US785037A - Governor for turbine-engines. - Google Patents

Description

PATENTED MAR. 14, 1905.

E. S. FARWELL 82: E. F. WILLIAMS.

GOVERNOR FOR TURBINE ENGINES.

APPLICATION FILED D30. 1, 1904.

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INF! I'HIII wi/tmaweo No. 785,037 PATENTED MAR. 14, 1905. .E. S. FARWELL & E. P. WILLIAMS.

GOVERNOR FOR TURBINE ENGINES.

APPLIOATION IILED D30 1, 1904.

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1/9 l ne a a co No. 785,037. I YPATENTED MAR. 14, 1905.

' E. s. PARWELL & E. F. WILLIAMS.

GOVERNOR FOR TURBINE ENGINES.

APPLICATION FILED DBO.1, 1904.

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NITED STATES Patented March 14, 1905.

PATENT FFICE.

ELMER S. FARWVELL, OF RIDGEWOOD, NEW JERSEY, AND EDWIN F. WIL- LIAMS, OF NEW YORK, N. Y., ASSIGNORS TO EDWIN H. LUDEMAN, OF

BROOKLYN, NEW YORK.

GOVERNOR FOR TURBINE-ENGINES.

SPECIFICATION forming part of Letters Patent No. 785,037, dated March 14, 1905.

Application filed December 1, 1904. Serial No. 235,062.

1'0 all whom it may concern:

Be it known that we, ELMER S. FARWELL, a resident of Ridgewood, county of Bergen, and State of New Jersey, and EDWIN F.'WILLIAMS, a resident of the city, county, and State of New York, citizens of the United States of America, have invented certain new and-useful Improvements in Governors for Turbine- Engines, of which the following is a specification.

This invention relates to a governor for turbine-engines, having for its object the production of a simple and efiicient regulating device for engines of this character, so that a greater or less amountof steam may be admitted at successive stages to the turbine; and the invention consists, essentially, in the construction, arrangement, and combination of parts, substantially as will be hereinafter described and claimed;

In the accompanying drawings, illustrating our invention, Figure 1 is a front elevation of a turbine-engine with our improved governing mechanism operatively applied thereto. Fig. 2 is a top plan view of the steamchest and the governor mechanism, certain details of the same being indicated in crosssection. Fig. 3 is a side elevation of the governor mechanism with the steam-chest shown invertical section to illustrate the arrangement of the valves therein. Fig. 4 is a horizontal sectional detail view of a portion of the turbine-engine and the adjoining valvechest and shows the inlets for-admitting the steam. Fig. 5'is a detail side view of the lever employed to operate the primary valve and shows its arrangement relatively to certain coacting parts. Fig. 6 is a detail view of the manually-operated and also the automatic mechanism for controlling the main steam-inlet or throttle-valve. Fig. 7 is a vertical sectional view of the same. Fig. 8 is a sectional plan view of certain parts of the same. Fig-9 is a vertical section of a por tion of the ball-governor mechanism. Fig. 10 is a detail view of a vibrating eccentric-actuated device for oscillating the lever that opens the primary inlet-valve.

Similar numerals of reference designate corresponding parts throughout different figures of the drawings.

1 denotes an example of turbine-engine, the interior mechanism of which may vary within wide limits and is not disclosed, except in the partial manner shown in Fig. 4. There, in sectional detail, we have indicated a chambcr 3, having a nozzle 8, said chamber 3 receiving steam from the chamber 5 in the steam-chest 75, within which is an interior chamber 64, receiving steam from the pipe 62 through the throttle-valve'76 7 6. The valve device operating to control the flow of steam from chamber 64 into chambers 5 and 3 we call the primary admission-valve. In Fig. 4 We also indicate another chamber. 2, leading into a chamber 6, located in any convenient part of the turbine and having the nozzle 7. Chamber 2 receives its steam from a chamber 4 in the main steam-chest,. which chamber 4 receives steam from chamber 64. The admission of steam from chamber 64 to chambers 4 and 2 is controlled by a valve device, which we term the secondary admission-valve. The main steam -chest 75 is shown in section in Fig. 3, in plan in Fig. 2, and in side view in Fig. 1. Steam enters it' through the inlet-pipe 62. The main throttlevalve controlling the passage of steam from the inlet-pipe 62 to chamber 64 consists, for example, of the two valves 76 and 76 on the stem 51. This valve may be opened and closed by a hand-wheel and by an automatic mechanism, which will be presently explained. Also in the steam-chest is the primary inlet-valve, consisting, for example, of the two valves 12 and 12 on stem 10, and likewise the secondary valve, consisting, for example, of the two valves 11 and 11 on the stem 9. The primary valve, having the parts 12 and 12, admits steam to chamber 5, while the secondary valve, having the parts 11 and 11, admits steam to the chamber 4.

()ur governing apparatus utilizes some of the well-known features of a ball-governor and employs centrifugally-acting balls 19, to g which are pivoted the upper links 21 and the lower links 20, said upper links 21 being pivoted also to the upper end of a rotary shaft 13, while the lower ends of the links 20 are pivoted to a sleeve 22, reciprocable vertically in consequence'of the centrifugal and centripetal action ofthe balls on an extension 77 of the vertical stationary standard 25, said sleeve 22 preferably carrying a weight 23, which may be made as a part thereof or may rest thereon, asdesired. Sleeve 22 has a groove 78 therein, that receives a ring or collar 14, which is carried up and down with the sleeve 22 while the latter is changing position under the movement of the balls out and in.

15 denotes a yoke embracing the collar 14 and pivoted thereto by means of bolts 16, having screw threaded ends screwed into bosses on the collar 14, said bolts having polygonal heads 17, to which a wrench may be applied for screwing them into position. One arm of the yoke 15 is somewhat longer than the other to furnish room to pivotally connect it at its outer end to the upper terminal of a depending rod 27, as shown in Figs. 1, 2, and

5,'the lower end of which rod is pivoted to a long lever 28, a pivot 73 serving as the fulcrum of said lever. The function of lever 28 is to open the primary valve at certain times. The yoke 15 has a rearwardly-extending arm 18, movably hung in a stationary bracket 24. The outer end of arm 18 is provided with an adjustable weight 26. In order to thus movably support the arm 18 in the bracket 24, said arm is provided with a sleeve 78, fastened to an inner pin 79, carried in bearings in the bracket 24, and rigidly secured to. one end of the pin 79 is a lever 29, which in turn is pivoted to a link 30, and that in turn is pivoted to a lever 31, which is secured fast on a horizontal shaft 32, which is carried in bearings 43 and 43 and has on its extreme end a rigidlyattached finger 41, which serves to actuate the secondary admission-valve and open the same at the proper time, as will be presently explained. The shaft-bearing 43 is in a standard on the steam-chest 75, and the bearing 43 projects from the standard 25.

On the upper end of the valve-stem 10 is a nut 80, pair of nuts, or some other suitable projection or device capable of being laid hold of to lift the valve, preferably one that will permit of adjustment, below the under side of which the end of the lever 28 lies, as shown in Fig. 5, in a position to engage nut 80 and lift the valve-stem 10, and thus remove the valves 12 and 12 from their seats as occasion may require, it thus being obvious that the lever 28 will only act to open the valves 12 and 12 when it lifts against nut 80 and will not so act if in its vibrations it does not reach and make contact with nut 80. On the upper end of the valve-stern 9 is a nut 81, pair of nuts, or other similar device, below the'under. side of which lies the finger 41, whose boss or collar 34 is fixed on the shaft 32. Finger 41 is adapted to bear against nut 81, so as to act to open valves 11 and 11. A collar 44 is preferably pinned to the shaft 32 on the other side of the bearing 43 from the finger 41 or the hub 42 of said finger. 35 denotes a loose sleeve on the shaft 32, lying between a fixed collar 33 and the fixed collar 34. Sleeve 35 is formed integral with abell-crank having an arm 36, terminating in a round ball 37, and an arm 38,which is pivoted to the upper end of an eccentric-rod 39. The ball 37 lies within a bearing between the lever 28 and a box 82, bolted thereto, as indicated in Fig. 5. Thus it will be seen that the lever 28 is vibrated by a connection with the sleeve 35, which is mounted on the shaft 32, which is parallel to the lever 28. On the governorshaft 13, at a suitable point below the standard 25 and within a frame at that point, a bevel-gear 68 is secured, which is driven by a bevel-gear 67 on a shaft 66, having at its outer end an eccentric 65 for actuating the eccentric-rod 39, just mentioned. Thus it will be seen that along with the revolution of the governor-shaft 13 the universal joint which connects the bell-crank arm 36 with the lever 28 will be vibrated and will oscillate said lever relatively to the nut on the end of the valve-stem 10. As the fulcrum 73 of lever 28 is the point where it is pivoted to the rod 27, it will be evident that the oscillations of lever 28 will only vary as said fulcrum is varied, and the latter variation will take place only in correspondence with the centrifugal or centripetal action of the governor-balls. As the balls fly out when the engine is running at a high rate of speed the fulcrum for lever 28 will be lifted and the valves 12 and 12 will remain closed. As the balls move inwardly in consequence of the slowing down of the engine at a time when more steam is required the fulcrum of the lever 28 will drop, so that said lever in its oscillations will be brought to bear upon the nut 80 and will at each movement by lifting valve-stem 10 open the valves 12 and 12 to a greater or less extent, the degree of opening depending upon the position of the fulcrum 73. So much for the opening of the primary admission-valve. We pass to consider the secondary admission-valve, which only opens when the primary valve is open continuously. The various levers and other parts are so proportioned, moreover, that only when there is need of the admission of a considerable amount of additional steam will a condition obtain where the valves 12 and 12 will be constantly open or a condition in which these valves will be constantly open, and also the valves 11 and 11, controlling the other inlet, will likewise be open to agreater or less extent, for said valves ll'and l1 only open when the engine is running so slowly and the governor-balls are moved inward so far that the levers 29, 30, and 31 will rotate or turn the shaft 32 to'such an extent as to cause the finger 41 to act underneath the nut 81, lifting the stem 9 and opening these valves 11 and 11. When the parts are running so that the lever 28 in its vibrations does not strike the nut 80, it is quite obvious that the finger 41 will not come into contact with the nut 81, because it will lie below the nut 81, and it is only when the yoke 15 drops to a considerable extent and throws the lever 29, as seen in Fig. 1, over to the right sufliciently far that the shaft 32 will be rotated to cause the finger 41 to open the valves 11 and Duringa certain portion of the running of the engine, therefore, valves 12 and 12 re main closed, while valves 11 and 11 are likewise closed. At other times valves 12 and 12 intermittently open and close, while valves 11 and 11 still remain closed. At other times,

the engine.

The supply of steam entering the steamchest 75 through the inlet-pipe 62 is ordinarily controlled by a hand-wheel 50, the revolution of which opens and closes the throttle-valve 76 76. Generally, of course, in the running of the engine said valve or valves will be open. The rod 51 of the throttle-valve 76 7 6 has thereon a collar 52, provided with a lug or lugs that engage a projection 53 on the under side of a horizontal extension 54, which is secured to or made integral with a rigid upright 55, bolted on the top of the steam-chest 75. The lug-provided collar 52'is splined to the valve-stem 51, so as to .allow said stem a vertical movement; but the connection of this lug-provided collar 52 with the projection 53 prevents the stem 51 from rotating,while thus permitting it a vertical movement. Formed integrally with or securely fastened to the extension 54 is a screw-threaded sleeve 56,

movement of the wheel 50 on the threaded sleeve 56 after such movement has continued as long as maybe practicable. The valve-' stem 51 is made square in cross-section at a certain point near its upper end, and a ring 60, having a square opening therein, fits over the squared section of the stem 51. The section of the stem 51 above said squared section is round, and another ring,61, rests at tunes on having a handle 49, and above the lever 48 the screw-threaded upper end of the valvestem 51 is provided with one or more nuts 72. On the collar, which we have described as secured to shaft 32, is an arm 40, that is pivoted at its end to a rod 45, passing loosely through one end of the lever 48, a spring 46 being coiled around the rod 45 and interposed. between that end thereof which is pivoted to the arm 40 and the end of the lever 48 through which rod 45 passes. We have said that ordinarily the throttle-valves 76 76 will be opened by revolving the hand-wheel 50, causing the ring to lift the valve stem 51 through contact with the ring 61, lever 48, and nut'7 2. If it should be desired to quickly close the throttle-valve at any time, the engine'er by laying hold of the handle 49 could rotate the ring 61 sufficiently to transfer it from a position where it rests on the ring 60 to a positionwhere it will drop into the cut-out portions of said ring, thus allowing the stem 51 to drop and the valve to close. When the lever 48 is thus oscillated, the spring 46 will yield sufliciently to permit the movement; but oftentimes the engine may be so running as to make it desirable that this cut-off should be automatic. If the speed is very high and the governor-balls in consequence move out wardly very far and lift the sleeve 22-and the yoke 15, the result will be that the arm 29 will act on the link 30 and arm 31 to rotate the shaft 32 and throw the arm 40 in such a direction that it will carry with it the rod 45, thereby shifting the lever 48 and accomplishing automatically the same thing that is accomplished manually when the engineer lays hold of the handle 49 to close the throttle namely, the interlocking of the ring 61 in the cut-out portions of the ring 60, thereby causing stem 51 to drop and valves 76 7 6 to close. When it is desired to again open the throttle, the hand-wheel 50 can be screwed down until the rings 60 and 61 are disengaged and the ring 61 again caused to rest on the ring 60, when the hand-wheel 50 may be rotatedin the opposite direction and the valves opened.

Having thus described our invention, what we claim as new, and desire to secure by Letters Patent, is

1. The combination with a turbine-engine having a plurality of inlet-ports, of separate valves for said ports, means connecting with the valves for opening and closing one of the valves regularly while a second remains closed and for allowing the first to remain open continuously while the second is open, said means including a governor device.

2. The combination with a turbine-engine the ring 60, while at other times cut-out porhaving a plurality of inlet-ports, of separate valves for said ports, means Connecting with the valves and adapted to open and close one of said ports at intervals, and means to open and, close the other port and permit the firstmentioned port to remain open continuously.

3. The combination with a turbine-engine having a plurality of inlet-ports, of separate valves for said ports, means connecting with the valves for opening and closing one of the valves regularly, and a governor device for controlling the position of said means so as to regulate the time and degree of the valve-open- 4. The combination with a turbine-engine having a plurality of inlet-ports, of separate valves for said ports, means foropening and closing one of said valves regularly, a variable fulcrum for said means, means for determining the position of the fulcrum, and means for opening and closing a second valve while allowing the first valve to remain open continuously.

5. The combination .with a turbine-engine having a plurality of inlet-ports, of separate valves for said ports, means for opening and closing one of said valves at intervals, a variable fulcrum for said means, and a governor controlling the position of the fulcrum and operating to open the second valve when the first valve remains open.

6. The combination with a turbine-engine having a plurality of inlet-ports, of separate valves for said ports, a vibrating lever for regularly opening and closing one of said valves, said lever having a variable fulcrum, constantly-acting means for vibrating said lever, and a governor device controlling the position of the fulcrum so as to regulate the time and degree of the opening and closing of the valve.

7. The combination with a turbine-engine having a plurality of inlet-ports, of separate valves for said ports, a vibrating lever having a variable fulcrum and operating to open and close one of the valves, constantly-acting means vibrating the lever, a governor controlling the position of the fulcrum to regulate the time and degree of the opening of the valve, and means for opening and closing a second valve and allowing the first to remain open continuously, said means including a lever operated by the same governor device.

8. The combination with a turbine-engine havinga plurality of inlet-ports, a steam-chest having acorresponding number of ports, separate valves for admitting steam from the chest to the engine-ports, constantly-acting means to open and close one of the valves regularly witha given position of said means, a governor device regulating the position of said means soas to control the time and degree of the opening of the valve, said governor device also causing the second valve to open and close at such times as the position of the opening means for the first valve permits said valve to remain open continuously.

9. The combination with a turbine-engine having two inletports, of separate valves therefor, a lever having a variable fulcrum and operating to regularly open and close the first valve, a governor device controlling the position of the fulcrum, a lever for opening and closing the second valve at such times as the opening-lever for the first valve becomes ineflective, and means whereby the same governor controls the action of the opening-lever for the second valve.

10. The combination with a turbine-engine having two inlet-ports, of separate valves for said ports, a vibrating lever having a variable fulcrum and operating to open and close one of the valves, constantly-acting means consisting of an eccentric gear for vibrating said lever, a governor device controlling the position of the fulcrum, a rotative shaft provided with a lever operating to open and close the second valve at such times as the first valve is permitted to remain open continuously, said shaft being acted upon by the same governor device as controls the variable fulcrum.

11. The combination with a turbine-engine having two inlet-ports, of separate valves for said ports, a vibrating lever for opening and closing one of the valves, said lever having a variable fulcrum, means for vibrating the lever,a ball-governor,a yoke reciprocated thereby, said yoke connecting with the variable fulcrum, an oscillating shaft having an arm for opening and closing the second valve when the first valve is allowed to remain open continuously, and a leverage connection with said shaft and the aforesaid yoke.

12. The combination with a turbine-engine having admission-ports for the steam, of a steam-chest having separate valves for said ports and having also 'a throttle-valve, and means for automatically operating said throttle-valve consisting in the combination with the valve-stem, of a governor device and connections between said device and the stem for allowing the valve to close when the engine is running at a dangerous speed.

13. The combination with a turbine-engine having steam-inlet ports, of a steam-chest and its valves including a throttle-valve, and means for automatically operating said throttle-valve consisting in the combination with the valve-stem, of a governor device and connections between said device and the stem for allowing the valve to close when the engine is running at dangerous speed.

14. The combination with a turbine-engine having two separate inlet-ports, of a valvechest, separate valves controlling the ports, a throttle-valve for controlling the admission of steam to the steam-chest, said throttle-valve having a stem, a governor device, means for opening and closing one of the inlet-valves, and means for opening and closing the other inlet-valve at such time as the other is left open continuously, said latter means including an oscillating shaft, connections between said shaft and the governor device, and an arm on said shaft together with connections between it and. the throttle-valve stem whereby when required the throttle-valve may be closed.

15. The combination with a turbine-engine having two inlet-ports, of separate valves con-- trolling the same, means for opening and closing either of said valves, governor means for controlling the period, time and degree of such opening and closing, a throttle-valve having a stem, and means whereby the governor will close the throttle automatically when necized to receive steam at two points, of valve mechanism controlling the admission of the steam at said points, a throttle-valve device, and a governor device, together with automatic mechanism actuated by the governor to close said throttle-valve device.

18. The combination with a turbine-engine having steam-inlet ports, of a steam-chest and its valves including a throttle-valve, and means for automatically closing said throttlevalve consisting ofa governor device, an element vertically reciprocable thereby, a rotative shaft,a lever connection between the shaft and the vertically-reciprocable element, and connections between the shaft and the throttlevalve stem.

Signed at New York city this 29th day of November, 1904.

ELMER s: FARWELL. EDWIN F. WILLIAMS.

Witnesses:

JOHN H. HAZELTON, I. HEIBERG.

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