US391422A

US391422A - N peicbs

Info

Publication number: US391422A
Authority: US
Current assignee: J Robert Scott Inc
Publication date: 1888-10-23
Anticipated expiration: 1905-10-23

Description

(No Model.) 4 SheetsSheet 1.

N. E. NASH.

I STEAM ENGINE GOVERNOR.

N0. 391,422. Patented 001;. 23, 1888.

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(No Model.) 4 Sheets-Sheet, 2.

N. E. NASH. STEAM ENGINE GOVERNOR.

No. 391,422. Patented 00 11. 23, 1888.

(No Model.) 4 SheetsShe'et 3.

- N. E. NASH.

STEAM ENGINE GOVERNOR.

No. 391,422. Patented 001;. 23, 1888.

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(No Model.) 4 Sheets-Sheet 4.

N. E. NASH.

STEAM ENGINE GOVERNOR.

No. 391,422. Patented Oct. 23. 1888.

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V NATHAN E. NASH, OF \VESTERLY, RHODE ISLAND.

STEAM ENGENE GOVERNOR.

$PECIFICATION' forming part of Letters Patent No. 891,422, dated October 23, T888.

Application filed January 6, 1888. Serial No.259,991. (No model.)

To a whom it may concern:

Be it known that I, NATHAN E. NASH, of Westerly, in the county of \Vashington and State of Rhode Island, have invented certain Improvements in Steam-Engine Governors, of which the following is a specification.

This invention relates toa governor-in which the throttle-valve of the engine is moved by air compressed by means of a pump or some other suitable device, which air-pressure is regulated by the action of an auxiliary centrifugal governor driven from some rotary part of the air-pump or from the engine, as will hereinafter fully appear.

In thefurther description of the said invention which follows reference is made to the accompanying drawings, forming a part hereof, and in which- Figure I is an exterior side view of the invention. Fig. II isapartly-seotional top view or plan of the air-pump forming a part of the governor; and Fig. III, atrausverse section of Fig. I, taken on the dotted line mm. Fig. IV is a partiallysectional side view of the said pump. Fig. V'is a partially-secti0nal view of the auxiliary governor and a part of the pump to which it is applied. Fig. VI is a vertical section of the devices which are connected directly with the engine throttle-valve and an exterior view of a part of the pump. All the figures from II to VI, inclusive, are enlarged.

A represents the cylinders of the air-pump, two of which are in the present case employed. Between these cylinders is an air-chestdivided by the valves and their seats, hereinafter described, into the receiving and the delivery air chambers, (respectively denoted by B and O.) The space between the valves is divided by the transverse partition a into four compartments, Z), c, d, and'e. Each of these compartments is provided with an induction-valve, f, and an eduction-valve, g, the former admitting air from the receiving-chamber B to the cylinders, and the latter opening as the air is discharged from the cylinders to the delivery air-chan1ber G.

The pump as so far described is of common construction. The pistons are denoted by D and the piston-rods by h, and each rod is fitted with a cross-head, E, adapted for connection by means of a suitable rod to some moving part of the engine to be governed, preferably the eccentrics, which are not shown.

The delivery air-chamber C is connected by means of a pipe, F, to the bottom of a column, G, the cylindrical lower end of which is accurately bored and provided with a piston, H, which rests, when in its lowest position, on a perforated seat, ii. A rod, j, extends from the piston H through a guide, It, at the top of the column G, and is connected, directly or indi rectly, with the throttle-valve stem of the engine. (Not shown.) A spiral spring, I, coiled about the rodj and compressed endwise between the lower face of the guide It at the top of the column G and the upper face of the piston H, serves to influence the said piston to retain its lowest position.

J is a pipe leading from the top of the de livery-chamber, having at its outer end a balanced discharge-valve, K. This val re can be ofanyapprovedconstruction. Thedischargevalve shown consists of a double one, as corn monly employed.

The valve-steml leads through astuffing'box, m, in the valvechest n, and is guided by means of a suitable stand, L, through which it passes. The valve stem Z is provided witha centrifugal governor, M, of any suitable description, arranged to depress the stem Z and close the valve K as the governor-balls are distended.

The governor is driven from acounter-shaft, 0, through the medium of gears 12 and q, as is common, and the pulley N on the countershaft receives its rotary motion by means of a belt, 1', (shown only in Fig. 1,) from a pulley, O, on a shaft, P, supported in bearing-boxes s on the frame Q of the air-pump. This shaft is revolved from the engine through the medium of a belt, '6.

The operation of the invention is as follows;

Supposing that the governor is adjusted so that the engine will make sixty-five revolutions, with a given area of escape-opening for the air from the air-delivery chamber, by lightening the load of the engine, its revolutions are increased, and the volume of air delivered with a constant escape to under the piston El is aug mented, which has the effeetof raising the piston and closing the steam throttle-valve to some extent. By the closing of the throttlevalve less steam is admitted to the engine and its speed is diminished; but this regulation of the airpressure with a constant area of escape-opem ing for the air in itself would not be delicate enough to prevent, say, racing in a marine engine, and it is to effect a nicer adjustment that I use in connection with the-air-pump having the escape air-aperture the auxiliary centrifugal governor, which serves to increase or diminish the escape of air from the delivery air'chamber as the speed of the engine is changed. This auxiliary governor, when the engine is stopped, retains the valve K fully open; but as the balls are distended by centrifugal force as the engine is placed in revolution the said valve is somewhat closed, and any change in the speed of the engine causes a difference in the volume of air allowed to escape, and consequently modifying the action of the air on the under side of the piston I-I, connected to the throttle-valve.

It is evident that this governor is applicable to all kinds of steam-engines, whetherstationary or marine.

I do not limit myself to the description of auxiliary governor shown and described, as almost any of the Well-known centrifugal governors now in constant use will answer the purpose; neither do I restrict myself to any peculiar construction of the air-compressor used to supply air under pressure to the cylinder, the piston of which is connected to the throttle-valve of the engine, provided that it is adapted for the attachment thereto of an auxiliary governing device to control an cscape-aperture independently of the main dis charge to under the piston alluded to.

I claim as my invention- In a steam-engine governor, an air-forcing device or pump driven from the engine to be governed, a cylinder having a piston adapted for direct or indirect attachment to the throttle'valve of the said engine, a pipe connecting the delivery side of the air-pump with the said cylinder at a point under the piston therein, and an auxiliary governor applied to an escape-pipe leading from the delivery side ofthe air-pump and driven directly or indirectly from the said steam-engine, all combined sub stantially as and for the purpose specified.

NATHAN E. NASH.

\Vitncsses:

A. R. STILLMAN, GHAs. P. COTTRELL.