IMPROVEMENTS IN AND RELATING TO GOVERNORS FOR MARINE ENGINES
Year: 1880

page_text: LETTERS PATENT to Henry Harris Lake, of the Firm of Haseltine, Lake, &
Co., Patent Agents, Southampton Buildings, London, for the Invention of
"IMPROVEMENTS IN AND RELATING TO GOVERNORS FOR MARINE ENGINES."
A communication from abroad by William Urquhart Fairbairn, Henry
Thomas MoClearn, and William Henry Ingersoll, all of Boston, Massachusetts,
United States of America.
COMPLETE SPECIFICATION filed by the said Henry Harris Lake at the Office
of the Commissioners of Patents on the 19th March 1880.
HENRY HARRIS LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN AND RELATING TO GOVERNORS
FOR MARINE ENGINES." A communication from abroad by William Urquhart
Fairbairn, Henry Thomas McClearn, and William Henry Ingersoll, all of Boston,
Massachusetts, United States of America.
My Invention relates to that class of governors for marine engines in which a
vibrating weight or weighted arm actuated by the pitching or rolling movement
of the vessel is connected with a throttle-valve in the steam pipe, in order that
the valve may be automatically closed or opened to regulate the supply of steam
in proportion as the propeller or wheel is raised out of or immersed in the water,
thereby preventing the "racing" of the engine.
In governors of this description as heretofore constructed the throttle valve has
been so connected with the vibrating arm or weight that any motion of the latter
however slight was instantly-communicated to the valve, which resulted in the
supply of steam being constantly varied, even though the propeller or wheel was
sufficiently immersed in the water to prevent "racing," and in consequence of the
valve being thus unnecessarily kept in almost constant motion it became impossible
to properly regulate the supply of steam, and maintain a uniform pressure in the
cylinder or cylinders of the engine as required, which proved to be a serious
objection to the use of governors of this construction.
This Invention has for its object to overcome this difficulty, and consists in so
connecting the oscillating weight or weighted beam to the rod which actuates the
throttle-valve that the weight can vibrate within certain limits without moving

page_text: bind against the rod D, or to be brought into contact with the lower end of the
lower guide 16 to the injury or breakage of the parts.
From the projections m extend on each side arms t, to the outer ends of which
are secured two pair of india-rubber or other suitable springs u, whose opposite
ends are attached to the deck L above; the springs when thus arranged serve to
steady the weight H and diminish its tremulousness or sensitiveness, while they
also assist in returning it quickly to its normal position and bringing it to a state
of rest should the pitching movement of the vessel suddenly cease, a lateral or
transverse movement of the weight in either direction causing a tension to be
brought upon the two springs on one side only of the weight, while a longitudinal
movement in either direction will bring a strain upon the pair of springs at either
one end or the other of the weight, as the case may be. By the employment of
these springs the necessary stability is given to the oscillating weight, which is
nevertheless free to swing and preserve its equilibrium as the vessel pitches or
rolls.
If desired the supporting frame K may be reversed and secured to the floor of
the lower deck N instead of to the underside of the engine deck L, as shewn, and
the points of attachment of the springs u may be changed to suit the requirements
of any particular case.
I do not limit myself to the employment of the mechanism shewn for transmitting
⚫ the movement of the rod D to the valve B, as it is evident that a crank or other
suitable mechanical device may be employed for this purpose without departing
from the spirit of this Invention.
The above described governor may be placed in any convenient or suitable
position in the vessel, and may be adapted for use in steamers with side wheels as
well as in those fitted with screw-propellers.
Having thus fully described the said Invention as communicated to me by my
foreign correspondents, and the manner of performing the same, I wish it understood
that I do not claim operating the throttle-valve of a marine engine by means of an
oscillating weight, neither do I claim broadly the employment for this purpose
of a weight arranged to oscillate both transversely and longitudinally, but I
claim,
First. The oscillating weight or beam loosely connected with the rod D which
operates the throttle-valve, so as to be capable of moving independently thereof, in
combination with the adjustable stop on the rod D which is acted upon by the
weight to close the valve, whereby the amount of vibration of the weight necessary
to produce a movement of the valve may be varied to suit different requirements,
substantially as set forth.
Second. The combination with the throttle-valve, its actuating rod, and adjustable
stop, of the oscillating weight or beam supported on a cross piece pivoted thereto
and to a frame or hanger in lines at right angles to each other, substantially as and
for the purpose set forth.
Third. The combination with the throttle valve and its operative mechanism and
the adjustable stop of the oscillating weight or beam supported on two pairs of
journals arranged in lines at right angles to each other and provided with springs u
to prevent undue oscillation, substantially as described.
Fourth. The combination with the throttle-valve and its actuating rod of the
spring for opening the valve on the release of the rod, substantially as set
forth.
-
"
Fifth. The combination with the valve-actuating rod D with its head k and
spring of the adjustable stop h for preventing the throttle-valve from being
entirely closed when the rod D is drawn down, substantially as described.
Sixth. The combination of the swivel with the oscillating weight or beam, the
rod D, and the stop E, constructed to operate substantially in the manner and for
the purpose set forth.
Seventh. The combination with a marine engine throttle valve rod of a spring

page_text: "
LETTERS PATENT to Henry Harris Lake, of the Firm of Haseltine, Lake, &
Co., Patent Agents, Southampton Buildings, London, for the Invention of
'IMPROVEMENTS IN AND RELATING TO GOVERNORS FOR MARINE ENGINES."
A communication from abroad by William Urquhart Fairbairn, Henry
Thomas McClearn, and William Henry Ingersoll, all of Boston, Massachusetts,
United States of America.
COMPLETE SPECIFICATION filed by the said Henry Harris Lake at the Office
of the Commissioners of Patents on the 19th March 1880.
HENRY HARRIS LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN AND RELATING TO GOVERNORS
FOR MARINE ENGINES." A communication from abroad by William Urquhart
Fairbairn, Henry Thomas McClearn, and William Henry Ingersoll, all of Boston,
Massachusetts, United States of America.
My Invention relates to that class of governors for marine engines in which a
vibrating weight or weighted arm actuated by the pitching or rolling movement
of the vessel is connected with a throttle-valve in the steam pipe, in order that
the valve may be automatically closed or opened to regulate the supply of steam
in proportion as the propeller or wheel is raised out of or immersed in the water,
thereby preventing the "racing" of the engine.
In governors of this description as heretofore constructed the throttle valve bas
been so connected with the vibrating arm or weight that any motion of the latter
however slight was instantly communicated to the valve, which resulted in the
supply of steam being constantly varied, even though the propeller or wheel was
sufficiently immersed in the water to prevent "racing," and in consequence of the
valve being thus unnecessarily kept in almost constant motion it became impossible
to properly regulate the supply of steam, and maintain a uniform pressure in the
cylinder or cylinders of the engine as required, which proved to be a serious
objection to the use of governors of this construction.
This Invention has for its object to overcome this difficulty, and consists in so
connecting the oscillating weight or weighted beam to the rod which actuates the
throttle-valve that the weight can vibrate within certain limits without moving

page_text: the valve, the rod being provided with an adjustable stop against which the weight
or a piece projecting therefrom comes into contact, so as to move the rod and close
the valve only when the vessel is inclined at such an angle as to raise the propeller
or wheel out or nearly out of the water, and render it necessary to shut off the
steam to prevent "racing," the valve being otherwise allowed to remain un-
disturbed. The said Invention also consists in various details of construction
hereinafter described.
In the accompanying Drawing,―
Figure 1 is a perspective view of a marine engine governor constructed in
accordance with this Invention.
Figure 2 is a longitudinal vertical section through the centre of the same.
Figure 3 is a transverse vertical section on the line x, x, Figure 2.
Figure 4 is a horizontal section on the line y, y, Figure 2.
Figure 5 is a sectional view drawn to an enlarged scale of a portion of the said
-Invention.
"E
A represents the steam-pipe of a marine-engine through which the steam passes
from the boiler to the cylinder or cylinders. This pipe A, which is provided as
usual with an ordinary stop or shut-off valve (not shown), is also furnished with a
butterfly" throttle-valve B, Figures 1 and 2, the stem or spindle a of which has
secured to its outer end a grooved wheel or disc b, one side of which is provided
with teeth c, Figure 5, which engage with the teeth of a rack d formed on one side
of the interior surface of a strap C which surrounds the disc t, the flanges 8 of
which overlap the inner edges of the strap and serve as guides to keep the parts
closely together and prevent play. To the strap C is secured a vertical rod D,
which when drawn down in a manner hereinafter described causes the teeth of the
rack to rotate the disc and close the throttle-valve, an upward movement of the rod
producing a rotation of the valve spindle in the opposite direction for the purpose
of opening the valve.
The rod D is of rectangular form at e, as is also the corresponding portion of the
upper guide through which it passes, the turning of the rod upon its axis being
thereby prevented. To the lower end of the rod D which is provided with a screw-
thread is fitted a screw-nut E, which forms an adjustable stop at the top of which
is a washer g of rubber or other suitable elastic material.
That portion of the rod D above the strap C extends up through an adjustable
guide or thimble h into a cylindrical box or casing G attached to the outer end of
an arm i projecting out from the steam-pipe A; to the top of the rod D is secured
a head or piston k, between which and the bottom of the casing and surrounding
the rod is a spiral spring 1, which is compressed when the rod is drawn down to
close the valve, and serves to raise the rod the instant it is released, and thus open
the valve and maintain it in this position until it is again closed by the descent of
the rod.
The guide his provided with a screw-thread and may be turned to cause its
upper end to project more or less into the casing G; this end serves as a stop
against which the head k comes into contact on the descent of the rod D, thus
limiting the downward movement of the rod, and preventing the throttle-valve B
from being entirely closed, which is essential in order to prevent the engine from
stopping on the centre, and by thus adjusting the position of the upper end of the
guide h the extent to which the valve is allowed to remain open when the rod D
is drawn down may be varied as desired.
+
The contact of the bottom of the strap C with the grooved disc serves to
stop or limit the upward movement of the rod D, and ensures the throttle-valve
being wide open when the rod D is raised to its full extent by the spring 7; H is
a heavy weight or weighted beam of the form seen in Figures 1 and 2; this
weight is provided on each side of its centre with a projecting piece m, and
between these two projections m is pivotted a cross piece I; the transverse portion
12 of the latter is pivotted within the sides of a frame or hanger K which is bolted
to the underside of the engine-deck L; the two portions of the hanger are braced

page_text: firmly together by means of a transverse rod n, the ends of which are provided
both on the inner and outer sides of the frame with screw-nuts p, by means of
which the two parts of the said frame may be held immovably at the required
distance apart. By thus supporting or hanging the weight H on two pair of journals
arranged in lines at right angles to each other, it is permitted to oscillate freely in
both a longitudinal and transverse direction, so as to preserve its equilibrium as the
vessel pitches or rolls, thus reducing the friction and wear to a minimum, while no
obstacle is presented to the free swinging movement of the weight to accommodate
itself to any position or inclination which the vessel may assume.
To the end 14 of the weight H is secured in a suitable bearing a horizontal
swivelling rod q; the outer end of this rod is provided with an eye or aperture 15,
through which passes the threaded portion of the vertical rod D, the aperture 15
being of such size as to allow the swivel to move freely over the rod without binding
or coming into contact with the screw thread; by means of this swivel the sides of
the eye or aperture 15 are prevented from binding against the rod D when the
weight H is vibrated in a transverse direction.
When the parts are in the position shewn in Figures 1 and 2 it will be seen that
should the vessel pitch to a moderate extent only, or not sufficient to cause the
propeller to be raised out or nearly out of the water, the weight H will not oscillate
sufficiently to bring the swivel q into contact with the adjustable stop E; the "lost
motion" produced by the playing of the swivel freely up and down upon the rod D.
allows the weight to vibrate within certain limits without moving the throttle-
valve B; the latter is thus allowed to remain open and undisturbed until the vessel
is inclined to such an angle as to cause the propeller to be raised out or nearly out
of the water, when the swivel q will be brought into contact with the stop E,
causing the rod D to be drawn down against the resistance of the spring to close
the throttle-valve B by means of the connections previously described, thus shutting
off the steam and preventing the "racing" of the engine when the propeller is out
or nearly out of the water and encounters but little resistance, an occurrence which
often occasions breakage or injury of the machinery; it will thus be seen that by
means of this construction the steam is not shut off until it is absolutely necessary
to prevent "racing," the valve at all other times remaining in its normal position,
instead of being constantly affected by the slightest pitching of the vessel, as has
hitherto been the case with governors of this description. When the stern of the
vessel is again so much depressed as to immerse the propeller the weight H is
oscillated in the contrary direction; this movement carries the swivel g away from
the stop E and releases the rod D, which is then instantly drawn up by the action
of the spring 1, causing the throttle valve B to be opened to again admit the steam
as required.
By adjusting the stop E on the end of the rod D so as to vary its position with
respect to the swivel q when the vessel is on an even keel, the amount of vibration
of the weight H necessary to shut off the steam may be changed or regulated with
a great degree of nicety to suit the conditions or requirements of the vessel in which
the governor is placed; these conditions varying in different vessels drawing more
or less water, and in the same vessel when lightly or heavily loaded. This feature
of adjustability is of vital importance to the successful operation of the governor,
which without it would be of no practical value, while the peculiar method described-
of hanging the weight H allows it to move freely under all conditions, rendering
the action of the valve certain and reliable.
The rod D below the strap C is divided into two portions united by a screw-
sleeve 8, by turning which the effective length of the rod can be varied to adjust the
distance between the swivel g and the stop E without the necessity of descending
into the bilge to adjust the stop E, but it is evident that the sleeve may be dispensed
with if desired.
M is a stop-chain which limits the longitudinal movement of the weight H and
prevents unnecessary oscillation in one direction, which might cause the swivel o̟ to

page_text: bind against the rod D, or to be brought into contact with the lower end of the
lower guide 16 to the injury or breakage of the parts.
From the projections m extend on each side arms t, to the outer ends of which
are secured two pair of india-rubber or other suitable springs u, whose opposite
ends are attached to the deck L above; the springs when thus arranged serve to
steady the weight H aud diminish its tremulousness or sensitiveness, while they
also assist in returning it quickly to its normal position and bringing it to a state
of rest should the pitching movement of the vessel suddenly cease, a lateral or
transverse movement of the weight in either direction causing a tension to be
brought upon the two springs on one side only of the weight, while a longitudinal
movement in either direction will bring a strain upon the pair of springs at either
one end or the other of the weight, as the case may be. By the employment of
these springs the necessary stability is given to the oscillating weight, which is
nevertheless free to swing and preserve its equilibrium as the vessel pitches or
rolls.
If desired the supporting frame K may be reversed and secured to the floor of
the lower deck N instead of to the underside of the engine deck L, as shewn, and
the points of attachment of the springs u may be changed to suit the requirements
of any particular case.
I do not limit myself to the employment of the mechanism shewn for transmitting
the movement of the rod D to the valve B, as it is evident that a crank or other
suitable mechanical device may be employed for this purpose without departing
from the spirit of this Invention.
The above described governor may be placed in any convenient or suitable
position in the vessel, and may be adapted for use in steamers with side wheels as
well as in those fitted with screw-propellers.
Having thus fully described the said Invention as communicated to me by my
foreign correspondents, and the manner of performing the same, I wish it understood
that I do not claim operating the throttle-valve of a marine engine by means of an
oscillating weight, neither do I claim broadly the employment for this purpose
of a weight arranged to oscillate both transversely and longitudinally, but I
claim,―
First. The oscillating weight or beam loosely connected with the rod D which
operates the throttle-valve, so as to be capable of moving independently thereof, in
combination with the adjustable stop on the rod D which is acted upon by the
weight to close the valve, whereby the amount of vibration of the weight necessary
to produce a movement of the valve may be varied to suit different requirements,
substantially as set forth.
Second. The combination with the throttle-valve, its actuating rod, and adjustable
stop, of the oscillating weight or beam supported on a cross piece pivoted thereto
and to a frame or hanger in lines at right angles to each other, substantially as and
for the purpose set forth.
Third. The combination with the throttle valve and its operative mechanism and
the adjustable stop of the oscillating weight or beam supported on two pairs of
journals arranged in lines at right angles to each other and provided with springs u
to prevent undue oscillation, substantially as described.
Fourth. The combination with the throttle-valve and its actuating rod of the
spring for opening the valve on the release of the rod, substantially as set
forth.
Fifth. The combination with the valve-actuating rod D with its head and
spring of the adjustable stop 7 for preventing the throttle-valve from being
entirely closed when the rod D is drawn down, substantially as described.
Sixth. The combination of the swivel with the oscillating weight or beam, the
rod D, and the stop E, constructed to operate substantially in the manner and for
the purpose set forth.
: Seventh: The combination with a marine engine throttle valve rod of a spring

page_text: and weight adapted to actuate the said rod in opposite directions, the said weight
being adapted to oscillate or vibrate in transverse planes lengthwise and cross-wise
of the vessel, and also to convert all the motions of the vessel or weight, except the
vertical motion due to the rise of the propeller or wheel from the water, into lost
motions with regard to the said valve-rod, substantially as described.
In witness whereof, I, the said Henry Harris Lake, have hereunto set my
hand and seal, this Nineteenth day of March, in the year of our Lord One
thousand eight hundred and eighty.
HENRY H. LAKE. (L.S.)