US15122A - Differential governor for marine and other engines - Google Patents

Description

UNITE CHARLES N. GLO\V, 0F PORT BYRON, NEW YORK.

DIFFERENTIAL GOVERNOR FOR MARINE AND OTHER ENGINES.

Specification of Letters Patent No. 15,122, dated June 17, 1856.

To all whoml it may concern Be it known that I, Criss. N. CLow, of Port Byron, in the county of Cayuga and State of New York, have invented a new and Improved Governor for Marine Engines; and I do hereby declare that the following is a full and exact description thereof, reference being had tothe accompanying drawings, making part of this specification, in which- Figure l is a perspective view. Fig. 2 is a side elevation with part of the side removed showing some of the internal parts. Fig. 3 is a central longitudinal section. Fig. l is a central transverse section. Fig 5 is a section of valve and cylinder taken through the line x, Fig. 2, showing the valve shut. Fig. 6 is a section of valve and cylinder taken through the line y, g/ Fig. 2, showing the valve open. Fig. 7 is a section of cylinder taken through the line S, S, Fig. 2.

Figs. 5, 6, and 7 are drawn to a larger scale than the other drawings.

Like let-ters designate like parts in all the figures.

The nature of my invention consists, in connecting with the induction and eduction pipes of a suitable pump, two cylinders and pistons, the piston in the cylinder connected with the eduction pipe being used to operate valves on thevcylinder connected with the induction pipe, thereby causing the piston in it to be moved by the action of the pump p toward that end of the cylinder having the valve closed; said piston being connected to the throttle valve of the engine.

It is constructed as follows: A, A, represents a rotary pump, or one of any other form may be substituted; as this forms no part of the invention, any further description of itis unnecessary.

B is the induction pipe, which branches into two pipes B, and B, the ends of these pipes open into cylinder C, and are far enough apart to allow the necessary movement of piston D, between them.

In cylinder C,`is fitted a piston D, the rod of which, passes through the cylinder head, and is connected to the throttle valve of the engine. On each end of the cylinder C, are fitted ring valves E, E, which valves are constructed by fitting in the turned ends of the cylinder, rings of metal perforated with rows of small holes, or slots, running lengthwise of them; said holes or slots, correspond to similar ones cut in the cylinder, so that in certain positions of the valves there will be an opening for the ingress of water into the cylinder. This construction of the valves, gives a very large opening with little movement of the valve, and as the pressure is equal on all sides, there is but little friction; they are connected together by a small bar F, in such a manner that when one of them is open the other will be closed. The cylinder C, and its appurtenances are put into a box G, which is filled with water or other fluid, but one of the cylinder heads has a prolonged stem, passing through the end of the box, and has a thread cut on it, on which, screws a nut H, the face of which, presses tightly against the end of the box preventing all leakage; through this stem passes the rod of piston D.

I, I, is the eduction pipe of the pump, in which is the cock` J this pipe it will be observed returns the water into the box G. Just above the eduction pipe, is a cylinder K, in which is fitted a piston L, the rod of which, is connected to a lever M, one end of which lever, is fastened to an arm N, by a bolt passing through it, and the other end is attached by means of a connecting rod 0, to the bar F, connecting together the valves E, E, on cylinder C. Immediately over lever M, and pressing upon it, is a spring I). Two small iron pins T, T, are inserted in valve E, which strike alternately on either side of cylinder C, and prevent the valves moving too far.

U, is a part of the pump gearing, and V is the driving pulley.

The cylinder K, is bored in the casting forming the shell of the pump, as are also the different pipes &c., and the whole is fastened on the top of box G. A

plied to the pulley V, the pump will rotate, and the water be drawn from the box Gr, by way of valve E, cylinder C, and branch induction pipe B, and returned through the eduction pipe I, I, and cock J, to the box again; if now the motion of the pump is increased so much that the pipe I, I, will not carry the water off freely, it will press against piston L, and cause it to rise, and being connected as before described to the valves E, E,will immediately close valve E, and open valve E, permitting the water to flow through it into the cylinder' and press against that side of piston D; while a vacuum will be produced at thatr end of the cylinder connected to the pump by branch induction pipe B', and as a consequence the piston D moves in the direction ofthe-arrow, with a vforce equal to the pressure of the atmosphere upon it, thereby closing the throttle valve of the engine; the motion of the pump then subsides, and the reverse of this action takes place, that is; the piston L, drops, shutting valve E, Aand opening valve E, admitting the water through it; and the lpump produces a vacuum at that end of the cylinder connected to it by branch induction pipe B, the piston D, will then return to the position shown in the drawings.

The cock J, is used to give the desired motion to the engine; for it will be seen that if it be partially closed, a slower motion of the pump, and therefore of the engine, will cause piston L, to rise and thus make piston D, close the throttle valve as before de* scribed.

The advantages of a governor construct-ed as described will be better understood by premising that in all large engines consid erable power is required to operate the throttle valve, and that a different movement of the valve is needed in marine, than in stationary engines; in the latter class a gradual and uniform movement is employed, but in marine engines, a quick, strong, movement which operates the valve to its full extent, is necessary; such a movement cannot be obtained from the common differed tial pump governor, in which piston L is attached to the throttle valve; there being so much power required to move the valve thatthe only eiiect of an accelerated motion in the engine, unless it be very great, is to cause the pump to force more water through the outlet without moving the piston, or vat least but little, and even if constructed as some of them are, so as to close the outlet as the piston rises, the operation is slow and tardy, because the closing of the opening depends ont-he movement of the piston, which is prevented in a great degree from sitiveness; for the piston L having 4no resistance to its action but that offered by the ring valves, is affected by the Aslightest change in the motion of the-engine, and a movement of-one fourth of an inch of said piston, is suilicient to change the position of the valves E, E', which 4changes causes piston D, to move with a force equal to the pressure of the atmosphere upon it, by its movement operating the throttle valve instantaneously to its full extent. Thus it will be seen that the powerof the engine is made to operate the throttle through the medium of the pump, and the force that can be made available for that purpose is limited only by the size of piston D; and the sensitiveness and efiiciency of the regulating pist-on remains unimpaired.

I do not wish to be understood as limiting my invent-ion to marine engines entirely, as there are cases where it may be used to advantage in stationary ones.

I am aware that governors operated by pumps, have been heretofore used,and that a piston moved similarly to piston L, has been attached to the throttle valve of the engine, and therefore I expressly disclaim such a construction; but

What I do claim as my invention, and desire to secure by Letters Patent is Controlling the throttle valve of the `engine, by means of pistons L, and D, Vand valves E, E', by producing a vacuum on either side of piston D, alternately, as the motion of the engine may require; the parts of the apparatus being arranged, and operating substantially as herein set forth.

The above specification of my improved governor for marine enginessignedthis 21st day of April 1856.

CHAS. N. GLOW.

Witnesses:

F. L. MUNsoN, ISAAC H. GILDERSLEEN.

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