IMPROVEMENTS IN AND CONNECTED WITH HOT AIR ENGINES
Year: 1884

page_text: I, RICHARD HEBER RADFORD of High Court Chambers, 35 High Street Sheffield
in the County of York, Consulting Engineer of the London and Provincial Patent
Agency, do hereby declare the nature of the said Invention for "IMPROVEMENTS
IN AND CONNECTED WITH HOT AIR ENGINES" communicated to me by Hermann
Martini, of Chemnitz in the Kingdom of Saxony in the German Empire Manufac-
turer to be as follows:-
This Invention relates to the details of arrangement and construction of Hot air
Engines or Motors propelled by heated air, and consists of Improvements by which
greater efficiency and economy in working may be obtained, as well as advantages
in respect of form and size and space occupied by such Engines or Motors.
In order that the improvements set forth in the following specification may be
fully understood, it will be necessary to refer to the various Figures and illustrations
in the accompanying five sheets of drawings, the same letters of reference have
been used to mark the same parts throughout the various figures, Sheet 1. Figure 1
is a longitudinal section of a hot air Engine and Figure 2 is a transverse section of
the same.
The Engine here represented is fitted in one cylinder with a driving
piston and a displacer. The motion of both the driving piston and the displacer is
guided by means of crossheads and slide bars and the stroke is regulated by means
of a double crank of unequal throw the driving piston having about one fourth
more stroke than the displacer which has in consequence a higher speed than the
driving piston, the piston rod d of the displacer a pisses through the driving
piston b by means of a stuffing box and the piston rod of the driving piston b
forms the guide bars for the displacer rod d.
The air between the driving piston b. and the displacer a is when the Engine
moves forward, forced towards the hot air Chamber through the Chamber c¹ as
indicated by the arrow, during the forward movement of the displacer the throttle
valves of the Chamber c are kept open by the valve gear and the throttle
valves of the Chamber c are closed by the valve gear.
During the return movement of the displacer a the throttle valve
chamber care closed by the valve gear and the throttle valves
of the
of the

page_text: Chamber c" are kept open so that the air can only circulate as indicated by
the arrows.
To increase the heating surface an air heating apparatus of any kind may be
placed in Chamber c¹.
To increase the cooling surface a cooling apparatus of any kind may be enclosed
in chamber c
As the Chambers c¹ and c are connected with the interior of the Engine only
during their respective periods of work it is possible to increase the heating or the
cooling surface reducing thereby the dead space or clearance to one half.
In chamber ca valve Vi. is fixed which opens selfacting inwardly only, and
which therefore remains closed during the expansion of the air and the forward
movement of the driving piston b.
In Chamber ca valve Va. is fixed which opens self acting outwardly only and
which therefore remains closed during the backward movement of the driving piston b.
The piston rod of the displacer a is fixed to its crosshead by means of a clutch 1)
fig. 2.
When the driving power is excessive and the Engine runs too fast the Governor
throws out of gear the displacer a so that it remains at a standstill at its dead
centre within the Hot Air Chamber.
The heat now accumulates in the Hot Air Chamber and in the displacer as soon
as the excessive power is spent in the fly wheel, the speed decreases, the Governor
attains its normal position the crosshead clutch gears up the piston rod and the
displacer a recommences its action.
During the momentary standstill of the displacer a the two Chambers c¹ and cII
open alternately as described. During the forward movement of the driving
piston b, fresh outer air is admitted through the valve Vi, behind the piston,
which at the backward movement of the driving piston b is allowed to escape
through the valve Va. by which means is effected, a cooling of the interior or
working Cylinder.
The method of controlling the motion of the displacer, a, through the governor,
and the method of disconnecting the crosshead is the same as that usually or
ordinarily employed.
Instead of valves for shutting off the chambers c and c¹I the construction may
be simplified by means of turn cocks as shewn in Figures 3 and 4 (sheet 1) and as
described above.
To regulate the action of the separately fixed valves Vi and V a. when the
cocks and 2 (Figures 3 and 4) are not applied, valves A and B (Figure 2) which
open in opposite directions, are fixed in such a way that the closing of these latter
will counteract the action of the former.
The Counter valves A B Figure 2 may be opened or closed by means of levers
and a sliding collar D fitted with suitable projections or cams upon the shaft C
after every opening they are closed again by means of spiral springs E. The
collar D can be moved sideways by the governor of the Engine so that the counter
valves A and B may be thrown into and out of gear by means of the projections
or cams of suitable shape upon the collar D.
To distribute the air equally when it passes from the driving Cylinder to the
Hot Air Chamber or from the Hot Air Chamber into the driving Cylinder a
number of small passages or Chambers c¹. c. CII CIV. and cV Figure 2 may be
arranged around the circumference.
The interior of the Cylinder in front of the piston b serves at the same time as
an Air pump. During the backward or return movement of the driving piston b
the outer air enters through the valves e, fixed in the Cylinder cover and opening
self acting inwardly.
During the forward movement of the driving piston b these valves c, in the
Cylinder cover close selfacting and the air contained in the cylinder is forced to
blow through the holes g, drilled in the inner circumference of the cylinder into
the space between the latter and its jacket towards the exhaust pipe.

page_text: In the exhaust pipe a valve f is fixed opening selfacting outwardly which
prevents the air froin returning. By this continual circulation of the air during
the working of the Engine the outer covering or jacket of the Cylinder is kept
cool. The outlets of the valves f and Va, may be connected by a pipe so as
either to allow the heated air to escape or to utilize it for other heating purposes.
For the purpose of reducing the height or length of the Engine and still so
produce a large cooling surface of water the driving Cylinder i (Figure 23 Sheet 2)
is constructed in the shape of folds or corrugations on its circumference. The
displacer is concave at the top so that the air which for example is displaced by it
in its highest position is compelled to pass over the whole of this corrugated cooling
surface. By this arrangement the driving Cylinder also is cooled by means of
water.
To prevent this water from getting too hot, and to increase the exterior cooling
surface, pipes m. n. are inserted through the exterior water reservoir of the Engine
through which the outer air is allowed to circulate. The air, when leaving the
pipes m. n. passes around the whole outer surface of the Engine (for which purpose
an outer jacket o is constructed) and absorbs the heat still eradiating from the
same and passes through outlets p which are placed underneath the firegrate of the
furnace.
By this means a portion of the heated air employed to generate the driving
power is reconducted to the furnace, and at the same time an objectionable heat
eradiation is prevented.
A system of artificial ventilation may be introduced by means of a ventilator
driven by the Engine itself.
In such a case as shewn for example in Figures 21 and 22 Sheet 3, the ventilator
would cause the air to circulate through the hollow stays V and W.
The air which is then ejected has parted with the heat, either used by the Engine
or radiated from it to the cooling air.
But as is generally the case with hot air Engines, in consequence of the high
degree of heat developed in the hot air chamber, a large portion of it escapes and
passes away with the gases produced by combustion, one or more Heat receivers R'
Figure 11 sheet 4 are arranged within the flue through which these gaseous
products of combustion pass away.
These heat receivers may be constructed in several ways so as to extract the still
remaining heat for other heating purposes.
In Figure 11 sheet 4 the heat receiver R¹ is a Boiler which by the pipes X Y is
connected with the cold water reservoir of the Engine.
It must be borne in mind that a larger cooling surface has to be provided so as
to prevent the water from becoming too hot, which is effected, as in Figure 9
Sheet 4 by the ventilation pipes m and n.
To allow for these heat receivers to be used for various optional purposes they
can be isolated by clack valves. If for any other application of the waste heat it
is intended to give the air used for ventilation a higher degree of heat than that
which is required for power of the Engine it may be arranged that by an enlarged
grate surface the superfluous heat which is not required for Engine power may be
transmitted direct to the proportionally enlarged heating surface, Figures 21
and 22 Sheet 3 which latter is connected with the cold water reservoir or which
conducts the waste heat to a special heating surface, Figures 9 and 10 Sheet 4
over which the ventilation air is made to pass, Figures 21 and 22 Sheet 3 shew
an arrangement by which the cold water of the Engine is made to surround the
firebox U.
The enlarged fire in the Fire box U in such a case transmits the heat partly to
the hot air chamber and partly to the water surrounding the Fire box U.
For the enlargement of the exterior.cooling surface pipes n are drawn through
the cold water reservoir and the Engine is surrounded by a jacket o, a fan driveu
by the Engine forces a stream of air through the Inlet V which air, after passing

page_text: over the cooling surfaces of the Engine escapes through the outlet W in a warm
state.
To prevent the cold water from attaining too high a temperature in case of any
toppage of this fan the cold water reservoir of the Engine is connected by means
of a stop cock with a system of pipes belonging to a hot water apparatus so that
the hot water may flow through the outlet Y into those pipes and after parting
with its heat may return in a cold state through the inlet X, as shown in Figures 13
and 14 Sheet 4.
Figures 9 and 10 show an arrangement whereby the enlarged fire in the fire
box U, divides its heat direct between the hot air chamber of the Engine and the
air used for ventilating the Engine.
If a portion of the air which passes the exterior cooling surfaces of the Engine is
to be conducted to the fire without application of a fan it is necessary that the
same be made to pass into an air regulator or reservoir. Figure .15 Sheet 4 which
in this instance is brought about by the draft of the Chimney. In this air
regulator there are two outlets (or openings) q and closed by clack or slide
valves q and . The outlet r, opens towards the fire of the Engine, the outlet q
opens direct into the chimney.
The valves q¹ and are closed and opened alternately by the lever t. The lever t
receives its up and down motion from the Governor u at a slow speed, and when
the Governor u. is in a low position the valve q' is closed and ¹ open so as to allow
the air to pass through the fire; when the speed increases and the Governor attains
its highest position the valve q¹ is opened and closed by which means the air can
escape into the Chimney. If the Engine works at its normal speed and the
Governor u is at its medium height, both valves are half open so as to divide the
air equally between the fire and the chimney.
In any case, that is to say for any speed of the Engine about an equal quantity
of air passes through the pipes, m. n for cooling purposes of the Engine. If as
above described, the air which circulates around the Engine is to be applied for any
other purpose of heating, for example for domestic purposes during the Winter
season it has to be conducted through another outlet w. as shown in Figure 16.
The passage w in that case must be closed and the valve q¹ must be thrown out
of gear, the passage x must be opened whereby the fresh (outer) air will be
admitted into the air regulator for supplying fresh air to the Engine fire.
The driving piston b in Figure 26 Sheet 2 and 19 Sheet 4 is packed with
metallic rings.
To lubricate the same oil is used which flows down the sides of the cylinder i,
and is afterwards collected into an oil cup L Figure 26 Sheet 2.
To make the lubrication of the piston selfacting a lubricating groove m. is
turned around the circumference of the piston which at a certain level is connected
with the lower part of the oil cup L by small passages N drilled through the piston
with the lubricating groove L are also connected several oil passages O Figure 17
Sheet 2 (which run) in an upward direction.
In the position where the lubricating Groove M is in connection with the oil
cup L by means of the passages N there exists a pressure in the interior of the
Engine which causes the oil in the cup L to overflow through the passages N into
the groove M and thence to distribute itself into the small oil passages O.
The lubricating Groove M in Figure 19 is arranged in such a manner as to cause
the oil to deposit therein any impurities which it may contain.
These are removed by a small stop valve A¹ opening outwardly which weighted
in such a manner that it opens with an overpressure in the interior of the Engine
and allows the impurities collected in the groove M to be blown out.
The circulation of the lubricating material may also be effected in several other
ways. Figures 18 and 20 shows an example of another arrangement.
The oil is here lifted by a small pumping piston into the upper portion of the
(working) Cylinder through the passages N from the oil cup L-as previously
described the oil is forced to flow through the oil passages N by the pressure

page_text: existing within the Cylinder to underneath the small piston P where a stop
valve prevents its return into the oil cup L.
The small piston P situated above has an opening (passage) drilled through,
closed by a valve R, which is passed upwards by a spiral spring S.
By a suitable mechanic il arrangement the working of the Engine will force the
piston P slightly downwards.
The lever catch T which effects this from above first presses down and opens the
valve R so as to permit of the oil flowing through when the Piston P descends.
When the catch T returns (moves upwards) the spiral Spring S closes the
valve R again and after every stroke the pressure within the cylinder forces the oil
to flow from the oil cup upwards through the passages N and the valve Q to under-
neath the Piston P thus forcing the Piston P slightly upwards.
Figures 7 and 8 represent a heating vessel G, divided in its interior by par-
titions E¹ into any required number of compartments or cells.
Figure 5 represents the lower portion of the displacer A which is shaped so as to
fit exactly into these compartments or cells.
The displacer a when entering into or retiring from these compartments of the.
Air heating Chamber G¹ distributes the ejected or injected air equally out of or
into these compartments and by this means produces a quicker reheating of the
Heating surface enlarged as it is by the division into several compartments.
Figures 30 and 31 represent a beating chamber G¹ and a fire box H¹ constructed
in one piece.
As in Figures 7 and 8 the heating Chamber G¹ is divided into Compartments.
To enable the heated Gases to escape from the fire box H₁ the partitions E¹
dividing the compartments are again subdivided.
This heating Chamber and Fire Box in one piece is surrounded by a jacket K¹
and the space between jacket and fire box is filled with non-conducting material.
The upper space between jacket K' and heating Chamber G is used for con-
ducting the heated gases around the heating vessel and it can be arranged to isolato
this upper portion of the Jacket K' a'so outwardly.
The Heat produced by combustion within the Fire Box H 1 does not only act by
radiation upon the Heating Chamber G¹ but also by metallic conduction with the
sides of the Fire Box H 1.
This combined arrangement of constructing Heating Chamber G₁ and Fire
Box H 1 in one piece and surrounding the same with an isolated Jacket K 1 obviates
any building in of firebrick and prevents a loss of heat by radiation from the
fire box.
Figures 32 and 33 represent a Fire Box or Furnace with self-acting fuel feeding
apparatus the fuel being brought into the furnace by the working of the Engine
itself L, is a Tube wherein works an archimedian Screw M' which receives its
notion from a worm and worm wheel N 1 driven by the Engine.
01 is a Hopper to receive and contain a certain quantity of fuel sufficient to last
a certain period of time.
Figures and 6 represent a Horizontal Engine wherein the displacer A is
supported and conducted by a slide apparatus CI constructed outside of the
Cylinder.
This slide apparatus C1 can be reached by means of a plate D fixed by screws
from below.

page_text: I, RICHARD HEBER RADFORD of 15 St James Row, Sheffield, in the County of
York, Consulting Engineer, of the London and Provincial Patent Agency, do hereby
declare, the nature of the said Invention, for "IMPROVEMENTS, IN AND CONNECTED
WITH HOT AIR ENGINES," communicated to me by, Hermann Martini, of Chemnitz, in
the Kingdom of Saxony, in the German Empire, Manufacturer, and in what manner
the same is to be performed, to be particularly described, and ascertained, in
and by the following statement :—
This Invention relates to the details of arrangement and construction of Hot Air
Engines, or motors, propelled by heated Air, and consists of Improvements by
which greater efficiency and economy in working may be obtained, as well as
advantages in respect of form and size, and space occupied by such Engines, or
motors.
In order that the improvements set forth in the following specification may be
fully understood, it will be necessary to refer to the various, Figures and illustra-
trations in the five sheets of drawings, accompanying the Provisional Specification
the same letters of reference have been used to mark the same parts throughout
the various figures; Sheet 1, Figure 1 is a longitudinal section of a Hot Air
Engine, and Figure 2 is a transverse section of the same. The Engine here
represented is fitted with two pistons in one Cylinder, namely, a driving piston
and a displacer. The motion of both the driving piston, and the displacer, is
guided by means of crossheads and slide bars, and the stroke is regulated by means
of a double crank of unequal throw, the driving piston having about one fourth
more stroke than the displacer, which has in consequence a higher speel than the
driving piston, the piston rod d, of the displacer a, passes through the driving
piston b, by means of a stuffing box, and the piston rod of the driving piston b, forms
the guide bars for the displacer rod d.
The Air between the driving piston b, and the displacer a, is, when the Engine
moves forward, forced towards the hot air chamber through the chamber c as
indicated by the arrow, during the forward movement of the displacer, the throttle
valves of the Chamber c, are kept open by the valve gear, and the throttlé
valves of the chamber c are closed by the valve gear.
During the return movement of the displacer a, the throttle valves ¹, of the
Chamber c, are closed by the valve gear, and the throttle valves of the
chamber care kept open so that the air can only circulate as indicated by
the arrows.
To increase the heating surface an air heating apparatus of any kind may be
placed in chamber c¹.
To increase the cooling surface, a cooling apparatus of any kind may be enclosed
in chamber cII.
As the Chambers c and c are connected with the interior of the Engine only
during their respective periods of work, it is possible to increase the heating, or the
cooling surface reducing thereby the dead space or clearance to one half.
In chamber c, a valve V i, is fixed which opens selfacting inwardly only, and
which therefore remains closed during the expansion of the Air and the forward
movement of the driving piston b.

page_text: In chamber ca valve V d. 1s fixed which opens seliacting outwardly only, and
which therefore remains closed during the backward movement of the driving
piston b.
The piston rod of the displacer a, is fixed to its crosshead by means of a clutch D,
fig. 2.
The method of controlling the motion of the piston a, through the governor, and
the method of disconnecting the crosshead is the same as that usually or ordinarily
employed.
When the driving power is excessive, and the Engine runs too fast, the Governor
throws out of gear the displacer a, so that it remains at a stand still at its dead
centre within the Hot Air Chamber.
The heat now accumulates in the Hot Air Chamber and in the displacer, as soon
as the excessive power is spent in the fly wheel, the speed decreases, the Governor
attains its normal position, the crosshead clutch gears up the piston rod and the
displacer a, recommences its action.
During the momentary standstill of the displacer a, the two Chambers c¹ and c¹,
open alternately as described. During the forward movement of the driving
piston b, fresh outer air is admitted through the valve V. i, behind the piston,
which at the backward movement of the driving piston b, is allowed to escape
through the valve V a. by which means is effected, a cooling of the interior or
working cylinder.
Instead of valves for shutting off the Chambers c¹ and c, the construction may
be simplified by means of turn cocks as shewn in Figures 3 and 4 (sheet 1) and
as described above.
To regulate the action of the separately fixed valves Vi and V a. when the
cocks and (Figures 3 and 4) are not applied, valves A and B (Figure 2) which
open in opposite directions are fixed in such a way that the closing of these latter
will counteract the action of the former.
The
The counter valves A. B. Fig. 2, may be opened, or closed by means of levers,
and a sliding collar D, fitted with suitable projections, or cams, upon the shaft C,
after every opening they are closed again by means of spiral springs E.
collar D can be moved sideways by the governor of the Engine so that the counter
valves A and B may be thrown into and out of gear by means of the projections,
or cams, of suitable shape upon the collar D. To distribute the air equally when
it passes from the driving Cylinder to the Hot Air Chamber or from the Hot Air
Chamber into the driving Cylinder a number of small passages or Chambers c¹ c¹I
cc and c Figure 2 may be arranged around the circumference.
The interior of the cylinder in front of the piston b, serves at the same time as
an air pump, During the backward or return movement of the driving piston b,
the outer air enters through the valves e, fixed in the cylinder cover and opening
selfacting inwardly.
During the forward movement of the driving piston b, these valves c, in the
cylinder cover close selfacting, and the air contained in the cylinder is forced to
blow through the holes g, drilled in the inner circumference of the cylinder into the
space between the latter and its jacket towards the exhaust pipe.
In the exhaust pipe a valve f. is fixed opening selfacting outwardly which
prevents the air from returning. By this continual circulation of the air during
the working of the Engine, the outer covering or jacket of the cylinder is kept
cool.
The outlets of the valves fand Va, may be connected by a pipe so as either to
allow the heated air to escape or to utilize it for other heating purposes.
For the purpose of reducing the height or length of the Engine and still to
produce a large cooling surface of water, the driving cylinder (Figure 23,
Sheet 2), is constructed in the shape of folds or corrugations on its circumference.
The displacer is concave at the top so that the air which for example is displaced
by it in its highest position is compelled to pass over the whole of this corrugated
cooling surface. By this arrangement the driving cylinder also is cooled by means

page_text: of water. To prevent this water from getting too hot, and to increase the exterior
cooling surface, pipes m, n, are inserted through the exterior water reservoir of the
Engine through which the outer air is allowed to circulate. The Air, when leaving
the pipes m, n, passes around the whole outer surface of the Engine (for which
purpose an outer jacket vis constructed) and absorbs the heat still eradiating from
the same and passes through outlets p, which are placed underneath the firegrate of
the furnace.
By this means a portion of the heated Air employed to generate the driving
power is reconducted to the furnace, and at the same time an objectionable heat
eradiation is prevented.
A system of artificial ventilation may be introduced by means of a ventilator
driven by the Engine itself.
In such a case as shewn for example in Figs. 21 and 22 Sheet 3, the ventilator
would cause the Air to circulate through the hollow stays v and w.
The Air which is then ejected has parted with the heat, either used by the Engine
or radiated from it to the Cooling Air.
But as is generally the case with hot air Engines in consequence of the high
degree of heat developed in the hot air chamber, a large portion of it escapes and
passes away with the gases produced by combustion, one or more Heat receivers R¹
Figure 11, Sheet 4, are arranged within the flue through which these gaseous
products of combustion pass away.
These heat receivers may be constructed in several ways so as to extract the still
remaining heat for other heating purposes.
In Figure 11 Sheet 4 the heat receiver RI is a Boiler which by the pipes x. y. is
connected with the cold water reservoir of the Engine.
It must be borne in mind that a larger cooling surface has to be provided so as
to prevent the water from becoming too hot, which is effected, as in Figure 9
Sheet 4 by the ventilation pipes m and n.
To allow for these heat receivers to be used for various optional purposes they
can be isolated by clack valves. If for any other application of the waste heat it
is intended to give the Air used for ventilation a higher degree of heat than that
which is required for power of the Engine, it may be arranged that by an enlarged
grate surface the superfluous heat which is not required for Engine power may lic
transmitted direct to the proportionally enlarged heating surface, Figures 21,
and 22, Sheet 3, which latter is connected with the cold water reservoir or which
conducts the waste heat to a special heating surface, Figures 9, and 10, Sheet 4
over which the Ventilation Air is made to pass. Figures 21, and 22, Sheet 3,
shew an arrangement by which the Cold water of the Engine is made to surround
the firebox U.
The enlarged fire in the Firebox U in such a case transmits the heat partly to
the hot Air chamber and partly to the water surrounding the Firebox U.
For the enlargement of the exterior cooling surface pipes n are drawn through
the cold water reservoir, and the Engine is surrounded by a jacket a fan driven
by the Engine forces a stream of Air through the inlet V, which Air, after passing
over the cooling surfaces of the Engine escapes through the outlet W in a warm
state.
To prevent the cold water from attaining too high a temperature in case of any
stoppage of this fan the cold water reservoir of the Engine is connected by means
of a stop cock with a system of pipes belonging to a hot water apparatus, so that
the hot water may flow through the outlet Y, into those pipes, and after parting
with its heat may return in a cold state through the inlet X, as shown in.
Figures 13, and 14, Sheet 4.
Figures 9 and 10 show an arrangement whereby the enlarged fire in the fire
box Ŭ, divides its heat direct between the hot Air chamber of the Engine, and the
air used for ventilating the Engine.
If a portion of the Air which passes the exterior cooling surfaces of the Engine
is to be conducted to the fire without application of a fan it is necessary that the

page_text: same be made to pass into an air regulator or reservoir, Fig. 15 Sheet 4 which in
this instance is brought about by the draft of the Chimney. In this air regulator
there are two outlets (or openings) q and r, closed by clack or slide valves q' and r¹.
The outlet r, opens towards the fire of the Engine, the outlet q opens direct into
the chimney.
The valves q and are closed and opened alternately by the lever t. The
lever t receives its up and down motion from the Governor u. at a slow speed, and
when the Governor u, is in a low position the valve q¹ is closed and r¹ open so as
to allow the air to pass through the fire; when the speed increases and the
Governor attains its highest position the valve q¹ is opened and ¹ closed, by which
means the air can escape into the Chimney. If the Engine works at its normal
speed and the Governor u is at its medium height, both valves are half open so as
to divide the air equally between the fire and the chimney.
In any case, that is to say for any speed of the Engine about an equal quantity
of air passes through the pipes, m, n, for cooling purposes of the Engine. If as
above described, the air which circulates around the Engine is to be applied for
any other purpose of heating, for example for domestic purposes during the winter
season it has to be conducted through another outlet w, as shown in Figure 16.
The passage w in that case must be closed and the valve q' must be thrown out
of gear, the passage x must be opened whereby the fresh (outer) air will be
admitted into the air regulator for supplying fresh air to the Engine fire.
+
The driving piston b in Figure 26 Sheet 2, and 19, Sheet 4, is packed with
metallic rings.
To lubricate the same oil is used which flows down the sides of the Cylinder i,
and is afterwards collected into an oil cup L Figure 26. Sheet 2.
To make the lubrication of the piston selfacting, a lubricating groove m, is
turned around the circumference of the piston, which at a certain level is connected
with the lower part of the oil cup L, by small passages N, drilled through the
piston with the lubricating grooves L are also connected several oil passages O,
Figure 17 Sheet 2 (which run) in an upward direction.
In the position where the lubricating Groove M is in connection with the oil
cup L, by means of the passages N, there exists a pressure in the interior of the
Engine which causes the oil in the cup L to overflow through the passages N into
the groove M and thence to distribute itself into the small oil passages O.
The lubricating Groove M in Figure 19 is arranged in such a manner as to cause
the oil to deposit therein any impurities which it may contain.
These are removed by a small stop valve A¹ opening outwardly which is
weighted in such a manner that it opens with an overpressure in the interior of the
Engine and allows the impurities collected in the groove M to be blown out.
The circulation of the lubricating material may also be effected in several other
ways, Figs. 18 and 20 show an example of another arrangement.
The oil is here lifted by a small pumping piston, into the upper portion of the
(working) Cylinder through the passages N, from the oil cup L, as previously
described the oil is forced to flow through the oil passages N, by the pressure
existing within the cylinder, to underneath the small piston P, where a stop
valve Q, prevents its return into the oil cup L.
The small piston P, above has an opening (passage) drilled through, closed by a
valve R, which is pressed upwards by a spiral spring, S.
By a suitable mechanical arrangement the working of the Engine will force the
piston P, slightly downwards.
The lever catch T which effects this from above first presses down and opens the
valve R so as to permit of the oil flowing through when the Piston P descends.
When the catch T returns (moves upwards) the spiral spring S closes the
valve R again and after every stroke the pressure within the Cylinder forces the
oil to flow from the oil cup upwards through the passages, N, and the valve Q to
underneath the Piston P, thus forcing the Piston P slightly upwards.

page_text: Figures 7, and 8, represent a heating vessel G. divided in its interior by
partitions E' into any required number of compartments or cells.
Figure 5, represents the lower portion of the ejector a, which is shaped so as to
fit exactly into these compartments, or cells.
The displacer a, when entering into or retiring from these compartments of the
Air heating Chamber G¹, distributes the ejected, or injected air, equally out of or
into these Compartments, and by this means produces a quicker rebeating of the
heating surface enlarged as it is by the division into several compartments.
Figures 30, and 31, represent a heating chamber G¹, and a fire box H' con-
structed in one piece.
As in Figures 7, and 8, the heating Chamber G¹ is divided into compartments.
To enable the heated Gases to escape from the fire box H¹ the partitions E'
dividing the compartments are again subdivided.
This heating. Chamber and Fire Box in one piece is surrounded by a jacket K',
and the space between jacket, and fire box is filled with non conducting inaterial.
The upper space between jacket K¹ and heating Chamber G¹ is used for con-
ducting the heated gases around the heating vessel and it can be arranged to isolate
this upper portion of the jacket K₁ also outwardly.
The Heat produced by combustion within the Fire Box H' does not only act by
radiation upon the Heating Chamber G¹ but also by metallic conduction with the
sides of the Fire Box H¹.
This combined arrangement of constructing Heating Chamber G¹ and Fire
Box H in one piece and surrounding the same with an isolated Jacket K¹ obviates
any building in of firebricks and prevents a loss. of heat by radiation from the
fire box.
Figures 32 and 33 represent a Fire Box, or Furnace, with selfacting fuel feeding
apparatus, the fuel being brought into the furnace by the working of the Engine
itself, L, is a Tube, wherein works an archimedian Screw M¹, which receives its
motion from a worm, and worm wheel N¹, driven by the Engine, O¹ is a Hopper
to receive and contain a certain quantity of fuel sufficient to last a certain period
of time.
Figures 1 and 6 represent a Horizontal Engine wherein the displacer a, is
supported and conducted by a slide apparatus C¹ constructed outside of the
Cylinder.
This slide apparatus C³ can be reached by means of a plate D fixed by screws
from below.
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 peculiar arrangement and construction of selfacting valves V 1, Va,
which stand in alternate communication with the interior of the Engine, and of
which the valve Vi opens selfacting towards the inside, and the valve Va, opens
selfacting towards the outside.
(2.) The arrangement of counter valves A. B, which may be opened and shut by
catches, or levers, adjustable by a governor for the purpose of regulating and
controlling the action of the valves Vi, Va.
(3.) The arrangement of any number of chambers, or cells C, of any size, or
shape, for the purpose of a regular distribution of the air from the driving cylinder
to the Hot Air Chamber or vice versa.
(4.) The peculiar arrangement of selfacting valves or clacks e, e, f, in connection
with the (outer) working cylinder for cooling the same:
(5.) The prompt throwing out of gear of the displacer by the Governor of the
Engine when the same runs above its normal speed.
(6.) The peculiar arrangement of the insertion of the working cylinder i, into
the displacer cylinder in a corrugated shape for the purpose of enlarging their

page_text: respective cooling surfaces combined with a decrease in the height of the Engine as
described.
(7.) The arrangement of the passages or ports formed by the pipes n, and the
jacket O, which surrounds the cylinder and Fire box U, Figs. 9, 10, 21, and 22,
tbrough which passages the Air is forced by means of a fan or Blowing apparatus
driven by the Engine itself for the purpose of utilizing the surplus heat pro-
ceeding from the cylinder, or radiated from the Fire box for heating purposes by
artificial ventilation.
(8.) The arrangement of one or more Heat receivers R' R' in the shape of
Boiler, Cooking Stoves, Air Stoves Figures 11 and 12 connected to the flue which
conducts off the Hot gases for the purpose of utilising the surplus heat of such
escaping Gases.
(9.) The arrangement of the Fire Box U, Figs. 9 and 21, as a heating apparatus
for increasing the temperature of the outer air used for ventilation which passes
around the Cylinder from the furnace.
(10.) The combination of the cold water reservoir of the Engine with a Hot
water heating apparatus Figs. 13 and 14 connected by the pipes x. y. for utilizing
the heat still remaining in the Air after it has passed through the Engine.
(11.) The arrangement of an Air regulator Chamber, Fig. 15, the pressure in
which is regulated by the action of the Governor of the Engine combined with the
air passages formed by the pipes m. n. and the jacket of the cylinder for the
purpose of obtaining a partial utilisation of the heated Air used for draft for
the Furnace of the Engine, without interrupting the circulation of Air passing
through those air passages.
(12.) The arrangement of Ejector passages H and J Fig. 29 which open and
close alternately so as to avoid useless heating or cooling (as the case may be) of
the air displaced by the Ejector.
(13.) The arrangement of oil (or grease) passages N in connection with the oil
(or Grease) Cup L Figs. 26. 18 and 20 producing a selfacting lubrication of the
working cylinder and the working piston whilst the Engine is in motion.
(14.) The arrangement of an oil receiver M, Fig. 19, to collect the impuritics of
the oil, which are blown off by combination with the stop valve A¹.
(15.) The arrangement of partitions and Compartments in the interior of the
Hot air Chamber G¹ for the purpose of an equal distribution of the Air over the
heating surfaces by which the heating process is accelerated.
(16.) The arrangement of making the Heating Chamber G₁, and the Fire box H',
(Figs. 30 and 31) in one piece, and of the divided Compartments, or cells, E', to
use simultaneously the direct and the indirect heat from the furnace.
(17.) The arrangement of the jacket K, which contains in its lower part the
nonconducting material for the fire box H, and in its upper part the heated gases.
(18.) The arrangement of the pipe L¹, leading towards the grate, and by which
the fuel is supplied mechanically by the working of the Engine.
(19.) The arrangement of supporting the displacer externally by the slides G',
as in Figs. 1 and 6.
(20.) Improvements in and connected with Hot Air Engines substantially as
herein before described and set forth in the accompanying drawings.
Dated this 22nd day of Contemba 100-
R. HEBER RADFORD,
Applicant.