US362510A

US362510A - hig-ham

Info

Publication number: US362510A
Authority: US
Publication date: 1887-05-10
Anticipated expiration: 1904-05-10

Description

(No Model.) 2 sheetssheet 1.

BT. av D. HIGHAM. EECULATCR'ECE DYNAMC ELECTRIC MACHINES.

No. 362,510. PmntedMay 1o, 11887,.,A

flaw.

(No Model.) E 2 sheets-#sheet 2. E. T. an D. HIGHAM.

v REGULATOR ECR DYNAMO ELECTRIC MACHINES. No. 362,510. Patented May 10, 1887.

N. PETERS. Pnnla-Lnhog'npher. wnhingmn n. c.

UNITED STATES- PATENT OFFICE.

ENOS T. HIGHAM AND DANIEL HIGHAM, OF PHILADELPHIA, PA.

REGULATOR FOR DYNAlVO-ELECTRIC MACHINES.

SPECIFICATION forming part of Letters Patent No. 352,510, dated Il/Iay 10, 1887.

Application llcd June 29,1886. Serial No. 206,574. (No model.)

duction of a constant current in a circuit ofA varying resistance with the most economical consumption of power in proportion to the work done by the dynamo.

The object of our invention is to simplify and render more effective this regulation of the dynamo and of the motive-power engine; and this object we attain by providing between the engine and dynamo-shafts a springconnection and devices whereby the varying tension of the springs, due to the magnetic retardation of the armature, controls the supply of motive fluid to the engine, and devices for compensating for the varying tension of the springs to maintain the strain practically constant.

In the accompanying drawings we have illustrated the devices which we prefer to use forcarrying our invention into eife'ct.

Figure l is a side view illustrating in eleva-- tion a dynamo-electric machine and drivingwheel provided with compensating and regulating devices whereby the dynamo is caused to govern the motive-power engine. Fig. 2 is a reverse view of the driving-wheel of the engine and of the pulley of the dynamo, taken on a section through the said drivingshaft and the armatureshaft of the dynamo; and Fig. 3 is a vertical section on the line a; x, Fig. 2.

Our invention may be applied to any construction of -series-wound dynamo-electric machines. In the drawings we have shown only one wcllknown form, for the sake of illustration.

A is the dynamo-electricl machine,andin the present instance we have shown the armatureshaft as provided with a pulley, B, to be driven by a belt or gear from a wheel, D; but it will be understood that this wheel D may be connected directly to the shaft of the armature. This wheel D may be mounted on, but must be free to turn independently of, the drivingshaft E of the motive-power engine, as itis being the engine-shaft itself, may, however, be v any shaft which is driven from the engine.

Keyed or otherwise secured to the shaft E is a two-armed lever, F, the opposite ends ofY which are connected to the wheel or pulley D by means of a spring, G, the connection of the latter with the levers being such as to give a compensating leverage for the varying tension or stretch of the springs, as hereinafter dcscribed. v

We prefer to provide the springs with suitable adjusting devices at the points of connection with the wheel or pulley, as shown in the drawings.

The eccentric H, which, through its strap h and eccentric-rod H', controls the cut-off or other valve of the steam-engine, turbine, or other motive-power engine,ishung by its arm h to a pin,t',on the lever`F,as shown in the drawings. This eccentric H has a slot, c, through which the drivingshaft E freely passes. At right angles, or nearly so, to the slot e is an` v other slot, d, in which works a pin, el', carried by the wheel or pulley D. In the present case we have shown this pin d as passing freely through a curved slot in one arm of the level' F, simply because the relative positions of the parts shown in the drawings has necessitated it.

The means we prefer to provide for compensating for increasing and decreasing the tension of the springs, due to the varying stretch of thelatter, consist in the construction of the lever F so that the points of connection of the springs with the two arms of the lever D will be nearer to or farther away from the fulcrum or center of the latter as the tension of the springs increases or diminishes.

. As shown in Figs. l and 2, the end of each spring is connected to the extreme end of each arm of the lever F by means of a iexible but inelastic strap, g, and each arm of thelever is formed with a curved face, f, of the character illustrated in the drawings, so that as the changing relative positions of the wheel or pulley and the lever F vary the stretch of the springs the leverage of the lever F will correspondingly vary, as illustrated in Figs. l and 2.

In Fig. 1 the springs are shown stretched to their full extent and the leverage correspond- IOO ingly reduced, while in Fie. 2 the springs are shown nnstretched and the leverage correspondingly increased. lt will thus be seen that the curved faces can be so shaped as to give a uniform pull of the springs on the wheel, no matter what may be the position of the lever F. In other words, the pull exerted by the springs between the driving-shaft of the engine and the shaft of the armature is by the means described rendered uniform at all times.

The operation of the abovc-described devices is as follows: Suppose the dynamo to be adapt ed for supplying current for a circuit of forty electric arc lamps, and suppose it to be running with twenty7 of the lights in circuit. The relative positions of the lever F and pulley of the regulating device will be toward that shown in Fig. l and the eccentric will be in a position to work the cnt-off to supply a correspondingly-small amount ot' steam. The magnetic retarding effect of the poles of the dynamo on the armature will be balanced by the effect ive exertion of the springs G. lf, now, the twenty additional lights be thrown into circuit, the first effect in the dynamo-circuit will be a Ireduced current, and consequently the magnetic retardation of the armature will be diminished and the load on the motive-power engine decreased. At the regulating device the effect of this reduction of engine-load will be the contraction of the springs G and consequent corresponding increase in the throw ot' the eccentric, as shown in Fig. 2, to supply a greater amount of motive fluid to the engine. The speed of the engine and of the dynamo-armaturc will thus be increased until the current in the dynamo-circuit is increased to the normal point and the magnetic retardation of the armature is again increased in consequence to equal the tension of thesprings of the regulating device. rlhus it will he seen that as the pull of the springs between the shaft E and the periphery of the wheel l) is constant in its different positions the magnetic retardation of the armatnremust also be con stant under its different spceis, and, as the magnetic retardation of the armature is the result of the current, the current Inustbe constant.

Vire claim as our invcntionl. The combination of the dynamo shaft and engine-shaft and a spring-connection between the two, and devices controlling the supply of motive fluid to the engine, with a compensator for the springs, substantially as and for the purpose set forth.

2. The combination of a dynaino-elcctric machine and driving-shaft with a lever fast to the shaft, a wheel loose from the shaft, and springs connected at one end to the wheel and having at the other ond a connection with the lever, varying the leverage of the latter in proportion to the varying tension of the springs, substantially as set forth.

3. The combination of a dynamo-electric machine and driving-shaft with a lever Vfast to the shaft, a wheel loosey from the shaft, an eccentric controllcd by the wheel and lever to operate the valve of the motive'powcr engine, and sp rings connected at one end to thcwhcel and having at the other end a connection with the lever, varying the leverage. of the latter in proportion to the varying tension of the springs, substantially as set forth.

4. The combination of a dynamoclectric machine and driving-shaft with the wheel loose on the shaft, a lever fast thereto and hav ing inclined bearing-faces, with an eccentric operated by thc wheel to control the enginevalve, and springs connected to the wheel and having a strap-connection with the inclined faces of thelcver, all substantially as specified.

In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

ENOS T. HlGllAM l) A N l1 E L lzl IG Il AM.

Vitnesscs:

.Tosnrir Il. KLEIN, Ham-:Y SMITH.

Lio