Improvements in Atmospheric Engines.
Year: 1897

page_text: PROVISIONAL SPECIFICATION.
Improvements in Atmospheric Engines.
I, ROBERT MANN LOWNE, of Ravenscroft, Southend Road, Catford, in the County
of Kent, Scientific Instrument Manufacturer, do hereby declare the nature of this
invention to be as follows:-
My invention relates to improvements in an atmospheric engine patented by
me November 1, 1889 No. 17344. In this engine I employed a piston with
metallic packing rings which moved backwards and forwards in a cylinder, the
packing rings travelling with the piston. I have found this method to be expensive
in manufacture also inconvenient. in use on account of the lubricating oil adhering
to the inner surface of the cylinder and becoming burnt, thereby consuming a
considerable quantity of oil and at the same time having a great tendency to clog
the piston.
To lessen the expense of manufacture and obviate the inconvenience just mentioned
I employ according to my present invention a cylinder and piston constructed in the
following manner :-
The cylinder I construct of a piece of common tube or casting which need not be
finely finished inside and for this reason is obviously much cheaper than best tube or
a bored out cylinder.
At the front end of the cylinder I employ a packing box containing a packing
composed of asbestos yarn or other suitable material and a steel ring. The yarn
presses upon the steel ring which presses upon the piston. I form the piston of a
piece of tube smooth and parallel outside and having one end closed.
The asbestos yain or other suitable material is kept against the packing box and
the steel ring by means of a brass or other ring which I loosely fit into the packing
box and around the piston.
This ring is kept in position close against the asbestos or other yarn by springs or
in any suitable manner, the office of the ring being to press against the yarn which
in its turn presses against the packing box and steel ring, thereby making a perfectly
air tight packing between the piston and cylinder and at the same time presenting
a steel surface to the piston thus reducing the friction to a minimum.
The piston is fitted loosely into the cylinder and does not touch it; under these
conditions it will be seen that all the weight of the horizontal piston would be borne
by the packing ring and that it would sag at the ends of its stroke. To obviate this
I employ guide bars and at the front of the piston I fix suitable trammels to run on
the guide bars which bear all the front weight of the piston.
To the back of the piston, which is the closed, end I attach a piece of steel or case
hardened iron which bears upon the inner surface of the cylinder itself and bears the
weight of the closed or back end of the piston. By these means the piston is
supported in front by the guide bars and at the back by the cylinder leaving the
metallic packing ring free to keep the piston air tight without bearing any of the
weight, also the packing, being at a fixed point in front of the cylinder, is always far

page_text: away from the flame which can never come in contact with the lubricating oil,
thereby the oil is always kept clean and free. According to my present invention
instead of attaching the connecting rod directly with the piston and crank pin I
employ an additional connecting rod and a lever to bear the angular pull of the
connecting rod from the crank pin; one end of the additional connecting rod I joint
to the closed end of the piston the other end I bring to the front of the piston and
joint it to one end of the aforesaid lever, such lever being vertical in its medium
position. Also at or about this last mentioned joint I joint the connecting rod which
takes the crank pin; conveniently the two connecting rods and lever may have their
joints on the same pin, the other end of the lever I attach by means of a joint to the
frame or bed plate of, the engine. The action of this lever reduces the angular pull
and thrust between the piston and crank pin such angle being regulated entirely by
the length and movement of.the.lever in combination with the length of the
additional connecting rod.
By this arrangement a.very short connecting rod may be used, thereby obtaining
great compactness and at the same time the friction on the guide bars and cylinder
is not increased.
Instead of employing one lever I may employ a series of levers forming parallel
motion.
In this case the guide bars and additional connecting rod would not be necessary,
but I prefer the one lever and additional connecting rod mentioned. I also make
use of the lever for the purpose of working the valve, at any convenient part I
arrange a pin which carries a connecting rod leading to the valve lever.
For convenience of manufacture, compactness and power I arrange a combination
bed plate and standards in the following manner. I construct a standard of any
suitable material, preferably cast iron, having two strong arms.placed at an angle of
about 45° with a foundation and having flat sides with a strengthening web running
their entire length, these arms increase in width towards their base, where they join
the foundation. The webs also join the foundation. Such foundation projects side-
ways at right angles from the arms also lengthwise and carries a water vessel which
surrounds and supports one or more cylinders, preferably two. At the small end of
each of these arms is a round hole for carrying a split gun metal bush which carries
the crank shaft also the arms have lugs for taking screw to tighten up the busbes
for wear, and also lugs for carrying stays connected with the water vessel or cylinders,
such stays being placed at an angle and formning strengthening bars between the
arms of the standard and the cylinder or cylinders.
The base plate of the arms carries the lever before mentioned.
The two arms each with its base plate I preferably make in two, connecting them
by means of bolts and nuts. By this arrangements of arms and base plate a very
strong stand is formed which will either carry a fly wheel between the arms or at
either or both sides. When the fly wheel is in between the arms the shaft may carry
two cranks to be operated by two cylinders, this is the most convenient number, but
the stand is also suitable for one cylinder or for three; in this last case the fly wheel
may form one of the cranks and would be outside one of the arms. A stand
constructed as above mentioned is very compact, very strong and most convenient
for carrying the water vessel and fly wheel whether worked by one, two or more
cylinders.
.

page_text: of men, Defence Instrument Manufacturer, 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:—
My invention relates to improvements in obtaining and transmitting power 1by
means of a vacuum or partial vacuum.
My invention is illustrated in the accompanying drawings in which Fig. 1 is an
elevation of my improved engine showing the cylinder and piston or plunger and
water tank in section.
Fig. 2 is a plan.
Fig. 3 is a section of the packing box drawn to an enlarged-scale.
Fig. 4 is a sectional view of the flat spring joint.
Fig. 5 a partial plan of the joint spring.
Fig. 6 a section of the valve and
Fig. 7 a section of the back of cylinder with the valve in contact therewith.
According to my invention and in carrying the same into effect I employ a
cylinder a with a plunger or piston 6 fitting air tight into the front of the cylinder.
At the back a² of the cylinder or thereabouts. I form an opening a¹ and I cover and
uncover this opening with a valve c.
Close to this valve I arrange a flame at d which enters the cylinder when the
plunger or piston is drawn out from the back a² towards the front of the cylinder.
The valve then closes and the plunger or piston continues its outward movement
freely until the flame which is shut up within the cylinder dies out or ceases, then
instantly a considerable vacuum is formed within the cylinder which causes.the
external air to exert a corresponding power upon the plunger or pišton.
In the valve c I form a small hole or aperture c¹ which admits the flame after the
valve c has closed. The object of the hole is to keep the flame alive until the end. or
nearly the end of the stroke of the plunger or piston, and the object of closing the
valve before the end of the stroke is to give the proper conditions for the flameito
form the highest amount of vacuum within the cylinder. If the valve is, not closed
until the end of the stroke, the flame will not die out and only, a very poor-vacuum
if any at all is formed.
Instead of making a hole or aperture c¹ in the valve, such a hole may be in the
back of cylinder as shown at c¹ Fig. 7.
I employ any convenient adjustable means such as e e.Fig. 1 for regulating the
closing of the valve c at the proper part of the stroke of the plunger or piston, I also
employ a plunger or piston made in the manner hereinafter described which shall
run perfectly freely and be perfectly air tight within the cylinder the packing, of
which shall never come in contact with the flame thereby always keeping the
lubricating oil free: from burning and carbonizing on the piston.
I construct the cylinder of a piece of common tube or casting a-which need not
be finely finished inside and for this reason is obviously much cheaper than best. tube
or a bored out cylinder.
At the front of the cylinder all employ a packing box a³ containing a packing
composed of asbestos yarn or other suitable material and a split ring a preferably
of hard steel and very thin so that it may follow inequalities of the plunger.or
piston.
.

page_text: The yarn presses upon the steel ring which presses upon the plunger or piston
and I form the latter of a piece of tube smooth and parallel outside and having one
end b closed.
The asbestos yarn or other suitable material is kept against the packing box and
the steel ring by means of a brass or other ring 62 which I fit loosely into the
packing box and around the piston.
This ring is kept in position close against the asbestos or other yarn by springs 6³,
see Fig. 3 or in other suitable manner, so as to press the yarn against the packing
box and steel ring, thereby making a perfectly air tight packing between the piston
and cylinder and at the same time presenting a steel surface to the plunger or piston
thus reducing friction to a minimum.
The plunger or piston is fitted loosely into the cylinder and does not touch it;
under these conditions it will be seen that all the weight of the horizontal piston
would be borne by the packing ring and that it would fall at the ends of its
stroke.
To obviate this I employ guide bars x and at the front of the piston I fix suitable
trammels ¹ to run on the guide bars which bear all the front weight of the piston.
To the back or closed end of the piston, I attach a piece of steel or case hardened
iron 64 which bears upon the inner surface of the cylinder itself and bears the weight
of the closed or back end of the plunger or piston. By these means the plunger or
piston is supported in front by the guide bars and at the back by the cylinder
leaving the metallic packing ring free to keep the piston air tight without bearing
any of the weight.
In case of a rough casting being used for the cylinder, then a smooth trammel
may be placed along the lower side of the cylinder, but with a cylinder, made of
tubing the commonest tubing is always smooth enough."
Also, the packing, being at a fixed point in front of the cylinder, is always far
away from the flame which can never come in contact with the lubricating oil,
thereby the oil is always kept clean and free. According to my invention instead
of attaching the connecting rod directly with the piston and crank pin f I employ
an additional connecting rod g and a lever h, to bear the angular pull of the
connecting rod g¹ from the crank pin f; one end of the additional connecting rod I
joint to the closed end 6 of the plunger or piston preferably by means of a flat
spring and at the sides of this spring I arrange blocking pieces fixed to the
additional connecting rod g in such manner that they shall allow the flat spring
to bend the required amount but shall block against the end of the piston or fixture
connected thereto.
In fixing this spring I allow an amount of freedom between it and the carrying
pin by forming an oblong hole 23 in one end of the flat spring so that the latter
may only bear the pull of the additional connecting rod g, the reverse action or push
of such rod being borne by a strong spiral spring which I place between such
rod and the piston end. With this arrangement the pull is borne by the flat spring i
and the push by the strong spiral spring it but should the piston from any cause
stick in its backward action, then the spiral spring would yield, the flat spring i
would move on the pin 22 by reason of the oblong hole is and one or other of
the blocking pieces would push against the piston end 61 and overcome the
obstruction without harm to the flat spring i. Such a joint is most valuable for the
following reasons.
It takes no oil and is frictionless, noiseless and never becomes
loose.
The other end of the additional connecting rod g bring to the front of the
piston and joint it at j to one end of the lever h, such lever being vertical or at right
angles or thereabouts to the piston in its medium position.
Also at or about this last mentioned joint j I joint the connecting rod g¹ which
. takes the crank pin f, conveniently the two connecting rods and lever may have
their joints on the same pin j, the other end of the lever I joint at h¹ to the
frame or bed plate of the engine. The action of this lever reduces the
angular pull and thrust between the plunger or piston and crank pin, such angle

page_text: being regulated entirely by the length and movement of the lever h in combination
with the length of the additional connecting rod.
By this arrangement a very short connecting rod g¹ may be used, thereby obtaining
great compactness and at the same time the friction on the guide bars and cylinder
is not increased.
I also use the lever h for working the valve c; at any convenient part of such
lever I arrange a pin h² which carries a connecting rod h³ leading to the valve
lever e².
For convenience of manufacture, compactness and power I arrange a combination
bed plate and standards or arms ¹ in the following manner.
I construct a standard of any suitable material, preferably cast iron, having two
strong arms placed at an angle of about 45° with a foundation and having flat-
sides with a strengthening web running their entire length, these arms increase in
width towards their base, where they and the webs join the foundation.
Such foundation projects sideways at right angles from the arms also lengthwise
and carries a water vessel m which surrounds and supports one or more cylinders
preferably two as shown. At the small end of each of these arms ¹ is a hole for
carrying a split gun metal bush which carries the crank shaft n¹ the arms have
lugs for taking screw to tighten up the bushes for wear, and also lugs for
carrying stays connected with the water vessel or cylinders, such stays being placed
at an angle and forming strengthening bars between the arms of the standard and
the cylinder or cylinders.
l
The base plate k carries the lever h.
The two arms each with its base plate I preferably make in two pieces, con-
necting them by bolts and nuts. By this arrangement a very strong stand is formed
which will carry a fly wheel n between the arms or at either or both sides. When
the fly wheel n is between the arms, the shaft n¹ may carry two cranks n² to be
operated by two cylinders a, a, this is the most convenient number, but the stand is
also suitable for one cylinder or for three ; in this last case the fly wheel may
form
one of the cranks and would be outside one of the arms k¹. A stand constructed as
above mentioned is very compact, very strong and most convenient for carrying
the water vessel and fly wheel whether worked by one, two or more cylinders.
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 that what I
claim is
1. The construction of a motor which works by means of a vacuum caused by an
external flame entering a cylinder, and comprising a cylinder a a plunger or piston b,
packing box a³ fitted with split steel ring at and pressure ring 62, a valve c and hole
or aperture c¹ substantially as herein set forth.
2. The construction of a motor which works by means of a vacuum caused by an
external flame entering a cylinder, and comprising a cylinder a, a plunger or piston b,
a packing box a³, fitted with split steel ring at and pressure ring b², a valve C, hole
or aperture c¹, additional connecting rod g and lever substantially as herein set
forth.
3. The construction of a motor which works by means of a vacuum caused by an
external flame entering a cylinder and comprising a cylinder a, a plunger or piston b,
a packing box as fitted with split steel ring at and pressure ring 62, a valve c hole
or aperture c¹, additional connecting rod g, lever h and joint between additional
connecting rod and piston consisting of a flat spring i, spiral spring it and blocking
pieces ¹, substantially as herein set forth.
4. The construction of a motor working by means of a vacuum caused by an external
flame entering a cylinder, comprising a cylinder a a plunger or piston b, a packing
box a³ fitted with steel ring at and pressure ring 62, guides x for supporting the front
or open end of the plunger or piston b and a piece of steel or case hardened iron 64
working on the interior of cylinder or on a smooth trammel placed along the lower
side thereof, substantially as herein described.

page_text: 5. In a motor working by means of a vacuum caused by an external flame entering
a cylinder, the combination and arrangement of parts, substantially as herein set
forth and for the purpose stated.
B№ 100
HARRIS & MILLS,
23, Southampton Buildings, London, W.C., Agents.