Detached Instantaneous Emergency Governor for either Stationary or Marine Engines Useful in the Event of Racing or Break- down.
Year: 1887

page_text: Detached Instantaneous Emergency Governor for either Stationary
or Marine Engines Useful in the Event of Racing or Break-
down.
HERBERT ASPINALL 204 Phythian Street Liverpool Watch Maker do hereby declare
the nature of this invention to be as follows:-
The Throtle Valve is turned withholding pressure from the cylinder, when the
engine is going too rapid, by the use of a body that is held loose enough to change
its position by the law of gravity, causeing achievements before unknown of with-
holding pressure in the instant the piston is in the best position for pressure to be
withheld; and the Governor though always ready to act is otherwise detached from
the Throtle Valve. The method by which these results are obtained is fully explained
in the following description.
I fit into a frame a body made of three iron bars, the end of one bar is joined to
another at about one fifth of the whole length from the end, forming two right angles,
near the angles the first named bar is fitted into a hoblong hole, the other end is fitted
and forms a ball and cup joint, and is in a horizontal position, this bar has also
attached to it the third bar which is shorter than the other bars, between the ball and
cup joint, and hoblong hole, and is parallel with the longest part of the second named
bar, this longest part of the bar has on it a spring catch, by which it is held nearly
perpendicular: the frame is affixed to a lever at a computed distance from its fulcrum,
or other suitable part of the engine, so that when the engine begins to go at more
than the required speed the lever descends with more rapidity than the body of bars
will fall by the law of gravity the catch becomes higher than the part of the frame in
which it has been kept, and is inclined by the frame to an oblique position, then as
the lever rises all the bars take a horizontal position, and the short bar comes into
contact with and moves a connection with the Throtle Valve, and reduces or stops
pressure, by this time the connection from the valve has slided off the short bar; and
the shortest end of the second named bar has come into contact with a stud on the
column: thus the bar is turned until the spring catch catches against the frame. To
turn the valve back again a catch is fitted to the frame, and a ratch to the column: so

page_text: :
that while the bar is moving back to catch to its position the catch of the frame
moves a cog of the ratch, when the lever is going down the catch passes another cog
which it pushes onward, when the lever rises again; this action is continued until the
valve is opened the ratch being connected with the Throtle Valve. This description
is for when the body is required to fall accross the lever the body is another shape
when required to fall otherwise. If it is not convenient to fit a body on a lever, then
to the next most suitable part, and regulate the body with a graduated spring.
Having now particularly decribed and ascertained the nature of my said invention,
and in what manner the same is to be performed, I declare that what I claim
is the use of a body that is attached to a moving part of any sort of marine, or
.stationary engine, so as to alter its position for to come into instantaneous contact
with a connection of the Throtle Valve, when in an emergency that part of the engine
to which it is fitted is descending quicker than the body will fall by the law of
gravity.
Dated this 26th day of November 1887

page_text: down,
I, HERBERT ASPINALL of 204 Phythian Street, Low Hill, Liverpool in the County of
Lancaster do hereby declare the nature of my said invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement:―
By apparatus operating according to this invention, the throttle or other controlling
valve of a steam engine is operated or turned, witholding the working fluid from the
cylinder, when the engine commences to go too fast. This is done by the use of a
weighted body, held loosely enough to allow it to change its position when the part
on which it mounted is worked, thereby causing the working fluid to be witheld
while the piston of the engine is in that position in which it is most important
pressure should not be exerted thereon; the governor though always ready to act is
otherwise detached from the throttle valve.
The mode by which these results are obtained is explained in the following
description -Into a frame 1. fit a bar made of iron, or other suitable metallic bars,
the end of one bar being joined to another, forming two right angles; near the angles
the first named bar is passed through an oblong hole the other end being fitted as a
ball and cup or equivalent joint. This bar has also attached to it the third bar which
is shorter than the other bars and lies between the ball and cup or other joint and the
oblong hole, and is parallel with the longest part of the second named bar. This
longest part of the bar provided with a spring catch by which it is held nearly
perpendicularly.
The frame is fixed to a lever worked by the engine at a certain distance from
its fulcrum, or to any other suitable reciprocating part of the engine, so that when
the engine begins to go at a higher rate of speed, than that required, the said lever
descends with greater velocity than the body or bars will fall. The body so assumes
a higher position than that part of the frame in which it normally stands, and is
caused by the frame to assume an inclined position. Then upon the rising of the
lever the bars take a horizontal position, and the short bar comes into contact with
and moves a lever or other device arranged in connection with. the throttle or
equivalent valve of the engine, and reduces the quantity of, or stops the steam
entering the cylinder. When this is done the lever slides off the short bar, and the
shortest end of the second named bar comes into contact with a stud or projection
formed on the column or other part of the engine, by which the bar is turned, and
the bars assume their normal position in the frame. To turn the steam on again, a
catch is fitted to the frame and a rack is provided, say on the column, in such a
manner, that while the apparatus is moving upwards the pawl or catch on the frame
moves a cog of the rack and turns the steam partly on. When the lever is going
down the catch slides over another cog of the rack which it pushes onward when the

page_text: lever rises again. This action is continued until the valve is again fully opened.
The above description sets forth an apparatus arranged where the body is required to
work transversely to the engine pump lever, but the body would have other shapes to
work to suit varying circumstances or conditions of its application.
In cases where it is not convenient to fit the apparatus to a lever, it may be attached
to and work upon any other suitable reciprocating part.
In the Drawings hereto annexed are illustrated two forms of apparatus constructed
and operating according to my invention. The various views are marked with
figures and letters of reference corresponding with those used in the following
explanation like letters and figures being used throughout to denote like or
corresponding parts.
Figure 1 is a plan, Figure 2 an elevation and Figure 3 an end view showing a
governor according to my invention connected to an air pump lever, of common form,
of an inverted vertical marine engine; and Figures 4 and 5 are respectively, plan
and end view of a modified form of same, also applied to the same kind of air pump
lever, and Figure 6 shows in elevation a general view of the gear.
With reference in the first instance to figures 1, 2 and 3, A designates the frame of
the apparatus connected to the air pump lever B, and supporting the bodies a, c, b,
which consist respectively of a rod, a cross bar at right angles to said rod, and an
intermediate bar or tappet. These three parts, for convenience, I refer to hereafter
as the rod, a, body, b, and tappet, c. The rod a is mounted in a ball and, cup joint
at d, and passes through a second bearing e, in which the oblong hole is provided.
m is the spring catch having its fulcrum at m', and provided with a spring m². All
these parts are 'moved with the pump lever B; but the following parts are secured to
a fixed part, say the column C, of the engine-namely, the lever has its fulcrum f¹
fixed to the column, and the lever ½ has its fulcrum at h¹. The first lever is
provided with a projecting arm g, and its extremity is connected to one extremity of
the lever h by a working pin joint at the opposite end of the lever / being a
rack quadrant ; a rod t connects the lever to the throttle valve. i is a pin fixed in
the column and placed in the are traversed by the body b, and is a pawl for operating
the rack. The fixed parts, namely, the levers and hand the pin are fixed on
the column in such a position, that upon the upward stroke of the lever B, they shall
receive just the required amount of movements, but these movements will of course
vary with every different set of conditions of application of the invention.
The operation of the apparatus is as follows:-In the normal state of the parts, that
is the state in the position which they would occupy when the engine is running at
its normal or other required speed, is that shown in the figures, but when the engines
commence to race through the propeller being raised out of the water or other cause
such as a breakage of a part-then the increase of speed of the air pump lever,
in the first downward stroke of its accellerated speed, will be greater than that at
which the body will fall, the inertia of said parts causing them to assume the
position shown in dotted lines in Figures 2 and 3, and the gap in the said body will
therefore be in the same horizontal plane as the catch lever m, in which position it
(the body b) will be free to move and fall into the horizontal position, shown in dotted
lines in Figure 1. The movement from the vertical to the horizontal position takes
place in the down stroke, or while at the bottom of the stroke, and prior to the next
upstroke of the lever, and it is effected by inclining or weighting the lever body b, or by
providing a spring so as to cause it to fall when it is clear of the catch m. Upon
the next upstroke of the lever B-the tappet e, now being in the horizontal position-
will come into the contact with the projecting arm g of the lever f, whereby the latter
will be raised, and being in connection with the throttle or other controlling valve of
the engine, will cut off the supply of steam wholly or partially by any known means;
at the same time the quadrant will be depressed.
It is so arranged that before the lever B has reached the limit of upward travel, the
toe g of the army shall slide off the tappet c and pass through an aperture in the
frame A. The object of this end, is to allow the body and tappet e to be moved
into the vertical position again in the same stroke of the lever; this is done by the

page_text: short end of the body coming into contact with the pin i, whereupon the extremity
of the body pushes back the lever m and is engaged by the recess formed in the end
thereof. Whilst the body b is in the vertical position, the pawl will for each upward
stroke of the lever B, after the actuation of the steam controlling valve, engage with
the rack of the lever and will move it a distance equal to the pitch of the teeth;
therefore, if four teeth be provided the engine will take 4 strokes before the controlling
valve is through the lever brought back to its normal position. It will however be
evident this may be effected by one movement, if desired, instead of plurality.
In the modification shown in Figures 4, 5 and 6 the body b is placed at right
angles to the rod a, and the tappet consists of a suspended bar & having a foot b³,
which actuates the levers, and, as hereinafter described. The rod a is supported
in a bearing d at each end, the upper bearing surface of the journals being knife
edges (see Figure 5). The bodies are adjustable longitudinally in order to render
the apparatus capable of being made to actuate the controlling valve or device of the
engine at variable velocities; the adjustment being effected through the screwed nuts o¹
and screwed rod o, which supports the bodies b as will be understood. In this
example the foot of the tappet will aid the action of the bodies b, as its centre
of gravity lies outside of the vertical plane in which the rod a moves. In lieu of the
pawl set forth with reference to Figures 1, 2 and 3, for the purpose of bringing back
the throttle or other controlling valve to its normal position or state, I employ the
tappet b, to actuate the lever f; and I also in this case employ the tappet b' to actuate
the lever h, and steam controlling valve. The tappet is kept in a vertical position
by the stop pin p, and the lever h is placed and works in the same plane as the
tappet, under normal working. The levers and are connected by rods,,
respectively, to a double bell crank lever s, to which is also connected the rod t, by
which the throttle or other steam controlling valve is operated. By this arrangement
when the lever is depressed by the governor the lever will be raised, and vice versa.
The operation of this arrangement is similar to that set forth with reference to
Figures 1, 2 and 3, namely under the required and normal rate of speed of the engine,
the foot of the tappet works directly over the lever h, but when, through any
cause the speed becomes abnormal, the inertia of the bodies and other portions of
the apparatus lying without the plane traversed by the rod a, cause, upon the first
half of the down stroke of the lever B, the tappet to revolve upon the knife edges
of the bar a, thereby causing the foot to lie above the lever, which, upon its further
descent, say at two thirds of the down stroke, strikes the lever and depresses it,
thereby actuating the throttle or other valve through the rods f,, bell crank lever s
and rod t, and so actuating the throttle or other controlling valve of the engine. As
soon as the engine resumes its normal rate of speed, the tappet & falls to its normal
position, depresses the lever and reverses the position of the throttle or other valve
and readmits steam to the engine.
Although I have described my invention as applied, mainly, to the controlling of
steam from the boiler to the engine I would have it understood that it can equally be
applied to operating valves employed for forming a communication between the top
and bottom of a cylinder for putting the piston in equilibrium.
I would also state that the governor may be combined with any suitable recipro-
cating lever actuated by the engine, and two governors may be employed on the
different arms of the lever, when of the first order, when it is required to obtain a
governing action for each stroke of the engine.
Having now particularly described and ascertained the nature of my said
Invention and in what manner the same is to be performed I declare that what.
I claim is
1. In a governor for controlling the passage of steam to or in steam engines, effecting
the actuation of the controlling valve by a device caused to be operated by the inertia
of the parts thereof, or connected therewith, and a lever or levers or their equivalent,
connected with the controlling valve and actuated by said device, as or substantially
as set forth.

page_text: 2. The combination with a governor of the type herein described, of levers such
as and or equivalent devices, whereby the controlling valve of an engine is
first operated in one direction and then in the reversé direction, substantially as
described.
3. The combination with a reciprocating lever of a steam engine, such as the air
pump lever, of a governor, whose operation is due to the inertia of a part or parts
thereof or connected therewith operating substantially as set forth.
4. The governor constructed and operating as set forth with reference to Figures 1,
2 and 3 of the Drawings.
5. The governor constructed and operating as set forth with reference to Figures 4
and 5 of the Drawings.
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