Improvements in Governors for Marine Screw Engines.
Year: 1889

page_text: Date of Application, 15th May, 1889
Complete Specification Left, 15th Feb., 1890-Accepted, 15th Mar., 1890
PROVISIONAL SPECIFICATION.
Improvements in Governors for Marine Screw Engines.
A communication from abroad by JAMES EVANS WAYGOOD, of Ellerslie, near the
City of Auckland, New Zealand, Engineer.
I, HENRY WILLIAM BRODIE WAYGOOD of 62 Victoria Street, Liverpool in the
county of Lancaster, Agent, do hereby declare the nature of this invention to be
as follows:-
This invention relates to that class of marine engine governors in which the
fore-and-aft oscillation or pitching of the ship is caused to control the supply of steam
to the engines, the said steam supply being diminished or cut off as the ship's stern
pitches upward, the object being to prevent the racing of the engines which would
otherwise result from the lifting of the propeller; and in the present invention the
action depends upon the motion relative to the apparatus of mercury or other liquid
contained in a suitable chamber or chambers, the said relative motion being caused
by the pitching of the ship.
The motion of the liquid relative to the apparatus may be arranged to actuate the
engine throttle valve either through the agency of two floats partially immersed in the
liquid, or by the tilting of the chamber containing the liquid which is supported upon
pivots so that it can rock or tilt.
According to my present invention I construct marine engine governors as follows:-
I provide two upright cylindrical chambers open at the top and joined at their bottoms by
a connecting passage. They may be conveniently cast in one structure and are fixed in
the ship at the same level with their axes some distant apart and in the same vertical
fore-and-aft plane.
Each chamber is fitted with a plunger which fits freely within it and the space
within the chambers and connecting passage which is not occupied by the plungers is
filled with a liquid, preferably mercury.
The plungers are connected by suitable connecting rods to opposite arms of a lever
and one of these arms, or a third arm of the lever is connected to the engine throttle
valve lever.
The action of the apparatus is as follows:-When the ship is on an even keel the
liquid which I will for convenience assume to be mercury-and the plungers stand
at the same level in both chambers, and the throttle valve will be in its normal position.
When the ship pitches so that its stern rises, the surface of the mercury will tend to
remain horizontal anu a portion will therefore flow from the after chamber towards
the forward chamber so lowering the after plunger, raising the forward plunger
and operating the throttle valve so as to cut off or diminish the steam supply to the
engines.
When the ship returns to an even keel the mercury, plungers and throttle valve
will return to their normal positions.
In order to minimise the quantity of mercury required, the connecting passage may
be made of comparatively small diameter or it may be made of larger diameter,
and almost filled by a plunger sliding freely within it, the motion of the plunger
heing limited by stops and a light spring being fitted to press the plunger against
the after stop.
Where it is desired that the motion of the mercury relative to the apparatus
shall operate the throttle valve by the tilting of the containing chamber, I provide
such a chamber which is supported upon pivots, the axis of the pivots lying trans-
verse to the ship and the longer dimension of the chamber lying fore-and-aft.
When the ship is on an even keel the chamber rests in a horizontal position
against a stop at its after end. When the ship pitches so as to raise the stern,

page_text: the mercury will gravitate to the forward end of the chamber which is for this
reason enlarged, and by so altering the position of the centre of gravity will cause
this forward end to tilt downwards.
The chamber is connected by a rod to the throttle valve lever, the arrangement.
being such that when the forward end tilts downwards. the steam supply is
diminished or cut off. As the ship pitches so as to lower the stern, the mercury
will return towards the after end of the chamber and so restore the chamber and
throttle valve to their normal positions. I provide at or about the centre of the
chamber means of adjusting the area available for the flow of the mercury. I also
provide at the after end a balance weight adjustable as to position by means of a
screw, and at the forward end a buffer or cushion spring to reduce shocks.
Dated this 14th day of May 1889.
SLOAN & LLOYD BARNES,
26, Castle Street, Liverpool, Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Governors for Marine Screw Engines.
A communication from abroad by JAMES EVANS WAYGOOD, of Ellerslie, near the
City of Auckland, New Zealand, Engineer.
I, HENRY WILLIAM BRODIE WAYGOOD of 62 Victoria Street, Liverpool, in the
county of Lancaster, 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 :—
My invention relates to that class of marine engine governors in which the
fore-and-aft oscillation or pitching of the ship is caused to control the supply of
steam to the engines, the said steam supply being diminished or cut off as the
ship's stern pitches upward, the object being to prevent the racing of the engines
which would otherwise result from the lifting of the propeller in the present
invention the action depends upon the motion relative to the apparatus of mercury
or other liquid contained in a suitable chamber or chambers, the said relative motion
being caused by the pitching of the ship. The motion of the liquid relative to the
apparatus may be arranged to actuate the engine throttle valve either through
the agency of two floats partially immersed in the liquid, or by the tilting of the
chamber containing the liquid, which is supported upon pivots so that it can rock
or tilt.
In order that my invention may be readily understood reference is made to the
accompanying drawings, in which Sheets 1, 2 and 3 illustrate a form of my invention
in which the notion of the liquid relative to the apparatus actuates the engine throttle
valve through the agency of two floats partially immersed in the liquid; and Sheet 4
illustrates a modified form of my invention in which the motion of the liquid relative
to the apparatus actuates the engine throttle valve by the rocking or tilting of the
containing chamber. Referring to Sheets 1; 2, and 3, Fig. 1 shows in elevation the
general arrangement of the governor and its connection with the throttle valve.
Fig. 11 is a plan, and Fig. I is a sectional elevation on the line A A of Fig. II of
a portion of the apparatus shown in Fig. 1, Figs. II and III being drawn to a larger
scale than Fig. 1. In Sheet 3, Fig. IV is a plan and Fig. V is a sectional elevation
on the line B B of Fig. IV of a slightly modified construction of that part of the
apparatus shown in Figs. I and III. Throughout the drawings similar parts are
indicated by the same reference figures, and in the case of sections. the direction in
which they are viewed is indicated by the small arrows adjacent to the letters
indicating the plane of section.
1, 2 are cylindrical chambers open at the top and joined at their bottoms by the
connecting passage 3. They may be conveniently cast in one piece, of any suitable
metal, and tied together near their tops by the T girder 4.

page_text: By means of the brackets 5 the chambers are fixed in the ship at the same level
and with their axes vertical and in the same vertical fore-and-aft plane.
As shown in the drawings, 1 is the after chamber and 2 is the forward chamber.
The chambers may be conveniently bolted to some fore-and-aft part of the main
condenser or to the fore-and-aft bulkhead of top platform of engine room.
6 and 7 are plungers working freely in the chambers 1, 2.
A portion of the length of these plungers is enlarged in diameter and turned so
as to fit in, and be guided by the bored part of the chambers.
8 and 9 are rods connecting the plungers 6 and 7 respectively to opposite arms of
the lever 10-11 which is pivoted on the fixed fulcrum 12. A third arm of this
lever is formed by the bars 13 and 14 embracing the pin 15, and this pin 15 is
connected to the throttle valve lever 16 by the rod 17, the arrangement being, as
shown, such that, when the plungers 6 and 7 are at the same level, the throttle valve 18
is in its normal position for the ordinary engine speed.
3
The space which is not otherwise occupied within the chambers 1 and 2 and
connecting passage 3, is filled with a liquid, preferably mercury, to the level 19, in
which the plungers are consequently partly immersed. In order to minimise the
quantity of mercury required, where mercury is used, the connecting passage
be made of comparatively small diameter as shown in Figs. IV and V, or it may be
made of larger diameter as shown in Figs. II and III and almost filled by a closed
cylinder 20 sliding freely within it.
may
Annular stops 21 and 22 are provided to limit the motion of this closed cylinder 20,
and a light spring 23 is provided so as normally to press the closed cylinder against
the after stop 21.
24 is a drain cock and 25 are caps or covers fitted to the tops of the chambers.
Where mercury is used, the parts of the apparatus exposed to the action of the
mercury are made of iron.
The action of the apparatus is as follows:-
-
The ship being on an even keel, the plungers 6 and 7 will stand at the same level,
and the throttle valve 18 will be in its normal position.
When the ship's stern pitches upwards, the surface of the mercury will tend to
remain horizontal and a portion will therefore flow from the after chamber 1 towards
the forward chamber 2, the closed cylinder 20, where one is fitted, leaving the after
stop 21 and approaching the forward stop 22.
The plunger 6 will therefore fall relatively to the chamber 1 and the plunger 7 will
rise relatively to the chamber 2; the lever 10-11-15 will assume the position shown
in dotted lines in Fig. I and the throttle valve 18 will be partially or completely
closed.
As the ship returns to an even keel, the plungers and throttle valve will return to
their normal positions.
In the form of the apparatus shown in sheet 4, Fig. VI shows the general
arrangement and the connection with the throttle valve. Fig.. VII is a sectional
elevation of the rocking or tilting chamber. Fig. VIII is a sectional plan on the
line of Fig. VII, and Fig. IX is a sectional elevation on the line DD of
Fig. VII.
26 is the chamber supported on the pivots 27, carried in the plummer blocks 28.
This chamber is placed with its longer dimension lying fore-and-aft, the axis of the
pivots 27 lving therefore transversely to the ship. The forward end of the chamber
is enlarged as shown.
•
The chamber 26 is connected to the throttle valve lever 16 by the rod 17.
The chamber is filled with a liquid, which for convenience I will assume to be
mercury, to the level 19.
29 is a balance weight adjustable as to position by the screw 30, and 31 is a
screwed plug adjustable by the hand wheel 32, for the purpose of adjusting the area
available for the flow of the mercury.
33 is a stop at the after end of the chamber, and 34 is an elastic buffer or cushion
spring at the forward end of the chamber for reducing shocks.
ހ

page_text: When the ship is on an oven keel the chamber 26 rests horizontally against the
stop 33.
When the ship's stern pitches upwards the surface of the mercury will tend to
remain horizontal and it will therefore gravitate towards the forward end of the
chamber, which is for this reason enlarged, and by so altering the position of the
centre of gravity this forward end will tilt downward, the chamber 26 assuming
the dotted position shown in Fig. VI, and so partially or completely closing the throttle
valve. As the ship's stern pitches downwards the mercury will return towards the
after end of the chamber and so restore the chamber and throttle valve to their normal
positions.
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. A marine engine governor consisting essentially of two upright chambers'
connected by a passage and containing mercury or other liquid, each chamber having
a float partially immersed in the liquid and actuated by the motion of the liquid
relatively to the chambers due to the oscillation of the ship, the floats being connected
to and operating the throttle valve, substantially as and for the purpose set forth.
2. A marine engine governor consisting of a tilting chamber connected to the
throttle valve and containing mercury or other liquid, the motion of the liquid
relatively to the chamber due to the oscillation of the ship causing the chamber to tilt
and so operate the throttle valve substantially as and for the purpose set forth.
3. The improved marine engine governor, substantially as described and illustrated
in Figs. I, II, III, IV, and V.
4. The improved marine engine governor substantially as described and illustrated
in Figs. VI, VII, VIII. and IX.
5. In marine engine governors such as herein described the use of the closed
cylinder 20 for the purpose set forth.
Dated this 14th day of February 1890.
SLOAN & LLOYD BARNES,
Castle Chambers, Castle Street, Liverpool, Agents for the Applicant.