Year: 1887

page_text: Date of Application, 19th Feb., 1887.
Specification Accepted, 5th Apr., 1887.
I CHARLES TELLIER of No. 20 Rue Felicien David, Paris, in the republic of
France, Civil 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:-
This invention consists of two parts
First. An improved apparatus for the traction of carriages on tramways.
Second. A modification of this apparatus more especially applicable to locomotive
engines.
The first part of my invention is shewn in the accompanying drawings in which
figure 1 is a front view of the apparatus which it is preferred to employ for effecting
the traction on tramways; figure 2, is a plan; figure 3 is a side elevation; figure 4
is a cross section on line U, V, of figure 3; figure 5 is a longitudinal section of the
digester and the exchangers on line X, X, X, Y, Z, of figures 1 and 4; figure 6
represents the distributing valve arrangement.
A, A, figures 1, 2 and 3 represent the motor cylinders; B, figures 1 and 3 is the
air pump; C, figures 1, 2 and 3 is the carbonic oxide pump; D, Figures 1, 2 and 3
is the water pump; E, is the apparatus for producing the combustive gases and
which is termed the digester, shewn in figures 1 and 3 in elevation, in figure 2 in
plan and in figure 5, in section. The receivers F, G and H, which act as heat
exchangers, are shewn in plan at figure 2 and in cross section at figure 4.
The exchangers F and G, serve to assist the exchange of heat between the gases
which have worked in the motor cylinder and those which are about to work therein.
The exchanger H serves to retake the caloric of the gas coming from the digester E,
and to impart it to the fresh air which is about to enter the digester.

page_text: .
These three exchangers are placed in the casing a, shown in plan view at figure 2,
in elevation at figure 3, in cross section at figure 4 and in longitudinal section at
figure 5.
I, I, I, figures 1, 2, 3, 4 and 5 are the dispersers of the caloric disengaged by the
compression of the gases for producing the motive power. J, figures 1 and 3 is the
starting cock.
K, figure 3 is the guiding apparatus; L, L, L, figures 1, 3, 4 and 5 are the seats
for the passengers. M, figures 1 and 3 are the piston rods; N, figures 1 and 3, are
the connecting rods which actuate the cranks O, figures 1, and 3, of the driving
wheels P, figures 1, 2, 3 and 4.
The digester E, shewn in section, figure 5, is made of a tube b, b, b, b, of refractory
material in which is placed any suitable fuel preferably coke, through a receptacle Q,
closed by a cover having a tight joint y.
The fuel rests when required upon a grate c, c, with an ash pan R, underneath;
the lighting and cleansing of the digester are effected through the door S, figure 3.
This apparatus has the advantage of being noiseless and does not emit steam, smoke
or let fall sparks, ashes or coals, on the public road. It can be filled up so as to enable
it to work during a journey of ordinary length in large towns.
By means of the pump C, air is taken from the atmosphere through the opening h,
of the exchanger H (figure 5). This air passes through parallel tubes d, d, d, etc,
which are arranged in as large a number as possible from one end to the other of the
exchanger as will be seen by reference to figures 4 and 5. This air passes through
the column of incandescent coke where it is converted into a mixture of combustible
gas which finally escapes through the tube e, which conducts these gases again into
the exchanger H, H; instead however of passing through the tubes d, d, d, it passes
around them.
It results from this that the hot gases, leaving the digester give up their heat to the
fresh air passing through the tubes on its way to the digester E.
The combustible gases thus cooled are retaken at the lower opening, at the
opposite end of the exchanger and thence are conducted through a tube (not shewn
in the drawing) to the pump C, figures 1, 2 and 3.
This pump is a compression pump, provided with calorific_chains of my invention
described in my patent of the 8th October 1881 No. 4388. By means of this pump
actuated by the movement of one of the motor pistons A, and owing to the action of
the calorific chains the combustible gases are compressed without becoming heated.
The gases pass through a suitable tube and are stored up in the exchanger G,
figures 2, 4 and 5, entering into its tubes through the opening g, figures 2 and 5 and
thence passing to the opening i, at the other end of the exchanger G, whence they are
taken to produce motive power.
By means of the pump B, figures 1 and 3 air from the atmosphere is drawn in
compressed in a cold state in the pump, by means of the calorific chains as above
described for the combustible gas.
which
The air so compressed is stored up in the exchanger F, figures 2, 4 and 5, being
admitted into the tubes by means of suitable piping through the opening J,
closes the exchanger. The air so stored up fills all the tubes of the exchanger F, and
passes out through the orifice l, which is placed at the opposite end.
It has already been mentioned that the compression pumps B and C compress
without heating the combustible gases and the air used. This result is obtained by
means of a current of water from the pump D, figures 1 and 3. But if this water
were required to be continuously renewed a very considerable quantity would have to
be provided and in order to avoid this inconvenience we utilize the dispersers of
caloric as is seen at I.
Each of these dispersers is formed of a cylinder 1, provided with long teeth turning
in a trough m. The water which has served for the compression passes into these
troughs and being continually divided by the teeth of the cylinder I, I, I, (which
teeth are constantly cooled in their passage through the atmosphere) becomes cooled

page_text: and returns to the compression pumps B and C. A special arrangement of piping
connects the water pump D with the troughs m, so that the circulation of the water
can be facilitated either by making it flow successively into each trough m, or by
dividing it between each of these troughs.
Gases under pressure are thus stored up in the exchangers F and G, combustible
gases in the one and gas which will support combustion in the other, and by the com-
bustion of these gases, motive power is obtained.
To obtain this result the different gases are caused to pass through tubes shewn in
dotted lines at figures 1 and 2 to the admission cock J, figures 1 and 3, which cock
receives the compressed air through the opening n, and the combustible gases through
the opening p.
These gases are conducted through the openings n³, and pl, to the admission valves
which are shewn in each of the cylinders A by the letters T, figures 1 and 3.
These valves allow each kind of these compressed gases to enter separately and the
admission takes place at such a pressure as is ordinarily used in practice say for
instance 5 or 6 atmospheres. The valves described above may be replaced by slide
valves.
The admission thus described causes the piston to be set in motion. When the
admission is intended to be stopped, the valves or slide valves are closed and at this
moment the ignition of the gases takes place by an electric spark or by any other
suitable means of ignition and the piston finishes its stroke. The return stroke then
immediately takes place and the action continues at the will of the conductor. The
movement so produced is communicated by the piston rods M to the connecting
rods N, which communicate motion by means of the cranks O to the front wheels P.
A connecting rod 0¹, communicates motion to the back wheels P¹.
The gases having worked in the cylinder, escape throngh the escape valves which
are shewn at A¹, A¹ figure 3. As these gases after having worked contain an
appreciable amount of heat they are not allowed to pass off into the atmosphere but
the heat is taken from them by causing them to pass through a tube, suitably arranged
for conveying them into the exchangers G and F, which they enter through
openings and s, figure 5 and pass out through r¹ and s¹.
It is to be observed that these expelled gases do not circulate in the tubes with
which the exchanger is provided, but around these tubes and as on the other hand
their circulation is in an opposite direction to that of the fresh gases passing through
the tubes, the result is that a transference of heat takes place from the gases being
expelled to the gases which are to be used which is the object desired.
The distribution of the gases in the motor cylinders can be effected by any arrange-
ment of valves, or slide valves can be employed but I prefer to use the arrangement
shewn in cross section at figure 6.
The distribution is effected by means of two rings, one for the forward action, the
other for the retrograde movement only the one for the retrograde movement is
shewn in the drawing. Each of these rings is provided with cams b², b², 62, 62, for
controlling the inlet valves T and with other cams c³, c², c³, c³, for controlling the escape
valves A¹. A sleeve d², fixed on the motor axle B2, actuates the cams in its passage
by giving them a to and fro movement by means of the rollers a², a², fixed on the said
sleeve.
This to and fro movement is transmitted to the valves by the rods 1, 12, 13, 1, indicated
by lines in the figure.
The inlet valves are provided with spiral springs ³, ³, shewn in figure 6 to effect a
better closing of the valves.
The escape valves are so connected together by the rod h³, that when one valve is
opened the other is closed.
The rollers a, a, conduct the stoppers b², 63, 3, 62, and c², c², c², c². Those rollers
and the sleeve d², are made in one piece and the latter can slide on the axle B², so as
to operate either the cams of the one ring or those of the other ring according as it
may be desired to move in a forward or in a backward direction.

page_text: The employment in the compression pump of a current of water which is expelled
by these pumps with the compressed gas, has been referred to.
If this current of water was not retained by a suitable arrangement, it would, in
escaping open a passage for the compressed gases.
To obviate this inconvenience it is caused to pass into the receiver M³, shewn in
section in figure 1 and in elevation at figure 3. In the receiver M², is a float m³,
which regulates the discharge of the liquid and consequently the compressed gases
cannot escape from this side. To start the apparatus a slight forward movement is
given to it which determines the movement of the motor-pistons and that of the
pistons of the compressing pumps. By this movement the air is compelled to pass
through the digester; it becomes decomposed and produces carbonic oxide which
with the required quantity of ordinary air will afterwards arrive in the motor-
oylinder.
At a certain point of the course of the motor-pistons the gases are ignited either by
an electric spark or by a coal fire which is uncovered by a slide ad hoc. By these
means the combustion takes place and the pistons completely finish their stroke
After having made a certain number of revolutions the apparatus will be charged at
the working pressure as the apparatus not having then any resistance to overcome,
does not use all the compressed gases which remain stored up in their respective
receptacles. The apparatus is then ready for work for which purpose it is only
necessary to open the valve J, figures 1 and 3, which allows free access of the gases
into the cylinder.
The apparatus which has just been described serves as an engine for tramways.
The second part of my invention is a modification of this apparatus to act as a
locomotive for railways.
Figure 7 is a longitudinal section of the tender; figure 8 is a cross section of the
tender on line B, D, of figure 7; figure 9 is a longitudinal elevation of the locomotive
and figure 10 is a partial cross-section and figure 11 a plan view of the same.
The digester E, is shewn in figure 7 in a horizontal position formed by rings b, b, b,
The fuel
of refractory material. It is automatically filled in the following manner.
is placed in a receptacle Q on which turns a bucket wheel n³, n²; a valve regulator q³,
placed transversely to the receptacle Q, facilitates the passage of the fuel which is thus
distributed in a regular manner to the lower receptacle 78, 93. It is thus brought over
the piston C, which has a to and fro movement and works in the cylinder e³, c³, c³,
It will be easily understood that when the piston C², uncovers the opening q³, 9³, the
fuel falls into the cylinder c³, ca, c³, c³. The piston C drives it into the digester E E.
In order to prevent the formation of false ways and at the same time to assist the
feed of the fuel, the digester is not fixed but has a slow rotary motion on the
plates x, x, x, x, placed at each of its ends. Air enters into the exchanger H, through
the opening L, arrives in the collector box J' which by means of a small tube
introduces it into the digester E, where it undergoes the conversion already
described.
The air escapes through a small tube e, e, supplied with water contained in a
boiler, this water cools the gases which are too hot before their arrival in the
exchanger H to which they are conducted through the tube e³, es.
The vapour thus produced passes into the digester where it becomes decomposed
while the gases produced in the digester sensibly cooled in the exchanger H H pass
through the opening o³, to the compresser pump C, figure 8.
At the upper part of figure 7 are shewn, caloric dispersers I, I, I, turning in their
troughs m, m, m. This water is that which asssists in the compression of the gases
by removing the heat disengaged by the compression and which should be well cooled.
The dispersers are arranged in such a way that the water can easily pass through the
openings 9, 9, 9, from one dispenser to the other.
The scoria from the digester E, falls through a tube K2, into a trough 12, k², containing
sufficient water to seal it.
A³, A', figure 8, shew the cylinders for producing compressive power which are

page_text: 2nd. The exchanger H.
3rd. The escape pipe e, for the combustive gas and lastly the boiler 7, 2, in
elevation.
The fuel is put in a receptacle A³. An exchanger F is also shewn which should
also have been shewn on the other side of the tender, but which, as well as the coal-
box is omitted in order to give a clear view of the arrangement of the compressing
pump B, the slide S², and the motor-cylinder A³.
The said exchanger F and that which has been described as
being placed on the
other side of the tender, serve to heat the air passing to the motor-cylinders A3 and A*,
by means of the hot gases which have been driven out from these cylinders after
having worked.
The pistons of these motor cylinders are set in motion as hereinbefore described by
compressed air, then heated by the combustion of the combustible gases and the power
which they produce serves to compress the gases used in the whole apparatus.
The fly wheels v, v, are only for the purpose of causing the pistons to pass over the
dead-points by means of the rods v², v².
The locomotive properly so called is shewn in figures 9, 10 and 11; the tubes X*
and X conduct the compressed gases into an exchanger A, which replaces the
exchangers F and G hereinbefore mentioned when referring to tramways. This
exchanger is in two parts; one part contains the compressed air brought through the
tube X, and the other part the combustible gas brought through the tube X.
A, A, A, are the motor-cylinders properly so called; two of them serve to actuate
the front-wheels and the other to actuate the middle wheels. These cylinders receive
by means of any suitable arrangement from one side ordinary compressed air and
from the other the combustible gases likewise compressed which as above mentioned
are stored up in the exchanger A®, A®.
The movement thus given to the motor pistons is based on the introduction of
compressed gases stored up in the exchanger As, and on their combustion after the
admission valve is closed. It is to be understood that the gases which have worked in
the cylinders AA A, return to the exchanger A in order to give up the caloric which
has been carried away to the gases which are going to the motor-cylinders.
The object of figure 10 is to shew by lines how far the volume of this locomotive is
reduced.
The dotted lines in figures 9 and 10 shew the circumference of an ordinary locomo-
tive and allow of the simplicity which results from this system being seen as well as
the facilities which it affords for inspecting the road.
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 above described apparatuses employing motive power derived from the
conversion of the fuel into combustible gases for effecting the traction of vehicles.
2. In apparatuses such as those described, the use of a perpendicular or horizontal
digester fixed or rotary, permitting the storing up of sufficient fuel to serve for a
whole journey allowing the stoppage of the engine as often and for as long a time as
may be desired without causing noise or other nuisance on the public road, combined
with an exchanger which takes up the heat being carried away by the combustible
gases and gives it to the air which is passing into the digester.

page_text: 3. In apparatuses such as those described the combination of pumps compressing the
motor-gases at a low temperature with exchangers serving to take back the expelled
heat.
4. In apparatuses such as those described the employment of motor-cylinders, the
pistons of which are actuated by the gases under pressure, which gases being ignited
after the closing of the admission valve. produce by their combination the necessary
heat for the mechanical work, as well as for the losses caused by the insufficient
working of the exchangers.
5. The above described method of admission of the gases through the admission
valves herein described.
6. In apparatuses such as those described the apparatus for automatically cooling
the water, used to absorb the heat of compression.
Dated this 10th day of Fah 1007
G. F. REDFERN,
4, South Street, Finsbury, London,
Agent for the Applicant.