Improvements in Automatic Regulators for Motive Power Engines.
Year: 1894

page_text: Date of Application, 28th Aug., 1894-Accepted, 13th Oct., 1894
COMPLETE SPECIFICATION.
Improvements in Automatic Regulators for Motive Power Engines.
We, HENRY ALONZO HOUSE Senior, HENRY ALONZO HOUSE Junior, both
of The Columbine Ship Yard, East Cowes, Isle of Wight, Engineers, and ROBERT
RINTOUL SYMON of 20 Abchurch Lane, in the City of London, Gentleman, 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, reference being had to the accompanying two sheets of drawings and to
the letters and figures marked thereon, that is to say :-
This invention comprises improvements in automatic regulating mechanism for
motive power engines, more especially for such engines as are actuated by steam or
other expansive fluid, and particularly when employed for the propulsion of street
cars and other locomotives; the general objects of the invention being first, to
provide for the automatic operation of the intercepting valve of the engine whereby,
without attention on the part of the engineer, the engine may be converted from
single to compound, and, secondly, to automatically regulate, with reference to a
predetermined rate, the speed of such engine.
The nature and objects of the invention will be more fully understood from the
description hereinafter contained of the application of the same to street cars, where
its special advantages are perhaps most clearly apparent; but in the description of
the construction, and mode of operation of the same, it will be understood that the
combination of mechanical elements comprising the regulator proper may be used
with other forms of engine and for other and analogous purposes.
In the drawings hereto annexed,
Fig. 1 is a central vertical section of the regulating mechanism proper.
Fig. 2 is a horizontal section on line X-X of Fig. 1, and
Fig. 3 is a view, in side elevation and part section, of all the essential parts of a
steam engine, and such other devices as are required in the practical application
and use of the said invention.
The regulator pertains to the general class of hydraulic regulators, or those the
operation of which depends upon fluid pressure.
The mechanism comprises three cylinders, A, B, and C, properly secured together
or forming independent compartments of a single casting of suitable design. Two
tubes A' A² enter the bottom of the cylinder A at different levels. In the interior
of the cylinder is a cup-shaped device a carried by a spindle al working in a stuffing-
box in the bottom of said cylinder A. This device has in its side, which fits
smoothly the inner surface of the cylinder A, a tapered slot a² that registers with
the opening of the tube A¹. By turning the stem a' the area of the passage through
the slot a² and the tube A¹ is regulated as desired.
The lower portion of the cup-shaped valve a is of somewhat reduced diameter
affording a space between its walls and those of the cylinder A, into which space
the tube A2 opens.
In the bottom of the valve a are a series of perforations through which a
passage is afforded for fluid entering the pipe A2 into the upper portion of the
cylinder A.
Through a stuffing-box at the upper end of the cylinder A works a piston
rod D, carrying a piston D' smoothly fitting the bore of the cylinder A. Said
piston rod D is tubular, and through it works a smaller piston rod D³, carrying a
piston 6 fitting the bore of the cup-shaped valve a. A small perforation 6* is
provided in the piston 6'. The upper end of the piston-rod D carries an arm E
which screws into the open end of said piston-rod. Between the head thus formed

page_text: and a shoulder on the piston rod D' is a spiral spring e that acts upon the rod D',
tending to hold it down in its lowest position, that is, close to the bottom of the
cup-shaped valve a.
The arm E extends horizontally from the piston rod D, and is connected to the
closed end of a tube E' that works through a stuffing box at the upper end of the
cylinder B. The said cylinder B is extended below the two cylinders A and C,
and a spiral spring E' contained within tube E', is connected respectively to the
bottom of such prolongation and the upper end of the tube E¹, said spring operating
to restrain the tube E from movement out of its cylinder.
The tube E' is fitted closely to the bore of the cylinder B except in the exten-
sion B of the latter, where the respective diameters of the two are such as to afford
an annular space around the tube E'. The lower end of the tube E' is open, and
is furthermore provided with perforations or serrations c', so that there is at all
times free communication for fluid from the interior of said tube, into the annular
space around the same in the extension B'. A tube B' is joined to the portion B'of
the cylinder.
The two cylinders B and C communicate through a vertical slot C¹, which slot
registers with an opening C2 in the side of the tube E'.
In the cylinder C is a piston rod d, carrying a piston d', occupying a vertical
space in the cylinder approximately equal to the height of the opening in the
tube E. Said piston d¹ fits closely the bore of the cylinder C, and in order to close
the passage which would otherwise be provided between opposite sides of said
piston, through the slot C', there are pivotted to or between the heads of the piston,
two plates e e¹ which extend out beyond the side of the piston into said slot, ending
nearly in the surface line of the exposed side of the tube E' as shown in Fig. 2.
To retain these plates in proper position in the slot, a spiral spring e' is interposed
between them, and to prevent them from being forced to close together, stops f may
be interposed in their path as in additional precaution. Two pipes F and F enter
the cylinder C near the top and bottom of the same respectively. A small
perforation affords a passage of communication between the lower end of the
cylinder C and the annular space in the extension D' of cylinder B.
The above constitute the main features of the mechanical construction of the
improved regulator.
We refer now to Fig. 3 for a description of the operation of the device, and a
general description of such other elements as are to be used in the preferred
application of the same to practical use.
Combined with the regulator are three hydraulic force pumps of any proper
character represented in the usual conventional manner and designated by the
letters G, G¹, & G. The pumps are coupled in any suitable manner to a movable
part of the engine with which the regulator is used, so as to be in operation
whenever the engine is in motion, and so that their speed, and consequently the
amount of fluid maintained in circulation by them, will be in proportion to the
speed of said engine. The pumps draw their supply from any suitable reservoir H,
and the fluid, after performing its proper functions, is returned to said reservoir
so that there is no sensible waste of the fluid employed.
The pump G forces fluid through the pipe A' into the annular space around
the valve a in cylinder A. The return passage for this fluid is through the
perforations 6 in the valve a, the slot a², when the piston 6¹ is raised, and the
pipe A¹.
The pump G' forces fluid into the lower portion of the cylinder C, the pump G
forces fluid into the upper end of said cylinder, and the return for both of the
pipes F and F is through the opening in tube E¹ and the tube B³, there being
sufficient space between the hinged plates e et and the edges of the opening C³,
when the piston d exactly registers with said opening C² to permit of its passage.
This passage will be somewhat enlarged by a higher pressure of liquid acting on
the plates e e¹ and tending to force their free ends closer together.
Previously to starting the engine in operation a valve K, controlling a bye-pass

page_text: The
between the pipes A¹ and A², is adjusted to permit a predetermined leakage or
proportion of the water to pass directly from the pipe A³ to the pipe A¹.
spindle a' is also turned to adjust the area of the passage through the slot a³ into
the pipe A¹. A graduated scale and pointer K' may be combined with the spindle
to indicate the position to which it should be set for a given speed. The adjust-
able bye-pass and the valve a are supplementary to each other in obtaining a nice
adjustment.
Assume that the engine is started in operation by the admission of live steam
to the two cylinders L, L', which are adapted in the well known manner to
operate in tandem, either as the two cylinders of a single or of a compound engine.
The movement of the engine starts in operation the three force pumps, and fluid
is drawn from the reservoir H and is forced through the pipe A³ under the
valve a. Thence it passes up through the perforations b, under the piston b',
and raises the latter, until an outlet back to the reservoir, through the pipe A¹, is
afforded.
The raising of the piston rod D2, which as is obvious, does not occur until the
engine has fairly started, is utilized to control the intercepting valve which cuts
off live steam from the cylinder L and converts the two cylinders from a single to
a compound engine. To accomplish this, a stud or arm g. on the upper end of
piston rod D² engages with the bifurcated end of a lever g², which is connected by
a link g with the stem of a three-way steam cock h.
This latter cock, according to its position, controls the admission of steam to the
upper or lower portions of a small cylinder ' in which works a piston 2 having
a long red i. To this rod are connected the levers of the valves 2, which control,
in the ordiniary and well understood manner, the admission of live or exhaust steam
to the cylinder L. The special arrangement of these connections and of the
valves, and the means employed for effecting their operation by the vertical move-
ment of the piston rod D2, may be very greatly varied, without departure from this
invention, and do not form in themselves essential features thereof.
It will be understood from the description of these parts, that when the piston
rod D is raised, the cock his turned so as to raise the piston h², and convert the
engine from single to compound.
The remaining portions of the regulator are used in controlling the cut-off. If
the speed of the engine be such that more water finds its way into the cylinder A.,
through the perforations b, than can readily escape through the slot a² and pipe A¹,
or can leak through the bye-pass, both pistons D' and are forced up in the
cylinder A. An upward movement of the piston rod D raises the tube E' in the
cylinder B, and this determines the elevation of the pistou d¹ and piston rod d, in
the following manner. Normally the liquid forced into the opposite ends of the
cylinder C, being at equal pressure, tends to maintain the piston d' in an exactly
central position with reference to the opening C2 in the tube E', so that the
passages for the escape of water into the tube E' from opposite sides of the piston d¹
shall be equal. This state of equilibrium is preserved until the tube E' is moved
either upward or downward. Any movement of said tube in either direction varies,
to a corresponding degree, the area of the respective passages for the fluid above
or below the piston d', so that the pressure upon one side or the other of said
piston will be increased, and on the opposite side diminished, whereby the piston
will be moved up or down until it again reaches the position of equilibrium
determined by the elevation of the tube E¹. A higher speed will therefore
raise the tube E', and with it the piston d'. Such movement of the piston
and piston rod d is communicated to a rod M movable vertically in guides M' and
rigidly connected with the piston rod d. The rod M is connected in any suitable
marner, as by a bar M³, with the link N operated by the eccentrics N¹ N', and
connected with the rocking lever O that operates the rod O¹ of the cut-off valve.
The function of the rod M³ is, as is well understood, to vary the cut-off by adjusting
the link N in the same manner as is done by hand or by the steam-controlled piston
now in use.

page_text: From the nature of the operation of the devices described, it will be seen
that the piston D₁ and cylinder A constitute a relay to the piston d' serving
merely to determine the position of the latter. By this means the first or
primary piston is relieved of nearly all load, and acts with correspondingly greater
sensitiveness. The secondary piston however, is held in equilibrum by the two
pressures, and not only has great power, but little or no tendency to move
of itself.
It will be understood that the special mechanism or connections between the
piston rod d and the cut-off valve may be very greatly modified without departure
from the invention.
The utility and advantages of the regulator described result mainly from its
capability of purely automatic action, not only in converting an engine from
single to compound at any predetermined moment after starting, or at any rate of
speed which it may have acquired, but also in determining absolutely the limit of
speed at which it can run. These features render the invention especially useful
in the propulsion of street railway cars. For example, the limit of speed of a
street car in the crowded sections of a city may not exceed four miles an hour.
Cars which are used in such sections, or while running through such sections, if
equipped with our improved regulator, may be prevented from exceeding such
limit by the proper adjustment once for all of the valve a. This implies that the
valve is so set, (and the index K' may be readily used for this purpose) that when
the speed of the engine reaches the predetermined limit, more liquid will be forced
into the cylinder A than can escape through the slot a² and in consequence the
period of cut-off is varied as above described. The speed of the engine may in
this way raise the link N to the position of mid-gear when no steam will be
admitted to the cylinders. Any tendency to increase speed beyond this point,
which might result for instance from the engine running down grade, would result
in a still further adjustment of the link, and actual reversal of the engine. Thus it
is evident that the use of brakes and the constant attendance of an engineer in
controlling the speed of the engine is rendered largely unnecessary.
The operations of starting and stopping the engine are all that it is necessary to
perform by hand.
It is desirable that after every stoppage of the engine it should return to the
condition of a single engine, and that the cut-off should be at full stroke. This is
accomplised by the instrumentalities already described and comprising mainly the
spiral spring E³, which tends to restore to normal position the tube E¹ and piston
rod D. The piston b' is returned to its normal position by the spring c, such water
as may be under the piston and below the orifice of pipe A leaking through the
perforation 62 in the piston b' as the latter descends. The piston d' is returned to
its normal position by gravity, the perforation f' permitting the gradual escape of
water directly from the cylinder C to the discharge B³.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, we declare that what
we claim is :-
1. In an automatic regulator for motive power engines, the combination of
a cylinder, a piston therein, connected with the devices for controlling the motive
power, a pump driven at a speed corresponding to that of the engine, and arranged
to force a fluid into the cylinder beneath the said piston, and means for
regulating the rate of discharge of said fluid from the cylinder, substantially as
decribed.
2. In a regulator for motive power engines, the combination of a cylinder,
a piston therein, which by its position controls the motive power of the engine, an
inlet pipe and a discharge of adjustable capacity below the piston, and a force pump
driven at a speed corresponding to the speed of the engine, and connected with the
inlet to the cylinder, substantially as described.
3. In a regulator for motive power engines, the combination with a primary

page_text: cylinder and a piston acted upon by fluid pressure varied in accordance with the
speed of the engine, of a secondary cylinder, and a piston connected with the
devices for controlling the motive power of the engine, and controlled as to position
by the movement of the primary piston, substantially as described.
4. The combination with the intercepting valve of an engine convertible by such
valve from single to compound, of a cylinder and piston for operating the said valve,
and a force pump driven by the engine, and connected with the said cylinder,
substantially as described.
5. In regulator for motive power engines, the combination with a cylinder and
two pistons contained therein, of a pump driven by the engine and arranged to
force fluid into the cylinder below the pistons, an adjustable outlet for the fluid
from the cylinder, and connections from the pistons to the intercepting valve,
and to the devices for controlling the motive power respectively substantially as
described.
6. In a regulator for motive power engines, the combination with a cylinder and
a piston, connected with the devices for controlling the motive power, such as the
link of the cut-off mechanism, of means for controlling the position of said piston,
comprising two force pumps connected with the cylinder on opposite sides of the
piston, a tube having an opening in its side but otherwise closing a slot in the
cylinder, and a piston raised by fluid pressure in proportion to the speed of
the engine, and connected with the said tube, substantially as described.
7. In a regulator of the kind herein described, the combination of a primary
cylinder and piston, a force pump connected with such cylinder, and driven by the
engine, whereby the position of the piston, and pressure thereon, will vary as the
speed of the engine, a secondary cylinder, and a piston therein, connected with
the devices for controlling the motive power, two force pumps acting upon opposite
sides of said piston, and an outlet port, connected with and moved by the primary
piston, substantially as described.
8. In a regulator for motive power engines, the combination with a piston
connected with the motive power controlling devices, of two force pumps acting
upon opposite sides of the said piston, a controlling piston for varying the said
pressures, and a force pump driven directly by the engine, and acting upon the
controlling piston, substantially as described.
9. In a regulator for motive power engines, the combination with the motive
power controlling mechanism of the engine, of a piston D' the cylinder A having
inlet and outlet pipes connecting the cylinder with a force pump driven by the
engine, and the adjustable valve a for varying the capacity of the outlet,
substantially as described.
10. In a regulator for motive power engines, the combination with the motive
power controlling mechanism, and the intercepting valve of the engine, of a
cylinder A, a piston D¹, the rod of which connects with the motive power
controlling mechanism, the piston 6', the rod of which passes through the piston D¹
and connects with the intercepting valve, a force pump driven by the engine, an
inlet pipe from said pump entering the bottom of the cylinder, an outlet pipe above
the level of the inlet, and a valve a for adjusting the capacity of the outlet,
substantially as described.
11. A regulator for motive power engines comprising in combination, a cylinder A
and piston D', a force pump adapted to maintain a pressure under the piston
proportioned to the speed of the engine to be controlled, a cylinder C, and piston D'
connected with the motive power controlling mechanism of the engine, force pumps,
maintaining a normally equal pressure on opposite sides of the piston d¹, a
cylinder B communicating with cylinder C through a vertical slot, the tube E¹
working in the cylinder B, and connected with the piston D', and formed with an
opening that registers with the slot in the wall of the cylinder C, substantially as
described.
12. In a regulator for motive power engines the combination with the two
cylinders B and C, communicating through a vertical slot C¹, of the tube E', having

page_text: an opening C, the piston d' working in the cylinder C and the two plates e e
pivotted to the piston d¹ and extending into the slot C' substantially as described,
and for the purpose set forth.
13. In a regulator for motive power engines the combination with a primary or
controlling cylinder and piston, and a secondary or working cylinder and piston, of
fluid pumps connected with the cylinders, the cylinders or piston being provided
with small leakage ports or passages to enable the pistons to return to their normal
position on the stoppage of the pumps, substantially as described.
14. In a regulator for motive power engines the combination with the cylinder A,
of the piston D¹, the inlet and outlet pipes below the said piston, and the cup
shaped valve a, with perforated bottom, through which fluid is admitted into the
cylinder, the said valve a being formed with a tapered slot a³ for varying the area
of the outlet, substantially as described.
15. In a regulator for motive power engines the combination with a cylinder and
a piston therein, connected with the motive power controlling mechanism of an
engine, of a force pump driven by the engine, inlet and discharge pipes connecting
the said pump with the said cylinder, an adjustable valve for varying the rate of
the discharge, a bye-pass between the inlet and outlet pipes, and a valve contained
in the said bye-pass, substantially as described.
Dated this 28th day of August A.D. 1894.