BACKGROUND OF INVENTION
This invention relates to the manufacture of an over-acceleration protection device for a speed regulator that controls the operation of an internal combustion engine (ICE) or a turbine. The speed regulator, during its use so far, controls the supply power amount to ICEs or turbines. Specifically, it controls the fuel and steam entering ICEs and steam turbines, respectively. The mode of operation of a speed regulator ensures complete control of the input energy and therefore the revolutions of ICEs or steam turbines/turbines, provided that it is connected to the power carrier such as the ICE oil pumps or the steam turbine/turbine steam/fuel valve as specified by the manufacturer's instructions. The principle of operation of speed regulator is based on the phenomenon of centrifugal force. It has internally a system of counterweights which rotate during its operation, tending to move to the periphery of the imaginary circle of rotation, away from its centre. Thus, due to their construction design and the way they are connected, when the counterweights tend to move to the circumference of their imaginary circle of rotation, another part of them generates an imaginary straight movement from the bottom up. A plunger connected to the segment moving in straight line controls the flow of the pressurized oil to the piston which moves the terminal shaft of the speed regulator through some diodes which it opens or closes. Thus, as the ICE or steam turbine rotation speed increases, the weights tend to move to the circumference of the circle as mentioned above, thereby lifting the plunger attached to them. As a result, the piston connected to the terminal shaft moves to zero due to discharge of oil through the plunger to the speed regulator oil pan, thereby reducing the supplied power and, thus, the revolutions of the ICE or steam turbine. On the contrary, when the rotation speed of the ICE or steam turbine is reduced, the weights tend to move towards the centre of the circle under the action of the revolution regulating spring, thereby lowering the plunger attached to them. This in turn directs the pressurized oil to the piston that moves the terminal shaft to the increase position, causing increase of the ICE or steam turbine input power and, thus, their revolutions. If the oil pumps or the steam valve as mentioned above are not in good condition or the speed regulator connection thereto is incorrectly made, it is possible that the ICEs or steam turbines are uncontrollably supplied with fuel and steam respectively, this resulting in an over-acceleration state. This is a very dangerous event in which, as denoted by the word, the ICE or the turbine uncontrollably accelerates causing both wear and tear or damage to their components and potentially injuring people who may be around at the moment. Since its inception, this type of speed regulator has the disadvantage of not being able to protect the ICE or the turbine when they come to over-acceleration because it does not have an additional protection system to cut off the power supply of whatever form immediately.
FIELD OF INVENTION
The present invention is intended to provide a device consisting of various components which can be connected and cooperate with one another to provide protection to the user in the event that the ICE or turbine is moving to an over-accelerated state. This device also enables the user to adjust the over-acceleration speed over which the protection device will be activated, so that it can cover all different manufacturing companies and all ICE or turbine models used.
The advantages of the present invention are that because of the power cut-off to the ICE or the turbine or any other type of engine, there is an immediate operation shutdown thereof, protecting both the people around the machine from possible injury and the engine or the turbine itself from suffering damage.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention can be fully understood from the following detailed description with reference to the accompanying drawings. Specifically:
FIG. 1 shows a perspective view of an internal component called controlet (1) already present in a speed regulator on which the invention is applied and operates. The controlet (1) has been machined so that the over-acceleration protection device of the present invention can be connected and cooperate with it. It also shows a perspective view of another component already present in any speed regulator, known as counterweight carrier (2) or ballhead, with which the over-acceleration protection device is connected and cooperates.
FIG. 2 shows an expanded perspective view of the components which can be connected and cooperate with each other to create the over-acceleration protection device.
Each of FIGS. 3, 4, 5 shows an enlarged and expanded perspective view of certain fittings forming part of the entire device as shown in FIG. 2.
FIG. 6 shows an expanded side view of the entire structure, including the existing controlet components (1) and the counterweight carrier (2) as originally shown in FIG. 1. The metal lid (43) covering the device is also shown along with some accessories to adjust the revolutions over which the device will be activated.
FIG. 7 shows a cross-section of the entire structure being fully assembled and attached to the existing controlet (1) and counterweight carrier (2) components.
FIG. 8 shows a perspective view of the entire structure being fully assembled and attached to the existing components of the controlet (1) and the counterweight carrier (2).
FIG. 9 shows a plan view of the bushing (bearing) (15) on which the weight carrier (54) is mounted. According to the drawing, it is better understood how the counterweight carrier (54) performs anticlockwise rotation when the counterweights (24) rotate clockwise with the bushing (15).
DETAILED DESCRIPTION OF THE INVENTION
To facilitate the reader, identical reference numbers are used to identify common elements in the figures where present.
More specifically in FIG. 1, the existing controlet (1) is shown into which the existing counterweight carrier (2) is inserted in such a way that its embedded gear wheel (65) as shown in FIG. 6 is positioned within the recess (7). The controlet (1) has been machined to have a recess (3) in which the pin (4) is positioned being secured to its position hole with the “allen” type screw (5). The fitting (11) (FIG. 2), due to its special construction, can be fixed completely perpendicular to the recess of the controlet (1) around the hole (6) (FIG. 1) and secured therein, using the allen type screw (12) which passes through the hole (39) (FIG. 3) of the fitting (11) to get tightened into the hole (6) (FIG. 1).
As shown in FIG. 2, the gear wheel (8) is first mounted to the pin (4) (FIG. 1) and secured thereto by means of a clip. The screw (12) passes through the hole (39) (FIG. 3) of the fitting (11) and securely fastens it to the controlet (1) as mentioned above. Then, the double gear wheel (9), (10) is positioned on the pin (13) in such a way that the gear (9) teeth engage with the gear (8) teeth. Then, the double gear (9), (10) is secured using a clip. The component (15) is a bearing, also known in English terminology as bushing, with a built-in conical gear (16) and is mounted inside the fitting (11) so that the conical gear (16) teeth engage the teeth of the other conical gear (10) and on the other hand, the hole (17) is fully aligned with the hole (14) of the fitting (11). The washer (19) is inserted into the recess (52) of the bushing (15) as shown in FIG. 3 so that its holes (21) are aligned with the holes (40) of the bushing (15). Then, it is screwed thereto using the four screws (22) in such a way that the screw heads are fully inserted therein. Thus, as shown in the drawing, the upper surface (53) of the washer (19) remains flat. Also the washer (19) has a female helical thread (20) in its centre. Thereafter, the component (54), which is a counterweight carrier (ballhead), has a male helical screw thread (29) in the centre of one side corresponding to the thread (20) so that according to the drawing, it can be screwed fully in the thread (20), until the surface (23) of the component (54) rests on the surface (53) of the component (19). The weights (24) are positioned on the component (54) between the holes (27) (FIG. 4) in such a way that the weight holes (55) are aligned with the holes (27) of the counterweight carrier (54). The weights, according to the drawing, have an arm and a metal ball built onto their end. Then, the pins (25) which pass through the holes (28) which are larger than the holes (27) in order to allow passing both the shaft and the head of the pins (25), enter through the two holes (27) as well as the counterweight hole (55), achieving their connection. Horseshoe-shaped safety clips (26) are used to secure the pins (25). A plunger (30) passes through the centre of the counterweight carrier (54). For the most part, it consists of a male thread (59) which screws into the female thread (41) of the weight carrier (54). To screw or unscrew the plunger (30), a straight screwdriver is used which is positioned in its groove (56). The nut (31) secures the movement of the plunger (30) at the setpoint chosen by the engineer. Thus, in aggregate, the counterweight carrier (54) together with all the components shown in FIG. 4, as mentioned above, when screwed into the washer (19) directs the plunger into the bushing (15) hole (60). Depending on the adjustment made by the engineer by screwing or unscrewing the plunger (30), it causes a displacement of its piston portion (57), which in turn covers or uncovers the bushing (15) hole (17). The lid (32) is placed above said components so that its four holes (33) are aligned with the four holes (18) of the bushing (15) and then is screwed firmly thereto using the four screws (37). According to FIGS. 2, 5, two of the four screws (37) pass through the solid body of the lid (32) while the other two screws (37) pass vertically through two corresponding apertures (34) located one opposite to the other. The shaft of the two screws (37) passes through two small metal bushings (35) which act as sleeves and above them the two needle bearings (36) are placed. Finally, through the hole (61) of the lid (32) the thrust bearing (38) passes, which is mounted on the upper surface of the counterweight carrier (54).
According to FIG. 6, the pressure spring (42) also passes through the hole (61) of the lid (32) and rests with the thrust bearing. On the metal cover (43) of the over-acceleration protection device, two gaskets (49,50) are placed, internally and externally, to provide sealing and thus to prevent oil leakage from the interior of the speed regulator within which the acceleration protection device is located to the outside. A adjusting screw (46) passes through the two oil gaskets (49, 50), having at its tip a metal seat (44) secured by the nut (45). The rotary movement of the adjusting screw (46) is secured by the nut (47) which clamps onto the metal washer (48). The section of the over-acceleration protection device fully assembled as shown in FIG. 7, and also a perspective view thereof fully assembled as shown in FIG. 8, give us a better idea of its size and the layout of its components.
The two basic things that the present invention needs in order to be able to operate are, first, the rotary motion and secondly the supply of pressurized oil to its inlet. Rotational motion is needed because the invention is based on the phenomenon of centrifugal force and the supply of pressurized oil at its inlet is required because when the device is actuated, it provides this oil to its outlet, acting as a hydraulic trigger circuit either to activate the central holding device of the engine or turbine moving to an over-acceleration state, or to activate a separate holding device to be manufactured for the same purpose.
Regarding the supply of pressurized oil, the existing speed regulator oil is used, which from the first revolutions of the speed regulator and due to its oil pump, reaches its operating pressure of about 8-10 bar. In particular, the pressurized oil is provided, throughout the operation of the speed regulator, through the hole (51) (FIG. 8) of the existing controlet (1). This may be directed to the inlet of the hole (14) of the fitting (11), by means of a hermeto-type joint to be screwed into the hole (51), a pipe and another hermeto-type joint to be screwed into the hole (14), remaining there until the over-acceleration protection device is activated.
With respect to the necessary rotational motion, according to the invention and all the drawings as described above, when the drive shaft of the speed regulator starts to rotate from the ICE or turbine, it also causes the rotation of the existing counterweight carrier (2) (FIG. 1) whose gear (65) (FIG. 6) rotates the gear (8) which subsequently rotates the double gear component (9), (10) due to their connection. Thus, the gear (10) being engaged with the gear (16), and due to their conical construction, transfers its vertical rotational motion by ninety degrees to horizontal rotational motion of the bushing (15). Along with the bushing (15), all the other parts are rotated as shown in FIG. 2 because they are all attached thereto. Unlike the aforementioned rotary components, the pressure spring (42) (FIG. 6) resting upon the thrust bearing (38) remains stationary, since only the one side thrust bearing (38) washer resting on the counterweight carrier (54) rotates together with the other parts of the device while holding stationary the washer on its other side, i.e. where the pressure spring (42) rests, due to the small cylinders that are design incorporated between the two thrust bearing (38) washers. Throughout the normal operation of the speed regulator, the over-acceleration device, although it also rotates, is not activated because the piston portion (57) of the plunger (30) completely closes the hole (17) of the bushing (15) preventing communication of the two ends of the hole (14) of the fitting (11), because the holes (14) and (17) are structurally aligned. In order for this to happen in practice, when fitting the components, the engineer must, when the counterweight carrier (54) is fully screwed to the washer (19), adjust the position of the plunger (30) by screwing or unscrewing it using a straight screwdriver in its groove (56), achieving full coverage of the bushing (15) hole (17) by the piston portion (57) of the plunger (30). Then, the secures the adjustment carried out by tightening the nut (31). The diameter of the piston portion (57) of the valve (30) is made with great precision so that when entering the hole (60) of the bushing (15) it provides mechanical sealing. Also, the height of the piston portion (57) is slightly larger than the diameter of the hole (17), so that the engineer can perform the aforementioned adjustment with a slight safety tolerance.
According to the invention, the weights (24) during the rotation of the whole device tend to rotate to the same direction due to the centrifugal force. Also because of their design, a part of their shaft and the embedded metal ball on their end come out of the lid (32) passing through the openings (34) and having as centre of rotation the hole (55) through which the pins (25) pass. Also because of their length, their movement stops when their shaft rests on the needle bearings (36) which remain firmly fixed to the apertures (34) of the lid (32) by using the two screws (37) and metal bushings (35). The vertical force exerted by the pressure spring (42) maintains the surface (23) of the counterweight carrier (54) in contact with the surface (53) of the washer (19) and thus the male helical thread (29) is fully screwed into the respective female helical thread (20). The pressure exerted by the spring (42) depends on the position of the adjusting screw (46). The more this is pressed by the adjusting screw (46), the more force it exerts on the thrust bearing (38), so the higher centrifugal force is needed to be applied to the weights (24), so the higher rotational speed is needed to rotate them and eventually all the acceleration protection device so that they can overcome the pressure spring resistance (42).
The over-acceleration protection device is activated when the revs of the ICE or turbine uncontrollably increase to an over-acceleration state. According to FIG. 9, if we assume that the entire over-acceleration protection device rotates clockwise, then the counterweights (24) will also rotate to the same direction. Then, as mentioned above, the counterweight shafts abut against the needle bearings (36) and act as levers while the needle bearings (36) act as fulcrums. Under these conditions, due to the increased centrifugal force as a result of the over-acceleration state of the ICE or the turbine, when the end of the counterweights (24) with the incorporated metal ball rotates clockwise and forms an imaginary clockwise arc, as shown in the figure, this movement will cause the other end, i.e. the hole (55), to rotate anticlockwise, also forming an imaginary arc. Thus, due to the fact that the weights (24) are connected to the weight carrier (54) by using the pins (25), they will cause a anticlockwise rotation of the weight carrier (54) overcoming the vertical resistance of the pressure spring (42), simultaneously causing the clockwise male helical thread (29) to be unscrewed from the respective clockwise female helical thread (20) of the washer (19). As a result, the counterweight carrier (54) is lifted a few millimetres from the washer (19) while simultaneously dragging the plunger (30) at an axial displacement of a few millimetres from its original position. As a result, the piston portions (57), (58) of the valve (30) are positioned before and after the opening (14) of the fitting (11), allowing their intermediate portion having a smaller diameter to align with it and the two ends of the hole (14) to communicate with each other. Then, the residual pressurized oil drained to one end of the hole (14) as mentioned above, finds a way out to the other end of the hole (14) and thus passing through the nozzle (62) (FIG. 6), through the tube (63) (FIG. 6) and nozzles (64.66) (FIG. 6), can be used, through an outer tube, to actuate the central ICE or turbine holding system or another independent holding system, stopping immediately the uncontrolled operation thereof.
It is worth noting that the device operation described above relates to the case of clockwise rotation. If the over-acceleration protection device is caused to rotate anticlockwise as a result of rotation of the drive shaft of the speed regulator and the existing counterweight carrier (2), then both the washer (19) and the counterweight carrier must have a anticlockwise (female (20) and male (29), respectively) helical thread (20) for the device to operate normally. Conversely, if anticlockwise threads are used in the components (19), (54) for a clockwise rotating device, then actuating the device will cause screwing and not unscrewing resulting in non-displacement of the plunger (30) and thus non-activation of the device.
Finally, the over-acceleration protection device for an ICE or turbine speed regulator as described above is constructively fitted to all of the Woodward UG-5.7/8/10/15 speed regulators, wherein by using both different hardness pressure springs (42) and anticlockwise or clockwise helical threads (20), (29) on the components (19), (54) of the device respectively, its correct and uninterrupted operation is ensured for the full range of over acceleration speeds of all different models of the aforementioned speed regulators and for all different codes of these models.
Patent Grant
11891900
