US1056557A - Governor for gas-engines driving alternators in parallel. - Google Patents

Description

I g' Hermann Lernp. W? b QA/MZM H. LEMP. GOVERNOR FOR GAS ENGINES DRIVING ALTERNATORS IN PARALLEL.

APPLICATION FILED SEPT. 14, 1912.

, 1 05 551 Patented Mar.18,1913.

2 SHEETS-SHEET 1.

' Fig. I.

Inventor;

H. LEMP.

GOVERNOR FOR GAS ENGINES DRIVING ALTERNATORS IN PARALLEL APPLICATION FILED SEPTJM. 1912.

Patented Mar. 18, 1913.

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Inventor. Hermann Lemp. b5 M Witnesses /ZZZ%;

-- ui TED srar-Es PATENT HERMAN LEMP,

ornnrn, PENNSYLVANIA, AssIGNon 'ro morn-1o COMPANY, A.CORPORATION or NEW YORK.

' eovnmvon r03 GAS-ENGINES nmvme ALTERNATOBSIARALLEL.

Specification of letters Intent. Pafentedlflar, 18', y Application filed September 14, 1912. Serial No."7 20,344.

To all whom it may concern Be it known that I, Hermann LEMP, a citizen of the United States, residing at Erie, in the county of Erie,.State of Pennsylvania, have invented certain new and use-' 'ful Improvements in Governors for Gas-Engines Driving Alternators in Parallel, of which the following is a specification.

This invention relates: to internal com-f bustion engines used for driving alternating current generators, and is especially applicable in the case of the parallel operation of such units. hen two or more alternators are feeding the samebus bars, hunting is liable to occur, byreason of variations in angular velocity due to irregularities in the turning moments of the several machines. Such variations may be reduced by using-heavy fly-wheels, on the engines, and also by damping the governor so that it will not respond to small and quick variations in speed such as occur during one revolution, but will respond only to steady andcontinued changes in speed. This result'is obtained by fitting each governor with a dashpot so that itis rendered more sluggish and will make no alteration in the supply of motive fiuicl except/when the force acting on the governor is continued for some length of time. n

The object of my invention is to improve thismode of control by interposing between the governor and dash-pot a lost motion device which will permit small variations in the position of the governor weights without afiecti'ng the dash-pot. In other words,

the governor is left free to respond to small and quick variations in the speed of the ma-' chine, but these do not afiect the throttle valve. The alternators can, therefore, huntwithin a small predetermined range, due to slight variations in the speed of their driving engines resulting from cyclic varlations in the cylinder firing, or other cause, but

any differences in speed likely to prove. serious are taken care of by the throttle,-

made with a slight clearance so that it can damped in its movements by the dash-pot.

In the accompanylng drawings, Figure 1 view of the dash-pot on a larger scale and partly in section. Fig.3 is a sectional elevation of the same',,Fig. 4 is aside elevation on a smaller scale, Fig. 5 is a horizontal sec-- the multi-cylinder type.

tion and Fig. 6 is a planfiaf the governor dash-pot and throttle valve and ltheir connections.

The internal combustion engine 1 is'pi be direct-coupled to alternating current It is. assumed to. 6 0

generator operatingi'map'arallel with" other similar machines, though these are .not'

shown in the drawing. -The engine has aspeed governor 2- of any desired construc- .65

tion, which actuates a. bentlever whose upright arm 3 is'connected by a rod 4 to a'dasha pot 5, from'which a rod 6 runs to the throttle valve 7 of the engine.

- 'The dash-pot I prefer to use is of the horiaontal vane type, because 'this can be. read ly sealed so as to exclude the entrance" of air and thus :1ts uniform 'operation'can.

be insured. The plunger type of potcannot be -made air-tight without considerable 7 5 trouble and. expense inpacking, the "rod;- My improved dash-potis illustrated on the second'sheet ofthe annexed drawings and comprises a, pot 8 having a lidiQ-ahd a diaphragm 10 dividing it into upper and lower 0 chambers and secured'in placeby-screws 1 1.

An upright shaft 12 is journaled in thebot tom and in the lid through which .it passes,

its outer end carrying an arm 13 by which,

it can be turned. The shaft also carries a radial upright vane. 14, whose outer end makes a sliding fit with the inside of the lower chamber of'the pot, while its lower' and upper edgesfit'equally tight against the bottom of the pot and theundersideof the 9 diaphragm 10, respectively. Thehub 15 of the vane is cylindrical, and fits in a semicylindrical recess in one side of a thick partition 16 which fills part of the vane chamberand with said vane divides said chamber into two compartments. -Ports' 1 pass through this partition, connecting the two compartments.- A needle valve '18 controls these ports, and varies the flow of the liquid therethrough and consequently also the rate of movement of the vane. The valve is;

the throttlevalve'of the-engine, the joints being such as to permit-practicallyjno lost (1 f the followersagainst theball 21. A'simimot-ion. But the ioint'between the arm-on the rod 4 running.t0 the speed governor is constructed to. allow considerable play {preferably as follows: On the arm is aball 21 damped .between two followers 22 which hayecavitiesto fit said ball. The followers are lieidin-a' t-ube-23 secnrcd'to the rod 4 at one end',-which is closed. The other end of said tubehas a cap 24 screwed upon it-in; which isea'seat for a spring 25 pressing one lax? spring 26 at the other'end' ofthe tube {erg 'the other follower against the ball.

:Thgbnsidi of the springcan be adjusted 1 f aitbj-andi fro lengthwise-with- 1 :oiit; movin' the; a'rmrli}, the reciprocations 35 i Bl h w ng 2 thefiirilshbn theiro'd exe'gedsthephypen the arm 13" the-' 3? e m we s i nd s P 9 the' aim-nus; f ehangeinfthe position of the represent thebest embed V 1 I desire to have ittiinderstood'that the ap- 'governor; t ei iits, I movement-either mills be i1nehan ged to the throttle valve? ataerafe (if. de ending uponihei ts offifowfof-theliquid? in; the

= dash pot, through the port-s 17:; Inwhatever positionthmarmeomes to rest, the springs '25,.26 still permit the jsinall reciproaionsof the ga ma-redemoccur as beore.... t In acotirdinoe with the provisions of the patent statutes, I have'describedthe principle of operation of my invention, together with the apparatus which I now consider to iment thereof; but

paratus shown is only illustrative,and that the invention'oenbe' arriedbut by other means.

What 'I claim as-new and desire to secure Letters Patent of the United States is jl. The combination with an internal o0m-,

bustion engine having a speed governor, a

range of reciprocation-of the said rod with- I out affecting said dash-pot.

3. Thef'combination' with aninternal coin-j.

busti'onengine having} aspeed 'governonia throttle, and a dash-pot for dampingithe movements; ofsaid throttle, of a rod connect- .zing said governor with the movable member .o' fisaid dash-pot, and a joint'between said e is a rod-" and member which yields lengthwise movements of said i'od';

45, .The combination with an internal com ,birstion engine having a. speed governor, a;

throttle, fand a, dash-pot for damping the fmovements of said throttle, of a rod'connect- 'ing said governor with the movable member of saidl dash-pot, a'ndspring followers carried. by said rod and engaging with said movable member; 7 z

. "5. The combination with an internal combustionengine, having a speed governor and a throttle, ofa vane dash-pot having an actuating arm connected with said throttle, a rod actuated by the governor, a tube on said rod, followers in said, tube engaging with said arm, and springs forming a yielding tube.

In witness whereof, I have hereunto set' my hand this eleventh day of September 1912.

' HERMANN LEMP.

lVitnesses Orro F. PERssoN, FRANK G; HATTIE.

connection between said followers and said

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