US1134490A - Electrical arrangement for the control of the speed of sea-engines. - Google Patents

Description

S. RUMOLINO.

ELECTRICAL ARRANGEMENT FOR THE CONTROL 0E THE SPEED OF SEA ENGINES.

APPLICATION FILED NOV-26. I9I3.

Patented Apr. 6, 1915.

2 SHEETSSHEET 1.

VIII/I.

a [NV TOR i ATTORNEY S. RUMOLINO.

ELEC [R|CAL ARRANGEMENT FOR THE CONTROL OF THE SPEED OF SEA ENGINES.

APPLICATION FILED Nov.26. 1913.

1 1 34,490. Pat nted Apr. 6, 1915.

2 SHEETS-SHEET 2.

WITNES ES THE NORRIS PET RS CO. PHOTC-LITHQ. WAaHING TON, D. C

SANTO RUMOLINO, OF GENOA, ITALY.

ELECTRICAL ARRANGEMENT FOR, THE CONTROL OF THE SPEED OF SEA-ENGINES.

Patented Apr. n, 1915.

Application filed November 2 6, 1913. Serial No. 803,365.

Torrid whom it may concern:

Be it known that I, SANTo RUMOLINO, engineer, a subject of the King of Italy, residing at Genoa, Italy, have invented a useful Improvement in Electrical Arrange ments for the Control of the Speed of Sea Engines, of which the following is a specification.

My invention relates to a device for auto matically preventing marine engines from racing, the essential feature of which consists in the provision of electrically operated means whereby the throttle valve of the engine is automatically closed by the engine itself when the engine begins to race due to the fact that excessive pitching or listing of the ship raises the propeller out of the water.

My invention comprises essentially an electric circuit adapted to be closed by a pendulum contact, a governor or a hand operated switch so arranged as to move a throttle operating member into the plane of motion of a beam or lever driven by the crosshead of the engine, said beam thereby actuating the throttle operating member which closes the throttle valve of the engine thereby preventing the engine from racing.

Referring to the drawings annexed hereto and forming a part of this specificationz-Figure 1 is a plan view of the disk comprising a part of my invention. Fig. 2 is a central sectional view through the disk shown in Fig. 1 and showing the parts cooperating therewith, said parts being in the position for closing the throttle valve. Fig. 3 is a central sectional view similar to Fig. 2, but showing the parts in the position for opening the valve. Fig. i is an elevational view of the complete apparatus, showing the connections to the throttle valve and to the crosshead of the engine. Fig. 5 illustrates the circuit of the apparatus when the apparatus is at its state of rest, namely in the position shown in full lines in Fig. 4-. Fig. 6 illustrates the several circuits when the apparatus, owing to the closing of any one of the contacts, 12, 13 or 14, has assumed the position shown in dotted lines in Fig. 4. Fig. 7 illustrates the several circuits during the passage of the device from one of the positions shown in Fig. 1 to the other position shown in said figure.

Now referring particularly to Fig. 1, which illustrates the disk D provided with the diametrically opposite slots HH,

through which the teeth LL pass, said teeth being pivotally connected to the rod 0 (see Figs. :2 and 3) at Ur and G, respectively, and connected together by the spring M as shown. The rod O is pivotally mounted at the center of the disk D, as shown at F, and is oscillated in a plane normal to that of the disk. The said disk is fixed to a lever Q by means of the bolts P and P (Fig. 4) said lever Q being pivotally mounted at U. The lever Q is connected to the engine throttle valve V by means of the rod S and lever so that the movements of the lever Q will serve to Open or close the throttle valve V depending on the direction in which the said lever Q is moved.

Pivotally mounted on the lever Q at U is the beam B connected to the cross head Y (see Fig. 4) at A in any convenient manner such that the beam 13 will oscillate about its pivot point U as the crosshead Y of the engine reciprocates, the said beam B being arranged so that its oscillatory movement will be in a plane parallel to the plane of the disk D.

Behind the disk D and adapted to exert its influence on the rod O is mounted the magnet E acting on that part of the rod 0 disposed below the pivot point F, and disposed between the disk D and that part of the rod 0 being above the pivot point F is a spring m. It will thus be seen that if the magnet E is energized, the tooth L will be drawn into the slot H of the disk D, and as soon as the magnet E is deenergized, the spring m acting on the lever Q, will exert its force to move the rod 0 to the position shown in Fig. 3, thereby withdrawing the tooth L into the slot H and pushing the tooth L through the slot H so that it projects above the surface of the disk D.

The movements of the rod 0 and the teeth LL in the manner just described are caused by the energizing of the magnet E so that the magnet attracts the rOCl against the action of the spring m. Now the circuit of the magnet E is controlled by a solenoid E, the movable core of which carries a contact plate 16 arranged to cooperate with fixed contacts 3, 4 and 5. Now the solenoid E normally stands so that the contacts 3, i and 5 are open but when solenoid E is energized, the plate 16 is thrown against the contact and the magnet E is energized. When the lever O and the teeth L, L are in the position shown in Fig. 2, the beam D during its upward movement, will engage the tooth L and will carry the disk and lever Q to the end of its stroke, thereby serving to throw the throttle valve V and shutting down the engines so that it will not race. Now, as soon as the circuit of the magnet E is deenergized, the rod 0, by reason of the spring m, immediately moves to the position shown in Fig. 3, when the beam B engages the tooth L moving the lever Q to the position shown in full lines in Fig. 4, thereby opening the throttle valve V and allowing the engine to again operate in its usual way until its circuit is again closed. It will be seen that the circuit of the solenoid winding E may be closed at either of the points 12, 13 or 14 provided by the wires 10 and 11. Moreover, I provide for closing the respective contact points a pendulum, a switch and a governor at the points 12, 13 and 14, respectively. It will thus be evident that I can throttle the engine by the excessive pitching or rolling of the ship which will cause the pendulum to swing, or by hand as by the switch, or by the speed of the engine as by the governor.

The circuit illustrated in Figs. 5, 6 and 7 operates in the following manner :By closing any one of the contacts 12, 13 or 14 the current of the main line, (indicated by wires 6 and 7) flows from the line 7 to the point 20 thence through either of the three branches of the wire 11, thence through eitherone of the contacts 12, '13 or 14 to the point 21, thence through the magnet E, thence through the conductor 22 to line 6 operating the movable armature of magnet E 16 to close the contacts 3, 4 and 5, thereby causing the passage of the current to the windings of the magnet E, which .in turn, acts upon the rod O in the manner above described, the circuit of the magnet E then being traced from the line 7 through the contact 3, the plate or armatu're16, the contact 4, the line 8, the winding E to line 6.. In order to avoid disturbances in the operation of the circuit, which might be causedby the separation of the contacts 12, 13 or 14, due to shocks or unusual vibration, which otherwise might possibly cause the device not to act at the right moment, I have provided theauxiliary circuit illustrated by the wires 9 and 18, (Fig. 7) said circuit being arranged to maintain current in the windings of the magnet E at the proper time, thereby effecting the closing of the circuit through the contacts 3 and 4. This auxiliary circuit leads from the line wire 7 to the contact 3, the plate 16, to contact 5, the wire 9, to the contact 1. The contact 1 will be seen the auxiliary circuit referred to is controlled v by the lever Q, which, as soon as the latter has arrived at the position shown in dotted lines so that the valve V is fully closed, presses downward upon the switch by means of the tooth or lug 17, thereby disconnecting 4 the contacts 1 and 2. In this positionv the circuit, of the magnet is controlled (see Fig.

v6) by the contacts 12, 13 and 14, only so that when these are opened, current will no longer flow through the electric magnet E andthe rod 0 will again assume the position shown in Fig. 3, while the lever Q, will return to the position shown in full lines in. Fig. 4.

It is to be understood that I do not limit myself to the precise construction and arrangement herein illustrated and described, but may resort to such modification sas fall within the scope of the claims appended hereto.

I claim 1. A governor for marine engines, motors and the like, comprising in combination, a cross head, a balance beam controlled by said cross head, an electrically operated means governed by said balance beam for V cutting off the fluid supply of the said engine or motor.

2. A governor for marine engines, motors and the like, comprising in combination, an

electric mechanism, a member "constantly moved by the machine to be governed, a member connected to the throttle valve, and means operated by said electr1c mechanism for clutching said last mentioned member to said first mentioned member, means for throwing said electric mechanism into action by closing a circuit, said mechanism comprising an auxiliary circuit for maintaining the mechanism in operation, and means whereby said second mentioned member may open said auxiliary circuit.

In testimony whereof I affix my signature in presence of two witnesses.

' SANTO RUMOLINO. Witnesses:

Pro RIMWING, ANGELO BORAGINO. 7

Copies of this patent may be obtained for five cents each, by addressing the. Commissioner of Patents,

' Washington, D. 0.

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