Improvements in Valve Mechanism.
Year: 1896

page_text: Date of Application, 8th Dec., 1896-Accepted, 20th Feb., 1897
COMPLETE SPECIFICATION.
Improvements in Valve Mechanism.
'
I, FRANCIS MARION RITES, Mechanical Engineer, residing in the City of
Ithaca, County of Tompkins, State of New York, and United States of America,
do hereby declare the nature of this invention, and in what manner the same is to
be performed, to be particularly described and ascertained in and by the following
statement.
The object of my invention is to provide improvements in valve gear for fluid.
pressure motors; and to this end my invention consists in a new and improved valve
gear which is adapted to be adjusted by hand, or by an automatic governing device,
or by the combined action of a manually operated and an automatic governing
device. The improvements claimed are hereinafter fully set forth.
My improved valve gear is adapted to be adjusted to effect variations in the
cut-off of the motor fluid, in accordance with variations of load or pressure, or both,
by either the separate or the combined actions of a manually operated device and
an automatic governing device, in whichever direction the motor may be running,
and to effect the reversal of the motor, or a variation in the effect of the automatic
governing device, by means of the manually operated device.
In the accompanying drawings, which illustrate applications of my invention,
Figure 1 is a side elevation and partial section of a horizontal engine with my
improvement applied thereto;
Fig. 2, an elevation and partial section of a vertical hoisting engine with my
improvement applied thereto;
Fig. 3, an end elevation of the engine shown in Figure 2, looking in the direction
of the arrow marked a in Figure 2;
Fig. 4, an end elevation of the engine shown in Figure 2, looking in the direction
of the arrow marked b in Figure 2;
-
Fig. 5; a perspective view, on an enlarged scale, of the eccentrics and slotted link
shown in Figure 2;
Fig. 6, a similar view of the eccentric and slotted link shown in Figure 4;
Fig. 7, a side elevation of an engine provided with a modification of my
improvement;
Fig. 8, a sectional view, on an enlarged scale, of the valve device controlling the
admission and release of steam to and from the small auxiliary cylinder of the
governor shown in Figures 7 and 9;
Fig. 9, a side elevation of an engine provided with another modification of my
improvement;
Fig. 10, a partial section and elevation of the mechanism for shifting the
eccentric shown in Figure 9;
Fig. 11, a side elevation of a valve gear in which two automatic shifting
eccentrics are employed in combination with an adjustable link device;
Fig. 12, a partial section on the line a, a, of Figure 11, the eccentrics, link, and
rods being shown in plan view;
.
Figs. 13 and 14, side elevations of the shifting eccentrics and their weights,
shown detached from the rotary carrier or wheel;
Fig. 15, an end vicw, looking in the direction of the arrow marked b, of the
eccentric, weight, and lever arm shown in Figure 13;
Fig. 16, a view of the other eccentric and its weight and lever, at right angles to
the view shown in Figure 14.

page_text: In valve gears provided with an ordinary Stephenson link, in which the link is
connected to and operated by two eccentrics, the motions of any intermediate point
on the link between the connections to the eccentrics are substantially the same as
the motions which would be obtained from an ideal eccentric whose centre is
located on a line joining the centres of the two actual eccentrics and at distances
from the centres of the actual eccentrics proportional to the distances between the
intermediate point on the link and the points of connection of the link with the
actual eccentrics.
In reversing engines, the centres of the two actual eccentrics are usually located
symmetrically on opposite sides of the crank, and the centre of the link has a motion
which is the same as the motion which would be imparted to it by an ideal
eccentric whose centre is located on a line joining the centres of the two actual
eccentrics and at equal distances from the centres of the two eccentrics.
My invention, as shown in Figures 1 to 10, provides for the employment of an
actual eccentric whose eccentricity and the position of whose centre correspond to
those of such an ideal eccentric, and with such a construction I dispense with one
of the usual eccentrics having connections to one end of the link, and thereby
obtain important and valuable results.
In Figure 1 of the drawings the steam cylinder, 1, is located on the end of the
engine frame, 2, and provided with a distribution valve, 3, which is connected by
means of a stem, 4, and a link or rod, 5, with a block, 6, fitted to slide in the slot 7
of the link 8. The link 8 is connected at its lower end to a rocker arm 9,
which is pivoted to the engine frame and serves as a support and guide for
the link.
The link, 8, is connected at or near its lower end, by means of a rod, 10, to the
strap of an adjustable eccentric, 11, which is connected to and adapted to be
adjusted by the action of the weights, 12, and springs, 13, of an automatic governing
device on a wheel or rotary carrier, 14, mounted on the main shaft 15. The
middle point of the link, 8, is connected by means of a rod, 16, to the strap of a
fixed eccentric, 17, on the main shaft, and the eccentricity of this eccentric 17, and
the position of its centre relative to the crank on the main shaft 15, is such that the
movements of the centre of the link are the same as the movements which would be
imparted to it by two eccentrics symmetrically arranged on opposite sides of the
crank and connected to the ends of the link.
If the link 8 were connected at its opposite ends, as usual, to two eccentrics
located symmetrically on opposite sides of the crank, in order to obtain the full
effect of an automatic shaft governor for both forward and back motions of the
engine it would be necessary to employ two adjustable eccentrics, but with my
improvement the controlling effect of the governor is obtained for both the forward
and back motions by the employment of a single shifting eccentric.
The adjustment of the block 6 in the slot of the link 8 is effected by means of the
hand operated lever, 18, which is shown as fixed to a shaft 20, journalled ou
the engine frame, and which is. connected to the valve link, 5, by means of a
link 19.
When the block 6 is moved to the middle of the link 8, or, in line with the
connection to the fixed eccentric 17 and its red 16, the movements imparted to the
block-6, and to the valve 3, are the same as they would be if the link were
connected at its opposite ends to two eccentrics arranged symmetrically on opposite
sides of the main crank, and the engine will not run in either direction. When the
block, 6, is in a position below the middle of the link the engine will run in
a forward direction, or in the direction shown by the arrow in Figure 1; and the
cut-off may be shortened or lengthened by the movement of the block 6 in the
link 8, or by the action of the automatic governor. When the block 6 is moved to
a position above the middle of the link the engine will run in the opposite direction
and the ratio of expansion, or the point of cut-off, may be controlled as before by
the movement of the block in the link or by the action of the governor.
In whatever position the bluck 6 may be placed, above or below the middle of

page_text: the link, the controlling effect of the governor and the shifting eccentric may be
obtained regardless of the direction of rotation of the main shaft; and by making
the slot in the eccentric 11 of sufficient length, as shown in the drawing, to permit
the movement of the centre of the eccentric 11 from one side of the shaft to the
other, the motion of the engine may be reversed by the action of the governor
alone, when the block is either above or below the middle of the link. This feature
is of advantage in hoisting engines, when the engine is running backward, in cases
where the load is great enough to cause the engine to run backward at too high a
speed. The increase in speed caused by the load will act through the governor to
decrease the speed of the engine, and, with a governor designed to shift the centre
of the adjustable eccentric from one side to the other of the shaft, the engine may
be operated by the load as a compressor, or brake, which resists and tends to
prevent the motion of the load.
In Figures 2, 3, 4, 5 and 6, I have shown an application of my improvement to a
hoisting engine having two cylinders, 21 and 22, whose pistons, 23 and 24, are
connected to cranks 25 and 26, which are at right angles to one another on the main
shaft 27.
The steam distribution valves 28 and 29 are connected, as in Figure 1, hy means
of stems, 30 and 31, and rods, 32 and 33, with sliding blocks, 34 and 35, which are
fitted to slide in the slotted links, 36 and 37. The link 36 is connected at the
middle of its length to the strap, 38", of a fixed eccentric 38 on the shaft 27, at one
end of the engine frame, and the link 37 is connected at the middle of its length to
the strap of a fixed eccentric 39 on the shaft 27, at the opposite end of the engine
frame. The eccentricities and the positions of the centres of the fixed eccentrics 38
and 39 are the same as those of two ideal eccentrics corresponding to the movements
of the middle points of the links when the links are each operated by two eccentrics
connected to their opposite ends.
The strap 41, of an adjustable eccentric 40, ou the shaft 27, is connected to one
end of the link 36, and to a rocker arm 42, on one end of a shaft 43, which is
mounted in bearings on, and extends the length of, the engine frame. A rocker
arm 45 on the other end of the shaft 43 is connected to one end of the link 37, and
imparts to it the same motions that are imparted to the end of the link 36 by the
adjustable eccentric 40,
The adjustable eccentric 40 is connected to, and adapted to be shifted by, the
action of the weights 12 and springs 13 of an automatic governing device on a
wheel or rotary carrier 14 which is mounted on the main shaft 27.
A longitudinal shaft 44, which is mounted in bearings on the engine frame, is
provided near one end with an arm 46 and at its other end with an arm 47, the
arm 47 being connected by means of a rod, or link, 48, with the valve rod 32, and
the arm 47 being connected by means of a rod, or link, 49, with the valve
rod 33.
An arm 51, which is fixed on the end of the shaft 44, at right angles to the
arms 46 and 47, is provided with a pin 52, and a brake band, 53, which surrounds
and is adapted to bear on the rim of the wheel 14, is connected at one end to the
pin 52 and at its other end to a pin 5, which is fixed to the engine frame.
A wheel 50 is fixed on the shaft 44 in any convenient position so that it may be
turned by hand directly or by means of a belt or rope leading to some point
convenient to the operator.
The speed of the engine and the direction of rotation of the shaft 27 may be
controlled by shifting the blocks 34 and 35 in the links 36 and 37, or by the action
of the automatic governor and the shifting eccentric 40, or by the artion of the
governor and the movement of the sliding blocks in the links 36 and 37 at the same
time.
When the wheel 50 is turned through an angle of ninety degrees, in the direction
shown by the arrow in Figure 3, the arms 46 and 47 will be moved through the
same angle and the rods 48 and 49, connecting the arms 46 and 47 with the valve
rods 32 and 33, will move the lower ends of the valve rods and shift the blocks 34

page_text: and 35 to the middle of the links 36 and 37. When the blocks are in this position
the engine will not run in either direction. The same movement of the wheel 50
which shifts the blocks to, the middle of the links 36 and 37 will turn the arm.51
on the end of the shaft 44 through an angle of ninety degrees and the brake
band 53 will be drawn tightly around the rim of the wheel 14.
If the wheel 50 be turned further in the same direction, through an angle of
ninety degrees or less, the blocks will be shifted beyond the middle of the links 36
and 37, and the engine will be reversed, and at the same time the brake will be
released.
In both the forward and back motions of the engine shown in Figures 2, 3, and 4,
the engine will be affected by the action of the automatic governor in the same
manner, and the principle of operation, as regards the action of the eccentrics
and the links, is substantially the same as in the construction shown in Figure 1.
My invention is not limited to a construction in which the fixed eccentric is
connected to the middle point of the link since an equivalent motion of the link
may be obtained by means of an eccentric connected to some other point on the
link and having a different angular adjustment relative to the crank and a different
eccentricity, corresponding to the particular point on the link to which it is
connected. It is essential, however, to the most advantageous operation of my
improvement that the connection of the fixed eccentric to the link should be as near
as possible to the middle point of the link, and any comparatively slight variation
from this construction, such as might be necessary to compensate for other obvious
changes of construction I regard as being within the spirit of my invention. While
I have shown a link connected to an adjustable valve rod and curved to correspond
to the movement of such rod, it will be obvious that my improvement is not limited
to such details of construction since it may, for example, be employed in connection
with a shifting link, or with a link in which the slot is of a different form or has a
different curvature.
In Figure 7 of the drawings I have shown a construction in which both of the
eccentrics, 55 and 56, are fixed on the main shaft. The strap 57 of the eccentric 55
is connected by means of a rod 58 to a slotted link 59 at or near its middle point,
and the strap 58 of the eccentric 56 is connected by means of a rod 60 to one end
of the link 59. The link 59 is connected by means of a rod, 61, with a slotted
link 62, the opposite ends of the rod 61 being secured to the links at or near their
middle points.
The link 59 is supported and guided by means of a rocker arm 63, mounted on
the engine frame, and a block 64 is fitted to slide in the slot of the link 59 and is
COLnected by means of a rod, 65, with the lower end of the link 62. The link 62
is supported and guided by a recker arm 66 mounted on the engine frame, and a
block, 67, which is fitted to slide in the slot of the link 62, is connected by means
of a rod 68 with the valve stem, 69, of the valve mechanism enclosed in the steam
chest 81.
The eccentrics, 55 and 6, impart motion to the link 59 through the rods 58
and 60), and to the link 62 through the rods 61 and 65. The motion imparted to
the link 62 will depend on the position of the block 64 in the link 59, and the
movement of the valve stein 69 will depend on the positions of the blocks 64 and 67
in their respective links.
The block 64 is shifted in the link 59 by the movement of the lever 70, which
is pivotally mounted on the engine frame, and the short arm of which is connecte
with the rod 65 by means of a rod 72.
The block 67 is adapted to be automatically adju-ted in the link 62 by means of
the governor 73 which is connected with the rod 68 by means of the lever 74 and
rod 75.
By means of this construction the cut off may be varied by the movement of the
lever, 70, by hand, or automatically by the governor, and the reversal of the
engine may be eflected either by the lever or the governor, when either moves s

page_text: as to shift the block with which it is connected to the opposite side of the centre
of the link in which it slides.
In order to effect the automatic reversal of the engine by the governor, the
lever 74 is connected by means of a link, 76, with a stnall piston, 77, which is fitted
to work in an auxiliary cylinder, 78, connected with the steam chest, 81, of the
engine by means of a pipe 79. A three way valve 80, shown in Figures 7 and 8,
is located in the pipe 79 and is normally in position to permit the passage of steam
from the steam chest 81 to the cylinder 78. An arm 82 on the stem of the valve 80
is connected by means of a rod 83 with a short arm 84 on the lever 70, so that the
valve 80 may be shifted by the movement of the lever 70.
The small piston 77 normally covers and closes the passage 86, through which
steam is admitted from the pipe 79 to the cylinder 78, and that passage is
uncovered only when the governor 73 has shifted the block 67 to a position at or
near the centre of the link 62. When the small piston 77 is moved far enough to
uncover the end of the pipe 79, steam from the steain chest will enter the cylinder 78
and acting on the piston 77 will lift the right hand end of the lever 74 and move
the block 67 downward beyond the centre of the link and thereby reverse the
engine. The block 62 will be held down by the pressure of steam in the
cylinder 78, and will be returned to its normal position by the weight 85 or
the lever 74 when the valve 80 is moved to cut off the supply of steam and to open
the exhaust passage, 87, leading to the atmosphere. If preferred, the valve 8)
may be adapted to be shifted by hand, or by some other means, but as shown in
the drawing it is so connected with the lever 70 as to be shifted by the same
movement that shifts the block 64 in the link 59.
As shown in Figure 7 the parts are in position for going ahead and the valve-80-
is in position to close the exhaust passage 87 and to open the passage for steam
through the pipe 79, but the admission of steam to the cylinder 78 is prevented by
the small piston 77 which covers the port or passage, 86, at the end of the pipe 79.
When the reversal is effected by the action of the governor, 73, the lever 70 may
be operated to shift the block 64 to any desired position in the link 59 for the
purpose of varying the cut off, stopping, or again reversing the engine, and when
the block 64 is moved to a position at or near the upper end of the link 59 the
valve 80 by means of its connections with the lever 70 will be shifted into position
to permit the escape of steam from the cylinder 78 to the atmosphere. The
block 62 will be moved upward by the action of the weight 85, and thereafter the
operation of the engine may be controlled by the lever 70.
In the construction shown in Figures 9 and 10 I have shown a fixed eccentric, 88,
the strap of which is connected to a link 90 at or near its middle point by a rod 91,
and an eccentric 89 which is adjustable by hand and the strap of which is connected
by means of a rod 90° to the link 90 at or near one of its ends.
The link 90 is supported and guided by a rocker arm, 92, mounted on the engine
frame, and a block, 93, which is fitted to slide in the link 90 is connected with the
valve stem 69 of the valve mechanism in the steam chest 81, by means of a rod-94.
The rod 94 is connected, by means of a link 75, to the lever 74 of an automatic
governor, 73, which may be substantially the same as that shown in Figure 7, or of
any other preferred form.
Any preferred construction may be employed for shifting the eccentric 89 by
land, and in the drawings, Figures 9 and 10, I have shown a lever 95 which is
connected to a sliding rack bar 96, mounted in the shaft 97 and adapted to slide
therein as the lever 95 is moved. The rack bar 96 is provided with teeth, 98,
shown in dotted lines in Figure 10, which are arranged at an angle to the direction
of motion of the bar, and which engage with the teeth, 99, on a bar 100 which
passes transversely through the shaft 97 and is secured at its opposite ends to the
eccentric 89. As the bar 96 is moved longitudinally, by the movement of the
lever 95, the teeth, 98 and 99, on the rack bars 96 and 100 act to move the eccentric 89,
a slot or opening 101 being formed in the eccentric 89 to permit its movement

page_text: transversely across the shaft 97. By means of this construction and the
constructions shown in Figures 1, 2, 3, 5, and 6, the adjustment. of the eccentric
may be effected without changing the lead.
It will be seen that with this construction the cut-off may he varied or the engine
reversed either by shifting the eccentric 89 by hand, or automatically by means of
the governor 73, which is adapted to shift the block 93 in the slot of the link 90.
As in the construction shown in Figure 7, the lever 74 is connected by means of a
link 76 with a small piston fitted in the auxiliary cylinder 78. The cylinder 78 is
connected by means of a pipe 79 with the main steam chest 81, and the admission
and release of steam to and from the cylinder 78 is controlled, as in the construction
shown in Figure 7, by the valve 80 and by the small piston in the cylinder 78.
The arm 82 on the valve 80 is connected by means of a rod 102 with an arm 103
on a rock shaft, 104, which is mounted in bearings, 105, and provided at its
opposite end with an arm 106 to which the lever 95 is connected by a rod, or
link, 107.
When the lever 95 is in the position shown in Figure 10, which shows the parts
in position for going ahead, the valve 80. is in position to permit the passage of
fluid through the pipe 79 to the cylinder 78, but the end of the pipe 79 will
normally be closed by the piston in the cylinder 78 and will be uncovered only
when the governor 73 has moved the lever 74 far enough to bring the block 93 to
a position at or near the centre of the link 90. Steam from the main steam chest
will then enter the cylinder 78 and acting on the piston in the cylinder 78 will shift
the block 93 to the other side of the centre of the link and reverse the engine.
This operation is substantially the same as that described in referring to the
construction shown in Figure 7.
If it is desired to again reverse the engine, or to bring the block 93 back to its
normal position, the lever 95 may be moved so as to shift the eccentric 89, and as
the lever 95 approaches. the opposite limit of its movement, the rock shaft 104,
which is connected with the lever 95 by the link 107, will, through the con-
nections 103, 102, and 82, operate the valve 80, so as to cut off the flow of steam
from the main steam chest and open the cylinder 78 to the atmosphere. The
weight 85 on the lever 74 will then be free to shift the lever 74 and move the
block 93 to its normal position near the upper end of the link 90.
Where I have referred to the reversal of the engine, in describing the several
constructions herein shown, I wish to he understood as including such variations in
the operation as may involve only a reversal of the valve mechanisms or their
functions, regardless of the effect of such variations on the other parts of the
motor.
In the constructions shown in Figures 11 to 16, I provide a governing mechanism
for automatically controlling the cut-off of motive fluid in a motor in either direction
of motion, and for utilizing the forces of inertia in effecting adjustment in both
directions of motion. The principal feature of the invention therein shown is
the combination with a reversing link device of two automatic eccentric cut-off
mechanismus, each of which is connected with the link motion and adapted to effect
reversal of the valve motion and variations in the cut-off of the motive fluid in
either direction of motion of the motor.
In most cases where reversing gears are used it is in combination with motors
subjected to rapidly varying loads, such as are employed in saw mills, rolling mills,
and in the propulsion of steam vessels, and in all of these applications, so far as I
am aware, no simple mechanism has been devised for properly controlling the motor
by an automatic cut-off of the motive fluid in both directions of motion. My
invention, as shown in Figures 11 to 16, provides simple and efficient means for
effecting this purpose, and means whereby the force of inertia is rendered
effective and utilized in both the forward and back motions.
In the operation of relling mill engines, and the engines of marine vessels,
reversal of the direction of motion is frequently necessary when the speed is high
and the engine is running with little or no load, and at times the full load of the

page_text: engine is suddenly thrown on or off. In such cases it is desirable that the regular
speed of the engine should not change materially and that the running portions of
the machinery should not be sizbjected to sudden and great strains due to improper
regulation on a sudden application or release of the load.
The improvement herein set forth is adapted to effect all of these desirable
results with a greater efficiency and simplicity of construction than has heretofore
existed.
In the embodiment of my invention, as shown in Figures 11 to 16 of the
drawings, I employ a shifting link, 108, which may be adjusted to vary the point
of cut-off or to reverse the motion, and, connected to the link at or near its
opposite ends, two adjustable eccentrics, 109 and 110, which are mounted on the
rotary carrier, or wheel, 111, each of the eccentries being connected to, or formed
integral with a weight, 112 or 113, which forms part of a governing mechanism for
effecting automatic adjustment of the eccentrics.
The rotary carrier, or wheel 111, is monuted on the engine shaft, 114, and a
bole, provided with a bushing, 115, is formed in the wheel, on or near its hub, to
receive the small shaft or pin, 116. The eccentric, 109, is, preferably, formed
integral with the arms 117 and 118 and with the weight 112, and is loosely
mounted on the pin 116, so that it may be partially rotated thereon. The
eccentric 110 is rigidly fixed to the pin, 116, outside of the eccentric 109, and is
adapted to be rotatively moved with the pin which is loosely fitted in, the
bushing 115, that is, so fitted that it may turn therein. The weight 113 is forined
integral with the arms 119, 120 and 121, and is rigidly fixed to the pin 116, so that
the eccentric 110, weight 113, arms 119, 120 and 121, and pin 116 may be rotated
together as though they were formed in one piece. The outer end of the pin 116
is fitted and turns in a bushing, 122, fitted in a hole formed in a collar, 123, which
is mounted on the shaft 114 outside of the eccentrics.
The arm, 118, which is substantially at right angles with the arm 117 of the
weight 112, is connected, at its outer end, to the rud, 124, of a piston, 125, fitted
in a dash pot cylinder 126. The piston 125 is shown in dotted lines in Figure 11.
An arm 120, which is substantially at right angles to the arm 119 of the weight 113,
is connected to the cylinder 126, so that the arm 120 and the cylinder 126 more
together.
A lever 128 is pivoted at one end to the arm, 121, which forms an extension of
the arm 119 and is integrally connected with the weight 113, and the other end of
the lever 128 is connected with the arm 117 of the weight 112 by means of a
link 127. Similarly, on the other side of the main shaft, a lever 129 is pivoted at
one end to an extension of the arm 117 by a pin passing through a hole 131,
formed in the integral casting of the eccentric 109 and weight 112, as shown in
full lines in Figure 13 and in dotted lines in Figure 11. The other end of the
lever 129 is connected by means of a link 130, with the arm 119 of the weight 113.
While the arm 121 is described as an extension of the arm 119, this is not an
essential of my construction, and it is not essential that the arm 121 should be
in line with the arm 119, as it may be placed at an angle thereto; and similarly
the angular position of the equivalent arm which is formed integral with the
eccentric 109 may be varied.
Two springs, 132 and 133, are connected at their outer ends to the rotary
carrier, 111, and their inner ends are connected, respectively, to the levers 128.
and 129.
The openings or slots 140 and 141, in the eccentrics 109 and 110, are of sufficient
size to permit the movement of the centres of the eccentrics from one side of the
centre of the main shaft to the other, into positions corresponding to reverse:
motions of the shaft or of the valve motion.
In the construction shown in the drawings the shifting link, 108, is connected:
by means of a link, or rod, 134, with an arm 135 by the movement of which the
position of the link, 108, may be adjusted. If preferred, however, the block 136,
to which the valve rod 137 is connected, may be adjustable relative to the link 108,.

page_text: and the link movable only by the eccentrics; or the relative adjustment of the
link and block may be effected by moving both of these parts.
As shown in Figure 11, the inner shifting eccentric, 109, is connected by its
rod, 138, to that end of the link, 108, in which the block 136 is located, and
movement of the valve rod 137 is controlled by the eccentric 109, the other
eccentric, 110, which is connected to the opposite end of the link 108 by the
red 139, having little or no effect on the valve rd while the link is in the
position shown. With the adjustment as shown in the drawings, the rotation of
the main shaft, 114, and the carrier, 111, is in the direction indicated by the arrow
marked a.
The resistance of the dash pot device which comprises the piston 125 and the
cylinder 126, may be made sufficient to act as a counterbalance to the action of
gravity on the two weights without offering any undue resistance to the action of
centrifugal force, and in sudden adjustments of the weights, due to their inertia,
the weights and the dash pot device may move together so that the dash pot offers
no resistance to the forces of inertia acting on the weights.
When the parts are in the positions shown in Figure 11, the weights 112 and 113
are in the most unfavorable position for gravity balancing by the dash pot device
since the action of gravity on the weights tends to turn them in the same direction
and to cause movement of the cylinder and piston of the dash pot device both in
the same direction. When running with shorter cut-off this effect will be less on
account of the smaller leverage of the weights, and in any other position of the
rotary carrier, or wheel, the action of gravity will tend to move the weights in
opposite directions of rotation and also to give opposite directions of motion to the
piston and cylinder, respectively, of the dash pot device, which tendency will be
resisted by the fluid in the dash pot with the effect of balancing the action of
gravity. This will be made clear by supposing the wheel to be rotated through
such an angle that a vertical line through the centre of support shall pass to the
right of the centre of the weight 113, or by turning the drawing through an angle
of ninety degrees or less and considering the action of gravity on the weights,
when in that position.
My improvement effects adjustment of the eccentrics and corresponding
regulation of the cut-off of the motive fluid by the action of centrifugal force in
accordance with the speed and gradual changes of speed, aud by the combined
action of centrifugal force and inertia on sudden changes such as are due to great
and rapid variations of load.
When the engine is running regularly the weights will assume a certain position
in accordance with the centrifugal force acting on them and this position once
established, will be maintained without resistance from the dash pot device so long
as there is no variation in the speed. In speeding up the engine to this or any
other regular speed, or in gradual variations from the regular speed, the dash put
device may offer a slight resistance to the centrifugal action, because the weights
being then acted on by centrifugal force only, the inertia effect being too small to
be considered, the weights will both be moved outward, or oppositely rotated on
their bearings, the cylinder and piston of the dash pot device will be moved in
relatively opposite directions, and the resistance of the fluid in the dash pot device
will oppose the movement of the weights. Under the circumstances now under
consideration, however, the variation of speed being slight and gradual and the
change of position of the weights being slight and gradual, the resistance offered
by the dash pot device will be small, and the duration of the force tending to
change the position of the weights will finally overcome this slight resistance.
In case of a sufficiently sudden and great change in the speed of rotation of the
carrier, or wheel, 111, the inertia of the weights will instantly be effective to cause
a new adjustment of the eccentrics, and this inertia effect will not be obstructed
or resisted by the action of the dash pot device because both weights will by their
inertia, tend to fall behind or move more slowly than the carrier, and, since the
motion of the weights will then be in the same direction, the arms, 118, and 120,

page_text: the piston 125, and the cylinder 126, will also move in the same direction, or
relatively opposite to the direction of rotation of the carrier, and the whole
governing device will move as one structure. It will be seen that in such a
movement, since the piston and cylinder of the dash pot device move in the same
direction under the same forces they can offer no resistance, to the motion.
If we suppose the adjustment, and the direction of rotation of the carrier, to be
as described and shown in Figure 11, it will be readily seen that the relative
backward movement, or movement to the left, of the weight 112 will instantly
adjust the operative eccentric 109, to a position of shorter cut-off, and that both
the inertia and the centrifugal forces acting on the weight 112 tend to effect this
result. The similar movement of the weight 113 shifts the eccentric 110 to a
position of longer cut-off, but, since the eccentric 110 is, then inoperative on the
valve rod, no effect on the cut off is produced thereby,,with the link and block in
the positions shown.
In order, at all times, to effect a proper operation of the governor, the weights
should occupy similar positions of adjustment at the, same time, so that the inertia
force may be free to act; for, if either one of the weights happens to be in contact
with, or very near to, its stop, the dash pot device may be immovable and prevent
an adjustment for a sudden change of load.
In order to prevent this and to insure a proper operation of the governor I have
provided the springs, 132 and 133, one for each weight so connected, through the
compensating levers. 128 and 129 and the links 127 and 130, that a movement of
one of the weights, 112 or 113, brings into action an assisting force tending to
produce a corresponding movement of the other weight. With this construction.
if, on account of a decreased load, the weight 112 moves outward, the tension of
the spring 132 is increased accordingly by the movement of, the lever 128, and the
link 127, and if, for any reason, the spring 133 is already under such tension that
the weight 113 does not tend to move out to, the same extent as the weight 112,
the tension of the spring 132 acts through the lever, 128 on, the extended arm, 121,
of the weight 113 and tends to move the weight 113 to a position corresponding to
that of the weight 112. At the same time, the movement of the weight 113 acts in
a similar manner on the other weight and its. connected parts, and the combined
effect is to produce similar movements in the two opposite similar portions of the
governing device whereby they will tend to occupy positions, such as to admit of
adjustment by the action of inertia. After such adjustment the differential action of
the springs will tend to return the parts to their normal symmetrical positions.
It will be seen that with my improvement the cut-off may be varied and the
engine reversed by means of the shifting link, 108, alone or in combination, with
the shaft governor; or the cut-off may be varied by the automatic, action of the
shaft governor, either, alone, or simultaneously with a variation due to movement
of the link.
The description of the operation of my improvement with the link, 108, in the
position shown in Figure 11, applies also to the operation with the link, in reverse
position, in which case the direction of rotation of the carrier, 111, and shaft, 114,
will be opposite, to that indicated by the arrow marked a in Figure 11.
My improvement, as shown in Figures 11 to 16, combines with a link reversing
gear two shifting eccentrics with elastic connections between them; independent
governing weights each effecting the adjustment of a separate eccentric and
opposing springs each connected to one of the weights; an intermediate gravity
balancing device adapted to balance the action of gravity on the weights; a
compensating system of links and levers by which any movement of one of the
governing weights, its eccentric and connected parts, tends to effect a similar
movement of the other governing weight, so that any change of position of one
governor in regular service tends to produce a similar change in position of the
other; and an elasticity in the compensating system that does not interfere with
the inertia effect for sudden changes of load, but which puts the opposite parts of
the compensating system under unequal strain momentarily in order to effect the
B

page_text: rapid adjustment of the governors into the proper relative positions to be ready for
another sudden adjustment.
It will be seen that in slow adjustments, that involve similar changes of cut-off
of the two governors, the rotation of the weights is in opposite directions and the
strains of the compensating gear are constantly equal, but in case of an instantaneous
and considerable change of load the rotation of the weights, is as if they were in
one piece, for the moment, while one moves to a shorter cut-off and the other to a
longer cut-off, after which the balancing effects place the two systems in similar
positions.
Each of the centrifugal weights shown in Figure 11 with its rigidly connected
eccentric forms a governor for effecting variations in the cut-off of motive fluid,
and these two governors may be connected as shown, or the dash pot device alone
may be omitted, or both the dash pot device and the other connecting links between
the arms of the weights may be omitted. The two governors will then be
altogether independent of each other, and we will have two shifting eccentrics
operated by two separate disconnected governing devices. The springs 132 and 133
may then be connected directly to the arms 117 and 119 respectively.
When either of the eccentrics is connected to and adapted to be operated by
such an independent governing device, the other eccentric may in some cases. if so
preferred, be fixed on the shaft, so that the governor will operate to effect adjust-
ments of only one of the eccentrics. For example, in the construction shown in
Figure 1, in which a fixed eccentric is connected to a point near the middle of the
link 8, the other eccentric, which is adjustable, may form an integral part of a
governing device similar to that shown in Figures 13, 14 and 15.
The simplest form of governing device constructed in accordance with my present
invention is similar to that shown in Figures 13 and 15, omitting the arm 118. The
governing weight, the cccentric, and the connecting arni are formed integral with
one another, or rigidly connected, and the line passing through the axis of the
supporting point or pivot and the centre of the weight is at right angles to the line
passing through the axis of the support and the centre of the eccentric, and when
mounted on the rotary carrier, or fly wheel, the centre of suspension is such that
the line of travel of the centre of the eccentric is located between the centre of
suspension and the centre of the shaft.
With this arrangement of centres of the governing device relative to one another
and to the centre of the governor shaft, as shown in Figure 11, important results
have been obtained by means of a simple, comparatively light, and inexpensive
construction, which have heretofore been only attempted, and with more expensive,
heavy, and complicated constructions.
While there may be some superficial resemblance between the simplest form of
my rigidly connected eccentric and weight governing device and some other forms
of governing devices, my improvement differs from all others, of which I have
knowledge, in several important features. One of the most important of these is
the construction and arrangement by which the line of travel of the centre of the
eccentric is located between the centre of the pivot, or point of suspension, and the
centre of the shaft. By means of this construction the governor is acted on by
inertia and by centrifugal force in the same direction and these forces tend to assist
one another and to produce the same effect. The inertia may then be said to be
positive. It will be seen by reference to Figure 11 that if the centre of the shaft
be located between the centre of suspension and the line of travel of the centre of
the eccentric, as in other constructions than mine, the rotation will be in a direction
opposite to that indicated by the arrow in Figure 11, and, with such a construction,
when a change of velocity occurs the centrifugal force and the force of inertia will
not act in the same direction, or to produce the same effect, and the inertia effect
will then be negative.
In my improvement the centre of suspension of the governor is located relatively
near to the centre of the shaft and the centre of the eccentric, while the mass of
the centrifugal weight is located at a considerable distance so as to obtain a great

page_text: leverage for this mass in resisting the disturbing forces due to the action of the
reciprocating parts on the eccentric. The moment of the forces due to the recipro-
cating parts, as measured by the leverage from the centre of the eccentric to the
centre of support is made extremely small, while the moment of the centrifugal
force as measured by the leverage from the centre of the mass to the same
centre of support is relatively extremely great, and these desirable features are
embodied in the simple integral construction of my improvement, whereas it has
heretofore been necessary to employ a system of levers and links for this
purpose.
The ability to resist disturbances due to the action of the valve gear is a factor
of strength and efficiency in the governor and is greatest when the eccentric
leverage is small, as shown, and the distance from the weight to the support is as
great as possible. Another important factor in the efficiency and strength of the
governor to easily, quickly, and surely perform its work, and which may be termed
the centrifugal strength of the governor, is due to the centrifugal moment, which
is measured by the product of the centrifugal force and its leverage, which leverage
is the distance from the centre of the shaft to the centre of the support. This
centrifugal moment is a maximum when the weight is located on a line substan-
tially at right angles to the line from the centre of the support to the centre
of the shaft, and, for this reason, in my improvement it is important that there
should be no very considerable departure from this location of the centres. This
location of the centres for maximum centrifugal effect does not correspond exactly
to the best relative position of the centres in order to obtain the greatest resistance
to disturbing effects of the reciprocating parts, and for this reason I have not
adhered strictly to that construction which might seem best if centrifugal force
alone were to be considered, but have departed therefrom somewhat in the
direction in which the resistance to disturbing effects might be increased. In
Figure 11, therefore, it will be noticed that the line from the centre of support to
the centre of the weight is not exactly at right angles to the line between the
centre of support and the centre of the shaft, but nearly so, and this is the
preferred construction, but I wish it to be understood that the lines through these
centres may be either exactly at right angles or substantially so, if the variation
therefrom is not too great.
In referring to the angular positions of the centres of the weight, the eccentric,
the point of support, and the shaft, it will be understood that my invention is not
limited to a construction in which all or any number of these points are in one
plane; and when the relative angular positions of two or more points, or lines, are
referred to, it will be understood to mean the projections of these points, or lines,
as shown on the drawing, and the angle referred to may be measured on the plane
of the paper.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what
I claim is:
1. In a fluid pressure motor, a valve mechanism controlling the distribution of
motive fluid, and two independent reversing gears connected to the valve mechanism
and adapted to independently reverse the valve functions, substantially as set
forth.
2. In a fluid pressure motor, a valve mechanism controlling the distribution of
motive fluid, and two independent adjustable reversing gears connected to the valve
mechanism, one of which is adapted to be controlled or adjusted by hand, and the
other by means of a governor, substantially as set forth.
3. In a fluid pressure motor, a valve mechanism and two independently adjustable
reversing devices each controlling the cut-off of the motive fluid in both ends of the
cylinder and adapted to independently reverse the valve functions, substantially as
set forth.
4. In a fluid pressure motor, the combination with a valve mechanism of two

page_text: independent adjustable devices controlling the cut-off of the motive fluid, one
adapted to be operated by hand and the other by a governor, substantially as set
forth.
5. In a valve gear for a reversing engine, the combination, with valve mechanism
for controlling the distribution of motive fluid, of a shifting link, or block, and
an adjustable eccentric connected to the valve mechanism, substantially as set
forth.
6. In a valve gear for a reversing engine, the combination, with a valve
mechanism for controlling the distribution of motive fluid, of two or more
independent reversing gears connected to the valve mechanism and adapted to vary
the cut-off of the motive fluid without substantial variation of lead, substantially as
set forth.
7. In a valve gear, the combination, with a link having adjustable connection
with a valve rod, of an eccentric connected to the link at or hear one of its ends,
and an eccentric connected to the link at an intermediate point, substantially as set
forth.
8. In a valve gear for fluid pressure motors, the combination with a link having
adjustable connection with a valve rod, of means for varying the adjustment to
reverse the motor and a single adjustable eccentric connected to the link and
adapted to control both the forward and back motions of the inôtor, substantially as
set forth.
9. In a valve gear, the combination, with a link having adjustable connection
with a valve rod, of a fixed eccentric connected to the link at or near its middle
point, and an adjustable eccentric connected to the link at or near one of its
extremities, substantially as set forth.
10. In a valve gear, the combination with a link having adjustable connection
with a valve rod, of an eccentric connected at or near one of the ends of the
link, and an eccentric connected to an intermediate point on the link, and which
is adapted to impart to the point on the link to which it is connected, sub-
stantially the same motion as would be imparted by two eccentrics connected
at or near the opposite ends of the link, substantially as set forth.
11. In a valve gear, the combination, with a link, of a fixed eccentric whose
centre is substantially in line with the engine crank and which is connected to
the link at or near the middle point of the link, and an adjustable eccentric
connected to a point at or near the extremity of the link, substantially as set
forth.
12. In a valve gear, the combination, with a link having an adjustable connection
with a valve rod, of a guide for the link, a fixed eccentric connected to the link at
or near its middle point and an adjustable eccentric connected to the link at or
near one of its extremities, substantially as set forth.
13. In a valve gear, the combination, with a slotted link of a block fitted in the
slot and connected to a valve rod, a fixed eccentric connected to the link at or near
its middle point, an adjustable eccentric connected to the link at or near one of its
ends, a governor for shifting the adjustable eccentric and means for relatively
adjusting the link and block by hand, substantially as set forth.
14. In a valve gear, the combination, with the valves of two cylinders, of 'two
fixed eccentrics, two links, each of which is connected to a valve rod and, at or
near its middle point, to one of the fixed eccentrics, an adjustable eccentric, and
connections from the adjustable eccentric to one end of each of the links, substantially
as set forth.
15. In a valve gear, the combination, with the valves of two cylinders, of two
fixed eccentrics, two links, each of which is connected to a valve 'rod, and, at or
near it middle point, to one of the fixed eccentrics, an adjustable eccentric, direct
connections from the adjustable eccentric to one end of one of the links and to 'an
arm on a rock shaft, and a connection from the rock shaft to one end of the other
link, substantially as set forth.

page_text: 16. The combination, in a fluid pressure motor, of a valve gear having a
relatively adjustable link and block connection between the distribution valve and
its driving mechanism, a brake for stopping or checking the motion of the engine,
and means, connected to the valve gear and to the brake, for simultaneously
applying the brake and shifting the block and link connection to stop the engine,.
substantially as set forth.
17. In a fluid pressure motor, the combination, with a valve mechanism and an
adjustable cut-off and reversing device, of an automatic governor connected thereto
and adapted to vary the cut-off of the motive fluid, and means controlled by the
governor for operating the reversing device to effect a reversal of the engine,.
substantially as set forth.
18. In a fluid pressure motor, the combination, with a valve mechanism and an
adjustable cut-off and reversing gear, of an automatic governor connected thereto
and adapted to vary the cut-off of the motive fluid, and a fluid pressure actuated
device controlled by the governor and adapted to operate the reversing mechanism,,
substantially as set forth.
19. In a fluid pressure motor, the combination, with a valve mechanism, of an
adjustable link or block, an automatic governor connected thereto and adapted
to vary the cut-off of the motive fluid, and means for effecting a reversal of the
motor which is in operation during the ordinary movements of the governor, but
which is operative by an excessive movement of the governor to effect a reversal
of the engine, substantially as set forth.
20. In a fluid pressure motor, the combination, with an adjustable link device,
of two shifting eccentrics each of which is connected to the link at or near one of
its extremities, substantially as set forth.
21. In a fluid pressure motor, the combination, of an adjustable link device for
controlling the cut off of motive fluid, and two independent shifting eccentric
governors connected with the link device at or near its opposite extremities,
substantially as set forth.
22. In a fluid pressure motor, the combination, of an adjustable link device
connected to the distributing valve, and two shifting eccentrics adapted to be
reversely adjusted by a sudden change of load, substantially as set forth.
23. In a reversing gear, the combination of two shifting eccentrics connected to
an adjustable link or frame at or near its opposite extremities, a manually
operated adjusting mechanism connected to the link or frame, and mechanism
connected to the eccentrics and adapted to be operated by an automatic governor,
substantially as set forth.
24. In a valve operating mechanism for fluid pressure motors, the combination,
of two shifting eccentrics, governing mechanism connected to each of the
eccentrics, and compensating connections adapted to effect corresponding move-
ments of the two systems and to permit unequal or opposite movements under the
force of inertia, substantially as set forth.
25. In a valve operating mechanism for fluid pressure motors, the combination,
of two governing devices, each comprising a shifting eccentric and an unbalanced
governing weight, and a dash pot device through which the governing devices are
connected, substantially as set forth.
26. In a valve operating mechanism for fluid pressure motors, the combination,.
of two governing devices, each comprising a shifting eccentric and a rigidly
connected centrifugal weight, and means connecting the governing devices whereby
they are balanced as to gravity, substantially as set forth.
27. In a governing mechanism, the combination, with a rotary carrier, of an
eccentric, a weight rigidly connected with the eccentric, and a common support for
the eccentric and weight, the leverage of the weight about the common support
being relatively great as compared with the leverage of the eccentric about the
same support, substantially as set forth.
28. In a governing mechanism, the combination, with a rotary carrier, of an.

page_text: integral, or rigidly connected, eccentric and weight, the eccentric and weight being
located at substantially right angles about the axis of the common support of the
eccentric and weight, substantially as set forth.
29. In a governing mechanism, the combination, with a rotary shaft, of an
integral, or rigidly connected, eccentric and weight and a support about which
they are adapted to move, the position of the support, of the centre of the
eccentric, and of the centre of the shaft being such that the line of travel of the
centre of the eccentric passes between the centre of the support and the centre of
the shaft.
30. In a governing mechanism, the combination, with a rotary shaft, of an
integral, or rigidly connected, eccentric and weight, the eccentric, and weight being
located at substantially right angles about the axis. of the common support of the
eccentric, and weight, and the eccentric being so located that the line. of travel of
its centre lies between the centre of support and the centre of the shaft.
31. In a valve operating mechanism for fluid pressure motors, the combination,
of two independent governing devices connected together through the medium of a
dash pot device and thereby balanced as to gravity, substantially as set forth.
Dated at Pittsburg Pa ITS A this Twenty-eighth day of September
1000.
FRANCIS MARION RITES.
Witnesses:-
-
T. J. HOGAN.
F. E. GAITHER.