US737275A - Governor. - Google Patents

Description

No. 737,275. Y v PATENTED AUG. 25, 1903.

F. M; RITBS. I GOVERNOR. APPLICATION FILED APR. 6, 1902. N0 MODEL. 1.

INVENTOR WITNESSES QBNEYS No.'737,275. PATEN-TED AUG. 25., 1 903.

r. M. arms, I

GOVERNOR. arrmogmon mum APR.- s, 1902.

"1o noun. a sums-sum a.

is i\ a IN Q.

I v v INVENTOR ATTORNEYS To all whom it may concern:

Patented August 25, 1903.

PATENT "O IC FRANor's M. RITES, or ITHA A, NEW YORK.

GOVERNOR.

SPECIFICATION forming part of Letters Patent No. 737,27 5, dated August 25, 1903. Application filed April 8,1902. SerialNo. 101 ,s sz. (No model.)

Beit known thatI, FRANCIS M. Ems, a citiz en of the United States, residing in Ithaca, 'in the county of Tompkins and State of New York, have invented certain new and useful Improvements in Governors; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to means for governing multiple-cylinder fluid-pressure motors, suchassteamengines, and for preventing racing thereof.

My invention consists in the combination, with a multiple-cylinder engine, ofa governor or governors arranged when the engine exceeds a predetermined speed to move to a reversing position, and thereby to oppose one or more cylinders of the engine against other cylinders thereof, and in other novel features of combination, construction, and arrangement, as hereinafter pointed out in the claims1 The objects of my invention are to prevent racing of engines, and particularly of marine engines, in which expansion is conducted in a plurality of successive stages, and to make the governing mechanism simple, compact,

eifective, and automatic in operation.

It is very desirable that multiple-cylinder engines, which are subject to extreme and sudden variations of load, shall be provided with governors which shall control the en- ,gine in whichever direction the engine may be running, which maybe adjusted while the engine is running to maintain any desired speed, and which shall be quick-acting. Thus accidents to marine engines or the shafts and propellers driven thereby often sary to run the engine of a vessel at a reduced speed at the very time when the most power is desired. The troubles mentioned are encountered in an extreme degree in torpedo-boats and the like, for such vessels are relatively small, light, and of small draft,

The particular form of governor illustrated 1 forms the subject-matter of a divisional application for Letters Patent filed November 19, 1902, Serial No. 131,982.

Figure 1 shows a verticallongitudinal section through the center of a quadruple expansion-engine fitted with two governors controlling the valves of the high-pressure and second intermediate cylinders thereof.

Fig. 2 shows an end viewand partial section of thehigh-pressure end of the engine, showing the governor in place thereon. Fig.3 sho'wsa central section ofthe high-pressure governor. Fig. 4 is aside view of said governor. Fig. 5 is a similar view showing the opposite side of said governor. Fig. 6 shows a central section of the governor of the second intermediate cylinder, the view being similar to that of Fig. 3.

Referring now to the drawings and at first to Figs. 1 and 2 thereof, said figures show an engine having cylinders 1, 2, 3, and 4, a crank-shaft 5, and suitable guides,..columns, pistons, ,piston and connecting rods, and valves and valve-gear. Valves 6, 7, and 8 of cylinders 1, 2, and 3, respectively, are of the piston type, valve 9 of cylinder 4 being a fiat valve. These valves and associated parts are of ordinary construction and require no detailed description. It may be noted, however, that the admission-ports of cylinderl are opened when the outer edges of the pistons of valve 6 move past said ports, while the admission-ports of cylinder 3 are opened when the inner edges of the-pistons of valve 8 move past said ports. Valve 6, inother words, opens on the outside and valve 8 on the inside. The valve-gears f cylinders 2 and 4 are of the ordinary Stephenson link type. The operation of said valve-gears requires no description. The valves of cylinders 1 and 3 are driven by eccentrics carried by the governors hereinafter mentioned and are reversed at the time of reversal of the engine by reversing means combined with said governors.

Referring now to Figs. 3 to 6, inclusive, each governor comprises a carrying-ring 10, mounted upon and arranged to revolve with the crank-shaft, and an arm 11, pivoted to said carrying-ring 10 by means of a pivot-pin 12, said arm being slotted to permit passage of the crank-shaft and carrying a slotted eccentric 13. The slot 14 of this eccentricis of such length that the eccentric may swing from a position on one side of the center of the crank-shaft toa position on the other side thereof, and thereby reverse the valve driven thereby. To the arm 11 of each governor is pivoted a combined centrifugal and inertia weight 15 by means of a pivot-pin 16. In the construction shown the weight is substantially circular, having, however, a preponderating mass on the side of the shaft opposite the pivot-pin 16, so that the center of gravity is on that side of said shaft. The shape of this weight, however, is unimportant. Each weight is provided with two stops 17 and 18 upon opposite sides of the arm 11. The weight 15 is provided with a yoke 19, to which the ends of two springs 20 are connected. A similar yoke 21 is mounted upon a pin 22, carried by an arm 23, mounted to revolve with the crank-shaft, but to have some motion relative thereto for the purpose of adjusting the governor, as hereinafter described. The effect of the use of the two springs 20 and the yokes 19 and 21 is the same as if a single spring were used, connected to the pin 22 and to the pin 24, by which yoke 19 is connected to weight 15; but inasmuch as such a spring would interfere with the shaft two springs are preferably employed. In the operation of the governor the weight 15 and its support 11 move as a single rigid piece so long as the direction of rotation remains the same, both swinging about the axis of pivot 12.

In Figs. 4 and 5, 48 designates the center of gravity of the weight structure when the parts are in the positions indicated. It will be noted that the springs 20 tend by pulling upon the weight to hold the stop 17 in'contact with the carrying-disk. Obviously if the weight be caused to move so as to bring its center of gravity 48 upon the opposite side of the line 49 50, passing through the center of the shaft 5 and the center of pivot-pin 12, the center of the eccentric will be carried to the opposite side of the shaft and the engine will be reversed. For this purpose and for the purpose of adjusting the governor as to the speed to be maintained mechanism is provided for moving the arm 23 to one side or the other of the line 49 50 at will. The

governor of the high-pressure cylinder being at the forward end of the crank-shaft, it is permissible to use for the purpose of shifting such arm 23 a screw 25, mounted within a screw-threaded bore in the end of the crankshaft and provided with a collar 26,0onnected to a rocker-arm 27, by means of which said screw may be moved longitudinally with respect to the crank-shaft, and thereby caused to rotate with respect to the crank-shaft. This screw carries the arm 23, its pin 22 having a sliding bearing in the yoke 21 of the spring structure. The governor of the second intermediate cylinder being at a point midway of the crank-shaft, difierent mechanism for adjusting this governor is preferably employed. tail in Fig. 6 and comprises a sleeve 28, carrying an arm 29, corresponding to arm 23 of the high-pressure governor,said sleeve 28',mounted upon a bushing 30, surrounding and splined to the crank-shaft, said bushing having one or more spiral splines and the sleeve having corresponding grooves. A collar 31 and rocker-arm 32 are provided for moving the splined bushing longitudinally on the crank-shaft. The rocker-arms 27 and 32 are connected by links 33 to the weigh-shaft 3% of the engine. Said weigh-shaft may be provided with ordinary means for shifting the Stephenson links, so that by means of this shaft the engine may be reversed, as in an ordinary marine engine. The eccentrics 13 drive their respective valves by meansof ordinary eccentric-rods 35, the eccentric-rod of the second intermediate cylinder being connected to its valve-stem through rocker-arms 36 for convenience.

The operation of this governor is as follows: The engine being in motion, as the speed rises the weight 15 and arm 11, acting as a rigid structure, since the stop 17 is in contact with the arm 11, tend to swing about the pivot-pin 12, so as to decrease the eccentricity of the eccentric and produce an earlier cut off, this tendency being resisted by the governor-springs 20. As in the case of an ordinary shaft-governor, the spring andgovernor-weight maintain a balance for any load within the capacity of the engine, the position of the eccentric shifting slightly as the load of the engine varies, so as to maintain constant speed. If any sudden change of speed of the engine takes place, the inertia of the governor-weighhacting in harmony with the increase or decrease of centrifugal effort, hastens the adjustment of the eccentrio. If the speed of the engine should tend to increase greatly-as, for example, in the case of a marine engine when the propelleris uncovered-the increased centrifugal efiort and the inertia action will swing the eccentric past the center of the shaft into the re versing position, so that the cylinder or cylinders thus reversed oppose the motion of the engine and check the abnormal speed thereof.

Such mechanism is shown in denot now in general useon marine engines.

It will be noted, however, that my governor.

if fitted to the high-pressure cylinder only does not simply stop the supply of steam, but by moving to the reverse position admits steam to the cylinder, the full boiler-pressure on the high-pressure piston opposing racing of the engine. If my governor be fitted to one of the other cylinders as well,

tain the speed to which it is adjusted.

steam from the receiver-space acting upon the piston of that cylinder opposes in like manner the racing of the engine, and if, as shown in Fig. l, the governor be fitted to two cylinders, between which there is another cylinder not fitted with a governor, and therefore not reversed when the engine begins to race, the steam in this cylinder will be bottled up, so to speak, the compression-pressure on the exhaust side of the piston quickly rising to the pressure on the other side thereof. It will be obvious that in this Way a powerful checking influence is exerted upon the engine to prevent racing thereof, and yet this checking action is not exerted with any undue severity upon any part, since the pressune of any part is never greater than thatto which such part is subjected in ordinary operation.

By moving the arms 23 and 29 toward the medial line 49 50 the leverage of the governor-springs is decreased and the governor will lower the speed of the engine and main- If these arms be moved past the medial line, the pull of the springs will come upon the opposite side of the crank-shaft, thereby causing the governor-weights to swing relatively to their respective supportingarms 11 until their stops 18 are in contact with the bosses of carrying-rings 10. The governor-weights then influence the eccentrics,'oppositely moving them to the opposite side of the crankshaft, and thereby reversing the valves driven by said eccentrics.

connected, as already stated, through the mechanism already described, to the weighshaft of the engine, and therefore the operation of this shaft to link up the engine will not simply change the cut-ofi of the valves operated by the Stephenson link-motions, but will change the speed factor of the governors in harmony with the linking up of the Stephenson gears, causing the engine to run at a reduced speed. The object of linking up a marine engine is usually to cause it to run at a reduced speed. Also when the In the governor shown in Figs. 1 and 2 the spring-arms 23 and 29 are .Stephenson link valve-gears are reversed the governors are also reversed. It will also be noted that in either direction of motion of the engine the governor controlsits speed, maintaining substantially constant speed without the necessity of anyhand regulation.

It will be obvious that any suitable valvegear maybe applied to those cylinders which are not fitted with a'governor. I have illustrated the Stepenson link valve-gear because that is the gear in most common use.

It will be obvious that myinvention is susceptible of many variations and modifications, and I do not limit myself to the particular constructions herein illustrated and described. It is also obvious that governors constructed differently from those hereinillustrated and described may be employed, and I do not limit myself to the use of any particular form of governor.

What I claim isa 1. In a multiple-cylinder engine, the com bination with a plurality of expansion cylinders or chambers having means for transforming energy of fluid-pressure into work, of reversing means for one of said cylinders or expansion-chambers, arranged to reverse the operation thereof with respect to another cylinder or expansion-chamber, and thereby to oppose the action of one such cylinder or chamber to that of another of such cylinders or'chambers.

' 2. Ina multiple-cylinder engine, the combination with a plurality of expansion cylinders or chambers having means for transforming energy of fluid-pressure into work, of antomatically-operating reversing means for one of said cylinders or expansion-chambers, arranged to reverse the operation. thereof ,with respect to another cylinder or expansionone of said cylinders or expansion-chambers, arranged to reverse the operation thereof with respect to another cylinder or expansionchamber, and thereby to oppose the action of one such cylinder or expansion-chamber to that of another of such cylinders or chambers,and comprising an automatically-reversing speed-governor.

4:. In a multiple-cylinder engine, the com bination with a plurality of engine-cylinders and distribution-valves therefor, of valvegear for the several cylinders, the valve-gear of one cylinder comprising reversing means independent of the valve-gear of another cylinder, and arranged when reversed'to oppose the action of its cylinder to that of another cylinder.

5. In a multiple-cylinder engine, the combination with a plurality of engine-cylinders the supply of working fluid thereto and its exhaust therefrom, of valve-gear for operating said valves comprising an automaticallyreversing speed-governor for one of said cylinders arranged by reversing to oppose the action of its cylinder to that of another cylinder or cylinders.

7. In a multiple-cylinder engine, the combination with a plurality of engine-cylinders and distribution-valves therefor controlling the supply of working fluid thereto and its exhaust therefrom, of valve-gear for operating said valves comprising an automaticallyreversing speed-governor, and a reversible valve-actuating device for one of said cylinders operated by said governor and arranged when automatically reversed thereby to oppose the action of that cylinder to that of an other cylinder or cylinders.

8. In a multiple-cylinder engine, the combination with a plurality of engine-cylinders connected in series and arranged to conduct expansion in successive stages, and distribution-valves therefor, of valve-gear for operating said valves comprising automatically-reversing speed-governors controlling the operat-ion of the valves of aplurality of cylindersbetween which is another cylinder the valve of which is not so controlled, said governors arranged by reversing to oppose the action of their respective cylinders to that of the said intermediate cylinder.

9. In a multiple-cylinder engine, the combination with a plurality of engine-cylinders and distribution-valves therefor, of valvegear for operating said valves comprising reversible but not automatically operated means for reversing the action of one or more of said cylinders, reversible and automatically governed and reversed means for controlling the action of one or more of the other cylinders, governing means, and a common operating device forthe automatically and the non-automatically controlled valve-operating devices.

10. In a multiple-cylinder engine, the combination with a plurality of engine-cylinders and distribution-valves therefor, of reversible valve-operating mechanism for one of said cylinders, an automatically-reversing speedgovernor and reversible shifting eccentricvalve mechanism for another of said cylinders, and a common operating device for controlling and reversing both of said valve mechanisms.

In testimony whereof I affix my signature in the presence of two witnesses.

FRANCIS M. RITES.

Witnesses:

HARRY M. .MARBLE, A. H. PERLES.

Images