US641117A

US641117A - Stopping device for engines.

Info

Publication number: US641117A
Authority: US
Inventors: John James Kaye
Original assignee: Individual
Current assignee: Individual
Priority date: 1899-08-25
Filing date: 1899-08-25
Publication date: 1900-01-09
Anticipated expiration: 1917-01-09

Description

No. 64l.ll7.' Patented Jan. 9, I900.

J. J. KAYE.

STOPPING DEVICE FOR ENGINES.

(Application filed Aug. 26, 1899.) (No Model.) 2 Shets-Sheet L 0 (No Model.)

Patented Jan. 9, I900. J. J. KAYE.

STOPPING DEVQCE FOR ENGINES.

(Application filed Aug. 25, 1898" 2 Sheets-Sheet 2 FIG&.

UNITED STATES PATENT OFFICE.

JOHN JAMES KAYE, OF NEWBURG, NElV YORK.

STOPPING DEVICE FOR ENGINES.

SPECIFICATION forming part of Letters Patent No. 641,1 1?, dated January 9, 1900.

Application filed August 25, 1899. Serial No. 728,446. (No model.)

To all whom it may concern:

Be it known that I, J OI-IN JAMES KAYE, of Newburg, in the county of Orange and State of New York, have invented a new and Improved Stopping Device for Engines, of which the following is a full, clear, and exact description.

The object of the invention is to provide a new and improved stopping device for steamengines, more especially designed for stopping an engine in an emergency or when the engine runs beyond a normal rate of speed, the arrangement being such that a person remote from the engine can quickly stop the same without the aid of an engineer.

The invention consists of novel features and parts and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

A practical embodiment of myinvention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 isa side elevation of theimprovement as applied. Fig. 2 is an end elevation of the same, showing the steam-cut-off mechanism. Fig. 3 is a plan view, with parts in section, showing the speed limit arrange ment and adjacent parts. Fig: 4 is an enlarged sectional side elevation of the gatevalve on the line 4 4: in Fig. 5. Fig. 5 is a sectional plan view of the same 011 the line 5 5 in Fig. 4, and Fig. 6 is a side elevation of a modified form of the improvement.

The engine on which the improvement is applied may be of any approved construction, having a cylinder A and a steam-supply pipe B, with the usual throttle-valve O under the control of the engineer. In the steamsupply pipe 13, between the throttle-valve O and the boiler, is arranged a gate-valveD for suddenly shutting off the steam-supply to the cylinder in case of an emergency or in case the engine runs beyond a normal rate of speed or the governor breaks down, as here inafter more fully described.

The gate-valve D (shown in detail in Figs. i and 5) is provided with a gate D in the form of disks hung on an arm E, secured to the inner end of a shaft F, mounted to turn in suitable bearings in the casing of the gatevalve D, and having a suitable stuffing-box D to prevent leakage, as will be readily understood by reference to Fig. 5. On the outer end of the shaft F is arranged a spring Gfor moving the shaft into such position as to bring the gate D into a closed position to shut off the steam, the gate being, however, normally held in an open position against the tension of the spring G by a locking device consisting, essentially, of a U-shaped arm H, secured at one end to the outer end of the shaft F and having its other end H pivoted on a screw H secured to the casing of the gate-valve D and in axial alinement with the shaft F, as shown in Fig. 5. The arm H is adapted. to be engaged at its middle or top portion at the hook end I of an armature-lever I for a pair of eleotromag nets J, supported on a suitable bracket at tached to the casing of the gate-valve. The electromagnets J are in the main circuit K, containing a battery K and a push button L, preferably located within a box L, arranged at a point remote from the engine, so that in case of an emergency a person pressing the button closes the circuit and causes the electromagnets J to attract the armaturelever I, so that the hook end 1 moves out of' engagement with the arm H, and the spring G now turns the shaft F to swing the gate D into a closed position, thereby shutting off the supply of steam to the cylinder. As this action is almost instantaneous, it is evident that the engine will soon come to a standstill-that is, in far less time than it would be possible by the engineer closing the usual throttle-valve C.

On the outer end of the shaft F is arranged a handle F, adapted to be taken hold of by a person to turn the shaft F in the direction of the arrow a, to swing the gate D into an open position, and to bring the arm H back into a locking position with the armature-lever 1, so that the device can be reset whenever desired.

It is evident from the foregoing that a number of push-buttons L may be located in different places in a factory having machines driven by the engine on which the improvement is applied, so that in case of an emergency a person in authority can press a pushbutton in the immediate neighborhood to in stantly stop the engine without the aid of the engineer to prevent injury to workmen, to machinery, the.

The main circuit K is provided with a branch circuit K leading to binding-posts connected with contact-plates O O, normally out of contact with each other, as is plainly shown in Fig. 1, and with the contact-plate 0 adapted to be engaged and pressed in contact with the other plate 0 by one arm of a bell-crank lever P, fulcrumed on a bracket Q, which also carries the contact-plates O O, and the bracket Q is adjustably held on a bracket Q, extending from the frame of the engine. (See Fig. 3.) The bellcrank lever P is normally out of contact with the contactplate 0, but is arranged to receive a swinging motion from one of the balls R of a speedlimit device B, so that in case the engine runs beyond a normal rate of speed said speed limit device actuates the bell-crank lever to press the contact-plate O in contact with the plate 0 to close the circuit and to thereby cause a release of the arm H by the armaturelever I and a closing of the gate D, so that the valve shuts off the supply of steam to the engine and stops it suddenly in the manner as above described.

The halls R of the speed-limit device R are held on springs R secured at one end on a clamp R secured to the shaft S of the engine, the other ends of the springs being attached to a cam R held to slide loosely on the shaft S, so that when the engine runs beyond a normal rate of speed the balls R fly outward to such an extent as to actuate the bell-crank lever P to close the circuit in the manner above described. Another branch circuit K connects with contact-plates T T, of which the contact-plate T is stationary and the contactplate T is on a movable part of the governor U of the engine, and the two contact-plates 'are so arranged that when the governor is thrown out of action for any reason whatever and the balls move into a closed position then the contact-plate T moves in contact with the plate T to close the circuit and to cause a closing of the gate D, as above described, to shut off the steam. Thus in case anything happens to the governor or the parts of the engine connected therewith then the engine is automatically stopped in a very short time to prevent accident.

The modified form of the device shown in Fig. 6 is particularly adapted to a special form of Corliss engine provided with steaminlet valves, of which only one valve is shown, having connection by a rod V with a dashpot V and by a link V and spring V with a lever V receiving a swinging motion from an oscillating disk V. The lever V carries a cut-off push-arm V adapted to engage the end of the rod V and push the latter in the direction of the arrow a to open the valve V for pushing the piston of the cylinder in the same direction, a return movement being given to the rod V by the link V and the spring V attached to the oscillating lever V. The push-arm V is adapted to be thrown out of action by a lever \V, controlled from a governor X, so that the valve V is not opened when said push-arm V is in the position shown in Fig. 0 and into which it is moved at the time the engine is running beyond a normal rate of speed and the governor-balls have moved into an extreme outermost position. Now in order to automatically move the pusharm V into this cut-out position when the governor-balls move into an innermost position or in case the push-button L is pressed I provide the following device: On the arm V is arranged a projection V adapted to be engaged by a lug Y, secured on a shaft Y, journaled in suitable hearings on the casing of the dash-pot V a rope Y engaging said shaft to impart a turning motion to the latter, as hereinafter more fully described, to move the lug Y in engagement with the projection V to swing the latter, and with it the arm V out of engagement with the link V. The rope Y passes under a pulley Y and over a pulley Y" to then connect with an arm II, similar to the arm H, and adapted to be locked in a vertical position by the armature-lever I for a pair of electromagnets J, similar to the electromagnets J of the lever I, above referred to. A spring G presses on the shaft F carrying the arm H so as to move the latter into the position shown in Fig. 6 at the time the electromagnet J is actuated, and the armature-lever I is drawn out of engagement with the arm 1-1 This electromagnet J has a circuit K containinga battery K and has also a branch circuit K, with contact-plates T 'l on the governor X and similar to the contactplates above described in reference to Fig. 1.

Now it is evident that when the circuit K is closed bya push-button or by the governor X then the armature-lever 1 releases the arm H and the spring G imparts a swinging motion to the shaft F in the direction of the arrow at to cause the arm H to pull on the rope Y so as to turn the shaftY and to swing the lug Y in engagement with the projection V to lift the push-arm V out of engagement with the rod V and prevent the valve V from opening, so that the engine comes to a standstill in a very short time.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent- 1. A stopping device for engines, comprising a gate-valve in the steam-supply, a shaft mounted to turn, and connected with said valve, a spring connected with said shaft and serving to close the said valve, an arm connected with the said shaft, a locking device for engaging the said arm to hold the valve normally in an open position against the tension of the spring, and an electric releasing device for releasing the said arm to allow the valve to automatically close.

2. A stopping device for engines, comprising a gate-valve in the steam-supply, a shaft mounted to turn and connected with said valve, a spring connected with said shaft and serving to close the said valve, an arm connected With the said shaft, a locking device for engaging the said arm to hold the valve normally in an open position against the tension of the spring, an electric releasing device for releasing the said arm to allow the valve to automatically close, an automatic circuit-closer for the said electric releasing device, and means for controlling said automatic circuit-closer.

3. A stopping device for engines, comprising a gate-valve in the steam-supply, a shaft mounted to turn and connected with said valve, a spring connected with said shaft and serving to close the said valve, an arm connected With the said shaft, a locking device for engaging the said arm to hold the valve normally in an open position against the tension of the spring, an electric releasing device for releasing the said arm to allow the valve to automatically close, an automatic circuit-closer for the said electric releasing device, and a speed-limit device controlling said circuit-closer.

4. A stopping device for engines, comprising a gate-valve in the steam-supply pipe, and comprising a gate consisting of disks, an arm on which said disks are hung, a shaft to which the said arm is secured, the said shaft being mounted to turn in suitable bearings in the casing of the valve-gate, a spring connected with said shaft to hold the said valve closed, a locking device for holding the valve in an open position against the tension of its spring, an electric releasing device for the said valve, and an automatic circuit-closer for the said electric releasing device and controlled by a speed-limit device.

5. A stopping device for engines, coinprising a self-closing valve normally locked in an open position, an electric releasing device for unlocking the said valve to allow it to automatically close, a speed-limit device, comprising springs secured at one end to a support fixed to the engine-shaft, the other end of said springs being connected with a support movable on the engine-shaft, balls held on said springs, and a circuit-closer for the said releasing device controlled by the said balls.

6. A stopping device for engines, comprisin g a self-closing valve normally locked in an open position, an electric releasing device for unlocking the said valve to allow it to automatically close, an automatic circuit-closer for the said electric releasing device, the said circuit-closer comprising contact-plates nor mally out of contact with each other, a bellcrank lever for engaging one of said plates to move it into contact with the other plate, and a speed-limit device for engaging said bellcrank lever, the free ends ofthe said bellcrank leverbeiug normally out of contact with the contact-plates and the speed-limit device.

7. In a stopping device for engines, a valve for shutting off the steam from the engine, a shaft mounted to turn in suitable bearings, a spring connected with said shaft, an arm connected with the said shaft, an electric circuit including an electromagnet having its armature-lever provided with a hook end adapted to engage the said arm and hold it against the tension of the spring, and means for closing the said electric circuit to release the said arm, the movement of said arm under the tension of its spring causing a cut off of the steam from the engine, substantially as described.

8. A stopping device for engines, comprising a valve for shutting off the steam from the engine, and a controlling means for said valve to cause a cut off of the steam from the engine, the said means comprising an electric circuit having a branch circuit provided With an automatic circuit-closer controlled by the governor of the engine, and a second branch circuit having an automatic circuit closer controlled by a speed-limit-device, substantially as set forth.

9. A stopping device for engines comprising a valve for shutting off the steam from the engine, mechanism for operating said valve, and means for controlling said mechanism to cause a cut off of the steam from the engine the said means comprising an electric circuit having a branch circuit provided With an automatic circuit-closer controlled by the governor of the engine, and a second branch circuit having an automatic circuit closer controlled by a speed-limit device, substan tially as set forth.

JOHN JAMES KAYE.

Witnesses:

W. MARTIN WArsoN, BENJ. MOCLUNG.