Improved Means and Apparatus for Preventing Racing in Marine Engines.
Year: 1893

page_text: Date of Application, 2nd Oct., 1893
Complete Specification Left, 2nd July, 1894-Accepted, 29th Sept., 1894
PROVISIONAL SPECIFICATION.
[Communicated from abroad by JAMES STEPHEN YABSLEY, of Yokohama, Japan,
Engineer.]
Improved Means and Apparatus for Preventing Racing in Marine
Engines.
I, ALFRED SPELLING, of 58 Thorold Road, Ilford, in the County of Essex,
Mercantile Clerk, do hereby declare the nature of the said invention to be as
follows:-
This invention relates to improved means and apparatus for preventing racing in
marine engines, by closing the throttle valve more or less as soon as the immersion
in the water of the stern part of the vessel has been reduced to or below a certain
point. It well known that the racing of marine engines is caused by the
propeller being raised more or less out of the water by the pitching of the vessel,
or by the water leaving the propeller as the stern is passing across the hollow of a
wave. But in either case the immersion of the stern part of the vessel in the
water is less at that time than when the vessel is floating in comparatively still
water. It is this difference of immersion that is utilized in the present invention to
effect the closing and opening of the throttle valve.
To the
For this purpose a pipe is fitted at the stern of the vessel as near the bottom as
possible and opening to the sea but preferably closable by a tap or valve.
other end of this pipe is fitted a bent tube similar in construction to that used in
certain kinds of pressure gauges.
When the tap or valve, in the pipe leading to
the water outside the vessel, is open, the bent tube will be subjected to pressure
internally proportionate to the head of water there may be at any time between it.
and the surface of the sea, and consequently proportionate to the immersion of the
part of the vessel where the connection between the tube and the sea happens to be
placed. As the bent tube changes its curvature according to the pressure there
may be in it, its free end changes its position in a corresponding manner, and this
free end of the tube is caused to make or break contact with a source of electricity
which supplies current to an electric motor or to the coil of an electromagnet which
acts upon the slide valve of a small steam cylinder the piston of which is connected
with the throttle valve of the main engines.
It will now be understood that whenever the stern part of the vessel comes to be
immersed in the water to such a depth that the engines would not race, the
pressure of the column of water, acting on the aforesaid bent tube, will cause its
free end to move outwards and close the circuit between the source of electricity
and the motor or electromagnet in such manner that the latter will move the valve
of the aforesaid cylinder so as to admit steam to the side of the piston suitable for
enabling the latter to open the throttle valve of the main engine. That done, the
commutator of the motor or electro-magnet will open the circuit so as to avoid
waste of electric energy until it is required to move the valve of the cylinder again.
When, however, by the pitching of the vessel, or from other cause, the immersion
of the stern part is reduced, the pressure of the column of water acting on the bent
tube will be reduced in proportion and the free end of the said tube will move inwards,
closing another electric circuit which will cause the motor or electromagnet to
move the valve of the steam cylinder in the opposite direction, admitting steam to
the other side of the piston whereby the throttle valve is closed, and the electric
circuit is then broken as before by the commutator.

page_text: The necessary adjustments for enabling the free end of the bent tube to make the
electric connections for opening or closing the throttle valve, as soon as the stern of
the vessel has been deprived of water to a predetermined point, may be made by
suitable stops and set screws or otherwise.
By the arrangements above described, the throttle valve may be closed before
any racing occurs, even in a heavy sea, which cannot be effected by any marine
governor heretofore in use, because in all such governors the racing actually
commences before the mechanism for closing the valve can be brought into
action, whereas by this invention the reduction of the immersion brings about the
closing of the throttle valve before there is time for racing to commence.
Furthermore, in this arrangement the throttle valve may always be connected to
the regulating parts because the latter will not act until the immersion is reduced
to the prearranged extent thereby preventing the unnecessary slowing down of the
ship which takes place when the throttle valve is closed by hand in anticipation of
racing which may or may not occur.
Instead of the electrical connections being made by a bent tube as above
described, they may be made by means of a diaphragm or any other suitable device
that will move a contact maker according as the pressure due to the head of water
outside the vessel varies.
Dated this 2nd day of Octobe- 1902
A. SPELLING,
Per W. H. Beck,
115, Cannon Street, London, E.C., Agent.
COMPLETE SPECIFICATION.
Improved Means and Apparatus for Preventing Racing in Marine
Engines.
I, ALFRED SPELLING, of 58 Thorold Road, Ilford, in the County of Essex,
Mercantile Clerk 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, that is to say :-
This invention relates to improved means and apparatus for preventing racing in
marine engines by closing the throttle valve more or less as soon as the immersion
in the water of the stern or other part of the vessel where the propeller is placed
has been reduced to, or below, a certain point.
It is well known that the racing of marine engines is caused by the propeller
being raised more or less out of the water by the pitching of the vessel, or by the
water leaving the propeller as the steru is passing across the hollow of a wave.
But in either case the immersion of the stern part of the vessel in the water is less
at that time than when the vessel is floating in comparatively still water. It is
this difference of immersion that is utilised in the present invention to effect the
closing and opening of the throttle valve.
And in order that the said invention may be fully understood I will now proceed
to describe the same with the aid of the accompanying two sheets of drawings in
which
Figure 1 is a sectional elevation of a steam cylinder and piston, the latter of
which is connected with and operates the throttle valve of the main engines,
Figure 2 is a plan view of same,
Figure 4 represents diagrammatically an electro-magnetic motor or apparatus
of any suitable kind adapted to operate the slide valve of the steam cylinder shown
in Figures 1 and 2.
Figure 5 represents a galvanic battery or other source of electricity and
Figure 6 represents a special device to be hereafter described whereby electric
connections between the battery, Figure 5, and the motor, Figure 4, are closed

page_text: vater.
Figures 14, and 2^, are respectively sectional elevation and plan of a steam
cylinder similar to that shewn in Figures 1 and 2.
Figures 4 and 4B are respectively a plan and elevation of an electric motor
adapted to operate the slide valve of the steam cylinder shewn in Figures 14
and 2ª.
Figure 5 represents a galvanic battery or other source of electricity, and
Figures 6 and 6B a device for closing and opening the electric connections, of a.
character somewhat different from that shewn in Figure 6.
A is a pipe fitted at the stern or other part of the vessel where the propeller is
but
placed, as near the bottom as possible, and opening at one end to the sea,
preferably closable by a tap or valve, not shown in the drawing. To the other
end of this pipe is fitted a bent or curved pipe B preferably of flat section similar
to that used in certain kinds of pressure gauges, such as that known as the "Bourdon"
pressure gauge for example.
When the aforesaid tap or valve in the pipe A, leading to the water outside the
vessel, is open the bent tube B is subjected to pressure internally proportionate to
the head of water there may be at any time between it and the surface of the sea
outside the vessel, and consequently proportionate to the immersion of the part of
the vessel where the connection between the pipe A and the sea happens to be
placed, and the bent tube B changes its curvature according to the pressure there
may be in it, its free end B' moving away from the fixed part B' as that pressure
increases, and towards the part B2 as that pressure decreases. This free end B' of
the tube B plays between two adjustable electric contact makers C and D and is
itself connected by a conductor E with one pole of a galvanic battery or other
source of electricity F. The contact makers CD are connected respectively by
conductors G H with brushes which close the electric circuit through the coils of
the electromagnets of the electro-magnetic motor X by means of suitable com-
mutators in a manner well understood by persons conversant with electro-magnetic
machinery, the conductor K serving to complete the connection between the said
motor or apparatus X and the other pole of the galvanic battery or other source of
electricity F. The free eud B' of the tube B thus makes or breaks contact with
the contact makers C and D and thereby opens and closes the circuit for a current
of electricity between the battery or other source of electricity F and the electro-
magnetic apparatus X. The armatures of this apparatus are connected by any
suitable devices with a rod Q which actuates the slide valve R of the steam
cylinder S, the piston T of which is connected by the piston rod U and other
suitable devices with the throttle valve of the main engines. The said connecting
devices and throttle valve are not shown in the drawings as they may be varied
according to circumstances.
It will now be understood that whenever the part of the vessel, where the propeller
is placed, is immersed in the water to such a depth that the engines will not race, the
pressure of the column of water acting on the aforesaid bent tube B will cause the
free end B' of the latter to move outwards, that is away from the part B2 and to
close the circuit between the source of electricity F and the electro-magnetic motor
or apparatus through the conductor E, contact maker C and conductor G in such
mauner that the armatures of the said motor move the valve R of the cylinder S
by means of the rod Q in the proper direction to admit steam to the side of the
piston T suitable for enabling the latter to open the throttle valve of the main
engine.
When however by the pitching of the vessel, or from other cause, the immersion
of the part where the propeller is placed is reduced, the pressure of the column of
water acting on the bent tube B is reduced in proportion, and the free end B' of the
said tube B moves inwards, that is to say towards the fixed part B2, and closes the
circuit, between the source of electricity F and the electro-magnetic motor or
apparatus through the conductor E, contact maker D and conductor H in such

page_text: manner that the armatures of the motor X move the valve R of the cylinder S by
means of the rod Q in the opposite direction so as to admit steam to the other side
of the piston T, whereby the throttle valve is closed.
The necessary adjustments for enabling the free end B' of the bent tube B to
make the electric connections for closing the throttle valve as soon as the stern of
the vessel has been deprived of water to a predetermined point, and for opening the
same as soon as the stern is again immersed to a predetermined point may be made
by set screws C₁ D' as shown in Figure 6, or otherwise as may be convenient.
In the arrangement shown in Figures 14, 24, 44, 4B 54 64 and 6 letters of
reference which are similar to those used in Figures 1 to 6 indicate parts which are
similar to those so indicated in the latter figures. Each of the commutator J
consists of a single piece of metal, such as that marked 1' for example in Figure 4B,
let into a piece of non-conducting material marked I' in the same figure. When
the brush I is bearing, as in Figure 4B, against the non-conducting part of its
commutator the brush J is bearing against the metallic part of its commutator J¹
in readiness to receive current, and conversely when the brush I is bearing against
the metallic part I in readiness to receive current the brush J is bearing against the
non-metallic part of its commutator.
Instead of the electrical connections being made by a bent tube as shown in
Figure 6, they are here made by means of a corrugated expanding and collapsing
chamber B, similar to that used in an aneroid barometer and communicating with
the sea by the pipe A in the same way as the curved tube B in Figure 6. The
said chamber B is caused to expand under an increase of pressure due to an
increase in the head of water outside the vessel, and to contract under a decrease
of pressure due to a decrease in the head of such water; and this expansion and
contraction acts upon a lever B³ which carries at its outer end a brush or contact
maker B' which makes contact with the metallic plate D when in its upper position,
as shown in Figure 64, or with the metallic plate C when in its lower position.
When the upper end of the brush B' is in contact with the metallic plate D its
lower end is in contact with the non-conducting material C2, and when the lower
end of the brush B' is in contact with the metallic plate C its upper end is in
contact with the non-conducting material D². The action of this modification of
the apparatus is quite similar to that described in reference to Figures 1 to 6. In
the drawings for example the chamber B* is supposed to be collapsed in
consequence of the part of the vessel where the propeller is placed being
deprived of water to a certain extent, this has raised the contact-making brush B¹
into contact with plate D, and as the brush J is, in the position of the electro-
magnetic motor or apparatus shown in Figures 4 and 4", in contact with the
metallic plate of its commutator J', current passes from the battery F by
conductor K to the terminal K¹, thence by conductor K³, electro-magnet V, and
conductor V to metallic plate of commutator J', thence by brush J, conductor H,
plate D, brush B' and conductor E back to battery F. This passage of the current
causes the electro-magnet V to draw the armature L and with it the armature M
from right to left, pushing the rod Q in the same direction, and operating
the valve R of steam cylinder S, admitting steam to the piston T and closing the
throttle valve. This movement of the armatures L M brings brush J off the
metallic plate of commutator J' on to the non-conducting part of that commutator,
thus breaking the current, and at same time bringing brush I into contact with
metallic plate I in readiness for the next movement, electric connection of the
plate with the battery F being broken by the brush B' resting on the non-
conducting part C³.
When the proper depth of water is restored at the part of the vessel where the
propeller is placed, the chamber B is expanded by the pressure of such water,
the brush B is lowered so as to bring its lower end in contact with plate C, and
current then passes from battery F by conductor K to terminal K, thence. by
conductor K, electro-magnet W, conductor W', metallic plate 1', brush I,
conductor G, plate C, brush B' and conductor E back to the battery F. This

page_text: passage of the current causes the electro-magnet W to draw the armature M, and
with it the armature L, from left to right, drawing the rod Q in the same direction,
and operating the valve R of the steam cylinder S so as to admit steam to the
opposite side of the piston T in order to open the throttle valve. This movement.
of the armatures M and L brings the brush I off metallic plate l' on to the non-
conducting part of that commutator, thus breaking the current, and at same time
brings the brush J into contact with the plate J' in readiness for the next
movement, electric connection of the plate J' with the battery F being broken by
the brush B¹ resting on the non-conducting part D*.
As the tube B, or chamber B", as the case may be, is necessarily in communica-
tion with the sea it is obviously necessary to insulate from it the part B₁ by which
the electric circuit is completed through the contact makers C and D and that the
conductor E shall be connected with that part but otherwise insulated.
By the arrangements above described the throttle valve may be closed before
any racing occurs, even in a heavy sea, which cannot be effected, so far as the
inventor is aware, by any marine governor heretofore in use, because in all such
governors the racing actually commences before the mechanism for closing the
valve can be brought into action, whereas by this invention the reduction of the
immersion brings about the closing of the throttle valve before there is time for
racing to commence. Furthermore in these arrangement the throttle valve may
always remain connected to the regulating parts because the latter will not act
unless and until the immersion of the stern of the vessel is reduced to the
prearranged extent, thereby preventing the unnecessary slowing down of the ship
which takes place when the throttle valve is closed by hand in anticipation of
racing, which may or may not occur.
Instead of the electrical connections being made by a bent tube or an expanding
and collapsing chamber, as above described, they may be made by any other
suitable device acted upon by the pressure due to the head of water outside the
vessel, and moving a part which closes the circuit through one or other of two
contact makers according as that pressure varies.
Instead of the piston T being moved in the cylinder S by steam pressure, as
above described, it may obviously be moved by any other fluid or liquid under
pressure such as compressed air or water for example.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
First. The improved means for preventing racing in marine engines which
consist of a device operated by the pressure of the head of water external to
the vessel, and so adapted that its movements govern mechanism which closes the
throttle valve of such engines when the immersion of the stern or other part of the
vessel where the propeller is placed is reduced to or below a predetermined point,
and opens the said throttle valve,when the said immersion reaches or exceeds a
predetermined point, substantially as described.
Second. The improved apparatus for preventing racing in marine engines which
consists of a cylinder containing a piston actuated by fluid pressure and connected
with and operating the throttle valve of the engines, an electro magnetic apparatus
operating and governing the valve of such cylinder and piston, and a device
operated by the pressure of the head of water external to the vessel for completing
an electric circuit through the said electro-magnetic apparatus according as the
immersion of the stern or other part of the vessel where the propeller is placed
varies, substantially as described.
Third. In apparatus for preventing racing in marine engines the use of a bent
or curved tube subjected to the pressure of the bead of water external to the
vessel and adapted to close an electric circuit through an electro-magnetic
apparatus which governs the mechanism for operating the throttle valve of the
engines according as the immersion of the stern or other part of the vessel where

page_text: the propeller is placed varies, substantially as described with reference to Figures 1
to 6 of the accompanying drawings.
Fourth. In apparatus for preventing racing in marine engines the use of an
expanding and collapsing chamber, subjected to the pressure of the head of water
external to the vessel, and adapted to close an electric circuit through an electro-
magnetic apparatus which governs the mechanism for operating the throttle valve
of the engines according as the immersion of the stern or other part of the vessel
where the propeller is placed varies, substantially as described with reference to
Figures 1 to 6 of the accompanying drawings.
Dated this 29th day of June 1894.
A. SPELLING,
Per W. H. Beck,
115, Cannon Street, London, Agent.