Improvements in Speed Regulators for Steam or other Engines.
Year: 1893

page_text: Date of Application, 23rd Jan., 1893
Complete Specification Left, 21st Oct., 1893—Accepted, 25th Nov., 1893
PROVISIONAL SPECIFICATION.
Improvements in Speed Regulators for Steam or other Engines.
We, EMANUEL RAYNER, of 44 High Street, Tewkesbury, in the County of
Gloucester, Engineer, and GEORGE FREDERICK ALDER, of Tudor Place, Barton
Street, Tewkesbury, in the same County, Draughtsman, do hereby declare the
nature of this invention to be as follows:-
Our invention relates to improvements in speed regulators or governors for
regulating the admission of steam or other aeriform fluid to steam or other fluid
pressure engines, and in apparatus for effecting the same; for the purpose of
maintaining as nearly as possible a uniform speed, uuder varying loads and
pressures, and for automatically closing the admission valves in case of excessive
acceleration or diminution of speed.
To effect these improvements we employ any ordinary type of governor which
is connected to the expansion gear or throtle valve by means of a rod capable of
being varied in length between the centres of connection. To the central shaft
of the governor we attach a friction pulley (hereinafter called the central pulley)
of globular (or its equivalent) shape, having for its axis the said central shaft; or
the central pulley may be formed solid upon the shaft itself. This central pulley
being allowed to revolve with the shaft but not to partake of the sliding movement
of the governor.
We also provide a friction roller or pulley (hereinafter called the concave
pulley) one side of which is hollow or concave, so formed as to work with the
aforesaid central pulley, when brought into contact. When the engine is running
at its normal speed the pulleys are not in contact and the concave pulley does not
revolve, but with an increase or decrease of speed the concave pulley is brought
into contact with the central pulley, causing the said concave pulley to be turned
in either direction according to the position of the governor. This concave pulley
has for its axis a shaft supported by a sliding bracket, this bracket being actuated
in its sliding movements by the ordinary motion lever from the governor, and so
connected to this lever by a suitable arrangement of springs and links, that the
governor is allowed a greater range of lift than the bracket. This bracket is kept
parallel with the governor central shaft by means of suitable guides in its sliding
movements.
The rotary motion obtained by the friction pulleys coming in contact with each
other is communicated to a nut or screw (hereinafter called the sleeve nut) by
means of toothed wheels or other suitable gear, this sleeve nut being supported by
the sliding bracket, and is free to revolve, and slide within the bracket as well as
with it, and also to slide through the wheel by which it is rotated, being actuated
in its sliding movements by a bell-crank or other suitable means, from or by the
ordinary motion lever of the governor, so as to move the said sleeve nut with the
governor rod to or from the expansion gear or throtle valve. Upon the inside of
this sleeve nut we form a thread or screw throughout its whole length, by which
means it is connected to the governor rod on which is formed a corresponding
thread or screw, the rotation of the sleeve nut thereby varying the length of the
governor rod between the centres of connection.
The automatic stopping arrangement consists of a fixed cam (or an equivalent)
the side having projections at two points and being so arranged that it engages
with the side of a bush having corresponding projections, which bush is free to
lide along the shaft which forms the fulcrum for the ordinary motion lever from

page_text: the governors, the bush being kept from rotating, except with the shaft, by means
of a feather or key. This bush is in contact, by means of a toothed face, with the
governor lever when the engine is at its normal speed, but, in the event of the
governor reaching its highest or lowest extremity the bush comes in contact with
the fixed cam and is thereby released from the governor lever; when so disengaged
the shaft carrying the governor lever is partly rotated by means of a weighted
lever and the bell-crank or other attachments connecting the governor to the
governor rod is, with the rod, thrown back to its fullest extremity, thereby
automatically closing the cut off or throtle valve, the weighted lever also
disengaging the gear between the friction pulleys and the sleeve nut, thereby
rendering it inoperative until readjusted by hand. The friction gear. may also
be disengaged seperately by hand when desired.
In another arrangement we make the concave pulley slightly different in form so
as to allow it to come in contact with the central pulley at any point, and in this
arrangement the shaft carrying the concave pulley is made to slide through the
sliding bracket, and also through one of the motion wheels or the concave pulley,
and to allow for this sliding motion of the shaft a spring (or its equivalent) is
provided to keep the friction pulleys in contact, except when the engine is running
at its normal speed.
In a further arrangement the central pulley is allowed to slide upon the central
shaft of the governor, being thus actuated by means of the concave pulley, from
the ordinary motion lever of the governor; suitable spring arrangements being
provided in order to give sufficient pressure to the friction pulleys to enable the
concave pulley to be rotated, when in contact.
Dated this 23rd day of January 1893.
EMANUEL RAYNER,
GEORGE FREDERICK ALDER,
Applicants.
COMPLETE SPECIFICATION.
Improvements in Speed Regulators for Steam or other Engines.
We, EMANUEL RAYNER of 44 High Street Tewkesbury in the County of
Gloucester, Engineer, and GEORGE FREDERICK ALDER of Tudor Place, Barton
Street, Tewkesbury, in the same County Draughtsman, 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 improvements in speed regulators or governors for
regulating the admission of steam or other aeriform fluid to steam or other fluid
pressure engines, and in apparatus for effecting the same; for the purpose of
maintaining as nearly as possible a uniform speed under varying loads and
pressures, and for automatically closing the admission valves in case of excessive
acceleration or diminution of speed.
To effect these improvements we employ any ordinary type of governor which is
connected to the expansion gear or throttle valve by means of a rod capable of
being varied in length between the centres of connexion. To the central shaft of
the governor we attach a friction pulley (hereinafter called the central pulley)
of globular, (or its equivalent) shape, having for its axis the said central shaft, or
the central pulley may be formed solid upon the shaft itself, this central pulley
being allowed to revolve with the shaft but, in one arrangement, not to partake of
the sliding movement of the governor. We also provide a friction roller or pulley
(hereinafter called the concave pulley) one side of which is hollow or concave, so
formed as to work with the aforesaid central pulley when brought into contact.
When the engine is running at its normal speed the pulleys are not in contact, and
the concave pulley does not revolve, but with an increase or decrease of speed the

page_text: concave pulley is brought into contact with the central pulley, causing the said
concave pulley to be turned in either direction, according to the position of the
governor. This concave pulley has for its axis a shaft supported by a sliding
bracket, this bracket being actuated in its sliding movements by the ordinary
motion lever from the governor, and so connected to this lever by a suitable
arrangement of springs and links that the governor is allowed a greater range of
lift than the bracket. In its sliding movements this bracket is kept parallel with
the governor central shaft by means of suitable guides. The rotary motion
obtained by the friction pulleys coming in contact with each other is communicated
to a nut or screw (hereinafter called the sleeve-nut) by means of toothed wheels
or other suitable gear, this sleeve nut being supported by the sliding bracket
is free to revolve and slide within the bracket as well as with it, and also to slide
through the wheel by which it is rotated. It is actuated in its sliding movements
by a bell crank or other suitable means, from or by the ordinary motion lever of
the governor, so as to move the said sleeve nut with the governor rod to or from
the expansion gear or throttle valve. Upon the inside of this sleeve nut we form
a thread or screw, by which means it is connected to the governor rod, on which is
formed a corresponding thread or screw. The rotation of the sleeve nut thereby
varies the length of the governor rod between the centres of connection.
The automatic stopping arrangement consists of a fixed cam (or its equivalent)
the side having projections at two points, and being so arranged that it engages
with the side of a bush having corresponding projections, which bush is free to
slide along the shaft which forms the fulcrum for the ordinary motion lever from
the governor, the bush being kept from rotating, except with the shaft, by means of
a feather or key. This bush is in contact by means of a toothed face with the
governor lever, when the engine is running at its normal speed, but in the event of
the governor reaching its highest or lowest extremity, the bush comes in contact
with the fixed cam and is thereby released from the governor lever; when so
disengaged the shaft carrying the governor lever is partly rotated by means of a
weighted lever, and the bell crank or other attachments connecting the governor to
the governor rod, is, with the rod thrown back to its fullest extremity, thereby
automatically closing the cut-off or throttle valve; the weighted lever also
disengaging the gear between the friction pulleys and the sleeve-nut, thereby
rendering it inoperative until readjusted by hand. The friction gear may also be
disengaged separately by hand when desired.
In a further arrangement the central pulley is allowed to slide upon the central
shaft of governor, being thus actuated by means of the concave pulley from the
ordinary motion lever of the governor, suitable spring arrangements being provided
in order to give sufficient pressure to the friction pulleys to enable the concave
pulley to be rotated when in contact.
And, in order that our said invention may be particularly described and under-
stood, reference is hereby made to the accompanying drawings, in which similar
letters of reference indicate corresponding parts.
Fig. 1 is an elevation, partly in section, showing one method of applying our
invention to an ordinary centrifugal governor.
Fig. 2 is an enlarged sectional elevation through A. B.
Fig. 3 is an elevation in section showing the method by which we arrange for
the central pulley to move upon the central shaft.
Figs. 4 and 5 are respectively part plan and part elevation of the arrangement
for automatically stopping the engine in case of excessive alteration from normal
speed.
In Fig. 1a is the central shaft of an ordinary centrifugal centre-weighted
governor, b being the said centre-weight which rises and falls with the variation of
speed in the usual manner, communicating its motion to the cut off or throttle valve
by the lever c working upon the fulcrum c1, and by rods or other convenient
means.
1
On a is fixed the central pulley & which revolves with the governor, but, in this

page_text: on the
arrangement does not partake of its sliding movement. The concave pulley e, faced
with leather or other suitable material, is fixed to a spindle e 1 which rotates in a
movable bracket f, which bracket is guided in its movements by the guide
governor stand 91 and is suspended by links h¹ from the lever c.
are connected to a sliding block i which slides in the bracket f. On each side of
the block i are spiral springs jjl.
The said links
The parts are so adjusted that when the governor shaft is revolving at its normal
speed the concave friction pulley e is just clear of the central friction pulley d. A
rising of the centre-weight will bring the pulleys e and d into contact at the
bottom side, and a revolving motion will be imparted to the pulley e and also to the
shaft or spindle e 1 upon which it is fixed.
It will be seen that a falling of the centre-weight 6 will also have the effect of
rotating the said friction wheel e and shaft e 1, but in a direction contrary to that
resulting from a rising of the said centre weight b.
The said centre-weight b is at liberty to continue its sliding movement, as
regulated by its speed,-after it has brought the wheels e and d into contact, with-
out further movement of the bracket f by compressing one or other of the
springs j.j. The rotary motion thus obtained by the contact of the wheels e and d,
is communicated by means of toothed wheels, (as shown in Fig. 1) to a hollow
sleeve-nut, on the inside of which is formed a screw by which means it is
connected to the governor rod 1, communicating to the valve gear or throttle valve.
This sleeve nut is supported by the bracket f, and connected to the lever by a
loose collar m, and is free to slide with and also through the bracket, and also to
slide through the wheel n by which it is rotated, and also to revolve with the said
wheel n.
In Fig. 3 the central pulley d is shown as connected to the governor shaft a by
springs, so as to be capable of up and down movement within limits. It is made to
revolve with the governor shaft a, by means of pins or screws, fast into the governor.
shaft, but fitted loosely into slots in the central pulley d which is bored to receive a
spiral spring inside it and outside the governor shaft a, loose collars q, q 1, being
provided between the ends of the said spring and the pins o. As the centre-
weight 6 moves up or down the friction wheel e comes in contact with d as before,
and the centre-weight bis free to move up or down as required within the prescribed
limits of the slot holes p p 1.
In Figs. 4 and 5 the governor lever c is made in two parts c and c 2,-c being
loose upon the fulcrum pin c 1, while c 2 is fast upon e 1. When the speed of the
governor alters excessively either above or below the normal speed, the
projections 3 on the bush s are brought into contact with the cams t. t 1, which
then cause the bush s to slide along the fulcrum pin ci and release the catches
which engage the said bush s with the governor lever c, the lever s 1 and weight & 2
attached to then partly rotate the fulcrum c 1, taking with it the lever c 2 and
other attachments, connecting the governor rod with the governor. By this
means the valve gear is placed in such a position that admission is at once closed.
During the ordinary working of the governor the bush s is held in contact with the
governor lever c by means of the spring v. The cams t. t 1, also the fulcrum c 1 are
supported by the bearing pillars 3. The cams t t 1 are fixed and the bush s slides
on a feather or key attached to c 1.
The screw-winding arrrangement is also rendered inoperative when the bush sis
released from the lever c by means of the arm u in Fig. 5, which is attached to the
lever c 2. The said arm u pushes the pinion e 2 along the shaft el until it is
detached from the wheel into which it is geared. This may also be done by hand
by releasing the pin at the slot 1 and pushing the arm u until the pinion is
released. At Fig. 1 the said pinion e 2 is disengaged from the shalt el by
unscrewing a thumb nut e 3 when the shaft e 1 then revolves without turning the
said pinion wheel e 2.
In Fig. 3 is shown another method of disengaging the winding gear by means of
the hand screw e 4 working in nut on bracket f.

page_text: Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what we
claim is :-
1. In auxilliary governing gear for engines the arrangement, in combination with
a governor lever or other connexion actuated by the sliding sleeve of a governor, of
a concave friction wheel suitably guided and geared to a screwed sleeve on the
governor rod, the said wheel being connected to the said governor sleeve by a
spring connection in such manner that the range of the governor is not determined
by the range of movement of the friction wheel, together with a ball or pulley
rotated by the governor shaft but fixed upon it gearing into the said concave
friction wheel, substantially as and for the purposes herein before described and
illustrated in the accompanying drawings.
2. In auxilliary governing gear for engines the arrangement of a concave friction
wheel actuated from the governor sleeve as claimed in the preceding claim, but
without spring connection between the sleeve and the wheel, and a ball or pulley
gearing into the concave wheel and rotated by the governor shaft, but connected to
it by spring connection to allow up and down movement, substantially as and for
the purposes herein before described and illustrated in the accompanying drawings.
3. In apparatus for regulating or governing the speed of steam or other engines
the application to a centrifugal governor of the auxilliary apparatus, substantially
as hereinbefore described and illustrated in the accompanying drawings; or any
mere modification thereof, for the purposes set forth and indicated.
4. In auxilliary apparatus used in connection with a governor, the combination
of a central pulley as d attached to an axis as a, of the governor proper, a concave
pulley as e, a shaft as e 1, with a bracket as fand attachments h. h 1 i.j.jl together
with gear which communicates the rotary action of a pulley as d to a sleeve nut
as k, for the purpose of varying the distance of the points of connection in a
governor rod as substantially as herein before described and shown in Figs. 1. 2
and 3 of the accompanying drawings, or any mere modification thereof.
5. The combination of the lever c, the sleeve s, lever 1, weight 2,
projections s3, the cams t and t 1, the arm u and the spring v. for the purpose of
automatically stopping the engine in case of excessive accelleration or dimunition
of speed substantially as described and shown in Fig. 4 and 5 of the accompanying
drawings.
Dated this 20th day of October 1802
EMANUEL RAYNER.
GEORGE FREDERICK ALDER.