby an increased speed of the engine shall first decrease-the-quantity
of combustible supplied, and-when-that-is-reduced to-a-minimum, the force holding

page_text: the-pressure-valve-to-its-seat-shall be reduced in the process of reducing the speed
or power-of-the-engine,-and-vice-versa, substantially-as-herein-set forth.
(13.) A-centrifugal governor adapted to perform two--independent--functions
successively, substantially-as-described.
(+4.)
In-eombination-with-an-open-inverted-eylinder,-and-means-for-keeping the
working surface thereof evol, an--annulur oil--pan, and means for-automatically
conveying-the-oil-from-the-same-to-the-working surface-substantially-as-specified.
(15.). In-an-air-or gas engine in which the fluid is-worked-at-a-greater-pressure
than-that-of-the atmosphere, an-air-or-gas-pump-in which the piston-overruns the
inlet-passage, substantially-as-and-for-the-purpose-specified.
(16.) In-an-air-or gas engine in--which the products of--combustion are used
within-the-engine, the arrangement of the hot end of the engine above the cold
end; substantially-as-and-for-the-p
e-purpose-specified,
(7.) (3.) In an air or gas engine in which the same actuating fluid is repeatedly
heated and cooled, the combination with a chamber in which the working piston
reciprocates, of a. compound burner, substantially as described, arranged to effect
the combustion within said chamber behind said piston, whereby the combustible
gas or vapor is mingled with a proper supply of air or oxygen at or near the point
of combustion which occurs within the working fluid and the expansive energy of
the heated fluid is cominunicated directly to the said piston, substantially as set
forth.
(+8.) (4.) In an air or gas engine in which the same actuating fluid is repeatedly.
heated and cooled, the combination with a chamber in which the working piston
reciprocates, of a compound burner, substantially as described, arranged to effect
the combustion within said chamber, behind said piston, and an igniter for securing
combustion within the actuating fluid, substantially as set forth.
(+9.) (5.) In an air or gas engine in which the same actuating fluid is repeatedly
heated and cooled, the combination with a chamber in which the working piston
operates, of a compound burner, substantially as described, arranged to effect the
combustion within said chamber behind said piston, measuring vessels, operated by
the engine, for supplying a given amount of combustible gas or vapor and a pro-
portionate amount of air or oxygen, at regular intervals and an igniter for securing
combustion within the actuating fluid, substantially as set forth.
(20.) (6.) In an air or gas engine in which the same actuating fluid is alternately
heated and cooled, the combination of one or more adjustable measuring vessels,
one or more governors for automatically varying the supply of gas or fluid passing
through said vessels, and an igniter for securing combustion within said fluid,
substantially as set forth.
(2.) (7.) In an air or gas engine working under a pressure greater than that of
the atmosphere and using the products of combustion within the engine the
combination with a valve or regulator for the supply passage or pipe for the
combustible, of a governor for said valve or regulator adapted to decrease
the supply of combustible as the speed of the engine is increased, and a pressure
valve forming a communication between the interior of the engine and the outside
atmosphere, said valve being held to its seat by a force which is decreased by
the governor only after the supply of combustible is reduced to a minimum,
substantially as set forth.
(2.) (8.) In an air or gas engine, in which the same actuating fluid is repeatedly
heated and cooled, the combination with a hot and a comparatively cool cylinder,
of a working piston operating in said hot cylinder, a changing piston working in
said cool cylinder, an air pump, a gas pump and a compound burner, said burner
being arranged to produce combustion within the actuating fluid and behind the
said working piston, substantially as set forth.
(23.) (9.) In an air or gas engine, in which the same actuating fluid is repeatedly
heated and cooled, the combination with a hot and a comparatively cool cylinder,
of a working piston operating in said hot cylinder, a changing piston working in
said cool cylinder, a regenerator, an air pump, a gas pump, and a compound burner..

page_text: arranged to produce combustion within the working fluid, and behind the said
working piston, substantially as set forth.
(24.) (10.) In an air or gas engine in which the same actuating fluid is
repeatedly heated and cooled, the combination of the refractory lining to the hot
part of the cylinder or cylinders and a compound burner, substantially as set
forth.
(5.) (11.) In an air or gas engine in which the same actuating fluid is
repeatedly heated and cooled, the combination of the refractory lined hot cylinder B,
the water jacketed cool cylinder A³, and the compound burner T, substantially as
set forth.
(96.) (12.) In an air or gas engine in which the same actuating fluid is
repeatedly heated and cooled, the combination of the refractory lined hot
cylinder B, the externally cooled cylinder A2, the compound burner T, and a
regenerator composed partly or wholly of refractory material, substantially as
set forth.
(97) (13.) In an air or gas engine in which the same actuating fluid is
repeatedly heated and cooled, the combination of the hot cylinder B, the externally
cooled cylinder A³, the regenerator C, C¹, the compound burner T, the air pump L,
the gas pump G and the pressure valve W, substantially as set forth.
(8.) (14.) In an air or gas engine in which the same actuating fluid is
repeatedly heated and cooled, the combination of the hot cylinder B, the externally
cooled cylinder A2, the regenerator, the compound burner, air and gas pumps, the
pressure valve and the governor, substantially as set forth.
Dated this 11th day of January 1886.
CRUIKSHANK & FAIRWEATHER,
Agents.