US392638A - Joseph eothchild - Google Patents

Description

(No Model.)

J. ROTHOHILD.

GOVERNOR EOE PEESSEEE ENGINES.

No. 892,638. Patented Nov. I8, 1888.

z, SE1 awn-W JOSEPH ROTHOHILD, OF FRANKFURT, KENTUCKY, ASSIGNOR, BY IDIREOT AND MESNE ASSIGNMENTS, OF THREE-FOURTHS TO DALLAS O. CRUTGHER AND I. V]. HARDIN, OF SAME PLACE.

GOVERNOR FOR PRESSURE-ENGINES.

SPECIFICATION forming part of Letters Patent No. 392,638, dated November 13, 1888.

(No model.)

To all whom, it may concern:

Be it known that I, JosEPH RoTHoHILD, a citizen of the United States, and a resident of Frankfort, in the county of Franklin and State 5 of Kentucky, have invented certain new and useful Improvements in Governors for Pressure-Engines, of which the following is aspecification.

My invention is animproved means for conro trolling the speed of fluid-pressure engines;

and it consists of a peculiar out off valve and devices for connecting it with some movable part of the engine, whereby the valve-ports are automatically opened, partially opened, or

I 5 closed to furnish the requisite power toinsure a steady uniform movement whatever the pressure of steam or duty required of the engine.

The invention will be first fully described in 20 connection with the accompanying drawings, and then particularly referred to and pointed out in the claims.

Referring now to the drawings, in which like parts are represented by similar reference- 2 5 letters wherever they occur throughout the various views, Figure 1 is a view in side elevation of a pumpingengine provided with my improvements. Fig. 2 is an end elevation of the same. Fig. 3 is a detail plan view, upon 30 an enlarged scale, of the valve-actuating devices. Fig. 4c is an enlarged view, partly in longitudinal elevation and partly in axial section, of my cutoff valve and valve-case. Fig. 5 is a detail view of the valves, the outer one 5 being partially in section to expose the inner one; and Fig. 6 is a central transverse section through line as m of Fig. at. In Figs. 4. and 5 the sectional parts are taken in a horizontal plane through the valve shown on a smaller 0 scale in Fig. 2.

My improvements are applicable to any well-known fluid-pressure engine. I show it applied to a pump of ordinary construction. The engine A, its supply-valve B, throttle- 5 valve 0, and pumpingcylinder D, are too well known to require specific description. Located at any convenient point between the throttle and the steamchest is my cut-off valve, which consists of the parts now to be described. The case E, which is preferably a plain cylinder, is bored true upon the inside to receive the cylindrical valve F. The exterior ends of the case E are threaded to re ceive the end caps, E, which have angular wrenchseats c, by which the caps E are screwed upon the ends of the shell E. Within the cylindrical shell F is fitted a similar shell, G. Both of these shells F and G are longitudinally perforated at f and g. The perforations in each register truly, as seen in Figs. 4, 5, and 6, when the full head of steam is supplied to the steam-chest of the engine. The caps E are turned true upon the inside to form joints with the ends of the valves F and G. The ends of the caps E are axially perforated to receive the shafts f g of the valves F G, and provided with stuffing-boxes H, of any approved construction, to prevent leakage.

The valve-rods f g are provided with pendent rods I I, which, when they both move together, retain the openings f g through both valves F and G in permanent relation with each other. These rods are jointed at their lower ends to connecting-rods J J, which rods pass through an arm, k, which is rigidly connected to or made part of an arm, K, which is secured upon the piston-rod L of the pump, the arm 7c acting as a tappet to move the rods J, and thereby, through rods I I, the valves F G.

The rods J are provided with collars j j, which are adjustable along said rods by means of set-screws. Around the rods J and between the collars j and the tappet-arm 7.7 are coiled springs M, the tension of which springs limits the movement of the rods J.

The red I is secured upon the shaft f by a set-screw, so that the valve F is moved by it. The rod 1 is simply sleeved over the shaft 9, and the valve G is moved by said rod through a yoke, N, which is secured upon shaft The yoke N has sct-screws'n, which pass through its sides and grasp the rod I. When the red I is held centrally, as shown, the openings in valves F G register perfectly with each other, and the full head of steam passes through to the steam-chest; but by slackening one of the set-screws n and tightening up the other the inner valve, G, is partially rotated, reducing the steam-port through the valves F G to any extent desired. Of course the same result could be accomplished by dispensing with the yoke N and its set-screws and securing the rod I to its valve-rod, the same as the rod I upon the opposite side; but in this case it would be necessary to stop the pump, loosen the set-screw in one of the rods, Ior I, and then with a wrench upon the square wrench-scat upon one of the valve shafts,either f or a, turn one of the valves to bring the openings in the desired position. The use of the yoke N and set-serews a n avoids this delay, as with them the change may be made without stopping the pump. The arm K is perforated at the top to receive the valve rod 0 of the pump, and this rod is provided with adjustable collars 0 upon each side of the arm K, by which the throw of the engine-valve is regulated.

lhe operation of the device is as follows: Assuming that the cut-off valves F G are in the position shown, with the ports fg wide open and the rods I I parallel, the tension of the springs is so arranged by the collars j that the rods J J and I I will always move and rest together when the pump is running normally. touched the collar j upon the rod, and the spring M upon the other rod has just been suf-' iiciently compressed to start its rod forward to the right. So long as the pressure of the steam and the load on the pump remain the same the valves F G will move together and the portsf 9 remain wide open; but should the pressure be increased or the load on the pump reduced, so as to cause an increased movement of the piston L, the arm k, striking the collarsj with greater force will impel them farther in opposite directions, bringing the rods I I at an angleto each other, and partially or wholly cutting off the supply of the steam to the engine until it has again reached its normal speed. In some cases I provide the rods I I with adjustable weights, preferably a perforated ball or collar that may he slipped up or down upon the rods and held in place by set-screws5 but ordinarily these are not required.

It is evident that when the engine is running at or below its normal speed the rods .1 will be moved positively in one direction by the arm is and collars j, and that the particular rod will stop with its collar in contact with the arm is when it stops for its return-stroke, and when the engines speed is accelerated that the momentum will carry the rod farther, giving it a longer stroke than the arm 7c; and itis also evidentthat upon thereturn-stroke the spring M will be more or less compressed before moving the rods, depending upon the speed of the arm is. Thus, if the arm 76 is moving slowly, the rod J will commence its return movement with piston L shortly after the pressure of the spring is sufficient to start the As seen in Fig. 3, the arm has just.

arm, while if the arm k is moving rapidly the piston L and opposite rod will have traveled a greater distance before the spring-actuated rod J begins its movement. One of the valves, F or G, will therefore be moved around the other and the ports be either increased or diminished. Now, if the pressure of steam from the source of supply when at normal pressure is just sufficient to drive the pumps when normally loaded, the valve-rods I I should be set parallel, so that the ports fg truly register. In this case, should the movement of the pump be accelerated by the load on the pump being reduced, the rods I I will be thrown and retained at any angle to each other and the ports through valves F G reduced or entirely closed. Should, however, the normal pressure from the source of supply be greater, then the ports in valves F and G are correspondingly reduced by the set-screws n at until the pump runs at the speed required. Now, should the normal pressure from any cause be increased, or the load on the pump be reduced, the accelerated movement of the pump will still further close the ports in valves F and G, and, before the pump would race, entirely cutoff the steam. If, on the other hand, the normal pressure should be reduced, or the load of the pump increased, so as to reduce its speed, the rods I I will be brought nearer or quite parallel, and the ports through valves F G increased.

I have shown What I believe to be the sim plest form of my cut-off valves and means for actuating them; but it is obvious that the specific forms may be varied without departing from the principle of my invention.

IV hat I claim is 1. In a pressureenginc of the character de scribed,the combination,substantially as hereinbefore set forth, of the engine, the supplypipe and throttle-valve, the cut-off valve consisting of the outer case, two cylindrical per forated shells, one within the other, and having axes in the same plane, said valve being interposed in the supply-pipe between the throttle-valve and engine, rods connecting the valve-axes to a moving part of the engine, and springs upon each rod, but upon opposite sides of said moving part, whereby said rods are actuated by a positive movement in one direction and a yielding movement in the opposite direction, for the purpose set forth.

2. In a fluid-pressure engine, the combination, substantially as specified, of the engine, its supply-pipe and throttle-valve, the cutoff valve consisting of the cases E E, cut-off valves F f G g, valveshafts f rods I I, and means, such as shown, for adjusting the valveports in relation to each other, and the connecting-rods I I J, and their attachments for connecting the said valve-shafts with a moving part of the engine, for the purpose set forth.

3. In a fluid-pressure engine, the combination, substantially as set forth, of the engine, its supply-pipe and throttle-valve, the

IYO

cut-off valve E E F f f G g g, the rods J J, J, collars jj, and springs M, the said arm 7;

collars j j, the springs M, the arms K k, the moving each of the rods J through collars j piston-rod L, arranged in the manner as and in one direction, and through springs M and for the purpose set forth. cellars j in the opposite direction, substan- 5 4. In a fluid-pressure engine of the .charaetially as shown and described.

ter described, the combination of the engine,

its supply-pipe and throttle-valve, a cut-off JOSEPH ROTHOHILD' valve located between said throttle-valve and Witnesses:

- the engine, the pendulous rods I 1, the arms CHAS. BARNES,

[O K k, and piston L, and the connecting-rods J GEO. J. MURRAY.

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