Improvements in Governors for Steam and other Fluid Pressure Engines.
Year: 1891

page_text: Date of Application, 12th Jan., 1891
Complete Specification Left, 12th Oct., 1891-Accepted, 14th Nov., 1891
PROVISIONAL SPECIFICATION.
Improvements in Governors for Steam and other Fluid Pressure
Engines.
I, JOHN HAMILTON of 48 Claremont Terrace Clarance Street, Loughborough,
Leicestershire, Engineer do hereby declare the nature of this invention to be as
follows:-
This invention relates to governors for steam and other fluid pressure engines
and it has for its object to make a governor that shall be simple in its construction
and efficient in its action. The improved governor is especially adapted for marine
engines, although it may be effectively used for governing other classes of engines
if so desired.
The improvements relate to that class of governors wherein a small engine or
motor running at a continuous and uniform speed is used to control the main engine
or engines.
In carrying out my invention, under one arrangement, I fit in any convenient
position a casing in or to which is fitted one, two or more single or double acting
cylinders. The piston rod or rods of the cylinder or cylinders are connected to a
crank shaft preferably carrying a fly wheel. On the crank shaft is a worm gearing
with a worm wheel which has or may have a sleeve on upper and lower end for
revolving in a bearing. The sleeve of the worm wheel or the wheel itself is
internally screwed and works on a screw thread on a vertical spindle. The vertical
spindle which, preferably, passes right through the casing from top to bottom has
at its upper end a bush or thimble which may revolve at one end in a hole in the
casing and at the other in a hole in a removable plate or washer, preferably fixed
The bush has a feather
to an extension of the casing by means of studs or screws.
fixed in it for holding it in position on the spindle. On the upper end of the bush
is carried a spur wheel having on it spring pius or equivalent which point into
corresponding preferably tapered recesses in the bush or thimble and drive it round.
The spur wheel receives motion from a small pinion fixed to the boss of a grooved
or other pulley or equivalent receiving motion by a belt or band or otherwise from
any suitable part of the main engine. The lower end of the spindle passes down
through the inside of a revolving valve arranged for supplying and exhausting
steam to or from cylinder or cylinders of the governing engine. The lower end of
the casing may be made with a flanged neck so as to fit on top of the throttle valve.
In this case the vertical spindle would preferably be made to pass down into the
throttle valve. Steam is or may be supplied to the hollow neck from the throttle
valve or by a separate branch. The lower end of the liner is open and may project
into the hollow neck. The bottom of the revolving valve has a deep collar and
up through this collar are holes or equivalent which supply steam, admitted at
bottom, to a groove around the lower end of valve. As soon as the steam
enters the groove it passes to a passage or passages through the liner and so to
a groove at the upper end of valve. An exhaust groove or equivalent is also
cut out in the centre of the valve. Between the top supply groove and the
central exhaust groove is a collar which has ports cut out at suitable intervals
around it. The collar has a serpentine or equivalent ridge so made that it
passes under one port in the collar, then between it and the next, over the
top of this second port between it and the third port then down below the
third and so on to the other ports of the series. Every second port by this
means is made to communicate with the steam or other fluid supply grooves at
top whilst every alternate port communicates with the exhaust groove. At the

page_text: lower end of the valve a similar collar having ports and a serpentine ridge is made
so as to communicate with the lower supply groove and the central exhaust groove.
The ports in the collar communicate through suitable ports in the liner with the
steam ways leading to and from the cylinder or cylinders. The exhaust groove
also communicates by a port or ports in the liner with the exhaust outlet.
With this arrangement so long as the main engine runs at the proper speed the
spindle revolves in sympathy with the worm wheel and the rotary valve supplies
steam regularly through every second alternate serpentine port and exhausts it
through the others. Should there be however the slightest difference of speed
between the spindle and the worm, such as might be caused by a ship diving in a
heavy sea, the sudden strain brought to bear on the propeller, perhaps, reduces the
speed of main engine and also of spindle so that the governing engine over-runs the
vertical spindle which works the throttle valve. The consequence of which will be,
that, the spindle, by the screw action at its upper end will rise and with it a collar or
equivalent which is fitted at its lower end so that the latter will bear against the
underside of the rotary valve and cut off the steam supply thereto, the result of
which cutting off of steam will be that the governing engine will slow down. At the
same time by the rising of the spindle the throttle valve will be opened or partially
opened so as to increase speed of main engine. On the other hand if the main
engine and also the spindle (which is driven from the main engine by the band or
cord pulley) should over run the governing engine the spindle and collar will fall
so as to open a full supply of steam to the rotary valve and thus increase the
revolutions of governing engine and at the same time close or partially close the
throttle valve so as to reduce speed of main engine.
To prevent the spindle rising or falling too far there is fitted or made in it at its
upper end inside or under the washer or plate supported on the casing, a pin or
projection which is free to move, with the action of the spindle, up and down in a
long stole or slot made in the collar bush. Should the spindle attempt to ascend or
descend too far the pin catches on one or other of two stoppers or catches or
equivalent projecting from any suitable part or parts of the casing. Whenever
this takes place the spring pins in the spur wheel, slip or are thrown out of gear so
that the spindle is brought to a standstill. During this stoppage of the spindle the
governor engine is hunting up the spindle and as the speed increases pulls it off the
stopper. Before this action, however, could take place the main engine must have
far exceeded its normal speed for when the vertical spindle descends to the lower
stopper the steam in throttle valve is completely cut off and as a consequence the
engine will be caused to slow down. When the main engine has fallen below its
normal speed the speed of the spindle driven by the gearing therefrom decreases
also in sympathy therewith so that the governing engine over-runs the spindle,
opens the throttle valve and thus brings engine again up to its proper speed.
The rotary valve may be balanced by means of a spring or springs at top and
bottom so that the valve will be half port open. Should an increase or decrease of
speed of the governor be required it may be done by the lifting or lowering of the
valve by washers or collars on the spindle. The governor may be fixed either
directly upon the throttle valve chest and the vertical spindle connected to the
valve or the governor may be fixed to the bulkhead (if in a ship) or at any suitable
place and be connected by suitable rods or levers with throttle or cut off valve.
The governor may be connected to the link gear of engine, if so desired. The
movements of the vertical spindle may be reversed from those hereinbefore
described.
Instead of having worm gearing for driving the spindle as hereinbefore described
the spindle may be driven by bevel gearing or spur and pinion gear from the crank
shaft of governing engine.
The governor may be arranged to work horizontally instead of vertically if so
desired.
The pistons of governing engine may be trunk pistons and there may be three or
more cylinders.

page_text: The governor may be altered in its construction to suit different requirements
without departing from the principle of the invention.
Dated this 10th day of January 1891
H. D. FITZPATRICK,
70, Wellington Street, Glasgow, Agent.

page_text: on the casing which catch in the long groove N₁ of the spindle, works at its upper
end in the boss or hub I2 which is threaded internally to suit the spindle N and at
its lower end in a socket K. At its lower end the casing K has a worm wheel K2
keyed on it which engages with a worm L' on a shaft L running, horizontally, at
right angles to the casing K. The shaft which has balanced cranks K³, K₁ at each
end is carried in bearings K, K supported from the socket K¹ (see Fig. 3). The
cranks K³, K' are driven by the pistons M of the trunk cylinders M', M². The
worm L' also engages with a second worm wheel L2 on a second horizontal shaft L³
placed at right angles to the shaft L. At the other end of the shaft L³ is a
worm L which gears with twɔ worm wheels L, Le fitted on the lower ends of
spindles L7, L (shown dotted Fig. 4) of the rotary valves N³, N' for supplying and
exhausting steam (or other fluid pressure) to and from the trunk cylinders M², M².
The construction of the valves N³, N4, will be hereinafter described. A horizontal
passage N³ in the socket K¹ serves as a bearing for the shaft L³.
The nut J has, at its lower end, a groove J which catches two pins J³, J' on a
forked lever D¹. This lever D₁ which is shown in plan view in detail at Fig. 7 is
fulcrumed at D2 and is connected at its end to the spindle O₁ of the central supply
valve O.
The valves O, N³ and N are contained in a casing P secured to the cylinder A.
The central valve O which, as shown at Fig. 4, has the valve spindle O' passing
right through it, is traversed up and down in the liner O2 by the action of the
forked lever D'. R, R¹ and R2, R³ are steam ports through the liner 02 to
the steam supply grooves T2 and from the exhaust grooves T₁ respectively of the
valves N³, NR are ports in the liners O³ of the valves N³, N₁ leading into the
cylinders M¹, M². Qis the steam supply port to the centre valve O and Q¹ is
the exhaust port from the valve. S is a steam connection to the low pressure
cylinder. QQ and S are indicated by dotted lines at Fig. 4.
The valve O is made with bearing collars 04 08 (see Fig. 2) and with a reduced
cylindrical part or steam space.0 which communicates with the supply Q.
The valves N³, N₁, as shown to an enlarged scale at Figs. 5 and 6, have
grooves T cut in them. These grooves do not communicate with one another but
alternately with the steam supply grooves T2 at the top and the exhaust grooves T¹
at the bottom of the valves. T3 are bearing collars. The solid part T4 of the
valves forms a sort of serpentine ridge which passes alternately over the top of one
groove T and then below the next. By this arrangement as the valves N³, N,
revolve they, alternately, supply steam to the cylinders M¹ M2 and exhaust it
therefrom. Each slot or groove T is a supply groove and each slot or groove T³
an exhaust groove.
The pipe S from the valve casing P branches out at S¹ (see Fig. 9) and is
connected to two valves S2, S3 fitted on the low pressure cylinder S5 and communi-
cating with its steam ports as indicated in dotted lines at Fig. 8. The construction
of these valves is shown at Figs. 10, 11 & 12 where U is the valve casing, and
U the passage leading to the steam ports of cylinder. U2 is the hollow cylindrical
valve with radial ports U³ (see Fig. 12). U is a steam passage. The
U%
passages
of the valves are connected together by the pipe U (see Figs. 8 & 9).
valve spindle passing out through the casing cover U. U is a stuffing box. U is
a spiral spring surrounding the spindle Uº and bearing against the nut U10 and the
socket U fitted on the stuffing gland.
is the
The branches of the pipe connection S communicate through the casing cover U'
with the interior of the valves.
The diagram Fig. 13 shows a method whereby a worm and wheel gearing may
be substituted for the spur and pinion gear. In this view the shaft H is horizontal
and the rope or band is passed round a weighted pulley V. W is the worm gear.
The action of the governor is as follows:-The shaft H with pinion H2 is driven
from any moving part of the engine by the rope or band pulleys I. The pinion H2
turns the spur wheel I' with its boss I2 which latter revolves on the screwed
spindle N. This screwed spindle N is connected by any suitable means to the

page_text: throttle valve of the engine. The boss I2 with the finger coupling G¹ thereon
revolves the nut J on the screwed casing K. The casing K is revolved in the same
direction by means of the worm gearing K2, L', from the shaft L which latter is
driven by the pistons M of the governor cylinders M', M². The revolutions of the
casing K by means of the feathers N2 cause the screw N also to revolve. The
worm L' also revolves the shaft L³ and worm L by means of the worm wheel L² of
said shaft L. In its turn the worm L³ revolves the wheels L³, L' and therefore
the spindles L', L³ (shown dotted Fig. 4) of the rotary valves N³, N¹. The
valve O is moved up and down by the movement of the forked lever D¹ connected
to the nut J and so steam is supplied by it to either the ports E or F and the
grooves T of the valves N³, N.
Now supposing the main engine is running steadily at its proper speed (which is
regulated by the speed of the governor) the nut J on the casing K remains steady
in the one position but the moment a change of speed takes place the nut is sure to
move as the spur wheel I' with the internally screwed boss 12 driven from the main
engines by the pulley I and shaft H, and the hollow casing K with the internal
screwed spindle N, driven from the governing engine will overrun each other, and
as a consequence of this differentiation of speed between the casing K and the
boss I and coupling G¹ the nut J will be caused to travel along the screw on the
said casing K either up or down according as the main engine is quicker or slower
than the governing engine M', M². At the same time the screwed spindle N would
be forced to screw itself in or out, (the groove N' permitting this movement) and
thereby operate the throttle valve so as to cut off or supply, as the case may be,
steam to the engines. The movement of the nut J also moves the lever D₁ and
pulls up or forces down the valve O so as to supply steam from the steam space 06
of the valve to one or other of the ports E, F of the cylinder A, so as to force the
piston C either up or down and thereby open or cut off the supply of steam to the
main engines. The movement of the valve O at the same time supplies more
or less steam to the supply grooves T2 of the valves N³ N' so as to equalize the
action of the governor engine. It will be seen that as the valves N³ N₁ are
revolved by the wheels L', L' a very quick steam supply and exhaust is given to
the trunk cylinders M¹ M². The steam exhausting from the port E passes through
the hollow valve O where it exhausts as also does the exhaust steam from the
port F and the exhaust grooves T¹ of the valves N³, N₁ through the passage Q.
There may be fitted on the casing a pipe S leading to the valves S², S³ on the
low pressure cylinder. These valves which are mounted on the slide valve casing
communicate with the cylinder ports. They are for the purpose of opening com-
munication by the pipe U between the two ports so as to break the power or
rather equalize the pressure on both sides of the low pressure piston. When the
valve O is moved upwards steam is supplied to the pipe S and being admitted to
the back of the valves U2 (see Fig. 10) forces them downwards, thereby opening
communication between the passages U₁ leading from the ports of the low pressure
cylinder by means of the openings U³ in the valves and the connection U³.
Immediately the valve O is again lowered communication between the ports is cut
off as the pressure of steam in the pipe S exhausts back through the hollow valve O
to the exhaust Q¹ and the spring Ù³, on each valve S2, S3 draws back the valve
cylinder U2 so as to close the passages U³. The passages are shown closed at
Fig. 11 and indicated as open, in dotted lines, at Fig. 10. If desired the valve
casing P may be made longer and be fitted with two pipes (S) one at top and one
at bottom. The second pipe (S) can be used when the valve requires revision.
The valves S2, S3 are operated synchronously with the piston C.
It will be noted that as hereinbefore described there is a double action in the
governor namely a throttling by the screwed spindle N and also by the piston of
the cylinder A. The one, the piston, being for a quick throttling in a heavy sea,
and, the screw, a slower throttling for a moderate sea or for stationary engines. In
practice, I use either the one or the other but not both at the same time,

page_text: In the unlikely event of there being a great differentiation of speed between the
two engines there would be a likelihood of the nut J running along to the end of
the screw on the casing and being jammed and perhaps causing some part of the
governor to break. To prevent this I fit stoppers W on the coupling G¹ and on
the collar W2 or a washer above the collar. There are also corresponding stoppers
on the nut J. As soon as the nut travels up against these stoppers at W₁ or W2
they are caught by the stoppers on the nut and the spring clutch I³ is thereby
caused to slip so that no breakage or damage will occur. The stoppers release
themselves as soon as the speed of the engine recovers itself. The stoppers may
possibly be run together in a very rough sea.
Instead of using two valves N³, N*, only a single valve need be used if so desired
and likewise only one valve S2 may be used.
The spindle N may be cut with either a right or left hand screw.
With my invention should the governor engine break down from any cause the
main engine must stop as it will throttle itself, the governor being depended on to
prevent this throttling.
The valve O may as shown at Figs. 4 and 16 be made with a raised part or rim p
this is for the purpose of a gradual cut off. It only extends round one half or so of
the valve and the opposite side may also for this purpose be cut away as shown at pl
Fig. 16. This figure shows the upper half of the valve O. By turning the valve O
round more or less cover is given.
If desired for the purpose of reversing the action of the governor so as to stop
the engines in the event of a breakage of the pulley bands or cords I may make
the shaft H and accessory parts as shown in vertical section at Fig. 14 and in plan
at Fig. 15. The pulley I is mounted on a long sleeve H which latter is clutched
at H to the shaft H. At the lower end of the sleeve H is a tapered collar H*
which runs on the tapered end H' of the horizontal shaft L. H8 is a hollow sliding
bearing or socket which is normally held against the shoulders H by the pressure of
the spring H on the shaft L³ forcing said shaft against it and by the tension of
the rope or band on the pulley I. The pressure of the shaft L' and the tension
of the rope or band compresses the spring H" which is more powerful than
spring H H12 is a recess in which the socket H8 is free to travel. H¹³ is a
bearing.
The drawing shows the parts in their normal relation to one another when the
engine is at work, but should the rope break the spring H" forces back the
socket H and shafts L³ and H until the socket comes against the back of
recess H¹². This movement of the shaft L³ suddenly forces the valves N³, N', so
far round that the pistons M will be reversed and consequently the gearing will
also run in an opposite direction and close the throttle valve of the engines. The
reversal of the pistons M is caused by the valves N³, N4, being shifted round a
groove port, that is to say, if a port T is, at the time of breakage, supplying steam
to the cylinders it will be suddenly moved round and its place taken by an exhaust
port T and vice versa.
If the governor is not desired it can be stopped at any time by pulling up the
handle M in the direction of the arrow (Fig. 14). This pulling upwards of the
lever M³ forces down the collar H and pushes back the shaft L³ a distance
sufficient to stop the rotation of the valves N³, N₁, and so also the governor.
movement of the lever M* also disengages the clutch H³, so that the sleeve H* runs
loose.
The lever M³ is forked and has pins projecting into a groove M®.
The
The bearing at the top of shaft H is, of course, made easy so as to admit of the
movement of the shaft.
The governor may be arranged to work horizontally instead of vertically if so
desired.
The governor may be altered in its construction to meet different requirements
without departing from the principle of the invention.

page_text: 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. An engine governor constructed and operating substantially as hereinbefore
set forth.
2. The combination with the screwed spindle N of the casing K and a nut J
revolving thereon and operating, by means of levers or otherwise, the pressure fluid
supply valve, substantially as and for the purpose set forth.
3. In a governing engine the valves O, N³, N4 (or any modification thereof),
arranged and operating substantially as hereinbefore set forth with reference to the
annexed drawings.
Dated this 10th day of October 1891
H. D. FITZPATRICK,
70, Wellington Street, Glasgow, Agent.