Year: 1888

page_text: Date of Application, 7th Jan., 1888
Complete Specification Left, 6th Oct.. 1888
Complete Specification Accented, 9th Nov., 1888
1, JOHN EDWARD ROGERS of Poplar Street Smethwick in the County of Stafford
Machinist do hereby declare the nature of this invention to be as follows:-
A motor constructed according to my Invention and sufficient for the purpose of
describing it, could be similar in design to a vertical steam engine, only that I should
prefer to use the trunk piston with the compressed air acting on the one side only.
The supply valve and chest would be arranged on the top of the cylinder and
would have a continuous rotary motion given to it through gear from the main crank
shaft.
I should prefer the supply valve to rotate slower than the crank shaft; the supply
valve would also have an horizontal movement given to it through odd toothed gear
and cam and lever arrangement worked by the supply valve spindles so that the supply
valve would not make two consecutive revolutions in the same path.
The supply valve chest is bored out to receive the supply valve and has a supply
port leading from it to the cylinder.
The supply valve is what might be termed a liner or shell free to revolve in the
Valve Chest by means of the valve spindle, which is driven by Gear from the main
shaft of the motor.
Supply ports are arranged in the supply Valve equal to the difference in the Gear
arranged to drive it so that with four to one gear, four supply ports would be cut in
the supply Valve.
The piston in its stroke uncovers the exhaust port, which is made through the side
of the cylinder at the place desired.
Between the piston at the completion of its stroke in the opposite direction to the
exhaust port and the end of the cylinder a space is allowed sufficient for a cushion
of air equal to the pressure of the compressed air that drives the motor when
at work.

page_text: The pressure of the cushion of air in the cylinder can be controlled by the size
of the exhaust port which may be filled if desirable with a stop valve.
The speed of the motor could be regulated by the ordinary steam engine governors
filled to the exhaust pipe.
Any number of cylinders according to my Invention may be arranged on the
same line of crank shaft and valve spindle that may be found desirable in practice.
If found necessary the usual precautions may be taken to avoid freezing at the
exhaust by a supply of heat.
Where required the motors may he filled with reversing gear.
The design herein described may be varied without departing from my invention.
Dated this 5th day of January 1888.

page_text: • Improvements in Motors Driven by Compressed Air.
JOHN EDWARD ROGERS of Poplar Street, Smethwick, in the County of Stafford,
Engineer do hereby declare the nature of this invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement :-
Figures 1, 2 and 3 of accompanying Drawings shew sectional front elevation and
side views of Motor constructed according to my Invention a description of which
will illustrate the principle as applied to all Motors constructed according to my said
invention no matter what the variations in the design may be.
Figure 4 is a section of the main supply Valve like letters and figures shew like
parts in each Figure.
Figure 1 clearly shews the arrangement of parts of the Motor, the action of which
is as follows-
A and A¹ are cylinders fitted with their respective Pistons B and B'. These
Pistons B and B give motion to the Crank Shaft O through the connecting Rods P
and P. The Crank Shaft has its cranks set on the opposite centres so that when
one Piston is at the top the other is at the bottom of its stroke as shewn.
The Crank Shaft O when in motion drives the vertical shaft M through the mitre
Gear N and N which vertical shaft in turn gives motion to the main Valve spindle K
through bevel Gear Land L. The relative proportions of this bevel gear is three
to one so that the main valve E (a section of which is shewn in Figure 4) only
makes one revolution to three of the crank shaft. The main Valve Spindle K is free
to slide through the bevel Wheel L longitudinally and carries with it in its movement
the main Valve E. This longitudinal motion is to give to the main Valve E by the
spur wheels H and H. The spur wheel H is keyed fast to the end of Valve Spindle K
and drives the spur wheel H'. The sleeve of spur wheel H has a cam path into which
projects the end of lever J. The other end of lever J projects into the straight path
of Spur Wheel H. The fulcrum of lever J is at J. The Spur wheels H and H have
between them a difference of one tooth preferably, that is to say, whatever their
proportions are to each other when divided into one another one tooth remains.
This odd tooth is for the purpose of not allowing the main valve to travel round in
the same path two consecutive revolutions.
It will be seen that the Piston B in cylinder A although it has completed its upward
stroke a very large space remains between the top of it and the cylinder cover.
The
purpose of this space is as follows: In the working of the Motor the exhaust Ports
of G and G¹ from the cylinders A and A¹ are uncovered, and covered by the Pistons B
and B' in making their strokes in the cylinders, no other provision being made for
exhausting the cylinders, the piston that is going upwards compresses the air remaining
in the cylinder into the space shewn in cylinder A. This space (which may
separate chamber from the cylinder) would be of about sufficient area to yield an
extreme pressure of that of the air driving the Motor. The advantage of this constant
be a

page_text: recompression in the working of the Motor would be that it would create heat which
would warm the various parts of the Motor and prevent the accumulation of Snow or
Ice to interfere with its working.
The working of the Motor is as follows:-The compressed air for driving the
Motor enters through the supply pipe S into the Valve chest D the Main Valve E
having ports i I cut through it to allow the driving air to get into all parts of the
Valve chest through the main Valve. The Port F of Main Valve E being in position
to supply driving air through Port C of Valve chest D into cylinder A to drive down
piston B which piston is as now shewn on the top centre, the recompressed air in
cylinder A being as before mentioned about the pressure of the supply air, the supply
air at once commences to act on Piston B and keeps a uniform pressure on the Piston B
till the supply air is cut off by the main valve closing the supply port. F, this would
happen before the Piston B had uncovered the exhaust Port G. When Port G is
uncovered the supply air driving Piston B passes out, and by this time Piston B' will
have arrived at the same position in its cylinder A' as now shewn by Piston B to be
in its turn driven down in the same manner as Piston B, so that the round of operations
of the various parts of a Motor constructed according to the design shewn in accom-
panying Drawing would be as follows. The supply of air is allowed to act on the
Pistons B and B regulated by the Main Valve E in which are cut the Ports F, F¹
and F in their relative positions to the positions B and B and in accordance with
the proportional difference of the revolutions of the main Valve K to the crank
shaft which cylinders A and A' alternately exhaust themselves through Ports G
and G¹ into branch pipe T.
I may make any difference in the relative speed of the crank shaft and valve spindle
by cutting ports equal to the difference through the main Valve shell to suit each
cylinder.
1 may use any number of cylinders desirable in the construction of my Motor
and vary the design so as to supply the air to both sides or ends of a piston working
in a cylinder.
I have not used all the letters marked on drawing but take what I think necessary
for describing my said invention.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare my claims
to be,
1. In a compressed Air Motor a space in the cylinder or an attached chamber
to receive the air recompressed by the Piston in its return stroke as shewn and
described.
2. The combination of Valve Gear working in combination with Piston or Pistons
as here shewn that is to say the shell Valve E in combination with its Spindle K driven
as shewn and Spur Gear H and H and Cam Gear working as described that is
giving to the Valve E an horizontal movement as it goes round to supply the Motor
Pistons through its various ports as herein shewn and described.
Dated this 5th day of October 1888.
JOHN EDWARD ROGERS.