US882338A - Regulator for compressors. - Google Patents

Description

No. 882,338. PATENTED MAR-.17, 1908. F. B. NORTON'& I. H. REYNOLDS.

REGULATOR FOR GOMPRESSORS.

APPLIOATIOH FILED MAR. 8, 1907.

@QN mum QM NM bmw QM INVENTORS M's gofim ii W Gm WITNES'ES UNITED sinr nsfarnnr onnion FRED E. NORTON AND IRVING H. REYNOLDS, OF YOUNGSTOWN, OHIO.

REGULATOR 330R GOMPEESSOLRS.

Nor assess.

Specification oiKLetters Patent.

Patented March 1'7, 1908.

Application filed March 8, 1907. Serial No. 361,239.

To all whom it may concern: l Be it known that we, l nen NORTON and Invnvc H! REYN-UL-DS, both oi Youngstown, Mahoning county, Ohio, have inven )Cl 5 a new and useful" Regulator for Lompressors, of which the following is a full, clear, and on not description, reference being had to the accompanying draw; 3g, forming part of this specification, in which the figure is a diagrammatic side. andsectional view 01 a gascompressor embodying our invention.

Our invention relates to an improved sys tem of regulation for air or compressors in which the'amount oi fluid compressed per stroke may be reduced, while the speed. of

the compressor is increased so that a constant amount of driving force may be made to deliver a constant amount of compressed gas.

he main object of our invention is to provide' a means of regulation for compressors which are driven by means of motors which can only exert a certain limited amount of driving force, such as gas engines, electric motors, water motors, steam engines, etc.

The invention is of peculiar benefit in the case of air com ressors driven by engines against a ,varia )le air pressure. The gas engine is able to deliver only slightly more work so per stroke than. its rated economical amount, and for many purposes the average normal air pressure is far below the maximum rcquire-(1.

For blast furnace blowing engines, it has been customary to provide gas engine cylinders of a capacity greatly in excess of normal requirements in order to meetthe demands at extraordinary pressure under ten1- porary conditions which arise in the opera tion of blast furnaces.

further object of the invention is to se cure a diminished quantity of discharged air at the same time maintaining the compressor in motion at a speed suilicient to insure that the compressor shall not stop.

The present application is supplementary to the pending application of Fred Elmer Norton (one of the present applicants), Serial No. 311,033, filed A ril 11th, 1906, and embodies new 'and use" 1 modifications of the governing system described in that application. Tho accompanying drawing shows a com plete diagrammatic view oiono embodiment 55 of our invention, in which 1 is a motor cylinr der receiving a suitable working fluid at 2,

the amount of which is controlled by a throttle valve 3, which is operated by a speed governor 8, throu h a bell crank 7, rod 6, and arm 5. The piston 15 of the motor cylinder, is connected by a piston rod 16 to the iston 63 of the compressor cylinder 63, MM by a connecting rod 17 to a crank 18 on the engine sha'i t 9. i

The compressor cylinder 63 is fitted with voluntary inlet valves 60, and with outlet valves 61 and 61, controlling the admission of air and its discharge into pipe 62 in the way usual for compressors.

in addition to the inlet valves 60, 60", are the rolling valves 49, 49" which control the inlet ports 50, 51 and 50, 51*, respectively. Tl e valves 49 and 49 are driven by the arms 47 and 48 and by the rods 24*, 24: from a crank 24 on a shaft 53, which, in turn, is driven from the engine shaft 9 by the gears 20, 21, 22 and 23. y

The gears 21 and 22 are mounted on swinging links 25, .26 and 27, so that as the arm 27 rotates on the shaft 9 and the arm 25 rotates on the she 't 53, the gears 20 and 21 are maintained in mesh by the link 27, the gears 21 and 22 by link 26, and the gears 22-and 23 by the link 25,

The link 26 is attached by a link 28 and a rod 28 to the piston 29 of a c'linder 30.

The cylinder 30 receives a su p of working fluid at 31 which is contro. led by valve 46? The valve 46* is actuated by a governor 44 through a link 55, bell crank 43, rod 43 and arm 46.

The link 26 is also attached to a rod .32 which is connected to a bell crank 33, a rod 34 and spring 35 being connected to the other arm-of this bell-crank. The spring 35 is attached to the two governors 8 and {let by means of an adjusting screw 37 andhand wheel 36, out 39 and screw 38. The screw 38 is suspcndedl'rom the governors S and 44 by the links 41 and 42. 100

14 is the slide valve for the cylinder 1, actuated by the connecting rod 13, the rocker 12, and the crank 10 from the engine shaft 9.

The pistons 63 and 15 are shown in mid position, the motion ofthe crank is clockwise, and the pistons are moving to the right. The governor motor piston 30 is in mid stroke, and the valve 46 is closed, holding the piston in this position. The swinging links 25, 26 and 27 are also in mid position 110 and consequently the crank 24 is at its mid travel relatively to the engine crank.

piston 29 to the leftand consequently the phase of the crank 2 1 in relation to the main lowest position under full load conditions.

the-speed may be'flnade to increase in provvarythrough Wide limits.

"The spring 351s shown as acting on the in 62 is increased. The supply. oi working valve 3, but we will a a su l P 7 y i I l '5 .l he overnor 8 shou d ieieraol be ver Y a y .3

'very insensitive to secnreproper relative aon the position shown, it is ass girned that the supply of Working fluid admitted to cylinder 1 just sul'li'cient to n'iaintain the C0111 pressor in motion at speed determined by governor 8 against the discharge pressure in the compressor. The crank 24 has just closed the port 51, by means of the valve 49 andthe piston 63 is just about to begin to compress the. air or gas in the cylinder 63 The previous part of the StI'Ol'ZG of the piston 63 has simply pushed the air back tl'irough ports 51 and Without coinoressing' it" enough to lift valves 61 against the discharge pressure. The compressor is therefore only delivering half the air corresponding to displacement of piston Consider now that the discharge pressure iluid adniitted by throttle, 3 will. be insuli cient to maintain the speed, and the govern one 8 and 4.4 will i-all. Th governor 8 will open v sine that the supply of working: fluid is already at its maximum and therefore cylinder} cannot restore the s eed. The governor e l-will admit fluid to. tie cylinder 30 in such a Way as to force the Ill-IS 25, 26 and 27 will roll the gears 21 and 22 onthe gears 20 and 23 in such Way to turn the gear 23 to the right in relation to the crankpin 18. As the gear'23 and pin '24 are rotating to the letter counterclockwise, this motion. corresponds to a? retardation of crank 18. The time of closing of the valve 49 will therefore be retarded and hence less air will be compressed piston 63 during its stroke. The motion or the link 26 to the left will increase the tension on spring 35 and hence the governors 3 and td will "be loaded. and the speed must increase in order to raise them. If the snpcl Y of working fluid is sufiicient, the speed will, increase until the governor 8 raises sufficiently to throttle the sensitive, While the governor 44 should be ti on. Thegovern'or '4 should run at its highest position, while governor 8 runs at its The efiect of increasing the pressure in. pipe 62 is to reduce the Work done by piston 63' per stroke and the same time to in crease the speedof compressor, By a suitable adjustment of thespring 35,

ortion as'the displacement of the piston 63 1s: reduced, so that the quantity per minute discharged by. cylinder 63* may remain con-. stant, although-the pressure in pipe 62 may center of the screw 38. and consequently loads both governors 8 and 4A alike. Sup- I motor governor is loaded in proportion:

engine crank 18 and "cause a uuninished effcctivc displacement oi piston 63. The governor 8 will be unloaded and will rise, thus throttling the supply of fluid to cylinder 1 and diminish the speed of the compressor. a suitable proportio'n'of the arts, the el .fective displacement of: iston 6 may be reduced to zero, While th A compressor may be maintained. at any desired speed. This speed may be adjuste jby'rneans of hand Wheel 36 and screWB'Z acting to vary the tension 'on spring 35.

moving the nut39 to the left, the

speed of the compressor may also be inreased and the er'ioctive displacement of piston 63 also beincreased if the supply of fluid to cylinder 1 is suilicient to maintain the speed against the increased discharge. With the .nut 39 in' central position, shown, the compressor may be made to deliver a constant quantity of air to pipe 62 a ainst a variable ressure and with a variable supply of working fluidto cylinder 1.

The drawing shows niotorcylinder suitable. for Water, steam or other fluid, but it is evident that thegovernor 8 may be attached to a gas engine, electric motor or other source of power. p

The .form of compressor and the governor and their connections are also subject to modification, but the method of controlling the discharge of air by means of supplementary inlet valves is preferred, for the reasons set forth in copending application of Fred E. Norton, Serial No. 311,033. This method of control ol discharge is, however, not essential to this system.

The method of ch singing the phaserelation .of the inlet valves is preferred, but this may also be done by a fly Wheel governor or any of the usual mechanisms commonly crnployed for this purpose.

"We clairnz- 1. In a regulatin apparatus for com-pressors, a compressor motor, a governor controlling the rnoto'r, a governor controlling the compressor, and mechanism herebv' the v the compressor governor unloads the compressor so as to maintain constant discharge of the compressor; substantially as described.

- 2. In a regulating a paratus for compress- I ors, a governor for t e compressor motor, and a compressor governor with intercom nected mechanism to load the motor gov ernor as the compressor is unloaded substan ially as described.

v3. In an air compressor, an inlet valve, mechanism for shifting the position of the valve, a governor for controlling the shifting mechanism, a compressor motor, a governor for the motor, a loading connection between thetwo governors and means for loading the motor governor as the compressor is unloaded; substantially as described.

4. In an air compressor, a main inletvalve, an auxiliary I inlet valve, mechanism for shifting the position of the auxiliary valve, a governor for controlling the shifting mechanism, a compressor motor, a governor for the motor, a loading connection between the two governors, and means for loading the motor governor as the compressor is unloaded; substantially as described.

5. In an air compressor, an inlet valve, mechanism for shifting said valve, a governor for controlling the shifting mechanism, a compressor motor, a governor for said motor, and a connection between the valve shifting mechanism and both governors; substantially as described. y

6. In a regulating apparatus for compressors, connections from the unloading mechanism of the compressor, and connections to the motor and compressor governor to ad.- just the load on the motor governor and on the compressor governor in anydesired ratio; substantially as described.

7. In an air compressor, an inlet valve, shifting mechanism for said valve, a governor for controlling the shifting mechanism, a compressor motor, a governor for said motor, and connections to both governors for adjusting the load thereon in any desired ratio; substantially as described. a

8. In a com )ressor having main and auxiliary inlet va ves, a compressor motor, a speed governor for the motor, a governing .device for the auxiliary valves, and means whereby the relative loads on the two governors may be varied; substantially as described.

9. In a compressor having main and auxiliary inlet valves, a compressor motor, a speed governor therefor, a crank actuated from the engine shaft for actuating the auxiliary inlet valves, and a governor and actuating connections for varying the phase relation of said crank with respect to the main crank of the engine; substantially as described.

10. In a compressor having a main and an auxiliary inlet valve, a compressor motor, a speed governor therefor, connections from the main motor shaft for operating the auxiliary valve, a motive device for controlling the operation of said connections, and a governor for controlling the motive device; substantially as described.

11. In a compressor having a main and an auxiliary inlet valve, a compressor motor, a

's eed governor therefor, connections from e motor shaft for operating the auxiliary valve, a motive device for controlling the operation of said connections, a governor for controlling the motive device, means operated by the said motive device for loading the said governors, and means whereby the load may be unequally varied betwccnthe governors; substantially as described.

13. A compressor having main and auxiliary valves, connections from the main shaft for operating the auxiliary valves, ineluding a shiftable crank, a motive device for shifting said crank, and a governor for controlling the motive device, together with connections from the motive device for vary ing the load on the governor; substantially as described.

14. In a compressor, a compressor motor, an inlet valve, connections from the motor shaft for actuating the valve, said connections including a crank, a motive device for shifting the phase relation of the crank, a governor for controlling the motive device, and means controlled by the motive device for loading the governors; substantially as described.

In testimony whereofnve have hereunto set our hands.

FRED E. NORTON. IRVING 'H. REYNOLDS. Witnesses:

N. J. FELLows, W. H.'ASHBAUGH.

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