Improvements in and relating to Engine Governors or Speed Regulators.
Year: 1892

page_text: Date of Application, 27th Jan., 1892
Complete Specification Left, 27th Oct., 1892-Accepted, 21st Jan.. 1893
PROVISIONAL SPECIFICATION.
Improvements in and relating to Engine Governors or Speed
Regulators.
We, JOHN PRENTICE, Farmer, and ANDREW PRENTICE, Engineer, both of
Westown, Thankerton, Lanarkshire, do hereby declare the nature of our invention
to be as follows:-
This invention has reference to and comprises a new method and improved con-
struction or arrangement and combination of the parts of a fluid governor or
motor for goveruing or controlling the speed of engines or prime movers, or speed
controller for any other shaft or shafts, machine or machines which are to be con-
trolled or regulated. Which governor, motor, or speed controller will be more
efficient and reliable than the loaded spring, gravity and such like governors
heretofore in use.
The method consists in having—
First. Two or more tanks, chambers, reservoirs, or their equivalent. One or
more of the tanks or their equivalent are preferably termed the lower reservoir or
reservoirs, and preferably are open directly to atmospheric pressure.
The other
tank or tanks or equivalent are preferably termed the upper chamber or chambers,
and are open indirectly to atmospheric pressure. The lower reservoir or reservoirs
will, for shortness, be hereinafter spoken of or termed the "lower reservoir." The
upper chamber or chambers will, for the same reason, be hereinafter spoken of or
termed the upper chamber. The upper chamber is not necessarily, but preferably,
on a higher level than the lower reservoir. These tanks to contain a fluid, fluids,
or a combination of fluids, which fluid or fluids or combination of fluids will be
hereinafter spoken of or termed the "circulating fluid."
Second. A pump or pumps or their equivalent to take part of the circulating
fluid from the lower reservoir and force it against pressure or resistance into the
upper chamber, and which pump or pumps would be operated from a crank shaft,
eccentrics, crosshead, connecting rod or other reciprocating or moving part of the
main engine or prime mover. The circulating fluid to pass from the upper chamber
through a discharge pipe or pipes, preferably kneed or curved, or their equivalent,
back to the lower reservoir. Or in cases where the circulating fluid used is of
little value, it may be allowed to run to waste as it is discharged from the upper
chamber. In cases of this kind a maintaining supply of the circulating fluid to
the lower reservoir is necessary. In order to regulate the pressure in the upper
chamber the discharge pipe or pipes or their equivalent has preferably fitted into,
or attached to it, one or more cocks, valves, or nozzles or their equivalent, or any
combination of them, whereby to regulate or control the flow or discharge of the
circulating fluid through them.
Third. The upper chamber to be in communication, preferably free, with a
cylinder, cylinders, or their equivalent. The said cylinder or cylinders or their
equivalent to contain a fluid-tight piston or pistons or their equivalent, preferably
loaded. The said load may consist of gravity, a compressed fluid or fluids or com-
bination of fluids, but preferably a spring or its equivalent, or it may be a
combination of any of the above.
Fourth. The upper chamber would or may be fitted with a safety valve or valves
or their equivalent, loaded with a spring, gravity, their equivalent or a combination
of these. But preferably the aforementioned cylinder or cylinders to be fitted with
a port or ports, valve or valves, or combination or equivalent, which the moving
piston shall open or release when the maximum pressure is attained in the upper
Chamber.

page_text: Fifth. The upper chamber may be fitted with an air vessel or equivalent, pre-
ferably with a cock or cocks, valve or valves, or combination or equivalent, placed
preferably at its highest part.
When the prime mover or movers and therefore also the pump or pumps of the
fluid governor are working at the normal speed, a regular quantity of the circu-
lating fluid is forced into the upper chamber thereby maintaining a constant
pressure in said chamber. The aforementioned piston or pistons are preferably
loaded until this pressure just sustains them. Then if the speed of the pump or
pumps be increased beyond the normal, an increased quantity of the circulating
fluid will be taken from the lower reservoir and forced into the upper chamber.
As this quantity of fluid is greater than the regulating cock, valve, nozzle,
equivalent or combination is set to, or will allow to escape from the upper chamber
at the normal pressure, the extra quantity of fluid will therefore produce or cause
an increase of pressure in said chamber, thereby producing an outward motion in
the loaded piston or pistons of the aforementioned cylinder or cylinders. The
motion and power thus obtained are employed to operate through connecting links
or other organs the slide or other regulating valve or valves or equivalent, con-
trolling the quantity of motive fluid supplied to the prime mover or movers until
their speed has again regained the normal.
The said motion and power may be made to operate or act as a speed controller
for any, or other shaft or shafts, machine or machines, than the primary shaft or
shafts of prime mover or movers, so as to maintain an uniform rate of rotation in
a shaft or shafts, machine or machines driven from another shaft with a varying
rate of rotation. Or to maintain any ratio or relative rate of rotation in the driven
shaft or shafts, machine or machines, to that of the driving shaft or shafts that may
be desired.
Two or more sets or combinations of this governor, motor, or speed controller
may be employed to regulate or control any shaft or shafts, machine or machines.
Dated the 26th day of January 1892.-
W. R. M. THOMSON & Co.,
96, Buchanan Street, Glasgow, Agents.
COMPLETE SPECIFICATION.
Improvements in and relating to Engine Governors or Speed
Regulators.
We, JOHN PRENTICE, Farmer, and ANDREW PRENTICE, Engineer, both of
Westown, Thankerton, Lanarkshire, 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:-
This invention relates to a new method of and apparatus for governing or
controlling the speed of engines or prime movers, or regulating or controlling the
speed of a shaft or shafts, or a machine or machines. The improved governor
is more efficient and reliable than the spring, loaded-spring, gravity or such like
governors, heretofore in use.
The improved governor acts by means of fluid pressure.
And in order that our said invention may be properly understood, we have
hereunto appended two explanatory sheets of drawings, whereon:-
Fig. 1 is a side elevation of one form of the apparatus.
Fig. 2 is a plan.
Fig. 3 is a vertical section, on the line -, Fig. 1.
Fig. 4 is a plan view of speed controlling mechanism.
Fig. 5 is an end view of Fig. 4.
Referring to the drawings, whereon the same reference letters, wherever repeated,
indicate similar or like parts :-
The fluid governing apparatus has a large tank A, which forms the foundation

page_text: of the apparatus, and is partially filled with water or other suitable fluid or
mixture of fluids, as shown at Fig. 3. The tank A has holes a made in its
sides (above the level of the fluid) so as to have the interior of the tank in
free communication with the atmosphere. Fitted on the top of the tank cover A'
are four pump cylinders B, B, C, C'. Supported on top of the pumps C, C',
is a, preferably, cylindrical-shaped chamber D, which we term the " pressure
chamber." Fitted on the top of the pressure chamber D, and in free com-
munication with it, is a cylinder E. Leading from the top of the chamber D,
to the main tank A, is a pipe F, having a controlling cock or valve G on it. Fitted
to the ends of the pressure chamber D, are pipes H, H', which communicate,
respectively, with the pumps B, B', and pipes I, I, which communicate, respec-
tively, with the pumps C, C. The pumps B, B', are connected, respectively, by
pipes J, J, with the side, near the bottom, of the main tank A, and the pumps C, C³,
are also connected, respectively, by the pipes K, K', with the side, near the bottom,
of the main tank A. The plungers or rams L, L, M, MI, of the pumps, are con-
nected by the link-cross heads O, O', to the pins P, P, of the cranks Q, Q', on the
short cross shaft R. The shaft R is carried in bearings S, made or fitted on the
cover A, of the main tank A. Fitted on the shaft R, is a belt pulley T, which is
driven by means of a belt or strap, from any suitable revolving part of the main
engines or prime mover. bare stuffing boxes. care ball valves, (shown in dotted
lines) fitted in the valve casings d. e is a piston, working in the cylinder E. This
piston is so connected, by means of links or other suitable devices, to the valve for
controlling the supply of steam or other motive fluid to the main engines or prime
mover that its outward motion shuts and its inward motion opens the said valve.
The piston e is loaded or has a spring or a combination of load and spring, which
normally forces or tends to force it into the cylinder E. The spring may be fitted
in the manner shown at Fig. 4. f (Fig. 3) is a cup leather packing, let into the
cylinder E.
The pump cylinders B, B, C, C', are, preferably, made each of a single casting,
with cored out fluid passage ways, as shown in dotted lines.
hare screw plugs, which can be removed, so as to inspect, repair, or replace the
valves c.
The action of the apparatus is as follows:-
Before the engines or prime movers are started, there is no pressure in the
chamber D, and the piston e is forced, by its load, into the cylinder E, as far as it is
permitted to go, by the collar e'. When the piston is in this position, the controlling
valve, of the motive fluid supply to the main engines, is full open. When the
engines or prime movers are started, the shaft R is caused to revolve, by means of
the driving belt and belt pulley T, and operate the pumps which draw the water, or
other fluid, from the tank A, through the pipes J, J, K, K, and passage ways i,
(indicated in dotted lines), and force it through the pipes H, H', II, into the pressure
chamber D, filling it, and then again forcing the fluid out of the chamber and back,
by the pipe F, to the tank A. The outlet in the cock or valve G is so adjusted,
that, before the fluid, which is forced into the chamber D, can escape, it must pro-
duce sufficient pressure, within the chamber, to force out the piston e, against its
load, to such an extent, that the valve controlling the supply of motive fluid to the
main engines will just allow that quantity of fluid to pass which is necessary to
drive the said engines at the desired speed. So long as the engines run at the
normal or desired uniform rate of rotation, the pressure in the chamber D will be
constant, and the piston e will remain steady. Should, however, the speed of the
engines increase beyond the normal, the pumps act more rapidly and force an
increased quantity of fluid into the chamber D. This increased quantity of fluid
must produce an increase of pressure before it can get into or out of said chamber,
because a greater pressure is necessary to force this increased quantity of fluid
through the outlet in the cock or valve G. This increased pressure, in the...
chamber D, will therefore force further upward or outward, the piston or plungere,...

page_text: against the action of the spring or load, thereby partially or totally closing the
supply controlling valve of the motive fluid of the main engines, until their speed
is reduced to the normal. The slackening of the speed of the main engines, reduces
the speed of the pumps and therefore lessens the quantity of fluid forced into the
chamber D; as a result, the pressure in said chamber is reduced. With the reduc-
tion of pressure in the chamber D, the load or spring will force the piston e back
into the cylinder E, at the same time opening to its normal working position, the
supply controlling valve of the motive fluid of the main engines.
Should the speed of the main engines be reduced below the normal, the speed of
the pumps will be reduced, and a smaller quantity of fluid will be forced into the
chamber D. The pressure in said chamber will therefore be reduced, and the load
on the piston e will force the said piston further into the cylinder E, and open
further or completely the valve controlling the supply of motive fluid to the main
engines, thereby enabling said engines to overcome the resistance, which caused the
reduction of speed.
As the governing apparatus is, on the one hand, driven from the main engines,
and, on the other hand, it regulates the supply of motive fluid to said engines, it
follows that the engines and the governor have a inutually sympathetic action.
And, as the increase or decrease of pressure in the chamber D, i.e., the outward
or inward motion of the piston e, takes place simultaneously with the increase or
decrease of the speed of the main engines, it follows, that it will be very sensitive
and efficient in its governing action.
It will readily be seen that, by regulating the size of the outlet from the
chamber D, by means of the cock or valve G, the speed of the main engines can
easily be controlled. For instance, if only a small outlet is, allowed through the
valve G, the speed of the main engines can never be great, as the action of
the pumps must be very slow, otherwise, the fluid pressure will increase in the
chamber D, and force out the piston e, and so cut off or reduce the supply of
steam or other motive fluid to the main engines. On the other hand, if the
valve G is open to its full extent, the action of the pumps must be very rapid
before the pressure in the chamber D will be sufficient to force out the piston e,
and reduce the supply of motive fluid to the main engines. Thus, by operating
the cock or valve G, any working speed required from the main engines, can be
easily obtained.
Again, it will readily be seen, that, by decreasing or increasing the load on the
piston e, the speed of the main engines can be easily decreased or increased to any
number of revolutions required. For instance, if the load on the piston e be
decreased, less pressure will be required in the chamber D, to force out the
piston e and control the supply of motive fluid to the main engines. A slower
speed of the pumps, and also of the main engines, will produce this reduced pressure.
Again, if the load on the pistou e be increased, a greater pressure will be required
in the chamber D, to force out the piston e, and operate the controlling valve of
the motive fluid supply of the main engines. A greater speed of the pumps, and
also of the main engines, will be necessary to produce this increased pressure.
Thus, by decreasing or increasing the load on the piston e, the speed of the engines
can be regulated to any desired rate of rotation.
Again, the load on the piston e, and the outlet in the valve G remaining con-
stant, it will readily be seen that, if the speed of the pumps be decreased relative
to that of the main engines, the speed of said engines will require to be increased
before the pumps discharge sufficient Huid into the chamber D, to produce the
pressure necessary to force out the piston e, and control the supply of motive fluid
to the main engines. Again, if the speed of the pumps be increased relative to that
o the main engines, then, with a decreased speed of the said engines, the
pumps will discharge, into the chamber D, sufficient fluid to produce in the said
chamber, the pressure necessary to force out the piston e, and control the supply of
motive fluid to the main engines. Thus, by decreasing or increasing the speed of

page_text: the pumps, relative to that of the main engines, the speed of said engines can easily
be regulated to any desired rate of rotation.
As will be seen from the drawings, the arrangement of the pumps is such, that,
with a uniform speed, a continuous and uniform supply of fluid is forced into the
chamber D. The position of the pistons or plungers of the pumps on the drawings,
Figs. 1 and 2, shows the piston L' as having forced a quantity of fluid into the
chamber D, and as just finishing its "in" stroke, whilst the opposite piston L has
sucked up a quantity of fluid from the tank A, and is just at the end of its "
stroke. The pistons M, M', are in the middle of their stroke. The piston M'
is forcing fluid into the chamber D, whilst the piston M is sucking up fluid from the
tank A.
out
The
Figs. 4 and 5 illustrate one application of our invention for controlling the speed
of secondary revolving shafts or bodies. In these figures, D represents the pressure
chamber, having the cylinder E fitted at its side. In the cylinder E, is the
piston e, having a collar el on it. The spring g bears against the cross head k at
one end, and the collar e' at the other end, so as to, normally, force the piston e
into the cylinder E, as shown. This arrangement of spring g and appurtenances
may be used as the load for the piston e, Figs. 1, 2 and 3. The piston e, at its outer
end, is connected to a lever m, which slides along the guide bar n. Fitted to the
lever m, is a forked bracket y, through which passes an endless belt w.
belt is fitted over a cone u, carried on a shaft r. l is a second shaft, having a
cone on it. The shaft is driven from any suitable part of the machinery, and is
the primary shaft, with varying rate of rotation, from which the speed controller is
driven. The shaft r is driven from the shaft by the friction strap w. In the
position of the strap w, shown in the figures, the cone u may be reduced in diameter,
so that the strap ie is not compressed between the cones at that part. The cone u
will therefore not be set in motion until the speed of the shaft l, and therefore the
speed of the governor pumps, is sufficient to produce in the chamber D, the pressure
necessary to force out the piston e and shift the strap a short distance along the
cone it. In the position of the strap w, shown in the figs., the shaft r is caused to
revolve at a speed greater than the shaft 1. Should the engines drive the shaft I at
an increased speed, the increased speed will not accelerate the uniform rate of
rotation of the shaft r, as, when the speed of the engines increases, the fluid
pressure increases within the chamber D, and forces outward the piston e, thereby
forcing the strap w along the cone to such a distance that the smaller diameter
of the driving part of cone v, and the larger diameter of the driven part of the
cone, will counteract the increased speed of the shaft 1. This compensating
action will be readily understood, as, the greater the speed of the main engines, and
the shaft 1, the further the strap w is pushed along the cone u, and, thereby, does not
allow the increased rate of rotation of the cone to affect the uniform rate of
rotation of the shaft r, as the strap w is the medium for transferring motion from
the cone to the cone u.
Our improved governor, or speed controller, may be used on any form of engine
or prime mover, or applied to any other arrangement than that shown in Figs. 4
and 5, for controlling the speed of secondary revolving shafts or bodies.
If so desired, one or more reciprocating or revolving pumps may be used.
The governor may, if desired, be duplicated. The piston e of the first set being
made to shut and open the valve G of the second set, as said piston is forced out of
or into the cylinder E, thereby giving a very rapid rise or fall of pressure in the
chamber D of the second set, whereby the sensibility and power of the piston e of
the second set, will be greatly augmented. The said piston of the second set
being made to operate the supply controlling valve of the motive fluid of the main
engines.
In some cases, where the circulating fluid used is of little value, it may be allowed
to run to waste as it is discharged from the pressure chamber, In cases of this
kind, it is necessary to maintain a supply of the circulating fluid to the
reservoir, or tank A.

page_text: A safety valve may be fitted on the chamber D, and regulated, so as to open
when the pressure is greatly in excess of the normal working pressure in the
chamber.
An air vessel or equivalent may or may not be fitted on the chamber D.
If desired, the governor may be driven by toothed or friction gearing; or the
cranks and shaft on governor may be dispensed with, and the pump plungers driven
direct from cranks or eccentrics on the main engines.
Although we have shown on the drawings one method of carrying our invention
into effect or practice, we do not confine ourselves thereto, as the apparatus may,
manifestly, be constructed in various ways, without departing from the principle
of the invention.
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. The general arrangement or combination of parts of the engine governor or
speed regulator, substantially as hereinbefore described and shown on the drawings
annexed.
2. The hereinbefore described method of controlling or governing engines or
prime movers, by means of a circulating fluid or mixture of fluids, substantially as
set forth.
3. An engine governor or speed regulator, wherein a fluid or a mixture of fluids
is used as the medium for producing pressure in a chamber, and for forcing out or
operating a piston, or its equivalent, said piston being connected to and operating
the valve for controlling the motive fluid supply to the main engine or prime mover,
substantially as hereinbefore set forth.
4. An engine governor or speed regulator, consisting of a main fluid tank or
reservoir, from which fluid is first drawn and then forced into a second chamber,
having an operating piston connected to the valve controlling the supply of motive
fluid to the main engines, the outflow of fluid from the second chamber being under
control, substantially as herein before described with reference to the drawings
annexed.
Dated this 26th day of October 1892.
H. D. FITZPATRICK,
70, Wellington Street, Glasgow, Agent.