Improvements in Apparatus for Governing the Relative Speeds and Relative Phases of Motion of Engines.
Year: 1896

page_text: Date of Application, 23rd May, 1896
Complete Specification Left, 23rd Feb., 1897-Accepted, 22nd May, 1897
PROVISIONAL SPECIFICATION.
Improvements in Apparatus for Governing the Relative Speeds and
Relative Phases of Motion of Engines.
We JAMES MAXTON Consulting Engineer of 4 Ulster Street Belfast and
ARTHUR LLEWELYN JONES Engineer of 53 University Road Belfast do hereby
declare the nature of this invention to be as follows:-
The purpose of this invention is to so govern the working of two or more steam
engines or other motors (whose motion would otherwise be partially or entirely
independent of each other) that they shall run at equal speeds, & preserve any
required constant relative phases in their cycles of motion; or that any required
constant ratio shall be maintained between their speeds.
As applied to marine engines driving twin, or multiple, screw-propellers the object
of the invention is by causing the two or more sets of engines to run at equal
speeds & preserve any desired constant relative phases in their cycles of motion, to
thereby diminish or annul the vibration induced in the vessel by the working.
of the machinery.
The purpose of the invention is carried out in the following manner :-A spirally
grooved spindle is caused to rotate by being suitably geared with the shaft or
other working part of one of the engines, & a sleeve or nut which engages with the
spiral grooves is caused to rotate in the same direction as the spindle by being
suitably geared with a working part of the other engine, & in such a manner as to
allow of lateral motion of the sleeve.
The gearing is so arranged that while the engines maintain equal speeds, or the
required relative speeds, the spindle & sleeve revolve at an equal rate & have no
relative motion; but any departure in the working of the engines from the
required relative speeds causes a differential rotation of the sleeve on the spindle
whereby the sleeve is caused by the screw to move laterally also along the spindle,
& by so doing acts, either by means of a direct connection, or by any suitable
intervening mechanism, on the throttle valves, link motions, eccentrics or slide
valves of the two engines in such a manner as to check the speed of the too-fast-
running engine & to maintain or increase the speed of the other.
Instead of the above described screwed sleeve and spindle the same result may
be obtained by the use of a toothed wheel driven at opposite extremities of a
diameter by two spiral worms, or endless screws on parallel shafts, deriving their
motions respectively from the two engines whose relative speeds are to be governed.
While the worms revolve at equal rates the wheel is simply revolved on its own
centre, but any difference in the speeds of the worms (or endless screws) causes a
motion of the centre of the wheel parallel to the direction of the worm shafts &
this motion is by suitable mechanism caused to act upon the regulating valves of
the engines as herein before described. Or a similar differential motion may be
obtained by the use of three geared toothed bevel wheels, or other similar
arrangement of hunting or differential motion, & applied in the same manner as
herein before described to govern the relative speeds of the engines.
In the above described device of a sleeve on a spirally grooved spindle, when
the engines are running at equal speeds, the particular relative phases maintained
in the cycles of motion of the engines is determined by the lateral position of the

page_text: sleeve on the spindle when not tending to check the motion of either engine, &
this position is made readily adjustable so as to cause any desired relative phase to be
maintained. The same remark applies to the corresponding adjustment in the
alternative devices above described.
Dated this 21st day of May 1806
JAMES MAXTON.
ARTHUR L. JONES.
Improvements in Apparatus for Governing the Relative Speeds and
Relative Phases of Motion of Engines.
We, JAMES MAXTON, of 4 Ulster Street, and ARTHUR LLEWELYN JONES,
of 53 University Road, both of Belfast, Ireland, Engineers, 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:-
Our invention relates to apparatus for governing the relative speeds and relative
phases of motion of engines.
The purpose of this invention is to so govern the working of two or more steam
engines or other motors (whose motion would otherwise be partially or entirely
independent of each other) that they shall run at equal speeds and preserve, any
required constant relative phases in their cycles of motion; or that any required
constant ratio shall be preserved between their speeds.
As applied to marine engines driving twin (or multiple) screw propellers the
chief object of the invention is to enable the two (or more) sets of engines to run
at equal speeds though "out of step" with each other and to preserve any
required constant relative phases in their cycles of motion, thus diminishing or
annulling the vibration that would otherwise be induced in the vessel by the
independent working of the separate sets of engines.
The apparatus also serves the purpose of stopping or checking the tendency to
unequal speed of the engines from any cause such as unequal immersion of the
propellers in a sea-way, loss of propeller blades, breakage of shafting or other
event bringing about a diminution of the load on either engine.
The principle of action of the apparatus is to utilise any departure from the
required relative speeds or relative phases of motion in the engines to check the
speed of the too fast running engine by any of the ordinary means for so doing
such as the partial or entire closing of the steam regulating valve or "linking up
of the slide valve gear and in a corresponding manner to maintain or increase the
speed of the other engine.
The purpose of the invention may be carried out in any of the following
ways:-
A spirally grooved spindle is caused to rotate by being suitably geared with the
shaft or other working part of one of the engines and a sleeve or nut which
engages with the spiral grooves is caused to rotate in the same direction as the
spindle by being suitably geared with a working part of the other engine and in
such a manner as to allow of the working of the sleeve along the spiral grooves,
when the spindle and sleeve are not rotating at equal rates, and consequent motion
of the sleeve along the axis of the spindle.
The gearing is so arranged that while the engines maintain equal speeds, or the
required relative speeds, the spindle and sleeve revolve at an equal rate and have
no relative motion; but any departure of the engines from the required relative

page_text: speeds causes a differential rotation of the sleeve on the spindle whereby the sleeve
by working along the spiral grooves, moves also along the spindle, and. by so
doing acts, either by means of a direct connection, or by any suitable intervening
mechanism, on the throttle valves, link motions, eccentrics, slide valves or
other speed regulating valves of the engines in such manner as to check the
speed of the too-fast-running engine and to maintain or increase the speed of the
other.
To clearly explain our invention we have illustrated some forms in which it
may be carried out in the accompanying drawing, from which it will be evident
that many other arrangements on the same lines may be employed.
In these drawings:-
Fig. 1 is an elevation partly in section of one form of a portion of our
apparatus.
Fig. 2 is a plan of same.
Fig. 3 is an elevation on a smaller scale of a general arrangement of the
apparatus.
Fig. 4 is a plan of same.
Fig. 5 is an end elevation of same and
Fig. 6 is a sectional elevation showing another form of our invention.
Referring first to Figs. 1 to 5 the spindle A is caused to rotate by being suitably
geared to one of the engines, and the spindle C is caused to rotate in the same
direction as A by being similarly geared with the other engine. The sleeve B
engages with a spiral groove or grooves in the spindle A and with the spindle C
by means of a longitudinal key and key way, or other method in a
admitting of relative longitudinal sliding motion only.
manner
Thus the sleeve B is driven by and rotates with the spindle C, but its
connection with that spindle allows of its motion along the axis." The spindles A
and C are so geared with their respective engines as to rotate with equal speeds
when the engines are maintaining their required relative speeds which may be equal
or not.
Any departure from equality of speed in A and C will cause the sleeve to move
along the spindles in one direction or the other according to which spindle runs the
faster, screwing along A and sliding along C.
This longitudinal motion of the sleeve is transmitted by means of the
collar D (which engages with a circular groove on the sleeve without being
attached to it) to the rod E, suitably guided so as to move lengthwise and thence
by any suitable connection to the throttle valves or other speed regulators of both
engines so as to check the speed of the too-fast-running engine and to maintain or
increase that of the other.
Essentially this connection is to be between the sleeve and the regulating valves and
is such that the motion of the sleeve along the spindles is transmitted by any
suitable method to the regulating valves of both engines so as to close one valve
while it further opens the other it being always the valve of the too-fast-running
engine that is closed; or if independently of this gear the speed of one engine be
kept permanently checked as compared with the required relative speeds, then the
connection need be to the regulating valve of the other engine only. One arrange-
ment of the connections with the throttle valves is shown in Figs. 2 to 5 where
the motion imparted by the sleeve B to the sliding rod E is transmitted to the rods
and cranks F G H to the steam regulating valve lever of one engine and thence
by means of the rod I to the regulating lever of the other engine. Or the motion
of the rod E may be transmitted to the valve of the second engine by a similar
arrangement of rods and levers to that shown for the first engine. All or any of
the rods and levers may be made adjustable so as to allow of any desired adjustment
of openings of valves or positions of levers. As shown in Figs. 2 to 5 the
spindles A and C may be driven by toothed gearing R S off the ends of the engine
shafts TU respectively through spring clutches PQ hereinafter referred to which
may be interposed in each connection.

page_text: When the gearing is arranged for the engines to run at equal speeds the
mechanism will cause them to maintain a constant relative phase in their cycles of
motion and this phare is determined and indicated by the lateral position of the
sleeve B on the spindles A and C when the speed regulating valves have each
their normal opening for keeping the engines running at equal speeds.
In order that this relative phase may be adjusted to whatever is desired, the
length of the connection formed by the rod E, or by any other part of the
connection between the sleeve and the regulating valves is made adjustable, such
as by the screw and sleeve W Fig. 4 so that the lateral position of the sleeve
when both regulating valves are adjusted for equal speeds of the engines may be
that which corresponds with the particular relative phases of motion desired in
the engines.
If one of the engines whose speed is to be governed should, independently, of
this governor, be regulated so as to run at a distinctly lower speed thau the other
engine when the regulating valve of the latter is full open, or at a lower relative
speed than that required, then it is only essential for the regulating valve of the
fast engine to be connected with the governing gear which will then check and
regulate the speed of this engine so as to preserve the desired relation with that of
the other engine.
In order that the engines may at any time be worked independently of each
other the connections with the throttle valves are made readily detachable.
To prevent undue strain in the various parts of the mechanism here described
there is interposed in the geared connection with each engine a clutch such as P, Q,
of any suitable kind which throws itself out of action and temporarily ceases to
transmit the motion of the engine to the spindle, when the strain becomes excessive,
or when the sleeve B reaches the limit to its range of motion in either direction.
Instead of the above described arrangement the same results may be attained
by employing three geared bevel wheels and connections in the manner shown in
Figure 6. In this arrangement the hollow shafts X and Y correspond with the
spindles A and C in the first described arrangement and are driven at equal speeds
when the engines are running as desired, but in opposite directions, by being
suitably geared with the two engines respectively through bevel wheels Ri Si
respectively or other suitable gearing. Equal sized bevel wheels M and N are
fixed on the shafts X and Y respectively. In gear with X and Y is the bevel
wheel L which turns freely on its axle K.
Passing through the hollow shafts X and Y and working freely therein are the
shafts J J both of which as well as K are rigidly connected with each other.
As long as the shafts X and Y and wheels M and N rotate with equal speed the
wheel L simply revolves on its axis and no rotation is imparted to the shafts J J
but any difference in the speeds of M and N will cause Laud K to travel round
in the direction of the more rapidly rotating wheel. The shafts J J will therefore
also be rotated in that direction and this rotation is utilised by any obvious
mechanical arrangement to check the speed of the too fast running engine and to
maintain or increase the speed of the other by acting upon their speed regulating
valves. In the drawing a double threaded screw O on the shaft J is shown
engaging with a screwed sleeve V. Any rotation of the shaft J causes the
sleeve (which is prevented from rotating) to move along the shaft in one direction
or the other and this motion is transmitted by any suitable connection of rods
and levers such as indicated by the crank F to the speed regulating valves of the
engines so as to check the speed of the too fast running engine and to maintain or
increase that of the other. A similar screwed sleeve connection may be made to
the shaft J if it be desired that the motion for governing the openings of the
speed regulating valve be taken for each engine independently from the shaft J J.
When the gear is arranged for equal speeds of engines their relative phase of
motion is indicated by the angular, direction which the arm K takes up when both
regulating valves have their normal openings for equal speeds, and the relative
phase to be maintained is made adjustable to whatever may be desired by suitable

page_text: adjustments in the connections transmitting the motion of the sleeve V (or sleeves):
to the speed regulating valves.
A third arrangement for obtaining the same result is by the use of a toothed
worm wheel driven at opposite extremities of a diameter by two spiral worms or
endless screws, on parallel shafts deriving their motions (normally of equal speed..
but opposite in direction of rotation) respectively from the two engines whose.
relative speeds are to be governed. While the worms revolve at equal rates the
wheel is simply revolved on its own centre, but any difference in the speeds of the
worms causes a motion of the centre of the wheel parallel to the direction of
the worm shafts and this motion is by suitable mechanism caused to act upon the
regulating valves of the engines as before described for the other arrangements.
What has been stated above in describing the first arrangement regarding the
use of clutches and the connecting of the gear under certain conditions with the
regulating valve of only one of the engines applies also to the other arrangements.
These mechanical arrangements may be modified in other ways but are to be
always such that the departure of either engine from its required motion in relation
to the other is utilised by the mechanism to close partially or entirely the regulating
valve of the too fast running engine; and the relative phase of motion to be-
maintained by the engines is made adjustable by making the particular position of
the gear within its range of action at which the regulating valves are open to their
normal extent for maintaining the desired relative motion adjustable to any
position within that range and to whatever position may correspond with any possible-
relative phase in the engines.
Having now particularly described and ascertained the nature of our said inven-.
tion and in what manner the same is to be performed, we declare that what we-
claim is :-
1. An arrangement of apparatus for governing the speeds and relative phases of
motion of two (or more) engines and reducing or annulling the vibration in vessels.
or places in which they are contained whereby any departure from the required
relative speed or relative phases of motion is utilized to check the speed of one of
the engines or to check the speed of one and increase the speed of the other
substantially as and for the purposes described.
2. An arrangement of apparatus for governing the relative speeds and relative.
phases of motion of two (or more) engines in which a differential motion is set up
in the parts of same and is transmitted to the speed regulating valves so as to
partially or entirely close that of the too fast running engine and if necessary to
throw wider open that of the other on any departure from the required relative.
speed or relative phases of motion of the engines substantially as and for the
purposes described.
3. An arrangement of apparatus for governing the relative speeds and relative
phases maintained in the cycles of motion of two (or more) engines in which when,
the engines are governed so as to run at equal speeds the relative phase preserved
in their cycles of motion is determined and indicated by the relative positions
taken up within their range of action by certain parts of the apparatus when the
speed regulating valves have their normal openings for equal speeds, and which,
relative position is easily adjustable to cause the engines to take up and preserve
any desired relative phase in their cycles of motion substantially as and for the-
purpose described.
4. An arrangement of apparatus for governing the relative speeds and relative
phases of notion of two (or more) engines comprising two spindles one being
screwed in a sleeve and the other capable of sliding therein, the movement of such
sleeve occasioned by any variation of the relative movement of the engines being
transmitted to the speed regulating valves or one of same substantially as and for
the purposes described.
5. An arrangement of apparatus for governing the relative speeds and relative:

page_text: phases of motion of two or more engines substantially as described and illustrated
in Figs. 1 to 5.
6. An arrangement of apparatus for governing the relative speeds and relative
phases of motion of two or more engines substantially as described and illustrated
in Fig. 6.
PHILIP M. JUSTICE,
55 and 56 Chancery Lane, London, Chartered Patent Agent,
For the Applicants.