An Improved Method of Controlling Fluid-pressure Engines for Blowing Organs.
Year: 1896

page_text: Date of Application, 10th Feb., 1896
Complete Specification Left, 9th Nov., 1895-Accepted, 9th Jan., 1897
PROVISIONAL SPECIFICATION.
An Improved Method of Controlling Fluid-pressure Engines for
Blowing Organs.
HUGH SWANTON, Engineer, 34 Fairfield Road, Bow, Middlesex do hereby
declare the nature of this invention to be as follows:-
The object of this invention is to minimize the consumption of energy, & wear
& tear of machinery throughout installations in which fluid-pressure engines are
combined with pumps operated by a motor.
The more useful combination consists of a gas or oil engine driving pumps
capable of charging mains to the required pressure, which operates fluid-pressure
engines coupled to the bellows in the usual ioanner. The mains convey fluid under
pressure from the pumps (which must be located where noise is not objectionable)
to the engines, & from them to a small tauk, to be again forced into the supply
main by the pumps.
The supply main is usually charged to a definite pressure, & the pumps are
capable of forcing the maximum quantity of fluid required by the engines. When
the engines are not working the pumps maintain the pressure & return the surplus
fluid to the tank. Under such systems the load on the gas or oil engine or other
motor is nearly constaut, & greatly in excess of the requirements of the organ
bellows.
I am aware that in a patent granted to C. J. R. Okes and W. T. Goold,
No. 4873, 1893 for "Improvements in Machinery for Forcing Air or other Gases,"
several ingenious methods of controlling engines operated by compressed air are
illustrated, but the result I seek is not accomplished.
In the Provisional Specification of said patent, on page 2, line 1, et seq., the
inventors say "For further regulation a bye-pass may be placed between the
pressure & exhaust air pipes in a convenient position to enable the organist or
operator to open the circuit & thus allow of the free circulation of air during
intervals when the organ is not required & thus reduce the consumption of gas or
other motive power."
In this direction I find the method I seek, for instead of
being under the control of the organist only, it may be controlled by organist &
bellows, or either.
In case of one engine, I arrange it as a bye-pass to the controlling valve, & place
this valve under the control of the organist & bellows in such a manner that as the
bellows fill the valve opens, & lowers the pressure in the main till it only suffices
to move the engine at the speed required to maintain the bellows fully inflated.
The organist can stop the engine by opening the valve wide thereby removing
the load from the pumps & gas-engine. To start the engine the organist closes the
valve. The pumps being in action, pressure immediately accumulates, operating
the engine & filling the bellows, which then open the valve & automatically adjust
the pressure to the requirements of the organ as explained above.
One engine, therefore, will automatically confine the pressure in the main (supply)
within the limits required to produce the highest & lowest speeds demanded by the
organ

page_text: Where several engines are required, it is only necessary to proportion them to
their maximum loads at a pressure slightly below that required by the governing
engine at its slowest speed, & then control them in the usual manner.
The governing engine therefore, is controlled by varying pressure, just sufficient
to overcome the resistance or load, the others by varying quantity.
Dated this Tenth day of February 1896.
An Improved Method of Controlling Fluid-pressure Engines for
Blowing Organs.
I, HUGH SWANTON, 34 Fairfield Road, Bow, Middlesex, Engineer, do hereby
declare the nature of this invention and in what manner the same is to be
performed, to le particularly described and ascertained in and by the following
statement:-
The object of this invention is to minimise the consumption of energy, wear and
tear of machinery, throughout installations in which Huid-pressure engines are
combined with pumps operated by a motor.
The more useful combination consists of a gas or oil engine, driving pumps
capable of charging mains to the required pressure, which operates fluid-pressure
engines coupled to the bellows in the usual inanner. The mains convey fluid under
pressure from the pumps (which must be located where noise is not objectionable)
to the engines, and froin them to a small tank, to be again forced into the supply
main by the pumps.
The supply main is usually charged to a definite pressure, and the pumps are
capable of forcing the maximum quantity of fluid required by the engines. When
the engines are not working the pumps maintain the pressure and return the surplus
fluid to the tank. Under such systems the load on the gas or oil engine or other
motor is nearly constant, and greatly in excess of the requirements of the organ
bellows.
I am aware that in a patent granted to C. J. R. Okes and W. T. Goold
No. 4873, 1893, for "Improvements in Machinery for Forcing Air or other Gases"
several ingenious methods of controlling engines operated by compressed air are
illustrated, but the result I seek is not accomplished. In the Provisional Specifi-
cation of said patent on page 2 line 1, et seq. the inventors say "For further
regulation a bye-pass may be placed between the pressure and exhaust air pipes in
a convenient position to enable the organist or operator to open the circuit and
thus allow of the free circulation of air during intervals when the organ is not
required, and thus reduce the consumption of gas or other motive power:" In this
direction I find the method I seek, for instead of being under the control of the
organist only, it may be controlled by organist and bellows, or either.
The accompanying drawings show several arrangements for controlling fluid-
pressure engines operating organ feeders on my approved method.
Figure 1, Sheet 1, shows a complete installation consisting of two main bellows A
and A'; A being weighted to the heavier pressure of wind and fitted with two
feeders, which are operated in the usual manner by the fluid-pressure engine B;
the bellows A' being weighted to a lighter pressure of wind, and fitted with four
feeders, each pair of feeders being respectively operated in the usual manner by
two fluid-pressure engines B1 and B2.
The engine B is proportioned to its maximum load at a predetermined pressure.

page_text: The engines B and B are proportioned to their maximum loads at a pressure
slightly below that required by B at its slowest speed. B is therefore the
governing engine.
C is a supply main which conveys fluid under pressure from the pumps and
terminates at the inlet 6 to the engine B. Branches from C are carried to the
inlets 6 and 6 of the engines B and B2, which are fitted with cocks or valves d¹
and to control the supply of fluid to the engines B1 and B2. The valves d' and
are operated by the bellows in the usual manner as shown.
C is a return main conveying fluid from the outlets c, e¹ and c² engines B, Bt
and B to the tank, to be again forced into the supply main C by the pumps.
Preferably near engine B, I arrange a bye-pass controlled by the gate-valve d.
The bellows A supports a weighted roller at end of rocker e, and thus controls
the gate valve d by means of the rocker e, rod el and lever e. The arme may be
operated by the organist at the keyboard by means of the chain e³. A common
device often employed by organ builders is shown connecting bellows A and A',
consisting of a valve box X, fitted with valve and stem a¹. Attached to the
bellows A is an adjustable tappet..².
The action of the apparatus is as follows:-The bellows being empty, the
valves and are open, the gate valve d being locked open by the starting
apparatus at the keyboard. The pumps being in action, fluid circulates through
supply main C, gate valve d, return main C and tank continuously.
On the organist closing gate valve d, pressure immediately accumulates, operating
engines B' and B2, and inflating the bellows A. The bellows A' in rising operates
and partially closes the controlling valves d and d³, thereby limiting the supply of
fluid, under pressure to the engines B' and B2 and gradually reducing their speed
to that rate which is sufficient to maintain the bellows A' fully inflated.
Meanwhile the lessening demand on the main C permits a further accumulation
of pressure which operates the engine B and inflates the bellows A.; thereby
operating and partially opening the gate valve d by means of the rocker e, rod e¹,
and lever e, lowering the pressure in the supply main C, and automatically
limiting it to that necessary to drive the engine B at the speed required to maintain
the bellows A fully inflated.
Suppose a demand is made on bellows A. It subsides, thereby operating and
partially closing the gate valve d, and lessening the quantity of fluid passing
through it into the return main C. Pressure immediately rises and accelerates
the speed of the engine B to that required to meet the demands on bellows A.
On a cessation of the demand on bellows A, it rises, thereby operating and
partially opening the gate valve d, increasing the quantity of fluid passing through
it into the return main C, and automatically adjusting the speed of the engine B
by pressure as before.
Suppose
a demand is made on bellows A'. It subsides, thereby operating and
partially opening the valves d' and d², and permitting an increased quantity of fluid
to pass into the engines B1 and B2, thus accelerating their speed. The pressure in
the main C immediately falls, retarding the engine B, until the subsidence of the
bellows A partially closes the valve d and readjusts the pressure in the main C.
This combined action continues until the demand on bellows A¹ is satisfied.
An extraordinary demand might cause the bellows A to subside very rapidly,
(the speed of the engines B and B not being adequate for the moment) and
operate and open the valve x by means of the valve stem al and tappet, thereby
causing the bellows A to supply the bellows A' and to subside rapidly also. The
bellows A then operates and partially closes the gate valve d, and readjusts the
pressure in the main C, thereby accelerating the speed of the engines as
required.
In modern organs the normal demand on bellows A and A' is practically
simultaneous, and in this case the gate valve d controls the pressure in the main C
as described above. The engines B' and B, owing to their being proportioned

page_text: to their leads at a pressure slightly below that required by engine B, respond in
advance of engine B.
The adjustment of the pressure in the main C is a matter of great delicacy.
I find it necessary to arrange for considerable leverage to operate the gate valve d,
and to obtain the final adjustment by V-notching the gate as shown in Figure 2.
The dimensions of the V-notch vary in individual cases, and are therefore only to
:be obtained by actual experiment.
In the arrangement described above, my method of proportioning the engines to
their loads is carried one step only, the engines B and B being a pair; and in the
installation illustrated this is the correct arrangement; but my method can be
carried further, and is limited only by the initial pressure determined upon.
Figure 3 Sheet 2 shows an arrangement capable of operating three independent
bellows, each engine being proportioned to its maximum load at a pressure below
that in front of it (or that engine nearer the pumps). In this case the pressures
necessary to produce the varying speeds of each of the three engines are
automatically adjusted by their respective bellows from moment to moment.
B, B' and B are three engines which operate feeders in the usual manner,
B being proportioned to its maximum load at a pre-determined pressure, B₁ at a
pressure below that required by B and B 2 at a pressure below that required by B'.
The inlets b, and 6' and b are connected with the supply main C. The outlets c, cl
and are connected with the return inain C¹.
On the supply main C, and behind the branches leading to the inlets b, b¹ and b³,
I interpose three sensitive cut off valves d, d' and d, shown in their working
position in the drawing, which are operated by the bellows, as shown in Figure 1
in connection with bellows A. Between the supply main C and return main C',
and in front of the valve d, I arrange a bye-pass, controlled by the valve D, shown
closed in the drawing, which is operated at the keyboard by means of the chain e
as before.
The action of the apparatus is as follows:-The bellows being empty, the
valves d, d' and would be shut, the valve D being locked open by the starting
apparatus at the keyboard. The pumps being in action, fluid circulates through
the supply main C, the valve D, the return main C and tank continuously.
On the organist closing valve D, pressure immediately accumulates in front of
the valve d, which is shut, operating the engine B, inflating its bellows, and thereby
operating and partially opening the valve d. Pressure then accumulates in front
of the valve d', which is shut, operating the engine B', inflating its bellows,
and thereby operating and partially opening the valve d'. A similar action ensues
with engine B and valve d².
All three bellows are now inflated, and the valves d, d¹ and d automatically
adjust the pressures required to keep their respective bellows in that condition.
The inter-action of the varying pressures on each of the three engines separately
and combined when supplying the ever-varying demands on the wind from the
three independent bellows is somewhat complicated. A simultaneous demand on
all bellows causes them to subside, thereby operating and partially closing the
valves d, and . Pressure immediately accumulates and accelerates the speeds
of the engines B, B' and B' in the order named.
A demand being made on engine B, the subsidence of its bellows partially closes
the valve d, thereby increasing the pressure in front of the valve d and accelerating
the speed of the engine B as required. But the partial closing of the valve d
slightly lowers the pressures operating the engines B and B and momentarily
retards them until the subsidence of their respective bellows partially closes the
valves and d and readjusts the pressures in the main C, the cessation of a
demand on the engine B restoring the required pressures in the main.
A demand being made on engine B, the subsidence of its bellows partially
closes the valve di, thereby increasing the pressure in frout of the valve d and
accelerating the speed of the engine B' as required. But the closing of the
valve d produces two results: first, it slightly raises the pressure in front of valve d,

page_text: thereby momentarily accelerating the speed of engine B and second, it lowers the
pressure in front of valve d, thereby momentarily retarding the speed of
engine B', the cessation of a demand on engine B restoring the required pressures
in the main.
On a demand being made on engine B2, similar results follow.
It is obvious that the engines, on this method of control, must be accurately
proportioned to their respective loads, and that the employment of highly sensitive
controlling valves is necessary. This method of control possesses the incidental
advantage of being peculiarly adapted to operate the bellows of organs which are
constructed on a principle necessitating at starting a supply of the heaviest pressure
in advance of the lighter pressure winds. In this arrangement the device X shown
in Figure 1 is not required.
The engine B' being proportioned to its load at a lower pressure than engine B¹
it may be controlled by a cut-off valve in the ordinary manner as explained with
reference to Figure 1 if the supply main C be tapped between the valves d and d¹.
The arrangements above described are better adapted for those installations in.
which the length, and therefore the cost of the mains is not excessive. Where
power pumps have to be located at a considerable distance, small mains and high
pressures become compulsory.
Figure 4, Sheet 3, shows an arrangement consisting of three independent engines
operated by fluid under high pressure conveyed by a small main.
B, B and B are high-pressure engines. The inlets b, b.and 63 and outlets c, c¹
and are connected with the supply main C as shown. d, d' and dare extremely
sensitive high-pressure controlling valves, shown slightly open in their working
position in the drawing, which are operated by their respective bellows, as shown
in Figure 1 in connection with bellows A.
The action of the apparatus is as follows:-On the organist closing the bye-pass
(not shown in the drawing) pressure immediately accumulates, and the valves d, d¹
and being shut, the pressure operates the three engines B, B and B simul-
taneously, inflating their respective bellows, and controlling the speed of the engines
by partially opening the valves d, d¹ and d', as described before, thereby auto-
matically adjusting the pressures on the respective engines to the requirements of
their bellows.
The results of inter-action of the varying pressures on each of the engines
separately and combined when supplying the ever-varying demands of the wind
from the three independent bellows are practically the same as that described in
reference to the arrangement shown in Figure 3 Sheet 2, the engines and their
respective bye-passes, or either, passing the total quantity of fluid circulating in the
system. In proportioning these engines it must not be forgotten that the
back-pressure, which is equivalent to the load on the engines behind, has to be
considered.
It will now be evident that proportioning the engines to their work is an essential
part of my method of control, and that the adjustment of the pressure in the
system is automatically effected by the bellows.
It will also be obvious that if air-vessels are applied on the supply main, their
dimensions must be small to prevent
(a) The variations of pressure in the system demanded by the bellows being
perceptibly retarded by the elastic air-cushion.
(b) What is known as a "hunting" regulation.
(c) Sudden stopping and starting of the engines.
Air-vessels may be advantageously applied to the return main.
The combination of motor-driven pumps and engines is not novel, and is open
to public use. Nor is the combination of an engine and bye-pass novel, such an
arrangement being clearly shown in Figure 1 Sheet 4 of the above-mentioned
specification.
My method of control applies to the second, third etc., of a series of engines, and
enables me to secure an independent action not before accomplished.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. Proportioning to their work the second, third &c. of a series of fluid-pressure
engines as described in reference to Figures 1, 2, 3 and 4 of the drawings.
2. Controlling the second, third &c. of a series of fluid-pressure engines as
described in reference to Figures 1, 2, 3 and 4 of the drawings as set forth.
Dated this Ninth day of November 1896.
HUGH SWANTON.