US531107A - Tenth to charles e - Google Patents

Description

(No Modl.)

A. H. FISHER. l GOVERNOR FOR ENGINES.

No. 531,107. Patented Deo. 18,1894.

he: Nonms Frans no4 :no1-ammo.. WASHINGTON. n. c.

UNITED STATES yPATENT OFFICE.-

ASAHEL H. FISHER,OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR OF ONE- TENIH TO CHARLES E. VOORHEES, OF SAME PLACE. i

eovERNoRFoR ENGINES.

SPECIFICATION forming part of Letters Patent No'. 531,107, dated December 18,1 894. f Appupain mea December 9,1893.' sms No. 493,201. cto man.)

.To all whom it may concern:

Be it known that I, AsAHEL H. FISHER,y a citizen of the United States, residing inthe city and county of Philadelphia, Statev of Pennsylvania, have invented a new and useful Improvement in Governors for Engines, which improvement is fully set forth inthe following specification and accompanying drawings. y

The object of my invention is to produce a governor which will positivelyprevent the racing of marine or other engines, thereby relieving the working machinery from spasmodic movements, which are liable to cause injuri-y ous strains, resulting in broken shafts, gite.

By my device any sudden increase in the number of revolutions of the engine is instantaneously and automatically communicated by proper intervening .mechanism-to the throttle or cut-oft which controls the admission or exit of steam to or from the engine cylinders, in such a Vwaythat the liow of steam thereto will be momentarily checked, thereby causingthe engine to immediately resume `its normal speed, and furthermore this percentage `of movement of the throttle or cut-o may be@ easily adjusted While the engine is in` motion. Thebest results .will be attained whenthe governor is connected to balanced throttles, but itcan be connected with almost equal advantage to any of the ordinary or throttling or cut-0E devices now in use. I attain these results by the mechn section on line 00,00, Fig. 2. a vertical section of a modified form otf the anisvin illustrated inv thefollowing drawings, in *whichn a Figure l represents a vertical sectional view of the governor, showing the principal operative parts in section. Fig. 2 represents an elevation of thecasi'ng inclosing the governor proper. Fig. 3 represents a horizontal Fig/1 represents governor, to be hereinafter referred to. Fig.

5 represents a horizontal section of the same,

taken on line ruw, Fig. 4. y y Similar letters of reference indicate corresponding parts in the several v-figuresrfj lReferring to the drawings: A designatesa small pump provided with a pistone, pistony rod b, suction and discharge valves c andd respectively, and the boss e for attachment description.

of. an air chamber. The above parts are of ordinary construction, andrequire no further The piston rod b is to be attached to any of the reciprocating parts of the main engine, and should make the same, or an exact proportionate number of strokes as the main engine.

B designates a reservoir containing some suitable fluid, as oil or water, into which the suction pipe O of the pumpis yextended as shown.

f designates an air vent opening into the reservoir.

fD designates a pipe leading from the discharge chamber of theI pumpgand communicating with the governor casing E at the point g just below the water-tight piston h, which is of ordinary construction, and above the adjustable valve k which is held against the stop Z by a spring m, which' bears against the part n of the valve stem,and the sleeve o which serves as a guide for the valve stern.

It will thus be seen that the cnice 'of the springm is to tend to keep the valve up against the stoprl. See Figs. 1 and 3; Attachedto the piston h is the rod i, at the extremity of which is the knuckle j, from which the cross piece s which is supported from the casing E on the rods t, t. The tension of the spring can of course be varied by moving the cross piece s up or down on rods 15J, said cross pieceY being held in place by the nuts et, u. In a stationary engine weights may be used instead of the spring q, and as is obvious, they would be a fullequivalent of the same. The

spring may be on the outside of the casing, as shown in dotted lines in Fig. 2, said spring being atension spuug.

'v designates a cup-shaped projection atf tached to the downwardly projecting cylin'- drical barrelF of the casing E, and is provided with,v the central oritice G, which forms a seatfor guide for the valve lo in its movement,`and itis also provided with the perfo- IOO rations w, w, which admit of the passage of the luid from the pump A through the pipe D, inlet g, chamber N and opening w through pipe I back to reservoir B.

K designates a cap attached to the bottom of the casing E, which latter may be made in two pieces, and connected by the bolts p.

Above the piston in the cylindrical portion F, is a series of openings y, which form valve seats for valves which can be operated from the exterior as shown, the function of which will be hereinafter described, and above these valve openings y are the relief valves a, which are uncovered when the piston is at the top ot' its stroke.

L designates bosses or brackets used for supporting the governor casing in position.

Referring now to the modification shown in Figs. 4 and 5, in place ofthe rigid stop Zshown in Figs. l and 3, I may employ the movable stop Z pivoted as shown, one portion of which bears against the valve k, while the other portion has a bearing against the adjusting screw Z2, whereby as is obvious, the valve Zt may be moved vertically by turning the screw Z2 in or out.

g is the inlet and I the outlet, as in Fig. 1. The valve,valve stem and spring are the same and perform the same functions as in Fig. 1, the spring however abutting against the movable part o to which the handle M is attached, the part o being capable of vertical adjustment, as is clear from Fig. 4.

The operation of the governor will now be apparent to those skilled iu the art, and will be described first in relation to Fig. 1. Supposenowthe engine to make one hundred revolutions under the normal load, the plungers of the small pump A by reasonof its attachment to the proper reciprocating part of the engine makes'the same number, or a proportionate number of strokes as the main engine, and there is a steady flow of the fluid from the reservoir B through the pipe D to the inlet g, chamber N, small holes w, w, and passages chamber H and pipe I back to the reservoir, and the pressure under the piston h and above valve Zt being steady and constant, and the valve properly adjusted by the spring m and piston h being heldin its proper place by spring q, piston h will remain stationary. Should now from any cause the number ofthe revolutions of the main engine be increased, say to one hundred and one, a greater volume of the fluid would beforced into the chamber N than could readily escape through the reduced passages w, w, and ai, without an increase of pressure in the chamber N, and this accumulation of pressure therein should instantly cause the piston h to rise, which upward motion is instantly communicated to the throttle by the proper connections, at once partially closing the same, thereby shutting oft a portion of the supply steam to the engine, the` speed of which will at once be reduced until it runs under its normal conditions as before.

`Should there be an undue pressure upon the piston, so that it does not respond instantly to the accumulation of pressure in the chamber N, this sudden increase of pressure will instantly force the valve 7c downwardly, tending to close the passage as, and to further restrict the ilow of the fluid through the same, and this increase of pressure in chamber N will, as is obvious, cause the piston 71. to positively move upwardly, and to partially close the throttle as before.

The adjustment and operation of the modi cation shown in Fig. 4 are as follows: The spring m is adjusted by means of the handle M, so that the valve 7c temporarily bears against the pivoted stop Z. The area of the passage beneath the valve being sufcient to permit the free exit of the fluid pumped in at g no movement is made by the piston, until by means of lthe set screw Z2 acting on the stop Z the valve is forced down, contracting the escape ori tices until a pressure is accumulated in the chamber M equal to the stiilness of the spring q, at a given number of revolutions. The piston is now in equilibrium and the adjustment by means of the set screw Z2 is permanent, and the same is locked in place by the nut Z2. By means of the handle M, a small spring m can now be slacked up, until it is in equilibrium, and the adjustment of the whole device is permanent, and the operation of the governor will be as has already been described. As it is not desirable that the piston Zt be forced suddenly to the top of its cylinder in ordinary work, its upward movement is regulated by the valve openings y, y. By means of the screw valve over one of the lower openings y, I can make its arca equal to the discharge ot' the fluid without an increase of pressure, at say one hundred turns of the engine. When this opening is uncovered, the pressure is relieved and the ascent ot' the piston is checked. Should the partial closing of the throttle due to this rise of the piston reduce the speed of the engine, the piston h will fall, but should the revolutions continue above one hundred, the piston will continue to rise to the next opening y, above which can be gaged in combination with the openin g below, to discharge the fluid pumped in by say one hundred and one turns, but not one hundred and two. The throttle is now half shut, and under ordinary circumstances the speed of the engine aud the number of revolutions will be at once reduced. When the speed falls to atrifle below the normal, the pressure in the chamber N falls, valve Zt opens and the piston h rapidly drops, opening wide the throttle. After the adjustments are made they are practically permanent, and all the movements described are instantaneous. The fluid employed, whether water or oil, being to all intents non-compressible, the first impact of the pump plunger or piston is immediately communicated to the piston of the governor, and thence to the throttle or cut-od gear.

It is obvious that the above described gov- IOO IIC

one pump may operate governors attached to more than one cylinder, if very close regulation is required.

Y It is obvious that a diaphragm may be employed in place of the piston hand spring.

When the spring is on the outside of the casing, it may be secured in position by means of the boltsN, as shown in Fig. 4, or the brackets shown dotted in Fig. 2.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

l.v In an engine governor, a casing with an inner cylinder, a pipe leading into said inner cylinder, a pipe leading from said casing, a piston in said inner cylinder above its inlet pipe, and an adjustable valve below said piston controlling the `communication between a chamber in said cylinder below said piston, anda chamber in the casing outside of said cylinder said valve'having its seat in a cap suitably attached tothe lower end of the inner cylinder, said parts being combined substantially as described.

2. In an engine governor, a casing with' an inner cylinder forming a chamber in said casing outside of said cylinder, a piston in said cylinder, a pipe leading into said cylinder below said piston, a pipe leading from said chamber in the casing,a cap on the lower end of said cylinder, and a valve in said cylinder below said piston having a seat thereon for said valve, said seat having-openings therein, v vsaid parts being combined substantially as described.

3. lIn an engine governor, a casing having an inner cylinder with an intervening chamber, a pipe leading into said cylinder, and a pipe leading from said casing, a piston in said casingabove the said'inlet pipe, a cap secured to said cylinder having a valve seat with openings therein, and a valve adapted to close an opening in said cap, said piston having its stem provided with means for -connecting it withthe throttle valve of an'engine, said parts being combined substantially as described.

4. In an engine governor, a casing with an inner cylinder forming an intervening chamber, a pipe leading into said cylinder, a pipe leading from-said chamber, a piston -in said cylinder above said inlet pipe, a cap at the lower end of said cylinder with an opening therein communicating-with said chamber,a valve in said cylinder .closing said opening,

a stop in said cylinder for said valve, and

means connected with the stem of said piston for connecting it with the throttle of an .engine,`said parts being combined substantially as described.

5. The .combination ofa pump having a piston adapted to be connected with a reciprocatingpart of a main engine, a governor having a Vcasing with an inner cylinder forming an intermediate chamber, a piston in said cylinder having its stem provided with means for connecting it to the throttle of the main engine, a pipe leading from said chamber in thecasing to ay reservoir in communication with said pump, and an adjustable valve in said cylinder controlling an opening in the lower end of the cylinder, communicating with said intermediate chamber said valve having its seat in a cap suitably attached to the lower end of the inner cylinder said parts being combined substantially as described.

6. In an engine governor, a cylinder with vinlet and outlet openings, a piston in said cylinder above said inlet opening, a pivoted stop piece in said cylinder, an adjusting screw having a bearing and in contact with said stop piece, and a valve controlling the outlet opening of the cylinder and adapted to abut against said stop, said parts being combined substantially as described.

7. In anengine governor, a cylinder'with inlet and outlet openings, a "piston in said cylinder above said inlet opening, a cap on .the lower end of said cylinder, a valve seated in said cap and controlling saidoutlet openf ing and, an adjustable stop for said valve',

IOO

said parts being combined substantiallyas described.

8. A governor for an engine consisting of a `casing having an inner cylinderwith an intervening chamber, a piston in said cylinder, an adjustable spring bearing against said piston, a cap on the lowerend of said cylinder with an opening therein, a valve in said 'cylinder Vcontrolling said opening, and a stop `in said cylinder for said valve,'said cylinder having openings therein above said piston, forming seats for relief valves, said parts being combined substantially as described.

9. In an engine governor, a cylinder having inlet and outlet openings, a piston in said cylinder above said inlet opening, an adjustable spring or its equivalent bearing on said piston, a valve controlling said outlet openingand a pivoted stop forsaid valve and an adjusting screw for said stop, said parts be ing combined substantially as described.

10. An engine governor, Vconsisting ot a casing having an inner cylinder with anin- -tervening chamber, a piston in said cylinder,

ported and guided in said partition andv adapted to control a port in the end of the cylinder, relief valves in the inner cylinder above the piston and openings into the outer casing and inner cylinder, adapted to be connected With the discharge and suction pas connection with the throttle of en engine. and sage of a. pump, said parts being combined having also connections below said piston to substantially as described. and from a pump, substantially as described. ro

1l. In an engine governor, an inner cy1in- ASAHEL II. FISHER. 5 der with a cap on its lower end, and a valve XVtnesses:

having a. seat on said cap, said cylinder be- JOHN A. WIEDERSHEIM,

in g provided with a. piston adapted to have a A. P. JENNINGS.

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