LIBRARY 
 
 OF THE 
 
 UNIVERSITY OF CALIFORNIA. 
 
 Class 
 
SHAFT GOVERNORS 
 
THE POWER HANDBOOKS 
 
 The best library for the engineer and the man who hopes 
 to be one. 
 
 This book is one of them. They are all good and 
 they cost 
 
 $ 1.00. postpaid per volume. (English price 4/6 postpaid.) 
 
 SOLD SEPARATELY OR IN SETS 
 
 BY PROF. AUGUSTUS H. GILL 
 
 OF THE MASSACHUSETTS INSTITUTE OF TECHNOLOGY 
 
 ENGINE ROOM CHEMISTRY 
 
 BY HUBERT E. COLLINS 
 
 BOILERS KNOCKS AND KINKS 
 
 SHAFT GOVERNORS PUMPS 
 
 ERECTING WORK SHAFTING, PULLEYS AND 
 PIPES AND PIPING BELTING 
 
 BY F. E. MATTHEWS 
 REFRIGERATION. (In Preparation.) 
 
 HILL PUBLISHING COMPANY 
 
 505 PEARL STREET, NEW YORK 
 
 6 BOUVERIE STREET, LONDON, E. C. 
 
THE POWER HANDBOOKS 
 
 SHAFT GOVERNORS 
 
 CENTRIFUGAL AND INERTIA 
 
 SIMPLE METHODS FOR THE ADJUSTMENT OF 
 ALL CLASSES OF SHAFT GOVERNORS 
 
 COMPILED AND WRITTEN 
 BY 
 
 HUBERT E. COLLINS 
 
 OF THE 
 
 UNIVERSITY 
 
 OF 
 
 Published by the 
 
 Me G raw - H ill E> ook. Comp any 
 
 New York 
 
 Succe-saons to the BookDepartmenta of the 
 
 McCn-aw Publishing Company Hill Publishing Company 
 
 Publisher? of Books for 
 
 Electrical World The Engineering and Mining Journal 
 
 The Engineering Record Fower and The Engineer 
 
 Electric Railway Journal American Machinist 
 
THE POWER HANDBOOKS 
 
 The best library for the engineer and the man who hopes 
 to be one. 
 
 This book is one of them. They are all good and 
 they cost 
 
 $ 1.00. postpaid per volume. (English price 4/6 postpaid.) 
 
 SOLD SEPARATELY OR IN SETS 
 
 BY PROF. AUGUSTUS H. GILL 
 
 OF THE MASSACHUSETTS INSTITUTE OF TECHNOLOGY 
 
 ENGINE ROOM CHEMISTRY 
 
 BY HUBERT E. COLLINS 
 
 BOILERS KNOCKS AND KINKS 
 
 SHAFT GOVERNORS PUMPS 
 
 ERECTING WORK SHAFTING, PULLEYS AND 
 PTW.S AND PIPING BELTING 
 
THE POWER HANDBOOKS 
 
 SHAFT GOVERNORS 
 
 CENTRIFUGAL AND INERTIA 
 
 SIMPLE METHODS FOR THE ADJUSTMENT OF 
 ALL CLASSES OF SHAFT GOVERNORS 
 
 COMPILED AND WRITTEN 
 BY 
 
 HUBERT E. COLLINS 
 
 <<y 
 
 OF THE 
 
 UNIVERSITY 
 
 OF 
 
 AUf( 
 
 1908 
 HILL PUBLISHING COMPANY 
 
 505 PEARL STREET, NEW YORK 
 
 G BOUVERIE STREET, LONDON, E.G. 
 
 American Machinist Power The Engineering and Mining Journal 
 
Copyright, 1908, KY THE HlLI. Pt RI.ISHIXC; COMPANY 
 
 All rights reserved 
 
 Hill Publishing Company, New Tork, U.S.A. 
 
CONTENTS 
 
 CHAP. PAGE 
 
 I EVOLUTION OF THE SHAFT GOVERNOR i 
 
 II GENERAL DEFINITIONS AND RULES 25 
 
 III ADJUSTING THE RITES INERTIA GOVERNOR ... 33 
 
 IV THE BUCKEYE ENGINE GOVERNOR AND ITS ADJUST- 
 
 MENT 42 
 
 V STRAIGHT-LINE ENGINE GOVERNOR 67 
 
 VI IDEAL ENGINE GOVERNORS 70 
 
 VII ADJUSTMENT OF FLEMING ENGINE GOVERNORS . . 74 
 
 VIII MclNTOSH, SEYMOUR & Co.'s ENGINE GOVERNOR . 80 
 
 IX ROBB-ARMSTRONG-SWEET GOVERNOR 92 
 
 X THE FITCHBURG STEAM-ENGINE GOVERNOR . . 94 
 XI THE AMERICAN-BALL BALANCED AUTOMATIC GOVER- 
 NOR 97 
 
 XII CURTIS STEAM TURBINE GOVERNORS . . . . . 104 
 
 XIII CHANGING THE SPEED OF PENDULUM GOVERNORS m 
 
 196488 
 
INTRODUCTION 
 
 THIS book is made up from material originally 
 published in Power, together with some special articles 
 which have been prepared to make it a complete 
 handbook of the subject. The fact that nowhere in 
 a single book can all of this material be found in a 
 form which will be useful to the practical engineer, 
 will, it is hoped, make the book of special interest and 
 value. 
 
 The compiler wishes to acknowledge his indebted- 
 ness to a number of men who have contributed brief 
 articles to Power and furnished him with special in- 
 formation regarding the various types of governors. 
 
 HUBERT E. COLLINS. 
 
 NEW YORK, September, 1908. 
 
 vii 
 
SHAFT GOVERNORS 
 
 EVOLUTION OF THE SHAFT GOVERNOR.* 
 
 THE development of the shaft governor has been a 
 slow and steady one in this country, commencing prob- 
 ably in 1829, or possibly even later. It is quite prob- 
 able that for a long time this governor met with little 
 or no practical application, as it is a fact which will 
 appear later that the period of its practical applica- 
 tion can hardly be said to have begun before 1876. 
 Since that time the growth infuse of this governor in 
 this country has been remarkable and many forms 
 have been produced, all of which possess more or less 
 merit. In England this governor seems to be scarcely 
 known to-day, judging at least from the literature on 
 the subject, while on the continent of Europe its use 
 is also very limited. 
 
 My sources of information regarding the develop- 
 ment of the shaft governor are principally to be found 
 in the literature relating to the steam engine, which 
 has been published from time to time during the last 
 thirty or forty years, and in the records of the United 
 States patent office. 
 
 The general works relating to the steam engine, 
 
 * Paper read at the meeting of the Engine Builders' Association, New York, 
 December, 1001, by R. C. Carpenter. 
 
 I 
 
2 SHAFT GOVERNORS 
 
 with the exception of a few American works in late 
 years, contain very little in relation to the shaft gov- 
 ernor. So far as I can ascertain, all the works published 
 by English authors, even up to a very late date, are 
 entirely silent on this subject; thus, for instance, the 
 work on the steam engine by Prof. John Perry, written 
 in 1899, while devoting a full chapter to the subject 
 of the fly-wheel and governor, and while describing in 
 full the theory and various forms of the pendulum 
 governor, is absolutely silent regarding the shaft 
 governor. So far as I can learn from the literature 
 which has been printed in England regarding the steam 
 engine, any student obtaining his information from 
 such books would know nothing whatever of the struc- 
 ture of the shaft governor. 
 
 The French writers on the subject of the steam 
 engine do give considerable information relating to 
 the subject of the shaft governor; the governor is, 
 however, invariably described as an American inven- 
 tion which is used on certain American engines, and 
 one obtains the idea from such a description that the 
 governor is little used in France. 
 
 American books relating to the structure of the 
 steam engine published twenty-five years ago entirely 
 neglect the existence of such a governing device, and 
 it seems quite probable that although the shaft gov- 
 ernor was used twenty-five years ago to a very limited 
 extent, it had not, at that time, made a sufficiently 
 strong impression on writers as to lead them to con- 
 sider that it was a practical device. As illustrations 
 of this kind, we note a few instances. Thus, Knight's 
 
EVOLUTION OF THE SHAFT GOVERNOR 3 
 
 Mechanical Dictionary, published in 1877, is a work 
 devoted to explaining the structure of various machines 
 and prime movers, and has never been surpassed or 
 even equaled in its particular field. This work de- 
 scribes in detail the structure of a large number of 
 governing devices and presents a full-page illustra- 
 tion showing the forms of governors supposed to be 
 of practical value. (Fig. i.) You will notice that 
 some twenty-three different forms are shown, all, 
 however, of the type known as the rotating or swing- 
 ing pendulum governors, and none belong to the class 
 which it is the object of my paper to describe. 
 In Appleton's Encyclopaedia of Applied Mechanics, 
 published in 1878, and edited by the ablest corps of 
 specialists ever employed at that date in this country, 
 is a very full and complete article on the steam engine^ 
 but it makes no reference whatever to the use of the 
 shaft governor, which was perhaps inexcusable at 
 that date, as a shaft governor was exhibited at the 
 Centennial Exposition in 1876. 
 
 The oldest book which I have in my library con- 
 taining references to the shaft governor is "Steam 
 Using; or, Steam Engine Practice," written by Prof. 
 Charles A. Smith, of St. Louis, in 1885. In this work 
 are published detailed drawings of a Westinghouse 
 engine, and also a Buckeye engine, and each is shown 
 with a shaft governor. I have no information at 
 hand which enables me to state the earliest dates at 
 which these companies commenced the building of 
 shaft governors on a commercial scale, nor am I cer- 
 tain but that other engine companies introduced the 
 
SHAFT GOVERNORS 
 
 FIG. I 
 
EVOLUTION OF THE SHAFT GOVERNOR 
 
 5 
 
 use of the governor at a somewhat earlier date. Views 
 of these governors as given in Professor Smith's work 
 are shown in Figs. 2 and 3. At the Centennial Expo- 
 sition at Philadelphia, held in 1876, Prof. John E. 
 Sweet showed an engine fitted with a shaft governor 
 which had been built under his supervision by stu- 
 
 FIG. 2 
 
 dents in the shops of Cornell University. This ex- 
 hibition seems to have been the inspiration which 
 resulted in the construction of the shaft governor by 
 many manufacturers, and the governor shown (Fig. 4) 
 was the pioneer in the later period of development of 
 this important invention. 
 
 This was not the first engine constructed by Professor 
 Sweet, but was, I believe, engine No. 3. This Cen- 
 tennial engine is still preserved in the Museum of Sibley 
 College, although the original governor was long ago 
 
6 SHAFT GOVERNORS 
 
 removed. The original governor was temporarily 
 removed in 1889 to carry on some experimental work 
 with governors of a different design on the same engine. 
 Some of the parts of the governor were broken and it 
 has never been possible to restore them in the original 
 condition. The shaft governor on the Centennial en- 
 gine was very different in construction from the later 
 
 ones designed by Professor Sweet and from the one 
 now used on the Straight Line engine. The valve- 
 rod was connected to an eccentric through the medium 
 of a geared disk. 
 
 In later constructions of the governor applied to 
 the Straight Line engine, the valve is connected to a 
 swinging eccentric by link motions. 
 
 My study of the literature of the subject would in- 
 
EVOLUTION OF THE SHAFT GOVERNOR 
 
 7 
 
 dicate that the shaft governor is at least, so far as its 
 practical application is concerned, strictly an Ameri- 
 can invention, and furthermore, this invention has 
 not been introduced to any great extent, even at the 
 present time in Europe, while in England its use is so 
 limited that English writers of text-books have not 
 considered it of sufficient importance to merit any 
 
 FIG. 4 
 
 mention. In this country the steam engine governor 
 has followed the course of every great invention in its 
 development; it has been developed, not by a single 
 person or as a single invention, but rather by the slow 
 and tedious process of experiment and practice. As 
 in the steam engine itself, we find, doubtless, first a 
 period of speculation, during which time theoretical 
 investigations were made and patents taken out, and 
 this period probably extended until about 1870; then 
 comes a period of application, beginning in a small 
 
8 SHAFT GOVERNORS 
 
 way perhaps with 1870 and extending through the 
 next fifteen years, during which time numerous appli- 
 cations of various forms were made, tried with greater 
 or less success, modified and improved until finally a 
 high degree of perfection has been reached. 
 
 The earlier form of governor and the one which is 
 almost exclusively used in England and other European 
 countries to-day was invented by James Watt, or at 
 least adapted for use on the steam engine by Watt. 
 
 It is hardly probable that Watt ever considered 
 himself as the inventor of the governor for regulating 
 the speed of an engine, for the reason that I do not 
 find this invention claimed in any of his patents and, 
 judging from the character of the claims made in his 
 numerous patents, Watt was not the kind of a man to 
 omit protecting himself for any of his inventions. 
 
 In the life of Watt, by Muirhead, it is stated that 
 for the purpose of regulating the speed of the engine 
 Mr. Watt tried various methods, but at last fixed upon 
 what he called the "governor," consisting of a per- 
 pendicular axis turned by the engine; to a joint near 
 the top of this axis is suspended two iron rods carrying 
 heavy balls of metal at their lower ends, in the nature of 
 pendulums. When this axis is put in motion by the 
 engine the balls recede from the perpendicular by the 
 centrifugal force, and, by means of a combination of 
 levers fixed on their upper end, raise the end of a lever 
 which acts upon the spanner of the throttle-valve and 
 shuts it more or less according to the speed of the en- 
 gine, so that as the velocity augments the valve is 
 shut, until the speed of the engine and the opening 
 
EVOLUTION OF THE SHAFT GOVERNOR 9 
 
 of the valve come to a maximum and balance each 
 other. The application of the centrifugal principle 
 was not a new invention, but had been applied by 
 others to the regulation of water and windmills and 
 other things; but Mr. Watt improved the mechanism 
 by which it acted upon the machines and adapted it 
 to his engines. 
 
 Such, says M. Arago in describing Mr. Watt's appli- 
 cation to the steam engine of the governor or regulator 
 by centrifugal force, was its efficacy, that there was to 
 be seen at Manchester a few years ago, in the cotton 
 mill of Mr. Lee, a man of great mechanical talents, a 
 clock which was set in motion by the steam engine 
 used in the work, and which marked time very well, 
 
 | even beside a common pendulum clock. 
 
 The principle of action of the simple governor of 
 
 j the revolving pendulum type can be expressed by an 
 
 | equation as follows: 
 
 " t? 
 
 from which 
 
 n 6 - - 
 
 n = J-j- 
 
 27r y h 
 
 g _ constant 
 
 ~~~ 
 
 In this equation n equals the number of turns per 
 second, v the velocity in feet per second, r the horizon- 
 tal projection of the arm of the pendulum, h the vertical 
 projection of the arm of the pendulum, g the force of 
 gravity. These equations are well known and the ex- 
 
10 SHAFT GOVERNORS 
 
 planation of their derivation can be found in any treatise 
 on the subject. It is noted that the position of the 
 governor balls which are determined by the quantity h 
 does not vary with the speed of the engine which is 
 represented by the smybol n, but varies with the square 
 of the speed of n 2 , consequently a governor of the simple 
 pendulum type cannot be made so as to give a per- 
 fectly uniform motion without some change in form 
 or construction not known to Watt. To make the 
 revolving pendulum isochronous in its action many 
 devices have been brought out, and while these have 
 in a great measure improved its action, none of them 
 have been entirely successful. The pendulum gov- 
 ernor has been much improved by arranging it to lift 
 a weight and also by crossing the arms of the pendu- 
 lum and arranging their point of suspension to one 
 side of the axis. By these arrangements the distance 
 passed through by the moving parts of the governor 
 becomes very nearly proportional to the change in 
 motion of the engine. These governors have also 
 been constructed so as to utilize the force of springs 
 instead of that of gravity to counteract the effect of 
 the centrifugal force. 
 
 The revolving pendulum governor has usually been 
 constructed to regulate the speed by being attached 
 to a throttle-valve in the steam-pipe, which was opened 
 or closed as desired. It has, however, been employed 
 in a few cases to regulate the motion of the engine by 
 changing the travel of the steam-valve through the 
 medium of a link motion, and in the drop cut-off class 
 of engines to regulate the speed by unlocking the valve 
 
EVOLUTION OF THE SHAFT GOVERNOR n 
 
 * 
 
 mechanism so as to permit closing, as in the Corliss 
 type of engine. 
 
 Where the regulation is accomplished by throttling 
 the steam supply, poor results are generally obtained 
 for reasons entirely independent of the action of the 
 governor, since necessarily more or less time must 
 elapse before the proper amount of steam to give the 
 desired speed can be made to pass through a throttled 
 orifice. The throttling governor as usually constructed 
 in this country has not been of the highest type of 
 workmanship, nor has it accomplished all of the results 
 in regulation which would have been possible with 
 governors of its type and class, made with better design 
 and workmanship. 
 
 The formula to which reference has already been 
 made does not consider the retarding effect of friction. 
 There is perhaps nothing so important in its effect on 
 results of regulation as friction, which always acts to 
 resist any moving force; it tends to prevent the gov- 
 ernor balls from moving to their true position whether 
 the motion of the engine is too fast or too slow, and con- 
 sequently it becomes responsible for irregular action of 
 the governor and for much of the imperfect regulation. 
 It is, however, important to note that the revolving 
 pendulum governor is not theoretically perfect, and 
 aside from imperfections of construction and design 
 it cannot be made to give a perfectly uniform motion 
 to the engine. 
 
 In the shaft governor we find in every case a weight 
 supported by an arm or arranged to move in guides 
 connected to a revolving fly-wheel, so that the centrif- 
 
12 SHAFT GOVERNORS 
 
 ugal force tends to throw it away from the center. A 
 spring is employed to counteract the effect of centrif- 
 ugal force and is so arranged as to restore the weights 
 to the normal position when the engine comes to rest. 
 In this governor the centrifugal force tends to throw 
 the weighted portions outward and toward the cir- 
 cumference of the revolving wheel, whereas the spring 
 tends to draw the weight inward and counteracts the 
 centrifugal force, holding the governor in such position 
 as to maintain uniform speed. By properly propor- 
 tioning and arranging the weights and the spring, it 
 is entirely possible to make a governor of this class so 
 that its parts will move directly proportional to any 
 change of speed of the engine, and consequently it 
 will take such a position as will tend to keep the mo- 
 tion perfectly uniform regardless of other conditions. 
 In other words, it is possible to make a governor of 
 this class which will give theoretically uniform motion. 
 The tendency of a moving body to continue its 
 motion uniformly has been well known since the time 
 of Sir Isaac Newton and is generally known as the 
 "principle of inertia." It has been recognized from 
 the earliest times in the art of steam engine building 
 that heavy fly-wheels conduced to uniformity of motion 
 because of the inertia of the parts. This uniformity 
 of motion is a well-known function of the weight of 
 the fly-wheel. Consequently it has been the practice 
 for years to use heavy fly-wheels where a uniform 
 motion is desired, and even at the present time we 
 have found no system of regulation which entirely 
 permits us to do away with that produced by the inertia 
 
EVOLUTION OF THE SHAFT GOVERNOR 13 
 
 of heavy weights. The irregular motion produced by 
 the intermittent action of the steam on the piston 
 can be very largely reduced to a uniform action by 
 the use of an extremely heavy fly-wheel and the minute 
 variations in speed can probably be controlled by no 
 other method. As the engine is made to revolve at 
 a higher speed the impulses are made at greater rapidity 
 and consequently a fly-wheel of smaller weight can be 
 employed for the same degree of uniformity of motion. 
 The shaft governor could, of course, be connected to 
 a throttle of a steam engine and would in that case 
 produce results superior to any of the revolving pen- 
 dulum governors, but such an application has, so far, 
 as I know, never been attempted. The governor has 
 been universally connected through the medium of 
 rods and links directly to the main or auxiliary valve 
 which regulates the supply of steam to the engine. 
 The advantage gained by this construction is that of 
 admitting steam of full power behind the piston at 
 each stroke, and thus giving the full benefits of ex- 
 pansion of the steam in its work. 
 
 This advantage is great and will result under usual 
 conditions in a marked improvement in economy, as 
 compared with a throttling engine otherwise the same. 
 I had an opportunity once of testing two engines, one 
 automatic, the other throttling, both in excellent con- 
 dition, doing alternately the same work. The results, 
 which I do not have here in full, showed slightly over 
 12 per cent, in favor of the economy of the automatic 
 engines, yet the conditions I considered as favorable 
 as possible for the throttling construction. 
 
I 4 SHAFT GOVERNORS 
 
 The shaft governor has proved itself to be especially 
 adapted for engines moving at a comparatively high 
 speed of rotation. The results produced in the way 
 of regulation in engines of this type have been in some 
 instances simply remarkable, as it has been found 
 entirely possible to produce a governor which would 
 hold the engine to the same number of revolutions per 
 minute, whether the engine were running light or 
 loaded, or whether the load were suddenly or slowly 
 applied or removed. 
 
 The shaft governor, revolving as it does with the 
 shaft of the engine, is affected by the inertia of its 
 particles in the same manner as the revolving fly-wheel. 
 The governor parts may be arranged so that this 
 inertia effect may tend to make its action quicker, in 
 which case the regulation of the engine would be 
 improved, or it may be arranged so as to have the 
 reverse effect, in which case the regulation of the 
 engine would be worse than before. This effect of 
 inertia on the part of the governor and its use for 
 improving the regulation was not recognized until the 
 shaft governor had been pretty well developed, but a 
 study of the drawings of some of the early types of 
 governors show that they were constructed and oper- 
 ated in such manner as to have the full benefit of 
 inertia to aid in the regulation. This seems to have 
 been notably true in the case of the governor shown 
 by Professor Sweet at the Centennial Exposition. 
 
 The records of the American Patent Office in refer- 
 ence to the shaft governor are of much interest, but 
 time will not permit any extended reference to these 
 
EVOLUTION OF THE SHAFT GOVERNOR 15 
 
 records. A few of the earlier patents are, however, 
 considered of so much importance that drawings are 
 submitted and quite full references are given. These 
 early patents do not, probably, represent any practical 
 application, but they are interesting as showing a 
 complete understanding, not only of the theory of the 
 shaft governor, but of methods of application to 
 practical work. 
 The earliest reference which I have been able to 
 
 FIG. 5 
 
 find to the shaft governor is shown in a patent granted 
 J. D. Custer, June 21, 1839 (Figs. 5 and 6). From 
 these it will be seen that it consisted of two balls or 
 weights symmetrically disposed in the fly-wheel and in 
 gravity balance and pivoted to radial arms and con- 
 nected by links with the eccentric in such a manner 
 that the action of the centrifugal force would cause 
 the balls to fly out, and this action would twist the 
 
i6 
 
 SHAFT GOVERNORS 
 
 eccentric on its center so as to reduce the travel of 
 the valve. The action of the centrifugal force was 
 opposed by a flat spring. The drawing indicates a 
 form of a governor which should have been of practical 
 utility, but I have not been able to find, however, that 
 the governor patented by Custer was ever put into 
 
 FIG. 6 
 
 practical use. It is quite certain that this invention 
 did not produce any great change in the art of building 
 steam engines, as the shaft governor seems to have 
 been practically unknown for nearly a third of a century 
 after this date. 
 
 The next governor patent to be granted was to Lewis 
 Eikenberry, of Philadelphia, April i, 1862 (Fig. 7). 
 The patent was given principally for an improvement 
 in variable cut-off valves, in which the valve motion 
 
EVOLUTION OF THE SHAFT GOVERNOR 17 
 
 was regulated by use of a cam. The shaft governor 
 shown was of peculiar type, in which the pivots or the 
 arms to which the balls were fastened were in the 
 plane of the revolving wheel so that the centrifugal 
 force carried the balls into a position at an angle to 
 the plane of the wheel and nearly parallel to the shaft. 
 
 FIG. 7 
 
 This form of governor should have been efficient and 
 effective, but it doubtless would have proved not prac- 
 ticable to apply in numerous cases. The next governor 
 patent was granted to Joab H. Wooster, August 20, 
 1867, of which no picture is shown, of the same general 
 type as that granted to J. D. Custer; in this patent, 
 however, the eccentric was arranged so as to fit loosely 
 upon the shaft and was connected to the governor in 
 such a manner that it would swing past the center of 
 
l8 SHAFT GOVERNORS 
 
 the shaft, thus changing the lead of the valve. The 
 construction shown in the patent granted for this gov- 
 ernor would probably have resulted in a partial success, 
 but I have not been able to find evidence which would 
 show whether or not this governor was put into prac- 
 tical operation. 
 
 The next patents in order, to which we will refer 
 only by name, were as follows: Samuel Stanton, New- 
 burg, N. Y., July 14, 1868; D. A. Woodbury, Rochester, 
 N. Y., May 31, 1870, and also September 27, 1870. In 
 the latter patent, which shows a governor used later 
 in the well-known Woodbury engine, a distinct state- 
 ment is made in the specifications regarding the effect 
 of inertia on the parts of the governor, and the arrange- 
 ment is made so that inertia, as well as centrifugal 
 force, is employed for governing purposes. 
 
 The next patent in order was granted to'Joseph W. 
 Thompson, Salem, Ohio, July 15, 1872, and which, 
 with a later one granted April 27, 1875, and still 
 another on January 18, 1878, forms the basis of con- 
 struction which has been used so long and with such 
 excellent results in the Buckeye engine. 
 
 In chronological order patents were granted to John 
 C. Hoadley, October 28, 1873, and March 17, 1874, for 
 shaft governors, both of which were practically used 
 on the Hoadley engine. 
 
 From this time on patents on shaft governors are 
 exceedingly numerous and cover different forms of 
 mechanical devices and different methods of applica- 
 tion of mechanical principles. The improvements of 
 a later date are generally of a nature which resulted 
 
EVOLUTION OF THE SHAFT GOVERNOR 19 
 
 in simplifying the construction, reducing the number 
 of working parts, lessening the friction and thus making 
 the governor more perfect in its action. 
 
 The shaft governors can be divided into two classes 
 with respect to the motion of the valve, namely: 
 
 Class I, in which the eccentric is rotated or twisted 
 around the shaft. The travel of valve is changed 
 without change of lead. 
 
 Class II, in which the eccentric is mounted on a disk 
 with a center different from that of the fly-wheel and 
 is swung in the arc of a circle across the center of the 
 shaft. The travel of the valve is changed with change 
 of lead. 
 
 For both the above classes of valve-gear the governor 
 can be essentially of the same character, hence the 
 above distinction does not necessarily indicate a struc- 
 tural difference in the governors. 
 
 Neglecting the difference of swinging or rotating 
 eccentric, governors can be divided into three groups, 
 depending on structural differences. 
 
 These groups are as follows: 
 
 I. Governors with two weights in gravity balance, 
 as already shown in early examples in the Custer, 
 Buckeye and Westinghouse governors. 
 
 II. Governors with a single weight in gravity bal- 
 ance, with eccentric and governor mechanism. 
 
 III. Governors with single arm in partial gravity 
 balance which carries inertia weight, centrifugal weight 
 and eccentric. 
 
 All the above classes can be operated so as to have 
 regulation assisted or retarded by inertia and can 
 
20 SHAFT GOVERNORS 
 
 probably be connected to rotating or a swinging 
 eccentric as desired. 
 
 A very good illustration of a shaft governor of the 
 first class is shown in Fig. 8. The eccentric is mounted 
 on a plate G, pivoted at P and is connected to E B, 
 No. i, and E B, No. 2, by connecting rods, in such a 
 
 FIG. 8 
 
 manner that the action of centrifugal force in throwing 
 the weights B B outward causes the center of the 
 eccentric to swing toward the center of the shaft. 
 The springs pivoted at K rock against the centrifugal 
 force and hold the weights in a determinate position 
 for each speed. The dashpot simply restrains the 
 motion when too rapid and tends to prevent racing. 
 There are numerous governors in this class. 
 
 Fig. 9 represents a notable illustration of a shaft 
 
EVOLUTION OF THE SHAFT GOVERNOR 
 
 21 
 
 governor in Class II. This governor, although con- 
 sisting of a single weight, is still in gravity balance. 
 Its advantages over those in Class I are a less number 
 of working parts, simpler construction and less friction. 
 
 FIG. 9 
 
 The governor is used on the Straight Line engines and 
 one or two others, and is the latest design of Prof. 
 John E. Sweet. 
 
 Fig. 10 represents a governor in Class III. This 
 governor was designed by different engineers and the 
 patents are now owned by Mr. Frank Rites. It is now 
 in very extensive use in the United States. This gov- 
 ernor has a single moving part mounted on a single 
 pivot. It is designed to take full advantage of inertia, 
 and is so nearly in gravity balance that no bad results 
 in regulation were ever shown by defects in balancing. 
 
22 
 
 SHAFT GOVERNORS 
 
 The friction in this governor can be reduced to a 
 minimum and the results are great sensitiveness and 
 wonderful regulation under adverse conditions. 
 
 The accompanying table gives a list of United States 
 
 FIG. 10 
 
 patents for improvements in the shaft governor granted 
 previous to 1880, in all only twenty-nine, of which five 
 were granted before 1870, and twenty-five between 
 1870 and 1880. Since that date the patents have been 
 numerous. 
 
EVOLUTION OF THE SHAFT GOVERNOR 23 
 
 EARLY LIST OF U. S. PATENTS FOR SHAFT GOVERNORS 
 PATENTS GRANTED PRIOR TO 1880 
 J. D. Custer, 
 
 L. Eikenbury, Philadelphia, Pa. 
 Joab Wooster, Strykersville, N.Y. 
 S. Stanton, Newburg, N. Y. 
 
 D. A. Woodbury, Rochester, N. Y. 
 
 
 
 J. W. Thompson, Salem, O. 
 it 
 
 J. C. Hoadlcy, Lawrence, Mass. 
 
 G. C. Suiss, 
 
 H. S. Maxim, Brooklyn, N. Y. 
 
 Corbitt & Campbell, Milwaukee, Wis. 
 
 J. Felber, St. Louis, Mo. 
 
 Hall & Whitteman, Hasma, N. Y. 
 
 G. F. Ernst, St. Louis, Mo. 
 
 G. E. Tower, Annapolis, Md. 
 
 Cosgrove, Faribault, Minn. 
 
 Thompson & Hunt, Salem, O. 
 
 H. Tabor, Corning, N. Y. 
 
 C. B. Smith, Newark, N. J. 
 
 D. O. Ladd, Chicago. 
 
 
 
 L.H.Watson, " 
 
 C. S. Locke, 
 
 G. H. Cobb, Palmer, Mass. 
 
 F. Fosdick, Fitchburg, Mass. 
 
 C. V. B., San Francisco. 
 
 W. Johnson, Lambert ville, N. J. 
 
 The limits of this paper do not permit an opportunity 
 for further discussion of the various forms of shaft 
 
 1839 
 
 June 
 
 21 
 
 i,i79 
 
 1862 
 
 Apr. 
 
 I 
 
 34,82i 
 
 1862 
 
 Apr. 
 
 16 
 
 38,055 
 
 1867 
 
 Aug. 
 
 20 
 
 67,93 6 
 
 1868 
 
 July 
 
 14 
 
 80,025 
 
 1870 
 
 May 
 
 31 
 
 103,698 
 
 U 
 
 Sept. 
 
 27 
 
 107,746 
 
 1872 
 
 July 
 
 16 
 
 128,986 
 
 1875 
 
 April 
 
 27 
 
 162,715 
 
 1873 
 
 Oct. 
 
 28 
 
 144,098 
 
 1874 
 
 Mch. 
 
 17 
 
 148,560 
 
 1875 
 
 June 
 
 29 
 
 164,917 
 
 " 
 
 ft 
 
 29 
 
 164,942 
 
 
 
 July 
 
 20 
 
 165,744 
 
 M 
 
 Aug. 
 
 31 
 
 167,225 
 
 " 
 
 Sept. 
 
 21 
 
 167,835 
 
 l8 7 6 
 
 Jan. 
 
 II 
 
 172,116 
 
 " 
 
 Sept. 
 
 5 
 
 181,927 
 
 " 
 
 May 
 
 ii 
 
 i84,443 
 
 l8 77 
 
 Jan. 
 
 9 
 
 187,116 
 
 1878 
 
 June 
 
 18 
 
 204,924 
 
 U 
 
 July 
 
 30 
 
 206,500 
 
 U 
 
 Aug. 
 
 6 
 
 206,792 
 
 11 
 
 Sept. 
 
 3 
 
 207,607 
 
 it 
 
 " 
 
 3 
 
 207,608 
 
 l8 79 
 
 Jan. 
 
 i4 
 
 211,309 
 
 
 
 " 
 
 14 
 
 2n,335 
 
 " 
 
 Mch. 
 
 18 
 
 2I3.3C5 
 
 " 
 
 Nov. 
 
 4 
 
 221,296 
 
 1880 
 
 May 
 
 25 
 
 227,967 
 
 (i 
 
 Aug. 
 
 17 
 
 231,228 
 
24 SHAFT GOVERNORS 
 
 governor, or of its theory and method of action. The 
 account of the development is imperfect, for the reason 
 that the sources of information available were neither 
 numerous nor exhaustive, but it is to be hoped that 
 various members of the association will supplement 
 the facts gathered together and presented in this short 
 paper, with data relating to the development of the 
 governor, while it is still fresh in mind. 
 
 There are many reasons for obtaining this informa- 
 tion fully and in detail while there is an opportunity. 
 Such investigation as made indicates that the shaft 
 governor as we know it to-day is essentially an Amer- 
 can invention, conceived, developed and perfected in 
 this country. 
 
 The importance of this system of regulation is so 
 fully recognized as to need no argument in its favor, 
 and while at the present time the shaft governor is 
 used only in an experimental way on certain classes 
 of engines, yet the few experiments which have been 
 performed indicate that its field is not limited to any 
 great extent by speed requirements, and it seems rea- 
 sonable to suppose that a period of development may 
 extend its use to include not only all classes of steam 
 engines, but gas engines as well. 
 
 The demand for close speed regulation came with the 
 invention of the incandescent. 
 
II 
 
 GENERAL DEFINITIONS AND RULES 
 
 BEFORE going further into the subject of governors 
 it may be well to fix in our minds some of the definitions 
 of terms used in reference to them, and already referred 
 to in Chapter I. 
 
 Centrifugal force is that force which tends to fly from 
 a center. A familiar illustration of it may be noted in 
 swinging a weight, attached to a cord, about the head. 
 The longer the cord the greater the force required to 
 keep it revolving. 
 
 Centripetal force is force which always tends toward 
 a center; the opposite of centrifugal force. 
 
 Inertia is that property of matter which tends to 
 keep it at rest when resting, and, when in motion, 
 tends to keep it moving in a straight line. It is this 
 force which makes it difficult to start a heavily loaded 
 wheelbarrow, and also to bring it to rest again when 
 well under way. 
 
 Isochronal means relating to equal periods of time. 
 This term is sometimes used in reference to shaft 
 governors. The principal difference between the two 
 general classes of governors, pendulum, and shaft is 
 in the action of the forces which control them. In the 
 pendulum governors there are the two forces, centrif- 
 
 25 
 
26 SHAFT GOVERNORS 
 
 ugal and gravity, which are equal at only one point 
 of the operation of the same. In the shaft governor 
 the force of inertia, or centrifugal force, is at all times 
 opposed by an equal amount of spring-force. The 
 weight-force increases as the weights move from the 
 center, the spring-force also increases as the springs 
 are extended by the weights. 
 
 When a governor is "sluggish," the speed falls far 
 below its rating, and is not acquired again quickly, 
 perhaps not at all. The weight-force is greater than 
 the spring-force; the former must be decreased to get 
 sensitiveness, and the latter altered to get the speed. 
 
 When an engine simply "speeds, up" and must be 
 checked on the throttle, either excessive friction in 
 some of the parts exists or the spring-force is too great. 
 Decrease the spring-tension to remedy this. 
 
 When an engine "races" or hunts" the two forces 
 are unbalanced and are alternating rapidly in over- 
 coming each other, causing the engine to alternate in 
 speed within a certain range. Giving less tension on 
 springs to decrease sensitiveness and changing weight 
 to get the speed, is the remedy. 
 
 Racing may also be caused by friction of parts or 
 other local troubles, as will be shown later in this 
 chapter. There is, however, a noticeable difference 
 between racing caused by over-sensitiveness and fric- 
 tion. When it is caused by the spring-tension alone 
 the changes in speed will be rapid and even, within a 
 certain range. When caused by friction the weights 
 will stick on their inner position until the speed de- 
 veloped is so high as to throw them out with a noise; 
 
GENERAL DEFINITIONS AND RULES 27 
 
 or, when the engine is above speed, they will stick 
 where they are until the speed is reduced enough for 
 the springs to draw them back again. 
 
 The speed at which they will regulate, and the sensi- 
 bility of the shaft governors depend principally on the 
 following conditions: (i) Tension of springs; (2) the 
 distance from the pivot where they are attached to 
 the weight, or weight-arms; (3) the amount of weight; 
 (4) the distance of weight from fulcrum. 
 
 EXAMPLES OF, AND SEARCH FOR, TROUBLE 
 
 All of the well-known makes of shaft governors at 
 the present date, of whatever class they may be, are 
 thoroughly tested, regulated, and set by the makers, 
 so that in the start they are turned over to the oper- 
 ating engineer regulating to within a certain range of 
 percentage of speed called for, and are as perfect as 
 they can be made. The difficulties that arise after 
 being in service some time have a cause and a remedy. 
 
 Once a governor is perfected and running there is 
 no reason why it cannot be brought back to that 
 condition after it has been lost. If this fact is kept in 
 mind, by perseverance the trouble will be readily 
 found; often it is a very slight one, so small as to be 
 easily overlooked. An engineer has been known to 
 take a spanner-wrench and give the valve-rod gland a 
 half turn to tighten it up, and so caused his engine to 
 run away. Another had his engine, with a Sweet 
 Governor, race because a single very small grain of 
 gravel got between the band which connects the spring 
 
28 SHAFT "GOVERNORS 
 
 and weight-arm and the weight-arm itself. Again a 
 pinching cap on one of the fulcrum-pins or a slight burr 
 on a valve-rod has caused trouble in a governor. The 
 slightest thing should not be overlooked. Dry pins 
 are often the seat of trouble; and a governor, to be 
 properly attended, should be oiled as regularly as 
 any other part of the engine, and once in a while 
 all pins and bearings should be taken apart and 
 cleaned. 
 
 When a search for trouble begins nothing should be 
 neglected, from the governor-eccentric to the farthest 
 edge of the valve in the valve chest. Disconnect the 
 eccentric rod or rods, as the case may be, from the 
 governor-eccentric, and remove or release the spring 
 or springs from the weight-arm or arms. 
 
 Then move the weight-arms in and out on their 
 travel from inner to outer positions. Most of the 
 shaft governors made on engines from 5 H. P. to 1,000 
 H. P. are so counterbalanced that when thus operated 
 one man should be able, on the smaller makes, to easily 
 move the parts in and out with one hand, and, on the 
 larger engines, with both hands, but he should never 
 use a bar of any kind. 
 
 If they do not move so freely as to permit this the 
 trouble is caused by dry or cut pins, pinching caps, 
 bent rods or links making pins bind, pinching or dry 
 eccentric-straps, or eccentric binding (in some instances 
 between a bearing and governor-wheel hub) or some- 
 times gummed oil and grit cause it. 
 
 If the governor is free and in perfect condition dis- 
 connect the valves from the rockers or valve-rod slides, 
 
GENERAL DEFINITIONS AND RULES 29 
 
 as the case may be. Then look for dry surface of pins 
 or bearings or slides, bent rods and other like condi- 
 tions. This done, see that the valve stems are straight 
 and true, and in line with their connections, also that 
 their bearings do .not bind and are not dry. See 
 whether they are burred or worn small in stuffing box 
 so that the packing binds it when pulled up tight, and 
 whether the packing is old and dry. 
 
 Then look into the steam chest. See if the valve is 
 set properly and if it leaks, or if the pressure-plate 
 binds. Often an engineer forgets that proper valve 
 setting is as essential as it is to have the governor free 
 and well lubricated. An illustration of the fact that 
 the valve setting must be carefully reckoned on is 
 shown by the following experience : 
 
 A 500 H. P. cross-compound engine running con- 
 densing in a certain power house near New York City, 
 began at one time to race and speed up very badly, 
 and used much steam for no apparent cause. The 
 steam pressure was 120 Ibs. and the receiver pressure 
 was from 45 to 70 Ibs., which in itself showed some- 
 thing wrong with the valves, though the trouble was 
 attributed to the governor. 
 
 This engine was vertical and had four gridiron 
 valves to each cylinder, which allowed each valve to 
 be set independently. The valves had small lap and 
 the steam was admitted over the edges of the valves 
 nearest the end of cylinder. An examination showed 
 that the top steam-valve had been shoved up so that 
 a late opening of valve occurred, and when the valve 
 was supposedly lapped there was reopening of the 
 
30 SHAFT GOVERNORS 
 
 same on the opposite edges. This allowed the steam 
 to blow through and on into the receiver, raising the 
 receiver pressure and exerting a back pressure on the 
 up stroke almost equal to the initial pressure on 
 the opposite side of the piston. This made the H. P. 
 cylinder inoperative, and the L. P. cylinder was doing 
 more than its rating, thus unbalancing the engine and 
 putting it beyond the control of the governor. 
 
 One turn on the valve-stem, drawing the valve into 
 place, corrected all the trouble. 
 
 In one instance a large engine of well-known make 
 ran for some time giving bad service regulating 
 badly. Finally it was discovered that the pressure- 
 plates were so weak that they sprung in and pinched 
 the valves while running, but were always apparently 
 free when tested at other times. New and stiffer 
 pressure-plates remedied this. 
 
 In cases where the direction of rotation of an engine 
 is changed from running over to running under, or 
 vice versa, the eccentric, and all governor parts, must 
 be changed in their positions. The various makers 
 give instructions for these changes, but the essential 
 points to know in connection with quick changes are 
 these: The pivoted ends of the levers should always 
 lead, and the weights follow, the desired direction of 
 rotation, and be so placed that when the weights 
 move out the eccentric will be either advanced in 
 the direction it will run for governors of the first class, 
 Chapter I, or thrown across the shaft center in gov- 
 ernors of the second class. Lack of a knowledge of 
 this is sometimes a very serious source of trouble, 
 
GENERAL DEFINITIONS AND RULES 31 
 
 and these facts should be carefully stored in the mind, 
 when a search for trouble begins. 
 
 At times it seems impossible to get enough spring- 
 force to obtain proper adjustment of the governor, 
 either from too long a spring or a weak one, more 
 commonly the former. The remedy is to cut off one 
 or two coils of the spiral spring until the desired effect 
 is obtained. The best way to make such a cut is to 
 spread the coils by driving a chisel between them and 
 keeping it there until a score can be filed all the way, 
 or at least three-fourths of the way around the springs; 
 then remove the chisel from between the coils and 
 finish the break with the chisel, laying the coil on an 
 anvil or some heavy ridged surface. The flying coils, 
 when they have parted from the rest, should be guarded 
 against. 
 
 When we have a governor such as is described in 
 the third group, Chapter I, we have the force of inertia 
 to deal with in addition to the spring and centrifugal 
 force. 
 
 In this type of governor, the weight on both the 
 spring and free ends of the bar is inertia in effect, 
 but changes of weight on one end has the opposite 
 effect to the same change on the other end. 
 
 Changing the spring in this governor gives the same 
 results as with all governors. 
 
 Changing the weight on the free end of these gov- 
 ernor arms gives the same results as with the others. 
 
 A change of weight on the spring end of these arms 
 gives the opposite effect to a like change on the other 
 end. No radical change in weight of this class of 
 
32 SHAFT GOVERNORS 
 
 governor should be attempted without consulting the 
 builder. 
 
 Sometimes, with the governor properly adjusted 
 and free from friction, the engine will still speed up. 
 This is caused by leaky valves or from insufficient 
 steam-lap to cover the parts at all points of the engine- 
 stroke, when the governor-weights are at the outer 
 extreme of their travel. To test for this latter defect, 
 remove the governor-spring or springs and block the 
 weight-arms to their outer position, and then, while 
 turning the engine one complete revolution, observe 
 whether the steam edges or steam-valve covers the 
 ports at all points of the revolution. If they do not, 
 the valve setting must be changed to accomplish this. 
 
 The rules of action laid down in this chapter apply 
 generally to all makes of shaft governors. Where 
 radical changes are to be made, the builders should 
 always be consulted, and the knowledge that each 
 understands best how to operate his own special design 
 of governor has impelled us to insert in the following 
 chapters the rules of procedure, or instructions, of 
 the builders, for use with each design named. In 
 the study of the succeeding pages, the reader will 
 note where these general instructions apply to the 
 individual cases. 
 
 The two classes of governors as specified in Chapter 
 I will be covered in these individual cases, but in the 
 event of the operator not having an engine named 
 individually in these chapters, the general rules of 
 this chapter will no doubt cover the case. 
 
Ill 
 
 ADJUSTING THE RITES INERTIA GOVERNOR* 
 
 THE inertia governor, invented by F. M. Rites, is 
 now regularly used on engines made by considerably 
 more than one hundred different manufacturers. It 
 is thus the most commonly used governor for high- 
 speed engines, and is already being adopted for use on 
 slow-speed engines as well, either in place of the ball 
 governor for Corliss valve-gears, or as a shaft governor 
 for the large four-valve medium-speed engines now 
 coming into general use. The principles governing its 
 action, and the various ways of adjusting this gov- 
 ernor to produce desired results, are of interest to every 
 stationary engineer. 
 
 The Rites governor consists of a single piece of cast 
 iron in the general form of a bar, mounted at right 
 angles to the engine-shaft and carried on a pivot-pin 
 parallel to the shaft. At a suitable point on this bar 
 is provided a wrist-pin to which the valve-rod is con- 
 nected, or if the governor is placed elsewhere than at 
 the end of the engine-shaft, an eccentric is used instead 
 of the pin. A spring opposes the inertia force of 
 the bar. 
 
 * Contributed to Power by R. E. Cahill and S. H. Bunnell. This governor is 
 in the second class of the third group, Chapter I. 
 
 33 
 
34 
 
 SHAFT GOVERNORS 
 
 The accompanying sketch (Fig. 11) shows the gov- 
 ernor-wheel in outline, and the elementary form of 
 the governor-arm. Observation will make it evident 
 that the governor-arm, considered as two heavy masses 
 A, B, will tend to overtake the fly-wheel if the engine- 
 speed is reduced, as by increase of load, and to fall 
 
 FIG. II 
 
 behind the fly-wheel if the engine-speed is increased, 
 as by decrease of load. It is also evident that the gov- 
 ernor-arm, considered as a mass M located at the center 
 of gravity of the whole arm, tends to swing in when 
 the engine-speed is reduced, and out when the speed 
 is increased. The arm therefore takes a position in 
 which its centrifugal force balances the spring-tension 
 (or as nearly that position as the arm stops will allow), 
 
ADJUSTING RITES INERTIA GOVERNOR 35 
 
 and moves relatively to the engine-shaft forward and 
 inward if the engine-speed is decreased, and backward 
 and outward if the engine-speed is accelerated. 
 
 The valve-rod pin (or the crank of the eccentric 
 if that is used) is located nearly on the line from the 
 arm-pivot center to the shaft-center, and distant from 
 the shaft-center by the lap of the steam-valve when 
 the governor-arm is in full-speed position. In prac- 
 tice, the governor is keyed to the shaft so that the 
 arm-pivot pin is a little ahead of the center line of 
 the engine-crank when at full speed. To prevent 
 running over speed when without load the steam-lap 
 must be great enough to give practically no opening 
 when the governor-arm is in full-speed position, which 
 means zero lead in this position. As the arm swings 
 in, the lead increases, but not enough to give a proper 
 lead in the usual running position unless the governor 
 is set a little ahead, as described. The corresponding 
 disadvantage is an excessive lead at late cut-offs. 
 
 The governor is designed by the engine builder in 
 accordance with certain emperical rules developed by 
 Mr. Rites from extended experience. It should have 
 power enough to actuate the valves of the particular 
 size of engine for which it was designed, and should 
 only need adjustment in some of the several ways 
 provided in order to meet the special requirements 
 of any particular case. The first step in correcting 
 faulty regulation of an engine is to determine the 
 speed under a small load, say one-fourth of the rated 
 load of the engine. If the speed is steady under small 
 changes of this load, but too slow, tighten the gov- 
 
36 SHAFT GOVERNORS 
 
 ernor-spring; slacken the spring to decrease the speed. 
 If the spring is not strong enough, so that screwing up 
 further has not the effect of raising the speed, or if 
 the spring is stretched to the limit of space allowed, 
 one or more coils may be cut off, or any attached 
 weights removed from the short end A of the arm. 
 If the speed is not steady, but changes irregularly 
 without corresponding change in load, look for trouble 
 in the pivot-pin bearing lack of oil or a cut and 
 scored pin or bushing, and correct this first. 
 
 Next increase the load and observe the speed of the 
 engine. If it drops more than desired, try setting the 
 spring-pin farther toward the governor-arm pivot 
 along the slot provided, or remove any attached 
 weights from the end A and reduce the spring-tension; 
 or add a small weight to the end B of the arm on the 
 spring side, or both. Moving a weight on the end A 
 from i to 3 has a similar effect, but in less degree. 
 
 It sometimes happens that the drop in speed can- 
 not be overcome by the usual methods of weighting. 
 In such cases, first making sure that the lap of the 
 valve is sufficient, look for a hard-running valve, 
 which, at full stroke, pulls excessively on the governor, 
 springs the rocker-arms and connections, and by the 
 combinations of fault causes the speed to drop. If 
 possible, keep the load steady while counting or other- 
 wise observing the speed. If the speed does not drop 
 somewhat from light load to full load, the governing 
 will probably be unsteady under quick changes, and 
 the spring-pin should be moved out in the slot, or 
 weight added to the short end of the arm on the spring 
 
ADJUSTING RITES INERTIA GOVERNOR 37 
 
 side. After any such change the speed will have to be 
 brought back to the desired rate by adjusting the 
 spring, as at first. 
 
 Next try the speed with all load off the engine, if 
 that condition is ever likely to exist in the plant. If 
 the speed rises considerably, the steam-valve leaks, 
 or the steam-lap is insufficient to cover the ports en- 
 tirely when the governor-arm is in the full-speed 
 position. It is often found that a valve which appar- 
 ently has the proper amount of lap will open slightly 
 as the piston advances and allow the engine to run 
 considerably over speed when the load is thrown off. 
 Condensing engines will almost invariably run con- 
 siderably faster without load, and it is best not to 
 attempt to keep the no-load speed down to the exact 
 figure, as the increased lap necessary makes the lead 
 in the running position deficient. If the valve is 
 decided to be too short, it is often easiest to make an 
 offset-pin for the valve-rod, and put this in place of 
 the regular pin in the governor-arm so as to decrease 
 the throw at minimum travels, and thus save buying 
 a new valve. Careful observation of the speed of the 
 engine under different loads, and successive adjust- 
 ments in the manner described, will soon bring the 
 engine to the desired condition. 
 
 In adding weights it is well to bear in mind that a 
 change in the weight of the governor-arm as a whole 
 is not what is wanted, but a change in the distribution 
 of the weight. If you find yourself about to add a 
 weight which will act exactly opposite to one already 
 in place, try taking off the other weight first; perhaps 
 
38 SHAFT GOVERNORS 
 
 none is required. If the desired regulation has been 
 obtained by a combination of weights on one or both 
 ends of the arm, experiment will usually prove that the 
 same result can be secured by a single weight properly 
 placed. It is merely a question of balancing the cen- 
 trifugal force of the governor-arm against the tension 
 of the spring. If these are exactly balanced at all 
 points there will be no permanent change of speed 
 from no load to full load, which is sometimes a desir- 
 able condition and is easily attained by the inertia 
 governor; or the weight and spring-pin may be ar- 
 ranged so that the balance will vary at different points 
 of the movement, the arm requiring a greater speed 
 to hold it out against the extreme tension of the spring 
 than to balance the spring-tension in other positions, 
 giving an increase of speed as load decreases. By 
 overbalancing the governor, an engine could be made 
 to run much faster with load than without, but for 
 safety and reliable running the full-load speed should 
 be nearly two per cent, lower than the no-load speed. 
 
 The adjustment of speed to load as described de- 
 pends on the centrifugal effect. Steadiness under 
 change of load depends on the inertia effect, and is 
 next to be considered. When the load is suddenly 
 increased, the consequent checking of the engine-speed 
 allows the governor-ajm to run ahead of the wheel, 
 carrying the center of gravity and lengthening the cut- 
 off. If the fly-wheel is sufficiently heavy and the 
 inertia effect of the governor-arm great enough, the 
 engine-speed may drop only slightly. But with a 
 free-moving governor the arm is likely to swing too 
 
ADJUSTING RITES INERTIA GOVERNOR 39 
 
 far, resulting in too late a cut-off and an increase of 
 speed after the momentary drop as the load first came 
 on, followed by a swing the other way as the engine 
 overruns the governor-arm, and so on. These swings 
 are quite regular, and very clearly shown by the volt- 
 meter on a direct-current unit. If a sudden change in 
 load produces two or three long swings before the en- 
 gine finally steadies itself, try adding a weight to the 
 long end of the arm, on the line through the centers 
 of the pivot and the shaft. One swing is to be ex- 
 pected, but the engine should be so regulated that it 
 will swing once up and back to the correct figure, never 
 passing the normal speed twice for one change of load. 
 If 1 the speed changes too much at first and comes back 
 too slowly, extra weight on the long end B of the arm 
 is probably needed, as in the other case. 
 
 The most troublesome condition is irregularity. 
 Engines are sometimes found to vary speed unaccount- 
 ably, perhaps suddenly, and at odd intervals. Stick- 
 ing at the pin is a common cause of this, but too free 
 a pin may possibly allow the governor to float under 
 insignificant impulses and produce a similar effect. 
 The governor-arm is unbalanced against gravity, and 
 if the engine is run at too slow a speed it may fall for- 
 ward somewhat during half the revolution and back- 
 ward during the other half, making the cut-off too 
 long on one end, or irregular in successive strokes. 
 Sometimes the gravity effect combines with valve- 
 rod friction or inertia and makes the motion kick the 
 governor so that the valve-gear moves with peculiar 
 jerks. A simple brake, as a piece of flat spring bear- 
 
40 SHAFT GOVERNORS 
 
 ing on the arm, or a dash-pot, may be the easiest means 
 of controlling this. A large, stiff governor-pin intro- 
 duces just the necessary element of friction to make 
 the governor stable, and is thus desirable for other 
 reasons than strength. 
 
 A common cause of complaint with large governors 
 is hammering on the stops in starting or shutting down 
 the engine. This can usually be overcome by moving 
 attached weights and noting whether hammering is 
 inrecased or diminished. Usually the proper change 
 is in the direction of adding weight on the spring side 
 of the arm and increasing the spring-tension, though 
 it may be necessary to add weight at both ends. It 
 is a peculiar fact that friction in the valve-gear operates 
 to help the governor-spring, so that an engine may be 
 speeded up several revolutions by excessively tight 
 valve-stem packing or any similarly acting cause. It 
 is well to look over the valve motion as a possible cause 
 of any unaccountable change of speed. If a brake is 
 used on the governor and is set up too tight, it may 
 cause continual changes of speed through its action in 
 checking the governor-arm as it swings out or in, and 
 so preventing the arm from floating gradually to the 
 proper position. 
 
 It may be necessary to adjust the governor with no 
 other data than what can be learned by watching the 
 switchboard meters while the engine runs in service, 
 and applying the proper remedy for the apparent fault 
 on the occasion of the next shut-down. It may take 
 an hour's careful watching to make sure regarding the 
 real action of the governor; for the only sure way is 
 
ADJUSTING RITES INERTIA GOVERNOR 41 
 
 to wait for the load to change as desired and remain 
 constant long enough to give the engine time to settle 
 to a steady speed, and repeat the observation until the 
 exact speeds under several different loads are ascer- 
 tained. 
 
 In conclusion, before altering a Rites' governor the 
 engineer should make sure that the main pin and its 
 bushings are free and properly lubricated, and that the 
 valve has sufficient lap and runs freely. If the arm 
 is heavy enough to drive the valve, see whether the 
 desired governing effect can be produced by adjust- 
 ing the spring; also avoid adding unnecessary weights 
 and the consequent overstraining of springs, bushings 
 and pins. 
 
IV 
 
 THE BUCKEYE ENGINE GOVERNOR AND ITS 
 ADJUSTMENTS 
 
 THE governor of this engine of which (Fig. 12) is 
 a cut, comes in class i, group i, as specified in Chapter I. 
 The following instructions are for its adjustment. 
 
 NAMES OF PARTS 
 
 The following names are given to the several details 
 of the governor for convenience of reference. 
 
 The levers or weight arms a a will be called levers here- 
 after for convenience. 
 
 The weights A A are clamped on the levers. 
 
 The lever pivots b h are studs, secured to arms of the 
 containing wheel on which the levers move freely. 
 
 The links B B couple each lever to ears on the sleeve 
 of 
 
 The Governor eccentric C, which is free to turn on 
 the shaft and is turned about 90 deg. on the shaft 
 by the outward movement or expansion of the levers 
 to the outer extreme of their range of movement. 
 
 The main springs F F are of tempered steel wire. 
 They are anchored adjustably to the rim of the con- 
 taining wheel by means of 
 
 42 
 
THE BUCKEYE ENGINE GOVERNOR 
 
 43 
 
 Tie tension screws c c by which the tension is ad- 
 justed. 
 
 The spring clips d d are clamped on the levers a a 
 and are provided with slots or eyes into which the 
 
 FIG. 12 
 
 springs F F are hooked. They may be moved along 
 the levers and fixed in any position within narrow 
 limits. 
 
 The lever stops f f are blocks of wood on which the 
 levers rest when not expanded. They are held in dove- 
 tail recesses in brackets bolted to the containing wheel. 
 
 The outer lever stops e e are cylinders of wood fitted 
 to sockets in the outer caps of the links B B. If the 
 levers expand violently they strike the inner surface 
 
44 
 
 SHAFT GOVERNORS 
 
 of the containing wheel rim, but with proper adjust- 
 ment they seldom or never touch the rim. 
 
 The auxiliary springs P P are introduced to help the 
 levers out during the first half of their outward move- 
 ment, when the main springs F F have enough tension 
 to give close regulation at light but varying loads. With- 
 out them and with such tension the governor would 
 race with standard or heavy loads. 
 
 The guide rollers G G are introduced in most high- 
 speed engines to restrain the springs from bowing out- 
 ward from centrifugal force. They are most needed 
 when speed is 250 and upwards, and when the spring 
 clips d d are short. [In one or two sizes clips of differ- 
 ent lengths have been used.] The trouble that called 
 for their use was due to the change in direction of pull 
 on the clips in consequence of such bowing, and which 
 caused racing when the amount of tension called for 
 by calculation was applied. 
 
 TABLE OF GOVERNOR DATA 
 
 The governors are made in six sizes, numbered i to 6. 
 The "diameter of wheel" will serve to identify any one 
 the data of which may be wanted. 
 
 Number of Governor 
 
 i 
 
 . 
 
 3 
 
 4 
 
 5 
 
 6 
 
 A 
 
 Diameter of Wheel (inches) . . 
 
 24 
 
 32 
 
 40 
 
 4 8 
 
 54 
 
 66 
 
 B 
 
 Spring leverage " 
 
 4A 
 
 5iV 
 
 7 
 
 8* 
 
 9i 
 
 12 
 
 C 
 
 Weight leverage " 
 
 8! 
 
 n 
 
 14 
 
 17 
 
 19 
 
 24 
 
 D 
 
 Initial spring tension " 
 
 aj 
 
 3 
 
 3i 
 
 4i 
 
 Si 
 
 61 
 
THE BUCKEYE ENGINE GOVERNOR 
 
 DATA FOR WEIGHT CALCULATIONS 
 
 45 
 
 E 
 
 Effective wt. of levers (Ibs. oz.) 
 
 A 
 
 A 
 
 A 
 
 18 
 
 20 
 
 32 
 
 F 
 
 Assumed wt. orbit (ft. diam.) 
 
 i 
 
 1.25 
 
 i-5 
 
 2 
 
 2 
 
 2-75 
 
 G 
 
 Resultant spring tension (in.) 
 
 3-25 
 
 4 
 
 5 
 
 6.2 5 
 
 6-5 
 
 8 
 
 EXPLANATION OF THE TABLE 
 
 The diameter of wheel is given as before explained for 
 identification. When making calculations or referring 
 to data for any purpose, use only those under the given 
 diameter which agrees with the wheel of the governor 
 under consideration. 
 
 B. The spring leverage is the distance from the cen- 
 ters of the pivots of the levers to the centers of the 
 eyes of the spring clips. It is adjustable, but the 
 amount given is that on which all calculations are 
 based. It is fixed at one-FTalf of the weight leverage 
 (C) for convenience of calculation. It is also very 
 nearly all that can be had in each case, for reasons to 
 be made clear presently, but it can be diminished in 
 all cases. 
 
 C. The weight leverage is the distance from the centers 
 of the pivots of the levers to the point where the whole 
 effective weight of the levers and attached weights is 
 assumed to be concentrated and which comes about 
 central over the "lever stops." 
 
 D. The initial spring tension, is, as nearly as can be 
 determined theoretically, the maximum tension that 
 can be applied without racing, the "Spring leverage/' 
 (B) being as given and the auxiliary springs applied 
 
4 6 
 
 SHAFT GOVERNORS 
 
 and properly adjusted. It is more than could be 
 carried in the absence of the auxiliaries, unless with 
 very careful adjustment, and other conditions favor- 
 able. (See 71 and 129.) 
 
 E. The effective weight of a lever is the weight of an 
 unweighted lever with spring clip in position to which 
 is added one-half of the weight of a link (B, Fig. 12). 
 The weight is found by resting the lever on the scales 
 at the distance from the pivot given as the limit of 
 
 or 
 
 
 
 I 
 
 
 
 
 SC-M.1 
 
 \ 
 
 FIG. 13 
 
 the "weight" leverage (C) while the pivot is supported 
 independently of the scales. (See Fig. 13.) 
 
 F. The assumed diameter of the orbit of the weights 
 is an orbit somewhere within the range of movement 
 of the levers, so chosen that its diameter will not con- 
 tain inconvenient fractions of a foot, as it is assumed 
 solely for purposes of calculation. The diameter as- 
 sumed is immaterial provided the next item (G) is 
 correctly deduced from it. 
 
 G. The resultant spring tension is the initial tension 
 (D) augumented by the additional tension that would 
 be imposed on the spring by moving the levers out- 
 
THE BUCKEYE ENGINE GOVERNOR 47 
 
 ward till their centers of force reached the assumed 
 orbit. (Neither this, nor the initial tension can be 
 given exactly for all cases, as the latter depends some- 
 what upon the position of the actual center of force, 
 which varies in distance from the center of rotation, 
 as the levers are heavily or lightly weighted, being 
 farthest from the center with heaviest weights. But 
 both weight and spring leverages are sufficiently ad- 
 justable to enable the desired speed to be attained when 
 the calculated weight is attached.) 
 
 USE OF THE TABLE 
 
 To calculate the weight required for a given speed. 
 
 In addition to data furnished by the table, the 
 force of the main springs in pounds per inch of tension 
 will be needed. This will be generally found stamped 
 on the cast heads of the springs; if not, the springs may 
 be hung up and weighted till extended one, two or 
 more inches, when the weight used divided by the inches 
 extended will give the force, which for convenience 
 may be represented by the symbol "f." 
 
 The first step in the calculation is to find the centrif- 
 ugal force of each pound of weight revolving in the 
 assumed orbit (F) at the given speed, which may be 
 represented by "S." The desired force being repre- 
 sented by "cf " the formula will be, cf = S 2 x F -f- 5870. 
 
 Next we wish to find the spring force at the point 
 of weight leverage (C) and in the assumed orbit (F) 
 which we will represent by "sf." The weight leverage 
 being twice the spring leverage the formula will be, 
 sf = } x G -f- 2. 
 
48 SHAFT GOVERNORS 
 
 Then sf -f- cf = the theoretical total weight,* from 
 which the item E is deducted, leaving the amount to be 
 added to each lever. 
 
 Example. Find weights for No. 3 governor, speed 
 (S) 1 80, spring force (f) 76 Ibs. per in. The assumed 
 orbit (F) 1.5 ft. and the resultant tension (G) 5 in. 
 
 For the benefit of those not familiar with formula 
 we will give the rule arithmetically. 
 
 The force per Ib. (cf) is found as follows: Multiply 
 the square of the desired number of revolutions per minute 
 by the diameter of the orbit in feet (F) and divide by the 
 constant number 5870. 
 
 Thus i8o 2 x 1.5 -s- 5870 = 8.28 Ibs. very nearly, that 
 is, each pound in the given orbit will exert 8.28 Ibs. 
 centrifugal force. 
 
 Then the spring power 76 multiplied by the resultant 
 tension (G, 5 in.) will give the total spring force at the 
 spring leverage, the half of which will be the spring 
 force at the weight leverage. 
 
 Thus 76x5 -5- 2 = 190 Ibs. Then 190 4-8.25 = 
 22.94 Ibs. total weight required. Deducting one- 
 sixth from this as per note below it becomes 19.12 
 Ibs. or 19 Ibs. 2 oz. Then 19 Ibs. 2 oz. 7 Ibs. 
 14 oz. (E) = 1 1 Ibs. 4 oz. to be added to each lever at 
 point C. 
 
 For other speeds, other things equal, only the first 
 
 *Owing, however, to several disturbing influences, namely: the centrifugal 
 force of the spring itself; the friction of cut-off valve which acts in a direction to 
 aid the spring, the inertia of valve and valve gear, the friction of yoke on eccen- 
 tric and of eccentric on shaft, as well as friction of pivots, a correction must be 
 applied to this theoretical total weight. Experience shows that five-sixths of this 
 amount is usually enough. 
 
THE BUCKEYE ENGINE GOVERNOR 49 
 
 part of the calculation, finding the cf, needs to be gone 
 over again. 
 
 AUXILIARY SPRING ADJUSTMENTS 
 
 The function of these springs has been already ex- 
 plained. 
 
 They were first applied in the latter part of 1884, 
 for the purpose of securing the exceptionally close 
 regulation required for electric lighting. 
 
 As their adjustment cannot be perfected till after 
 the engine is started, the shop adjustment (which is 
 the best that can be made by a general rule) may in 
 many cases require to be changed in order to secure 
 the best results. 
 
 The test of perfect adjustment is, of course, close regu- 
 lation at all loads without racing at any load, and prompt 
 response to changes of load without objectionable change 
 of speed, momentary or permanent, but by carefully 
 observing the performance of the engine at starting 
 the engineer can with a little experience tell almost 
 as well when its adjustments are perfect and what 
 changes may be needed, as by the test of regular run- 
 ning. But to do so he must first familiarize himself 
 with the appearance of the governor sufficiently to be 
 able to tell the moment the levers begin to expand as 
 well as how quickly they do so, and to detect any irregu- 
 larities in their outward movement. 
 
 Making white or bright colored spots on the weights 
 with chalk, paint or paper will greatly assist such 
 observations. 
 
 Perfect adjustment may he recognised by the following 
 
50 SHAFT GOVERNORS 
 
 performance: On starting the engine gradually the 
 weights will not start outward till the proper speed is 
 very nearly reached so nearly so that the lack of it 
 is not noticeable when they will expand quickly 
 but not violently, or so as to strike the outward stop; 
 going out, however, nearly their full range, when if the 
 load driven is heavy enough to require less expansion, 
 they will promptly return to the requred position. 
 
 If, however, they make a few slight oscillations to 
 and fro past their position no harm will result, if only 
 they always settle in good time. Very dose regulation 
 requires that the equilibrium shall be at tbe very verge 
 of instability, a proposition that will be recognized by 
 all who have thoroughly studied the subject, as true 
 of all centrifugal governors. 
 
 Auxiliaries too weak. The performance in such case 
 will be the same in kind as though they were absent 
 entirely, though more moderate in degree. On start- 
 ing, the engine will run above its proper speed before 
 the levers will expand, when they will fly out violently, 
 and stable regulation will be possible only with loads 
 so light as to regulate at one-fourth stroke cut-off or 
 earlier, that is, such as require the levers to act only 
 in the outer half of their range of movement. At 
 heavier loads, the governor will race continually. 
 
 Auxiliaries too strong. On starting up the levers 
 will start out at noticeably less than proper speed and 
 expand gradually as speed increases till the limit of 
 the follow of the auxiliaries is reached, when if they 
 are much too strong, the expanding movement will 
 stop a little till proper speed is reached, when they 
 
THE BUCKEYE ENGINE GOVERNOR 51 
 
 will finish their expansion with proper promptness. 
 The regulation will be the same as in both previous 
 cases when the load is too light to bring the auxiliaries 
 into action, but with heavier -loads the speed will be 
 slow in proportion to the undue strength of the 
 springs. At maximum load, that is, just sufficient 
 load to bring the levers to their inner stops, the 
 speed will be reduced to about what was required to 
 start them out. 
 
 In all of the three foregoing cases the tension of the 
 main springs is assumed to be what it should be with 
 the auxiliaries at their best adjustment. 
 
 To enable the engineer, whose engine is without 
 them, to judge whether and to what extent his regula- 
 tion would be improved by their application, we give 
 a description of a performance capable of improve- 
 ment, assuming the tension of the main springs to be 
 all that can be carried without racing at any load, 
 which is always less than will be needed when auxiliaries 
 are applied. 
 
 Best regulation without auxiliaries. At starting the 
 levers will not start out till proper speed is nearly 
 reached (as per 81), but they will expand quickly only 
 in part; from about mid-movement outwards the expan- 
 sion will go on only as speed increases, requiring a 
 greater increase of speed to expand them to near their 
 outer limits than that which sufficed to expand them 
 through the inner half of their movements. 
 
 The regulation in such case may be good at all loads 
 requiring one-fourth stroke cut-off and later but with 
 lighter loads, requiring earlier than one-fourth stroke 
 
52 SHAFT GOVERNORS 
 
 cut-off, the speed will vary much more with a given 
 change of load than with heavy loads. 
 
 The strength of the main springs is however a factor 
 of some influence in determining the degree to which 
 the foregoing performance falls short of perfect regu- 
 lation. The stronger they are the closer the regula- 
 tion, throughout the whole range, that can be had 
 without the help of auxiliaries. 
 
 From the above it might appear that, given main 
 springs strong enough, the auxiliaries might be dis- 
 pensed with entirely, which is true in some cases; yet 
 the strength necessary to obtain that result in all 
 cases would impose such severe pressure on the lever 
 pivots that the resultant friction would interfere to 
 some extent with fine regulation. 
 
 It is a matter of many year's experience that the 
 closest and most sensitive regulation possible requires 
 that the forces in equilibrium within the governor be 
 not so great but that the work imposed on it will very 
 slightly disturb the equilibrium at each stroke, so as to 
 overcome the static friction of the joints and eccentric 
 sleeve, and enable the parts to adjust themselves to 
 the load requirements without having to await an 
 objectionable change of speed to do it. And when 
 the forces are weak enough to be thus sensitized there 
 is left a small margin of improvement to be effected 
 by the auxiliary springs. 
 
 Applying auxiliary springs to old engines. As be- 
 fore stated they were not used till 1884, and although 
 many have been since applied to engines built before 
 that time, there are still many running without them. 
 
THE BUCKEYE ENGINE GOVERNOR 53 
 
 The indications for their use have been already given, 
 but when such indications are present, the main springs 
 should be examined, and if of the kind now made, 
 namely, with hooks on one end only, the other being 
 closed with a cast head threaded for the tension screw, 
 and if figures can be found stamped on the heads we 
 would recommend the parties to advise us as to the 
 power of their springs, and if the requirements for 
 regulation are not exceptionally exacting, it may 
 happen that a stronger pair of springs, with required 
 weights, will be better on the whole than the appli- 
 cation of the auxiliaries. (Our records, however, give 
 the spring force in all engines shipped since and includ- 
 ing October 9, 1882.) 
 
 To apply auxiliary springs. This should be done 
 in all cases where best possible regulation is desired, 
 as is generally the case with electric lighting plants 
 or engines to be used wholly or partly for that pur- 
 pose. 
 
 We can send the springs, bolts and fingers adapted 
 for use with existing levers, as shown in Fig. 14, or 
 we can at not materially greater cost send new levers 
 with fingers fitted as shown in Figs. 12 and 13. 
 
 To fit to existing levers, f-in. or !-in. holes should 
 be drilled through the cast heads of the levers as 
 near the pivot holes as possible without danger of 
 breaking into them, and at right angles to both the 
 levers and the pivot holes. The surfaces around the 
 holes at each side should be faced by chipping, or better, 
 "rousting" if a machine-shop is in reach, to receive 
 the lock-nuts shown, and give them a fair bearing. 
 
54 
 
 SHAFT GOVERNORS 
 
 The springs are bolted to the rim as shown in Fig. 
 12, the arigular position selected being such that the 
 fingers will just catch with certainty at their shortest 
 reach. 
 
 When the springs are secured in position, the eccen- 
 tric should be turned forward till the fingers leave 
 
 FIG. 14 
 
 contact with the spring, which should happen when 
 the levers are about half way out or a little more. 
 If they leave contact too early or too late, they should 
 be taken off and bent outwards or inwards, as required, 
 till they follow as above. They are not tempered and 
 will not break. 
 
 Add tension to the main springs till regulation is as 
 close as desired between lightest and medium or stand- 
 ard load. 
 
 Correct -the speed by adding to weights, shifting 
 them from pivots, or diminishing spring leverage, or 
 by two or more of these adjustments. 
 
 Compare performance with foregoing descriptions. If 
 
THE BUCKEYE ENGINE GOVERNOR 55 
 
 the springs appear too weak give the fingers more 
 reach. If too strong (as will be more likely the case) 
 take one of them off. If still too strong, grind one 
 weaker and use it alone. Grind liberally and fearlessly, 
 for if it is made too weak the other can be similarly 
 ground and applied, or finger given more reach. 
 Strength is easier got than weakness, yet the lesson is 
 more instructive if the point of insufficient strength 
 is reached and carefully corrected. 
 
 To CHANGE SPEED 
 
 For any considerable change of speed the weights 
 should be changed, the proper weight for desired speed 
 being found by rules already given. 
 
 Slight changes, however, can mostly be made by 
 adjustments, of which the following are preferable: 
 
 To INCREASE SPEED 
 
 A. Increase of spring tension may be tried, and if 
 when the desired increase of speed is effected in that 
 way the regulation remains sufficiently stable, i.e., 
 free from tendency to race at any time, the correct 
 adjustment has been made, and the regulation will 
 be closer than before. But if the tension has been 
 made what it should be all that can be carried with- 
 out racing it cannot be increased, in which case 
 
 B. The weights may he shifted towards the pivots 
 of the levers, provided they are not already as far in 
 that direction as permissible. [They should not be 
 far from central over their stops in that direction.] 
 
56 SHAFT GOVERNORS 
 
 C. The spring leverage may be increased by slipping 
 the spring clips farther from the pivots, provided the 
 link heads are not thereby caused to strike the springs 
 at mid-movement, as may be tested by turning the 
 eccentric forward past its mid-position. A slight in- 
 terference so detected will not matter, as when running, 
 centrifugal force will bow the springs outward, if not 
 too closely restrained by the restraining rollers now 
 applied in many cases to high-speed engines. 
 
 When the spring leverage is increased, an increase 
 of spring tension equal in amount to about one-half 
 the increase of leverage becomes admissible as the 
 maximum possible tension is a certain portion of the 
 leverage (not to the same in all cases exactly, however), 
 not a certain absolute amount. 
 
 To DECREASE SPEED 
 
 From the foregoing it will be evident that 
 
 A. Spring tension may be reduced if leverage is re- 
 duced twice as much at same time, without introduc- 
 ing greater speed variation, as reducing spring tension 
 alone would do. But this adjustment should not be 
 resorted to for any considerable change of speed, as 
 it introduces objectionable weakness in the governor. 
 
 B. The weights may be shifted farther from the lever 
 pivots, if not already so far from their normal position 
 in that direction as to render any further shifting objec- 
 tionable, though no trouble is to be apprehended so 
 long as they are clear of the links in all positions. 
 
 C. Spring leverage may be reduced without con- 
 
THE BUCE-^lNE GOVERNOR 57 
 
 current reduction of spring tension, provided the latter 
 is not at a maximum. The test of that is the perform- 
 ance; if racing is not induced, the adjustment is ad- 
 missible. 
 
 To REDUCE SPEED VARIATION 
 
 A. Increase spring tension, if possible without danger 
 of overstraining. 
 
 B. Diminish spring leverage, if not already as much 
 as advisable less than normal. 
 
 C. As A increases speed and B reduces it, a certain 
 combination of both together, that is, about twice 
 as much reduction of leverage as increase of tension 
 will accomplish the desired result without change of 
 mean speed. 
 
 // racing results, note whether it occurs at heavy loads 
 only, or at all loads. If at heavy loads only, make the 
 auxiliary springs follow noticeably more than half of the 
 lever movement, and try first with one of them removed, 
 and if one alone appears too weak, try greater reach 
 of finger. 
 
 If all adjustments of the auxiliaries, however, fail 
 to cure the racing, it may be concluded that the previ- 
 ous adjustments A B have been overdone. 
 
 RACING FROM ALL CAUSES 
 
 Enough has been said to make the engineer per- 
 fectly familiar with the fact that racing may always be 
 stopped by reducing spring tension, increasing spring 
 leverage, or both, and nearly always by increasing the 
 
58 SHAFT GOVERNORS 
 
 force, or prolonging the follow of the auxiliary springs. 
 But cases may arise when none of these adjustments 
 should be made. Such is presumably the case when 
 it appears spontaneously under adjustments that have 
 previously given satisfactory regulation, and also when 
 the tension is not in excess of that given in the table, and 
 it refuses to yield to any moderate auxiliary spring 
 force or follow, and particularly if, when cured by 
 auxiliary spring adjustments, the speed variation with 
 load changes is objectionably great. 
 
 In such cases undue friction will undoubtedly be 
 found to be the cause of the trouble. It may be in the 
 lever pivots, the ball and socket joints of the links or 
 the loose eccentric on the shaft, one or more of these 
 bearings; and may be caused by over tightness, lack 
 of oil, rust or gum. Only the ball joints can be tested 
 without taking the governor apart, the play at the 
 necks of the balls, allowing the links to be slightly 
 rotated back and forth, and when this can be done 
 easily they are free enough. The lever pivots can be 
 tested by taking off the retaining nuts and washers of 
 the studs and slipping the levers partly off, when the 
 condition of the exposed surface will be apparent, and 
 the needed remedy (cleaning and oil) readily applied. 
 But to test the condition of the eccentric bearing per- 
 fectly, the eccentric should be both unstrapped and 
 disconnected from the levers so as to be rotated freely 
 on the shaft. If dry or gummed, it may be simply 
 oiled with or without preliminary doses of turpentine 
 or kerosene, but if this fails to eliminate all sticking 
 points, the governor should be slipped back or taken 
 
THE BUCKEYE ENGINE GOVERNOR 59 
 
 off to allow the eccentric to be moved aside (the larger 
 sizes are made in halves and hence can be removed) 
 when any brusies or tight points can be discovered and 
 corrected. 
 
 New engines will seldom require such treatment 
 unless the eccentric has been too closely fitted, but 
 older ones, especially after standing some time, or the 
 use of gummy oil, may need it. 
 
 The kind of racing caused by friction is, however, 
 noticeably different from that due to over tension or 
 insufficient auxiliary spring force, as follows: when 
 caused by friction the levers will expand and stick in 
 that position till speed falls more or less according to 
 the amount of friction, when they will drop in and 
 again stick till the speed increases sufficiently to again 
 expand them, and so on. Apparent sticking on the 
 inner position is not to be taken as evidence of friction, 
 since that will happen with insufficient auxiliary spring 
 force; but nothing but friction will cause dwell in the 
 outer position, during considerable change of speed. 
 
 Over-packing the cut-off stem will disturb the equilib- 
 rium of the governor and cause irregular action, but 
 not usually racing as above described, but rather 
 irregular flopping in and out of the levers. 
 
 The cut-off stem should not be packed with any of 
 the hard kinds of packing, and such soft kind as may 
 be used (candle wick is as good as anything) should be 
 renewed often enough to avoid the necessity of screw- 
 ing it up so tight as to cause friction enough to dis- 
 turb the governor and wear the rod out. 
 
 Undue friction of the eccentric straps, whether from 
 
60 SHAFT GOVERNORS 
 
 lack of oil or too light adjustment will sometimes cause 
 racing, accompanied by acceleration of speed, much as 
 though the spring tension had been considerably in- 
 creased. Some acceleration of speed always results 
 from this cause, even when racing does not, and the 
 same is true, though to a less extent of undue friction 
 of the cut-off valve, its stem packing or its rocker- 
 shaft and pins; and, as no other accidental change 
 (except the slipping backwards of the governor wheel) 
 can cause acceleration, when that symptom appears 
 attention should be at once directed to the conditions 
 of the parts named. 
 
 The difference between the effects of undue friction 
 of the above-named parts, and of the working parts 
 of the governor and the eccentric on the shaft should 
 be well understood by the engineer. Friction of the 
 latter parts may be called static friction, as it tends 
 to hold the parts concerned stationary, relatively to 
 the shaft and wheel, as against the movements re- 
 quired for cut-off variation, in both directions alike, 
 while friction of the other parts named tends to pull 
 the levers of the governor inwards, hence it may be 
 called dynamic friction, or since inward pull on the 
 levers is a centripetal action, like that of the main 
 springs it may be more descriptively called centripetal 
 friction. 
 
 From the above it will be understood that it is the 
 static friction that most tends to cause racing when 
 in excess. Of the parts concerned in producing cen- 
 tripetal friction only undue friction of the eccentric 
 straps will cause racing, because that of the other parts, 
 
THE BUCKEYE ENGINE GOVERNOR 61 
 
 being absent at the dead centers of the eccentric move- 
 ment, is too intermittent to cause any other disturb- 
 ance than that already described in Sec. 116. The 
 eccentric strap friction, on the other hand, is tolerably 
 constant, and consequently acts like increased spring 
 tension. 
 
 It will be seen from the foregoing that there are 
 three frictional effects going on in the governor, namely, 
 the static, the constant centripetal, that of the eccentric 
 straps only, and the intermittent centripetal, that of the 
 cut-off valve, its stem and the joints and bearings of 
 its gear. 
 
 The static and the intermittent centripetal frictions, 
 when normal, counteract each other's bad effects, so 
 that regulation can be, and mostly is, as sensitive as 
 though all parts were entirely frictionless. Thus, the 
 former prevents the latter from jerking the levers in- 
 ward to an objectionable degree each stroke, yet not 
 so effectually but that it (the static friction) is over- 
 come and the eccentric turned by a minute amount 
 at each jerk, while it recovers its position by contrary 
 movements between jerks. The static friction being 
 thus overcome four times in each revolution, in each 
 direction alternately, is practically neutralised leaving 
 the governor entirely free to respond instantly to all 
 changes of load or pressure. 
 
 The Constant Centripetal effect of the friction of the 
 eccentric straps has no material effect on the sensitive- 
 ness of the governor; it only slightly increases speed, 
 other things equal. 
 
 But this centripetal effect is not uniform through- 
 
62 SHAFT GOVERNORS 
 
 out the range of movement. It is the greatest at the 
 extremes of the range where the angle formed by 
 the links B B (Fig. 12) with a line joining the pins in 
 the eccentric ears is acute or obtuse, and least near the 
 middle of the range where it is a right angle. From 
 this fact results the need for the auxiliary springs. 
 The entire theory of the matter need not be explained 
 here; the leading lacts being sufficient for those who 
 do not care to study the subject exhaustively. 
 
 The auxiliaries permit the spring tension to be ad- 
 justed to the requirements of the outer half of the range 
 of movement, while they prevent the tension from 
 being in excess during the inner half, as it would other- 
 wise be. 
 
 THE THEORY OF SPRING TENSION 
 
 The force of a spring increases in direct proportion 
 as it is bent (by extension in present case, or in what- 
 ever way it is acted on), and the centrifugal force of 
 a body in like manner increases in direct proportion 
 as it moves farther from the center of motion, the 
 number of revolutions per minute remaining constant. 
 
 Consequently, in the absence of all disturbing 
 causes, if in a governor of the kind in question, the 
 spring tension be made such that if the lever be moved 
 inwards till its center of force reaches the center of 
 motion, or a line joining its pivot and the center of 
 motion, in other words, its %ero of centrifugal force, it 
 (the spring tension) would reach its zero at the same 
 time, the two forces would increase in the same ratio 
 (at a constant rotative speed) as the lever moved 
 
THE BUCKEYE ENGINE GOVERNOR 63 
 
 outward, and consequently the speed would be the 
 same at all points in the range of movement; in other 
 words, the regulation would be isochronous. 
 
 But suppose the tension to be less than this, so that 
 as the lever moved inwards the zero of spring force 
 would be reached before that of centrifugal force, then, 
 as it moved outward the spring force would increase 
 more rapidly than the centrifugal force at a constant 
 rotative speed, so that a constantly increasing speed 
 would be required to keep the forces in equilibrium, 
 and the number of revolutions the speed would have 
 to increase in order to carry the lever outwards through 
 its range of movement would be the extreme measure 
 of the governor's variation. Thus, if 100 revolu- 
 tions in a given time be required to start the levers out- 
 ward, and 105 in same time to expand them to the 
 outer limits of their range, the extreme variation 
 would be 5 per cent., which would be tolerably close 
 regulation, seeing that in practice the changes of load 
 and pressure seldom cover more than half the range. 
 
 To OBTAIN CLOSEST POSSIBLE REGULATION 
 
 Although enough has been said in Sees. 80 to 100 to 
 cover the entire ground, yet a concise rule in this 
 place will be convenient. 
 
 i st. Give the main springs all the tension that 
 can be carried without racing at any load from nothing 
 up to near quarter cut-off, as nearly as can be judged. 
 If indicator cards can be taken to show range of cut- 
 off the test will be far more intelligible. If tension 
 
64 SHAFT GOVERNORS 
 
 cannot be given as desired, on account of fear of over- 
 straining the springs or lack of room at the tension 
 screws, the spring leverage may be reduced a little; 
 but in some way get tension or its equivalent, till the 
 regulation within the above range is as close as desired. 
 2d. Count the speed at as heavy a load as can be 
 applied with certainty that the weights do not touch 
 their stops. If indicator cards can be consulted, 
 apply load till it shows about half-stroke cut-off. 
 Generally, as the auxiliaries are adjusted at the 
 works this speed will be too slow. If it is more than 
 3 or 4 per cent, slower than the light load speed, reduce 
 the auxiliary spring force till the speed is brought up 
 as near the light load speed as desirable. Reduce 
 first by diminishing the finger* reach as much as pos- 
 sible, and if this fails to bring the speed up as desired, 
 take off one of the springs. If still too slow, grind 
 the remaining one weaker unless it is found that it 
 follows three-fourths of the distance out or more, 
 when it may be sprung together a little, but in no case 
 so much as to reduce the follow to one-half the move- 
 ment. It should be noticeably more than half, unless 
 less is finally found to be better by actual comparative 
 test. If now no racing occurs at any load, the adjust- 
 ment will probably be as perfect as desired, though a 
 count of as many intermediate loads within the range 
 of the action of the auxiliaries as possible may reveal 
 some irregularities worth while correcting. For in- 
 stance, if on counting under a series of loads from 
 
 * The "fingers" are shown in Fig. 12, at p.p. Reference to them in proper 
 place was inadvertently omitted. 
 
THE BUCKEYE ENGINE GOVERNOR 65 
 
 heaviest down, the gain of speed as load diminishes 
 is found to be proportionately too rapid at first, the 
 auxiliaries should be made to follow out farther, but 
 at the same time weakened sufficiently to prevent 
 making the half-cut speed any slower, as would happen 
 if the spring or springs were simply opened to prolong 
 the follow. 
 
 But the last correction is unnecessary if no signs 
 of racing appear; the regulation within the proper 
 working range will be closer without it, but bear in 
 mind that with too short follow the light load regula- 
 tion may be perfect and the half-cut speed not ob- 
 jectionably slow, yet at certain loads between half 
 and quarter-cut it will race, or come too near it for 
 perfectly satisfactory performance. 
 
 To CHANGE THE DIRECTION OF MOTION 
 
 The main eccentric follows the crank about 60 deg. 
 
 The governor, however, must be taken apart en- 
 tirely; the lever pivot studs b b removed to the holes 
 shown as used to attach the guide roller carriers G G, 
 but which will be found unused when guide-rollers 
 are not applied; the tension screws c c placed in the 
 extra holes that will be found in the proper place; the 
 auxiliary springs similarly removed to the places pro- 
 vided for them, and the whole put together as shown 
 in Fig. 12, if that view shows the desired direction 
 of motion, as shown by the arrow, or as it would show 
 if viewed in a looking-glass, if it represents the reverse 
 of the desired direction. 
 
66 SHAFT GOVERNORS 
 
 The simple rule, to so put together that when the 
 engine runs in the desired direction the pivoted ends 
 of the levers will lead, the weights follow, and so that 
 when the levers move outward the eccentric will be 
 advanced, i.e., turned on the shaft in the direction 
 the engine is to run, will cover the case so far as in- 
 structions should be needed, the proper application 
 of the main springs auxiliaries and guide-rollers (if 
 any) being simply a matter of making them perform 
 their functions as before. 
 
 The new angular position of the wheel is found by 
 the fact that when the weight levers are on their inner 
 stops, the governor eccentric and crank will be on 
 their dead centers at the same time and in the same 
 direction. 
 
STRAIGHT-LINE ENGINE GOVERNOR 
 
 THIS governor, a cut of which is shown in Fig. 15, 
 is the design of Prof. John E. Sweet. It comes under 
 the second class of the second group described in 
 Chapter I. 
 
 The eccentric A is mounted on the disk B and is 
 pivoted at C. The eccentric center swings across the 
 shaft center when actuated by the weight D. This 
 weight is pocketed for shot to admit of changes by 
 taking away or adding to the weight. The weight 
 and arm are in one piece, pivoted by the pin E. The 
 end of the weight-arm is connected to the eccentric 
 disk by the link F. The spring G is made fast to the 
 weight-arm by the band H. The adjustment of the 
 spring-tension is obtained at the point / by slacking 
 or screwing up the binding bolt K. 
 
 To increase the speed of the engine, increase the ten- 
 sion of the spring, or decrease the weight, or both. 
 
 To decrease the engine-speed, decrease the spring- 
 tension, or increase the weight, or both. 
 
 Bear in mind that if the proper sensitiveness has 
 been reached and only the speed is to be changed, 
 the change should be made in the weight alone. 
 
 // the governor is sluggish, first see that everything 
 67 
 
68 
 
 SHAFT GOVERNORS 
 
STRAIGHT-LINE ENGINE GOVERNOR 69 
 
 relating to the valve-motion is free; then, if still slug- 
 gish, add more spring-tension and more shot in the 
 weight pocket. 
 
 // the governor races, it may be due to sticking in 
 some of the joints or in the valve-rod; if these are free, 
 decrease the spring-tension and take away shot from 
 the weight. 
 
VI 
 
 IDEAL ENGINE GOVERNORS 
 
 THE A. L. Ide and Sons Co. use the Rites Inertia 
 Governor on the engines they now put out, and have 
 done so for some time past. Chapter III of this 
 book, with the remarks here given, covers all there 
 is to be said in reference to the adjustment ^ of these 
 governors. 
 
 The Ide Company has made an improvement in 
 the Rites governor in the shape of a revolvable bronze 
 bushing shown at A (Fig. 16). Owing to the fact 
 that great wear comes on this pin, this bushing is 
 placed there, so that a new surface can be turned to 
 the wearing side of the pin frequently. This is done 
 with a spanner-wrench which comes with the engine. 
 The builders recommend that the bushing be re- 
 volved a little each day when the governor is oiled. 
 On the face of the lug B, on the pulley-spoke to 
 which the spring is attached are stamped figures 
 which indicate, first, the speed of the engine, and 
 second, the distance that the eye-bolt should ex- 
 tend through the nuts in order to adjust the governor 
 as it was adjusted when the engine was tested in the 
 shop. The spring is attached to the governor-bar by 
 means of a sliding block C (Fig. 16). The block is in 
 
 70 
 
IDEAL ENGINE GOVERNORS 71 
 
 the correct position when the line marked on it is 
 even with the line marked on the bar. 
 
 These builders, in former years, put on the market 
 a centrifugal governor of which Fig. 17 is a cut, and 
 
 FIG. 1 6 
 
 as many are still in use, some instructions regarding 
 them will follow. In taking this governor apart for 
 oiling and cleaning, allow the sliding block A, which 
 holds the end of the governor-spring, to remain with 
 its outer edge on a line with the mark across the face 
 of the slide, and in readjusting the spring, place the 
 
72 SHAFT GOVERNORS 
 
 same tension on it as was on it originally. This can 
 be ascertained by measuring the length of thread 
 through the nuts before slackening them. On this 
 type of governor which is designated in the second 
 
 FIG. 17 
 
 class of the second group in Chapter I, the weight B 
 can be moved back and forth on the lever C by slacken- 
 ing the set-screw until the weight can be moved by 
 hand. This will have the effect of adding to or taking 
 from the weight. 
 
IDEAL ENGINE GOVERNORS 73 
 
 Moving the weight out toward the end of the lever 
 has the effect of increasing it, and moving it in toward 
 the fulcrum pin D has the effect of decreasing the 
 same. 
 
 Changes of speed should be made with the weight. 
 
 To get increased speed move the weight in toward 
 the fulcrum-pin. 
 
 To decrease speed, move the weight toward the end 
 of the lever. 
 
 To make the governor more sensitive, move the block 
 A, Fig. 17, toward rim of wheel. 
 
 To make it less sensitive and correct it for racing, 
 move block A toward hub of wheel. 
 
 The face of the slide is marked with a line where the 
 outer edge of the block which holds the spring should 
 stand. Figures stamped on the face of the slide show 
 the distance that the end of the eye-bolt should ex- 
 tend through nuts. This gives the right tension on 
 the spring. Tightening the spring will give closer 
 regulation, but if the spring is too tight, it will cause 
 the governor to "race." "Racing" caused by over- 
 tension of the spring can be stopped by moving the 
 block nearer to the center of the wheel. 
 
VII 
 
 ADJUSTMENT OF FLEMING ENGINE GOV- 
 ERNORS* 
 
 THE governor used on Fleming engines, built by 
 the Harrisburg Foundry and Machine Works of Harris- 
 burg, Pa., is of the "Centrally Balanced Centrifugal 
 Inertia type," shown in Fig. 18. Assuming one of these 
 governors to be out of adjustment, the weights being 
 removed from pockets A and B and the springs loose, 
 in order to properly adjust proceed as follows: 
 
 FIRST ADJUSTMENT 
 
 Locate the outer ends of the springs about the center 
 of the slots, refer to table (page 76) for the size of 
 spring corresponding to that in the governor, noting 
 the initial deflection. Draw up the two bolts C, C, 
 sufficiently to stretch each of these springs by the 
 amount of this deflection. Now start the engine and 
 bring it up to speed, pocket-weights being removed and 
 springs given tension shown in the same table. If the 
 engine runs much too slowly the springs are too light 
 and a heavier set should be used to get the desired 
 speed. If, on the other hand, it runs too fast, add one 
 
 * This governor comes under the second class of group two in Chapter I. 
 74 
 
FLEMING ENGINE GOVERNORS 
 
 75 
 
 weight of equal thickness to each of the pockets, A 
 and B, placing the weights of larger diameter in A 
 
 FIG. l8 
 
 pockets and the smaller ones in B pockets; if it still 
 runs too fast, add another set of weights of equal thick- 
 ness, selecting the proper thickness to reach the de- 
 sired speed. 
 
7 6 
 
 SHAFT GOVERNORS 
 SPRINGS FOR HARRISBURG GOVERNORS 
 
 O.D. 
 
 Wire 
 
 Total Coils 
 
 Init. Def. 
 
 Def. Due to Gov. Throw 
 
 Total Extension 
 
 2 " 
 
 fV 
 
 23 
 
 1 ** 
 
 li" 
 
 2 | " 
 
 if 
 
 TV 
 
 27 
 
 i T y 
 
 iir 
 
 2 li" 
 
 2 " 
 
 f" 
 
 33 
 
 if" 
 
 ii" 
 
 2|" 
 
 25" 
 
 1* 
 
 33 
 
 i T 5 e" 
 
 ii" 
 
 2];}" 
 
 2j" 
 
 I" 
 
 33 
 
 i \" 
 
 ii" 
 
 3 * 
 
 2l" 
 
 iV 
 
 33 
 
 I iV / 
 
 I I" 
 
 3i^ 
 
 2" 
 
 7 // 
 T6 
 
 35 
 
 \\" 
 
 i|" 
 
 3s" 
 
 2i" 
 
 iV 
 
 39 
 
 2 " 
 
 at* 
 
 4i" 
 
 2j" 
 
 \" 
 
 39 
 
 if" 
 
 2|" 
 
 \\" 
 
 2 r 
 
 -h" 
 
 39 
 
 2 f" 
 
 2i" 
 
 4 I" 
 
 -i// 
 
 I" 
 
 3 1 
 
 32" 
 
 2J" 
 
 6 j " 
 
 ar 
 
 I" 
 
 33 
 
 3 " 
 
 4 " 
 
 5 r 
 
 To ADJUST TO THE PROPER POINT OF SENSITIVENESS 
 
 If the governor "races" or "weaves," move the 
 clamp to which the outer end of the spring is attached 
 in the slot farther from the rim of the wheel, that is, 
 toward D. If this does not entirely correct the racing 
 tendency, screw the spring-plugs farther into the 
 springs and adjust the tension for proper speed. Tak- 
 ing out thin weights of equal thickness from each 
 pocket and reducing the spring tension also assists 
 in checking a racing tendency. 
 
 To CORRECT SLUGGISHNESS 
 
 If the governor is too sluggish, that is, not suffi- 
 ciently sensitive in order to reach the proper speed, 
 
FLEMING ENGINE GOVERNORS 77 
 
 add a thin weight of equal thickness to each pocket 
 and increase the spring-tension. The spring-tension, 
 however, must not be increased to such an extent as 
 will make the initial deflection, when added to the 
 deflection or tension due to governor throw, greatly 
 exceed the total deflection shown in the last column 
 of table, and corresponding to that of these springs. 
 While the total extension of the springs may some- 
 times slightly exceed that given in the table, there is 
 danger of injury to the spring by a greater extension. 
 If still greater sensitiveness is desired, move the clamp 
 to which the outer end of the spring is attached, in 
 the slot nearer to the rim of the wheel. Screwing 
 the plugs a part of a turn out of the springs and 
 increasing the tension will make the governor more 
 sensitive. 
 
 If, with these adjustments, the governor cannot be 
 made sufficiently sensitive, the springs are too heavy, 
 and a lighter set should be used. 
 
 In cases where these governors are equipped with 
 dash-pots, a sluggish action of the governor on start- 
 ing up in a cold engine-room is sometimes due to the 
 fluid in the dash-pot being cold and thick. This 
 trouble will usually disappear after the engine has 
 run a short time. 
 
 To CORRECT FOR SPEEDING UP 
 
 If the engine speeds up when the load, is thrown 
 off, it is either because the valve has too much lead or 
 is sticking through lack of proper lubrication, or 
 may possibly be leaking, due to wear, as speeding 
 
78 SHAFT GOVERNORS 
 
 Up, due to the adjustment of these governors, is not 
 likely to occur. 
 
 CARE OF GOVERNOR 
 
 The governor is a simple piece of mechanism, but 
 it is one of the most important parts about the engine, 
 
 
 
 FIG. 19 
 
FLEMING ENGINE GOVERNORS 79 
 
 and should be so treated. The springs should be dis- 
 connected occasionally, and the governor parts and 
 valve gearing should be tested, by hand, for freedom 
 of all bearings and joints. It is also a good plan to 
 take the governor bearings apart occasionally, and 
 examine them to see that they are getting proper 
 lubrication. Clean them thoroughly before putting 
 them together again. Before starting up the engine 
 always see that all bolts and nuts are tight. If the 
 governor is equipped with dash-pots keep them full 
 of either glycerine or equal parts of cylinder and 
 engine oil. Fig. 19 shows the governor with the 
 weights out of the pockets. 
 
VIII 
 
 McINTOSH, SEYMOUR AND GO.'S ENGINE 
 GOVERNOR 
 
 THIS type of governor comes under first class and 
 group of Chapter I. The governor is shown in detail 
 
ENGINE GOVERNOR 
 
 81 
 
 in Fig. 20. This figure shows the one governor in 
 two positions. 
 
 The position of the governor parts when the engine 
 is not running is shown at the left. The centrifugal 
 
 FIG. 20 
 
 weights are at their inner limit of travel and the gov- 
 ernor eccentric is so placed as to give maximum cut- 
 off. In the view at the right the centrifugal weights 
 have moved into their extreme outer position, and at 
 the same time have pulled ahead the eccentric, to 
 
82 SHAFT GOVERNORS 
 
 which they are connected by links and which is free 
 to revolve on the shaft, sufficiently to cut off the 
 steam entirely from entering the cylinder. This con- 
 dition is approached when the engine is running 
 and the load is thrown off. The centrifugal force of 
 each weight is opposed in a direct and practically 
 frictionless manner by a plate-spring A, A, through 
 a hardened steel pin B, B, with a ball-and-socket 
 bearing at the end of the spring and at the center 
 of gravity of the weight, so that there is no friction 
 or pressure due to this force upon the pin upon which 
 the weight swings. This permits the use of a very 
 heavy weight, having great centrifugal force and 
 making the governor powerful. There are provisions 
 for grease lubrication of all wearing surfaces. The 
 tension pins between springs and centrifugal weights 
 are arranged to telescope, in order that they can be 
 adjusted to secure proper sensitiveness; for by length- 
 ening these pins the governor can be made to regulate 
 more closely, and by shortening them, over-sensi- 
 tiveness or racing can be removed. Dash-pots are 
 provided, which give stability to the governor, so that 
 it can be adjusted to give nearly perfect regulation 
 without any tendency to race under a fluctuating 
 load. 
 
 The speed at which the engine will run can be raised 
 or lowered by reducing or increasing respectively the 
 small lead weights C, C, C, C, provided for that purpose 
 in holes in the centrifugal weights. This adjustment 
 should be made last, for it does not alter the sensitive- 
 ness of the governor to change the speed in this way, 
 
ENGINE GOVERNOR 83 
 
 while any adjustment of the sensitiveness as described 
 above also changes the speed. 
 
 The governors of Mclntosh and Seymour engines, 
 when designed for driving alternating-current genera- 
 tors in parallel, are provided with patent compound 
 time-delayed dash-pots, without which successful 
 parallel operation is impossible with generators of 
 large size and high frequency. When two alternating- 
 current generators are running in parallel, each gen- 
 erator has a tendency to oscillate back and forth with 
 reference to the other, with periodic transfer of load 
 from one generator to the other, called "surging." 
 A governor, which is properly sensitive, without the 
 time-delay dash-pot, must respond to these fluctua- 
 tions of speed, and when the conditions are such as 
 exist with large generators of high frequency, reso- 
 nance is produced; that is, the action of the governor 
 tends to increase the speed fluctuations, causing the 
 surging to build up from an imperceptible beginning 
 until parallel running is impossible. If the governor 
 is dampened by ordinary devices sufficiently to stop 
 this effect, it will fail to control the speed properly, 
 with danger of the engine running away if a consider- 
 able part of the load is suddenly thrown off. The 
 compound time-delay dash-pots dampen heavily the 
 governor-action for any fluctuations of speed of very 
 short duration, such as those just described; but under 
 the action of even the slightest change of speed, if 
 persistent beyond this short interval of time, they 
 automatically release the governor avoiding any 
 impairment whatever of the speed regulation. 
 
 OF THE 
 
 UNIVERSITY 
 
84 SHAFT GOVERNORS 
 
 A speed changer is sometimes placed on governors 
 where synchronizing of units is desired. 
 
 The mechanism of the speed changer consists of an 
 auxiliary weight arranged to slide on the main cen- 
 trifugal governor-weight, while the engine is running, 
 in such a way as to change the speed of the engine by 
 altering the centrifugal force to be resisted by the gov- 
 ernor spring. The auxiliary weight is moved by a 
 screw which in turn is rotated by a small electric motor 
 mounted on the governor-weight. 
 
 This motor can be connected electrically, through 
 a collector on the engine shaft, to a double-throw 
 starting-switch on the station switchboard, in such a 
 manner that the amount and direction of the motion 
 of the electric motor can be controlled by the starting- 
 switch so as to give the desired change of speed. 
 
 ADJUSTING GOVERNOR OF A NEW ENGINE 
 
 Put all the lead pieces in the holes in governor- 
 weights and tighten the set-screws well down into 
 them. Then, with the shortest length of tube in the 
 governor adjusting pins (B, B, Fig. 20), put the pins 
 in place between ends of springs and governor-weights, 
 care being taken to have the ends of pins well greased. 
 Be sure that the bolting of governor-spring is secure, 
 and that all governor parts are ready for service. 
 Then start the engine non-condensing and without 
 load, opening the throttle little by little so that the 
 speed may increase very gradually. 
 
 Count the speed from time to time to make sure 
 
ENGINE GOVERNOR 85 
 
 that it does not exceed the rated or normal speed by 
 more than 5 per cent. At no time should the speed 
 be allowed to exceed this amount. If the above in- 
 structions have been followed the governor will prob- 
 ably control the engine at some speed considerably 
 below its normal speed. If, however, the engine runs 
 up above normal speed, and the governor-weights 
 have not then opened wide, the governor does not 
 control the speed properly and it may be necessary 
 to change its adjustment. Before doing this, however, 
 make an examination as follows: See that the springs 
 do not rub hard against the spring-guides, and that 
 they do not strike the bottom of spring-guide or any 
 other part of the wheel when in outer position. Then 
 remove the springs, disconnecting the auxiliary eccen- 
 trics from the valve-gear, and see that the governor- 
 weight when connected to eccentric-sleeve, swings 
 freely from inner to outer positions and strikes against 
 stop-pins. Make perfectly sure that eccentric-sleeve 
 turns freely on shaft. Connect up valve-gear again 
 and make sure while turning the engine a com- 
 plete revolution, that the cut-off valves are entirely 
 closed when the governor-weights are in the outer 
 position. 
 
 If no trouble has been discovered in any of these 
 particulars remove the second leaf from each spring, 
 considering the shortest leaf as the first. Then start 
 the engine and run up to speed as before. If the weights 
 do not open, remove the fourth leaf, and, if necessary, 
 the fifth and sixth. 
 
 The object of the foregoing operations is to secure 
 
86 SHAFT GOVERNORS 
 
 governor-control of the engine at some speed below 
 the normal, and at the same time obtain a sluggish 
 regulation. The next step should be to secure correct 
 adjustment of the sensitiveness of governor, to give 
 proper closeness of regulation, after which the speed 
 should be adjusted to the desired number of revolu- 
 tions per minute. 
 
 When the governor-control has been secured as 
 above, the sensitiveness of governor will probably be 
 found to need increasing by increasing the length of 
 the adjusting-pins between the governor-weights and 
 the ends of the governor-springs. The adjusting- 
 pins should be gradually lengthened one-half inch at a 
 time, until the proper sensitiveness is reached, always 
 keeping the length of the pins the same. These ad- 
 justing-pins should have been unscrewed before putting 
 them in position, and the length of the threaded parts 
 measured, as, when in position, at least ij inches of 
 threaded part must always be left in the socket. If 
 longer pins are required than this will allow, put in 
 the next longer set of the tubular parts of the adjust- 
 ing-pins. 
 
 At the start the sensitiveness of the governor should 
 be made such that when the load is removed the in- 
 crease of speeed will be not less than 3 per cent. After 
 the engine has run awhile the sensitiveness can be 
 increased sufficiently to make the corresponding in- 
 crease 2 per cent. In determining the speed of an 
 engine always count the speed for several consecutive 
 minutes, and divide the total number of revolutions 
 by the number of minutes during which the speed is 
 
ENGINE GOVERNOR 87 
 
 counted. The speed-light should always be taken 
 after the load has been removed. 
 
 In many cases it is not convenient to secure a load 
 for testing the sensitiveness of governor, as has been 
 just described, when an engine is first started, and 
 generally the easiest way of securing a proper prelimi- 
 nary adjustment of sensitiveness, with engines of small 
 size, is to continue lengthening the adjusting-pins until 
 the engine "races." Then reduce the length of pins 
 until "racing" ceases. With large engines it is fre- 
 quently impossible to make them race. In such cases 
 an approximate preliminary adjustment of sensitive- 
 ness may be made, when not convenient to secure a 
 load for engine, by lengthening the adjusting pins 
 until speed of engine is. from 5 to 10 per cent, below 
 normal. 
 
 After securing a more or less perfect adjustment of 
 sensitiveness of the governor, as above, bring the en- 
 gine up to speed by reducing the amount of lead in 
 the holes in the governor, or the centrifugal weights. 
 Begin by removing one-half the lead from the hole in 
 each governor-weight which is farthest from the pin 
 on which it turns, replacing the lead removed with a 
 similarly shaped piece of hard wood to secure the re- 
 maining lead. The resulting change in speed of en- 
 gine will give an approximate idea of how much should 
 be removed to secure the desired speed, bearing in 
 mind that removing lead from the holes in weights 
 farthest removed from the pins on which weights 
 turn will affect the speed three or four times as much 
 as will a similar change in holes nearest these pins, 
 
88 SHAFT GOVERNORS 
 
 and that the same amount of lead should be kept in 
 corresponding holes in each weight. It is intended 
 that the engine should regulate well and be at proper 
 speed with every hole in the weights about one-half 
 filled with lead, but the effective stiffness of springs 
 is quite uncertain, and the necessary amount of lead 
 will vary to correspond. If, with all lead weight 
 out, the speed is still too low with the governor suf- 
 ficiently sensitive, one or more leaves must be added 
 to each governor-spring, placing the added leaves 
 between the longest leaf and the leaf next to it in 
 each case. 
 
 FUNDAMENTAL PRINCIPLES FOR REGULATING A 
 GOVERNOR 
 
 To make a governor more sensitive, increase the 
 tension in springs by lengthening the adjusting pins; 
 to make it less sensitive, reduce the tension by shorten- 
 ing the pins. To increase speed of engine, remove 
 lead weights from governor- weights; to decrease speed, 
 increase the amount of lead in the weights. 
 
 These two principles should be studied carefully 
 until thoroughly understood, as nearly all failures to 
 successfully regulate a governor are caused by dis- 
 regarding them. 
 
 In this connection, always remember that altering 
 the sensitiveness by changing the length of adjust- 
 ing-pins, also alters the speed of the engine. The speed 
 should be brought back to that desired by a proper 
 change in the amount of lead in the weights. Chang- 
 
ENGINE GOVERNOR 89 
 
 ing the speed by changing the amount of lead weights 
 practically does not affect the sensitiveness. 
 
 DELAY DASH-POTS 
 
 Engines designed for operating directly connected 
 alternators in parallel are provided with patent delay 
 dash-pots; otherwise the alternators will, under certain 
 conditions, set up periodic cross-currents which may 
 keep increasing in strength until the units are forced 
 out of step. The delay dash-pot prevents this "surg- 
 ing" of currents with any generator not abnormally 
 sensitive, but at the same time does not affect the 
 regulation of the governor for actual change of load. 
 As it is of the greatest importance to the proper action 
 of these dash-pots that they be kept completely filled 
 with oil, they should be filled every time the engine 
 is shut down. 
 
 Directions for adjusting these patent delay dash- 
 pots should be secured, if necessary, from the builders 
 of each particular engine. 
 
 Operators often request information of the builders 
 in reference to their left-hand or right-hand governors. 
 The builders need some information from the opera- 
 tors before giving full instructions, and Figs. 21 and 22 
 show a cut of the data sheets they desire to have filled 
 out. A study of these will enable the operator to 
 give the data desired without first sending to the shops 
 for such sheets. 
 
9 
 
 SHAFT GOVERNORS 
 
 SPEED .... Revs, with no load. 
 PLAIN WEIGHT-ARM. 
 
 No. of leaves in spring, .... 
 Lead weight in inner hole, .... 
 
 *A fB 
 
 Remarks:. . . 
 
 FIG. 21 
 
 ||.. .Revs. with... H. P. ||. . .Revs. with. .. .K.W. 
 SPEED CHANGER WEIGHT-ARM. 
 
 Sliding weight in. . . .position. 
 
 No. of leaves in spring, 
 
 in outer hole, .... Lead weight in outer hole, . . . 
 *A fB 
 
 Signed, 
 
 Date 
 
 NOTE Plain governor weight-arm has two holes which hold lead weights for ad- 
 justment of speed. Outer hole is the one farthest from pin on which arm is 
 pivoted. Speed changer governor weight-arm has no inner hole. In giving 
 amount of lead weight in hole, state what proportion of hole is filled with lead, 
 i. e., " half full," " quarter full," etc. FILL OUT THIS REPORT AND RE- 
 TURN TO SHOP AS SOON AS GOVERNOR IS ADJUSTED SATIS- 
 FACTORILY. 
 
 *A = Length over all of adjusting-pin. 
 
 fB = Distance from center of weight pin to center of spring cup. 
 
ENGINE GOVERNOR 
 
 9 1 
 
 SPEED. . .Revs, with no load. 
 PLAIN WEIGHT -ARM. 
 
 No. of leaves in spring, .... 
 Lead weight in inner hole, . . . 
 
 *A fB 
 
 Remarks:. . . 
 
 FIG. 22 
 
 || . . .Revs. with. 
 
 in outer hole, , 
 
 .H. P. ||... Revs, with K. W. 
 
 SPEED CHANGER WEIGHT-ARM. 
 Sliding weight in. . . .position. 
 
 No. of leaves in spring, 
 
 Lead weight in outer hole. ... 
 *A . .fB... 
 
 Signed 
 
 Date 
 
 NOTE. Plain governor weight-arm has two holes which hold lead weights for ad- 
 justment of speed. Outer hole is the one farthest from pin on which arm is 
 pivoted. Speed changer governor weight-arm has no inner hole. In giving 
 amount of lead weight in hole, state what proportion of hole is filled with lead, 
 i.e., "half full," "quarter full," etc. FILL OUT THIS REPORT AND RE- 
 TURN TO SHOP AS SOON AS GOVERNOR IS ADJUSTED SATIS- 
 FACTORILY. 
 
 *A = Length over all of adjusting-pin. 
 
 fB = Distance from center of weight pin to center of spring cup. 
 
IX 
 
 ROBB-ARMSTRONG-SWEET GOVERNOR 
 
 A CUT of the governor manufactured by the Ames 
 Iron Works for use on their engines is shown in Fig. 23. 
 This governor is placed in the second class and group 
 
ROBB-ARMSTRONG-SWEET GOVERNOR 
 
 93 
 
 in Chapter I. The weight A is fastened directly to 
 the spring B, which is secured at C. The tension on 
 the spring is changed by taking up or slackening the 
 tension-studs D. The eccentric-arm is pivoted at E, 
 moving the eccentric-pin F, which changes travel of 
 valve and point of cut-off. The arm is actuated by 
 the spring direct, by means of the one link F, one end 
 of which can be changed in its position by shifting the 
 pin into any one of the series of holes shown. 
 
 To increase speed, give more tension on the spring. 
 
 To decrease speed, give less tension on the spring. 
 
 To get closer regulation, and more sensitiveness, move 
 the pin in the eccentric lever closer to the shaft- 
 center. 
 
 To make more sluggish and put a stop to racing, move 
 the pin in the lever toward the rim of the wheel. 
 
 No change of weight is provided for, as the above 
 allowance for change is considered by the makers to 
 be sufficient to cover all requirements. 
 
THE FITCHBURG STEAM-ENGINE GOVERNOR 
 
 THE type of governor shown in Fig. 24 is in the 
 second class of the first group of Chapter I, and is 
 of the patent and manufacture of the Fitchburg Steam- 
 Engine Company, used on all engines of their make. 
 
 The small weights shown are to counterbalance the 
 weight of valves, stems and eccentric, and are not 
 to be considered in the adjustment of the governor. 
 The weights A, A are changeable. Adding weight 
 decreases speed, and taking it away increases it. The 
 weight-arms are pivoted at B, B, and are opposed 
 by the springs C, C, which are attached, as shown, 
 directly to the weights. 
 
 Tightening the springs, increases speed and sensitive- 
 ness. 
 
 Slackening springs, decreases speed and sensitive- 
 ness. 
 
 These engines are so carefully adjusted in the shops 
 as to require little change of weight. The principal 
 changes for speed and sensitiveness are to be made on 
 the springs. 
 
 To get more speed, tighten the springs. 
 
 To lessen the speed, slack off on springs. 
 
 To get more sensitiveness, increase tension on springs; 
 
 94 
 
FITCHBURG STEAME-NGINE GOVERNOR 
 
 95 
 
 or, if speed is already attained, increase the tension 
 and weight at the same time to keep the speed at the 
 same point. 
 
 To make more sluggish, decrease spring-tension, and 
 
 FIG. 24 
 
 if speed is right, decrease weight also to keep the speed 
 at the same point. 
 
 As correct valve setting is necessary to good regu- 
 lation, the following extract from the builders' instruc- 
 tions as to how to locate the governor-case on the shaft 
 will be of service. 
 
96 SHAFT GOVERNORS 
 
 The location of the governor-case is determined by 
 placing the engine on one dead center and rolling the 
 case around the shaft until the offset of the eccentric 
 is on the opposite side of the shaft from the crank-pin. 
 Then roll carefully into such position that when (with 
 the springs removed) the eccentric is thrown back and 
 forth across the shaft, no end motion is given the valve- 
 rod. At this place tighten the governor-case firmly 
 upon the shaft and turn the engine to the opposite 
 dead center, and again move the eccentric back and 
 forth across the shaft. If there is at this end any 
 end motion to the valve-rod, change the position of 
 the governor-case on the shaft enough to make the 
 motion just half as much, then fasten the governor- 
 case firmly in this final 'position by drilling into the 
 shaft for the point of the set-screw and then tighten- 
 ing the clamp-bolts to place solidly. Put in the springs 
 and tighten them until the proper number of revolu- 
 tions is obtained. Be sure to tighten up those that 
 go through the counterbalance which hangs nearest 
 the springs (when the governor is at rest) about three- 
 fourths of an inch more than the springs on the other 
 side. 
 
 When it is desired to change the direction of rota- 
 tion of a Fitchburg engine a new eccentric must be 
 procured from the makers and put on in place of the 
 one on the governor. 
 
 The ends of the links which connect the weight- 
 arms must be changed, on the counterbalance weight- 
 arm end, to the holes opposite those which they 
 occupied in the old eccentric. 
 
XI 
 
 THE AMERICAN-BALL BALANCED AUTOMATIC 
 GOVERNOR 
 
 HEREWITH is illustrated a new type of fly-wheel 
 governor, manufactured by the American Engine 
 Company, of Bound Brook, N. J., and with which the 
 American-Ball engines are now equipped. It is the 
 outcome of redesigning the Ball balanced automatic 
 governor. 
 
 In the new type, Fig 25, two features are embodied, 
 one being the method of establishing a gravity balance, 
 and the other the arrangement and relation of the 
 springs, of which there are two. A second arm is 
 provided in the governor, as shown in Figs. 26 and 27, 
 which is so pivoted that its center of gravity prac- 
 tically coincides with the center of the shaft, and there- 
 fore cannot develop centrifugal force. The arm B is 
 pivoted at the most desirable point for determining 
 the path of motion of the valve-actuating pin, the 
 second arm B being so connected to the centrifugal 
 governor that the gravity of one is always opposed 
 by the gravity of the other at every position of the 
 governor-wheel. By this arrangement the centrif- 
 ugal force of the governing-arm, under the control 
 of the spring, governs the engine, and the disturbing 
 
 97 
 
9 8 
 
 SHAFT GOVERNORS 
 
 gravitation of the arm is balanced by the opposing 
 gravity of the second arm, which has practically no 
 centrifugal force. 
 
 Attention is especially directed to the arrangement 
 of the double springs for the prevention of the trouble- 
 
 PIG. 25 
 
 some swaying characteristic of a single spring, when 
 used, due to the centrifugal force and gravitation. 
 These springs are convenient for slight adjustments 
 for the difference in speed at the several points of 
 cut-off. 
 
 Should the speed decrease under load more than is 
 desirable, this fault may be corrected by slacking the 
 
AUTOMATIC GOVERNOR 99 
 
 spring C and tightening the spring D which makes the 
 governor more nearly isochronous. On the other hand, 
 if the action of the governor is unstable, slacking the 
 spring D and tightening the spring C will correct it. 
 
 FIG. 26 
 
 For slight changes of speed, the nut F may be tight- 
 ened or slacked, but for a considerable change of 
 speed it is necessary to add to or take from the 
 weight in the pocket E of arm A. 
 
 In Figs. 28 and 29 are shown the parts of which the 
 governor is composed. It will be seen that the gov- 
 
100 
 
 SHAFT GOVERNORS 
 
 ernor-weight or arm A is provided with a brass bushing 
 G, in which three oil grooves are cut which permit of 
 freely lubricating the steel-governor weight-stud H. 
 The arm A is connected to the eccentric carrier arm B 
 
 FIG. 27 
 
 by means of the governor link /, which is fitted with 
 graphite bushings K and held in place by the gov- 
 ernor link-pin L. The eccentric carrier arm is fitted 
 with a cast-iron bushing M, which is quite suitable, 
 there being so little movement at this point that a 
 bushing of special material is unnecessary. At the 
 
AUTOMATIC GOVERNOR 
 
 101 
 
IO2 
 
 SHAFT GOVERNORS 
 
AUTOMATIC GOVERNOR 103 
 
 point in the boss on the arm A, a tempered knife- 
 edge P is inserted. Three notches are filed in the hole 
 so that the knife-edge will fit snugly and not turn. On 
 this knife-edge is suspended the governor-spring eye- 
 bolt R, in the eye of which is fitted a piece of tempered 
 tool-steel at R l , which wears on the tempered knife- 
 edge. This eye-bolt is threaded at the opposite end, 
 over which is fitted the governor-screw spring-clip Z, 
 which is held in place by a nut and lock-nut. The 
 springs C and D, Figs. 26 and 27, are screwed into the 
 spring-eyelet T at one end and the spring-screw U at 
 the other. 
 
 The arm A has two lugs cast on it at V and W t in 
 which are fitted a piece of round fiber, which, coming 
 in contact with the lug X on the governor-wheel, fixes 
 a limit to the movement of the arm A. 
 
 These governors are made for engines running over, 
 unless ordered otherwise, although provisions have 
 been made for permitting of changing to governors 
 running in the opposite direction. If, for instance, an 
 engine were equipped with a right-hand governor so 
 that it ran over, and it was desired to operate the en- 
 gine in the opposite direction, it would be necessary 
 to drill holes for the arrangement of the proper pins 
 and springs as shown in Fig. 27. The position of the 
 governor would then become reversed and the engine 
 would operate in the reversed direction. 
 
XII 
 
 CURTIS STEAM TURBINE GOVERNORS 
 
 THE General Electric Company, in the manufacture 
 of the Curtis Turbine, uses a governor of the spring- 
 loaded fly-ball type on the main shaft, and necessarily 
 operating at the same speed without the introduction 
 of intermediaries. The movement of this governor 
 actuates the device controlling the valves admitting 
 the steam to the turbine. The assembly of these tur- 
 bines with the governor at 17 and the valves it con- 
 trols at 1 8 is shown in Fig. 30. A detail view of this 
 governor is shown in Fig. 31. A certain percentage 
 of the spring effect is carried in a small spring under 
 the control of a motor operated from the switch-board, 
 for the purpose of varying the speed of the turbine in 
 order to synchronize with other machines. 
 
 Referring to this figure the following is a list of the 
 various parts of a 
 
 MAINE TURBINE GOVERNOR 
 
 1 . Governor bracket. 6. Nut for upper end of stud 
 
 2. Stud for frame. with lock washer. 
 
 3. Middle plate. 7. Strap for studs. 
 
 4. Top plate. 8. Bolt for strap with nut 
 
 5. Nut for lower end of stud and locker washer. 
 
 with lock washer. 9. Fulcrum block. 
 
 104 
 
CURTIS STEAM TURBINE GOVERNORS 
 
 105 
 
 10. Guide roller block. 34. 
 
 11. Bolt for fulcrum and roller 
 
 blocks with nut and 35. 
 lock washer. 
 
 12. Guide roller with pin and 36. 
 
 cotters. 37. 
 
 13. Governor weight. 
 
 14. Knife-edge block with 38. 
 
 screws. 39. 
 
 15. Hook with screws. 
 
 1 6. Plug for balance pocket. 40. 
 
 17. Yoke for links. 
 
 18. Links. 41. 
 
 19. Universal joint. 
 
 20. Lower governor plug. 42. 
 
 21. Upper governor plug. 
 
 22. Governor spring. 
 
 23. Key for upper plug with 43. 
 
 screws. 
 
 24. Adjusting nut for upper 44. 
 
 P lu g- 45- 
 
 25. Connection rod. 
 
 26. Gimball transmission bear- 46. 
 
 ing. 
 
 27. Ball races for Gimball bear- 47. 
 
 ings, upper and lower. 48. 
 
 28. Gimball pivot for box. 49. 
 
 29. Gimball pivot for beam. 
 
 30. Bushing for pivots. 50. 
 
 31. Gimball ring. 51. 
 
 32. Beam. 
 
 33. Dome with bolts. . 
 
 Cover plate for dome 
 with cap screws. 
 
 Bearing bracket for dome 
 with bolts. 
 
 Spindle for roller bearing. 
 
 Rollers for bearing. (Num- 
 ber.) 
 
 Bushing for bearing. 
 
 Pin for attaching synchro- 
 nizing connection to beam. 
 
 Connection for synchroni- 
 zing spring. 
 
 Upper plug for synchroni- 
 zing spring. 
 
 Synchronizing spring (give 
 dia. spring, dia. wire, ac- 
 tive turns). 
 
 Traveling nut for syn- 
 chronizing spring. 
 
 Limit switch. 
 
 Synchronizing motor (Se- 
 ries d. c. Give rating). 
 
 Worm for synchronizing 
 gear. 
 
 Bracket for worm. 
 
 Worm wheel. 
 
 Cap for synchronizing 
 screw. 
 
 Synchronizing screw 
 
 Bracket for synchronizing 
 gear with bolts. 
 
io6 
 
 SHAFT GOVERNORS 
 
 FIG. 30 
 
CURTIS STEAM TURBINE GOVERNORS 107 
 
 FIG. 31 
 
 OPERATION OF GOVERNOR EXPLAINED 
 
 By referring to Fig. 32 the following explanation 
 of the governor-action will be made plain. 
 
 The governor-bracket, holding the weights and spring, 
 revolves with them and the shaft. The shaft extends 
 up through the bracket at H. ' The spindle C revolves 
 with the bracket and swivels in the end of the beam, 
 which is stationary. The motion of this beam is 
 transmitted through the rod D (Fig. 33) to the arm 
 G and to the pilot valve of the oil cylinder B, contain- 
 ing the piston A, which actuates the main arm. The 
 
io8 
 
 SHAFT GOVERNORS 
 
 main arm transmits the motion, either by means of a 
 rack connecting with a pinion or by means of cranks, 
 to the rod carrying the cams. These cams act directly 
 
 
 FIG. 32 
 
 on the valves, opening and closing the number called 
 for by the condition of the load. 
 
 In Fig. 32 the governor is shown at rest, in position 
 for full admission of steam to the turbine. The 
 weight rests on the stop /, which corresponds to 
 the inner stop of the weights of a shaft governor. The 
 weights are fastened over a knife-edge to the links at 
 J, ] , and have their fulcrum over the edges K, K. 
 The links hold to the yoke in the bottom of the spring, 
 
CURTIS STEAM TURBINE GOVERNORS 
 
 109 
 
 and the other end of the spring is fastened to the top 
 plate by means of the plug and adjusting nut. The 
 weights act centrifugally, and as they fly out from 
 
 FIG. 33 
 
 the center they push against the edges K, K, and 
 pull against the edges /, /. 
 With this governor as with shaft-spring governors, 
 
IIO SHAFT GOVERNORS 
 
 tightening the spring increases speed, and slackening 
 it, decreases the speed. To tighten the spring of this 
 governor screw down on the adjustment nut L (Fig. 
 32), to slacken the spring, slack off on the nut. 
 
 To increase the sensitiveness or decrease the regula- 
 tion of this governor, increase the number of working 
 coils in the main spring, keeping initial tension the 
 same. 
 
 To make the governor less sensitive, or increase the 
 regulation, decrease the number of working coils in 
 the main spring. 
 
 For the purpose of changing the regulation through 
 a small range, the weights are provided with pockets 
 for loading. Increasing the weight decreases the regu- 
 lation and vice versa. Any change in the weight re- 
 quires a corresponding change in the initial tension of 
 the main spring in order to maintain the proper speed. 
 
XIII 
 
 CHANGING THE SPEED OF PENDULUM 
 GOVERNORS* 
 
 AN old engine was brought to a machine-shop to be 
 thoroughly repaired. When it was nearly ready to 
 set up the question of its future speed was presented, 
 and it was decided to run it 65 revolutions per minute. 
 An engineer who had had charge of this engine several 
 years before was consulted, and he reported that its 
 former speed was 75 revolutions per minute. From 
 this fact, in connection with measurements made to 
 determine the diameter of pulleys used to drive it, 
 the speed of the governor was calculated, and as all 
 men in charge of plants do not understand the prin- 
 ciples involved in this and similar problems, an ex- 
 planation of the same will be given in a practical way. 
 
 A governor, as used to regulate the ordinary Corliss, 
 or any similar type of engine, is illustrated in Fig. 34. 
 In the case already referred to, the crank-shaft revolved 
 75 times per minute, and the pulley on it is 9 ins. in 
 diameter (see 2 in the cut). The governor pulley 3 is 
 12 in. The speed of governor is 75x9 -^ 12 = 56 
 revolutions per minute. 
 
 On some of the governors furnished to users the 
 
 * Contributed to Power by W. H. Wakeman. 
 Ill 
 
112 
 
 SHAFT GOVERNORS 
 
 speed is stamped, which is a great convenience; other- 
 wise, it is necessary to determine experimentally the 
 speed required to elevate the balls to their working 
 plane. 
 
 The working engineer is often confused in regard to 
 changing the speed of engines, because he fails to fix in 
 his mind the fact that when the speed of a governor 
 
 FIG. 34 
 
 is once fixed it remains unchanged, regardless of any 
 change made in the size of pulleys used to drive it. 
 
 In a swinging-pendulum governor the centrifugal 
 force and gravity are equal at one point only in its 
 operation. The force of gravity is represented by 
 the weight of the balls, and when they revolve fast 
 enough for the centrifugal force to equal the weight 
 the two forces are equal. The point where the two 
 forces are equal, or nearly so, is fixed, so that when the 
 balls are raised to the working plane by centrifugal 
 force the governor mechanism is cutting off the steam 
 
SPEED OF PENDULUM GOVERNORS 113 
 
 at its minimum point. For that reason the same 
 speed of governor must be maintained as an increase 
 or decrease of engine-speed hastens or delays the cut- 
 off action beyond the proper point. If driven a little 
 too fast, it reaches its highest plane and shuts off steam 
 altogether; if a little too slow, it falls to its lowest plane, 
 admitting the maximum quantity. If extra weights are 
 added to or taken from the governor, if the tension of 
 a spring is increased, or decreased, or the reach-rods on 
 a Corliss engine are changed, the speed at which a 
 governor must be driven to be kept within its operative 
 plane will be affected, but this belongs to another part 
 of a subject that will receive attention later. 
 
 The governor referred to revolves 56 times per minute 
 and it is desired to run the crank-shaft 65 revolutions 
 in the same time. Multiplying the speed of crank- 
 shaft by the diameter of pulley 2 and dividing by the 
 speed of governor shows that the pulley 3 should be 
 65 x 9 -T- 56 = 10.4 in. in diameter. 
 
 Where the pulley 3 is to be retained and a smaller 
 one put on the crank-shaft, the speed of governor is to 
 be multiplied by the diameter of pulley and the product 
 divided by the speed of crank-shaft. Then 56 x 12 -r- 
 65 = 10.3 in. 
 
 Where a governor is driven by gears the same prin- 
 ciple is involved, but some engineers do not understand 
 it so, therefore an illustration will be given. 
 
 Figure 35 shows a governor driven from the crank- 
 shaft by gears. Here 2 represents a gear on the 
 crank-shaft, which drives another gear 3 on an inde- 
 pendent stud. The latter is twice as large as the 
 
H4 SHAFT GOVERNORS 
 
 former and the bevel gears 4 and 4 are alike, therefore 
 the side shaft 5 makes one revolution while the crank- 
 shaft gear 2 revolves twice. 
 
 The first two years that this engine was used it re- 
 vovled 50 times per minute. The bevel-gear at 6 has 
 
 FIG. 35 
 
 44 teeth and 7 has 20, therefore the speed of governor 
 is 25 X44 20 = 55 per minute. 
 
 Suppose, for example, that the 20 gear at 7 be taken 
 off and a 30 gear be put in its place, how fast will the 
 governor run? Some may figure it at 25 x 44 4-30 = 
 36.7 times per minute. It has been done so, yet it 
 is not correct. The speed of the governor remains 
 constant; it is the speed of the engine which may be 
 changed. 
 
 This governor revolves 55 times per minute; the 
 new gear at 7 has 30 teeth, and 6 has 44, therefore the 
 speed of side shaft 5 is 55 x 30 ~ 44 = 37.5 revolu- 
 
SPEED OF PENDULUM GOVERNORS 115 
 
 tions per minute. While 5 makes one turn 2 revolves 
 twice, therefore the speed of engine should be 37.5 x 
 2 = 75 revolutions per minute. If this reasoning is 
 correct (and as a careful count of the speed shows it 
 to be 75) it proves the theory to be right. 
 
 Other means adopted for changing the speed of 
 engines require a passing notice in order to cover the 
 subject. If the center-weight 4, in Fig. 34, is made 
 lighter it will decrease the speed of both engine and 
 governor, and if made heavier it will increase the same, 
 because it will change the plane in which the balls 
 travel for a given speed. Some governors have hollow 
 center-weights, so that shot can be put in or taken out 
 at pleasure. Any change in the weights at 5 will have 
 the same effect, as the rod which supports them is a 
 continuation of the spindle and collar which carries 4. 
 
 This is a very convenient plan for use in connection 
 with a governor that does not respond quickly to 
 changes in the load; for, when a heavy machine is 
 started up, another weight may be added at 5, and 
 when said machine is stopped the weight may be re- 
 moved. This is a crude plan when compared with 
 modern regulating devices, but it has been found to be 
 much better than none. 
 
 The disk 6 is on a lever, and as it is moved nearer to 
 or farther from the fulcrum it changes the speed 
 slightly. Some governors are adjustable at 7, so that 
 by changing the length of arm at this point, the speed 
 is changed. The reach-rod 8 may be made longer or 
 shorter, thus making small changes in the speed; but 
 neither this nor the plan just preceding it is recom- 
 
n6 SHAFT GOVERNORS 
 
 mended, as they are not founded on desirable prin- 
 ciples, and bring objectionable features into the matter 
 which it is well to avoid. When a governor with its 
 connection is properly set up, it is not advisable to 
 change either 7 or 8, for changes in the former may 
 affect the sensitiveness of the mechanism, and care- 
 less adjustment of either may prevent a very short 
 cut-off, and thus cause trouble in case all of the load 
 is suddenly thrown off. 
 
 SOME CAUSES OF TROUBLE WITH THIS TYPE OF 
 GOVERNOR 
 
 In almost all makes of these governors there is a 
 pin on which the weights are brought to rest when the 
 mechanism is not in action. This is a safety-pin, or 
 sometimes a collar, which prevents the mechanism 
 from falling so low that no steam will be admitted. 
 This pin, or collar, is so placed that when the engine 
 is at rest it will get steam. When the engine is in full 
 operation the pin is removed or the collar so turned 
 that, should the belt or gear break, the mechanism 
 would drop so low as to cut off all steam and a shut- 
 down results. 
 
 In plants where heavy and changing loads are 
 handled, it is not uncommon for one to come on so 
 heavy as to make the mechanism drop low enough to 
 shut off steam, if the operator has attended to his duty 
 of removing the pin or setting the safety collar after 
 starting up. The result is a shut-down, and it may 
 confuse the inexperienced operator till the lesson is 
 
SPEED OF PENDULUM GOVERNORS 117 
 
 learned and he knows the cause. Always look at 
 the "safety" when a shut-down occurs out of the usual 
 time. 
 
 Some governor pulleys are secured to the shaft with 
 a set-screw which may come loose, or a key even may 
 work loose. The pulley may hold just enough to 
 slowly rotate the governor but not fast enough to 
 bring it up to speed. The result will be a runaway 
 engine. An oily or slack governor-belt may also cause 
 this. 
 
 The following experience illustrates another cause 
 of trouble with governors. 
 
 On a 14 x 36 Corliss engine of from 90 to 140 H. P., 
 an overload would cause the steam to follow full stroke, 
 as the steam-valves would not trip and cut-off. The 
 governor, after going down until the tripping cams 
 did not touch and trip the latches, would have a hard 
 struggle to rise again to a point where the tripping 
 would recommence. It seemed that the force required 
 to trip the latches was so great that the engine speed 
 necessary to give the governor the needed power had 
 to be greatly accelerated, and in going through this 
 part of the performance the governor would dance 
 violently with every movement of the trip-rods. These 
 conditions produced racing, or rather, "hunting." 
 
 The latches, or hook-plates, had a catch surface of 
 J of an inch and tripped very stiffly. Thicker leathers 
 were placed in the hooks, so they did not overlap the 
 plate on the valve-crank so far, reducing the catch 
 surface to T V of an inch. At present the governors are 
 doing their work satisfactorily, but during two and a 
 
n8 SHAFT GOVERNORS 
 
 half years the corners have been worn completely off 
 the latches and blocks five times. Of course this is 
 due to the very small amount of catch surface allowed. 
 The blocks and latches are as hard as any, but the 
 decreased area of contact, with increased pressure on 
 the plates, causes the increased wear. This is the sac- 
 rifice necessary to get earlier cut-off and greater steam 
 economy. This is a case where the strain on catch- 
 blocks must be reduced to assist the governor in its 
 work. 
 
INDEX 
 
 PAGE 
 
 Action of simple governor of revolving pendulum type 9 
 
 Adjusting governor of new engine 84 
 
 Alternators, operating in parallel 89 
 
 American-Ball balanced automatic governor 97 
 
 Engine Co 97 
 
 Patent Office 14 
 
 Ames Iron Works 92 
 
 Appleton's Encyclopaedia of Applied Mechanics 3 
 
 Arago, M 9 
 
 Arm, motion, Rites governor 34 
 
 Automatic engines, economy 13 
 
 Auxiliary spring adjustments, Buckeye governor 49 
 
 springs, Buckeye governor 52 
 
 weight, Mclntosh & Seymour governors 84 
 
 Ball balanced automatic governor 97 
 
 Balls, governor, position 10 
 
 Buckeye engine 3, 18 
 
 engine governor and its adjustments 42 
 
 governor 19 
 
 construction 42 
 
 data 44 
 
 Bunnell, S. H 33 
 
 Cahill, R. E 33 
 
 Care of governor 78 
 
 Carpenter, R. C i 
 
 Catch surface of hook-plates too small 117 
 
 Centennial engine 14 
 
 Exposition, shaft governor 3, 5 
 
 119 
 
120 INDEX 
 
 PAGE 
 
 Centrally balanced centrifugal inertia type of governor 74 
 
 Centrifugal force 8, n, 15, 17, 18, 19, 20, 25, 31, 34, 38, 44, 47, 62, 82, 
 97, 98, 112 
 
 governor, Ide Co 71 
 
 weights 81 
 
 Centripetal force, definition 25 
 
 friction 60 
 
 Cleaning governor 28, 79 
 
 Clock set in motion by steam engine 9 
 
 Compound time-delay dash-pots 83 
 
 Constant centripetal friction 6r 
 
 Corliss engine n 
 
 engine, changing reach-rods 113 
 
 regulating in 
 
 valve-gears 33 
 
 Curtis steam turbine governors 104 
 
 Custer governor 19 
 
 J. D 17 
 
 J. D., patent for shaft governor . 15, 16 
 
 Dash-pots 79, 82, 83, 89 
 
 Decreasing speed 56 
 
 Definitions, general 25 
 
 Delay dash-pots 83, 89 
 
 Development of steam engine 7 
 
 Direction of motion, changing . 65 
 
 of rotation, changing 30, 103 
 
 Distance from pivot to weight 27 
 
 of weight from fulcrum 27 
 
 Dry parts cause of trouble 28, 29 
 
 Dynamic friction 60 
 
 Early patents of shaft governor 14 
 
 Economy of automatic engines 13 
 
 Eikenberry, Lewis, patent for shaft governor 16 
 
 Engines, automatic, economy 13 
 
INDEX 121 
 
 PAGE 
 
 regulation 14 
 
 speed 26 
 
 steam, development 7 
 
 literature i 
 
 throttling 13 
 
 Equation for action of governor 9 
 
 Evolution of shaft governors i 
 
 Faulty regulation, correcting 35 
 
 Fitchburg engine, changing direction of rotation 96 
 
 steam-engine governor 94 
 
 Steam- Engine Co 94 
 
 Fleming engine governors, adjustment 74 
 
 Fly-wheel governor 97 
 
 -wheel, heavy 12 
 
 Friction 82 
 
 cause of racing 26 
 
 of trouble 58, 59 
 
 centripetal 60 
 
 dynamic 60 
 
 retarding effect 1 1 
 
 static 60 
 
 Fundamental principles for regulating governor 88 
 
 Gear-driven governor, speed 113 
 
 General Electric Co 104 
 
 Generators, large, parallel operation 83 
 
 Governor, action 9 
 
 automatic, American-Ball 97 
 
 balls, position 10 
 
 Buckeye 42 
 
 care of 78 
 
 -case, location 96 
 
 cleaning 28, 79 
 
 connection 13 
 
 data, Buckeye 44 
 
122 INDEX 
 
 PAGE 
 
 sheets 89-91 
 
 early form 8 
 
 Fitchburg steam-engine 94 
 
 fundamental principles for regulating 88 
 
 Mclntosh, Seymour & Co.'s 80 
 
 of new engine, adjusting 84 
 
 oiling 28, 79 
 
 pendulum 2, 3, 25 
 
 " racing " 73 
 
 revolving pendulum type 9, 1 1 
 
 Rites 33 
 
 Robb-Armstrong-Sweet 92 
 
 sensitiveness 61, 73, 76, 82, 86, 87, 88, 93, 94, no 
 
 shaft ^ 25 
 
 at Centennial Exposition 5 
 
 classes 19 
 
 construction 1 1 
 
 evolution i 
 
 sluggish 26, 67, 76 
 
 Straight-Line engine - 67 
 
 throttling 1 1 
 
 Watt's 8 
 
 Gravity 9, 10, 26, 1 1 2 
 
 balance, establishing 97 
 
 effect 39, 98 
 
 Hammering on stops 40 
 
 Harrisburg Foundry and Machine Works 74 
 
 governors, springs 76 
 
 Heavy fly-wheel 12 
 
 High-speed engines 33 
 
 speed of rotation 14 
 
 Hoadley engine 18 
 
 John C 18 
 
 Hook-plates, catch surface too small 117 
 
 "Hunting" of engine 26, 117 
 
INDEX 123 
 
 PAGE 
 
 Ide & Sons Co., A. L 70 
 
 Ideal engine governors 70 
 
 Inertia 12, 31 
 
 definition 25 
 
 effect 14, 19, 38 
 
 Intermittent centripetal friction 61 
 
 Irregular motion 13 
 
 Irregularity 39 
 
 Isochronal, definition . . . 25 
 
 Knight's Mechanical Dictionary 2 
 
 Lap of valve 36, 37, 41 
 
 Latches, catch-surface too small 117 
 
 Leaky valves 32, 37 
 
 Literature, steam engine i 
 
 Location of governor-case 96 
 
 Mclntosh, Seymour & Go's engine governor 80 
 
 Maine turbine governor 104 
 
 Medium-speed engines 33 
 
 Motion, changing direction 65 
 
 irregular 13 
 
 of arm, Rites governor 34 
 
 valve, shaft governors 19 
 
 uniform, of engine n 
 
 Muirhead, life of Watt 8 
 
 Newton, Sir Isaac 12 
 
 Oiling dash-pots 89 
 
 governor 28, 79 
 
 Parallel operation of alternators 89 
 
 operation of large generators 83 
 
 Patent Office, American 14 
 
124 INDEX 
 
 PAGE 
 
 Patents, early, of shaft governor 14 
 
 U. S., for improvements in shaft governor 22, 23 
 
 Pendulum governor 2, 3, 9 
 
 governor, causes of trouble 1 16 
 
 changing speed in 
 
 revolving 1 1 
 
 Perry, Prof. John 2 
 
 Pin, dry 28, 39, 41 
 
 Position of governor balls 10 
 
 Pressure plates, weak 30 
 
 "Racing" of engine 26, 27, 29, 57, 87 
 
 of governor 69, 73, 76, 93 
 
 Reach- rod, changing 115 
 
 Regulating Corliss engine in 
 
 governor, fundamental principles 88 
 
 motion of engines 10 
 
 speed of engines 10 
 
 Regulation, bad 30 
 
 close speed no 
 
 closest possible, with Buckeye governor 63 
 
 faulty, correcting 35 
 
 imperfect 1 1 
 
 Regulation of engines 14, 19, 50, 52, 82, 93, 95 
 
 speed 27 
 
 Retarding effect of friction 1 1 
 
 Revolving pendulum type of governor 9, n 
 
 Rites, Frank M 21, 33, 35 
 
 governor, construction 33 
 
 Ide Co 70 
 
 inertia governor, adjusting 33 
 
 Robb-Armstrong-Sweet governor 92 
 
 Rotation, changing direction 30, 103 
 
 changing direction, Fitchburg engine 96 
 
 Rules, general 25 
 
 Runaway engine, cause 27,117 
 
INDEX 
 
 I2 5 
 
 PAGE 
 
 Safety-pin, cause of shut-down 117 
 
 Search for trouble 27, 28 
 
 Sensibility of shaft governors 26, 27 
 
 Sensitiveness of governor 61, 73, 76, 82, 86, 87, 88, 93, 94, no 
 
 Shaft governor at Centennial Exposition 3, 5 
 
 governors, classes , 19 
 
 construction 1 1 
 
 early patents ' 14 
 
 evolution i 
 
 Shut-down, cause 117 
 
 Slow-speed engines 33 
 
 Sluggish governor 26, 67, 76, 93, 95 
 
 Smith, Prof. Charles A 3 
 
 Speed, adjustment to load 38 
 
 changer, Mclntosh & Seymour governor 84 
 
 Speed, changing 55, 56, 73, 93, 94, 98, no 
 
 controlling 13 
 
 determining 35, 86 
 
 of engine 26, 35, 36, 38, 40, 67, 82, 86, 88, in, 112, 113, 115 
 
 governor 113 
 
 governor, calculating in 
 
 pendulum governors, changing in 
 
 rotation, high 14 
 
 regulation 24 
 
 variation, reducing 57 
 
 "Speeding up" of engine 26, 29, 32, 77 
 
 Spring, adjusting 36, 41 
 
 American-Ball governor 97, 98 
 
 auxiliary, Buckeye governor 44, 46, 52 
 
 changing 31 
 
 Fitchburg governor 94 
 
 for Harrisburg governors 76 
 
 -force 26, 31 
 
 -tension 26, 27, 38, 40, 62, 94, 95, no 
 
 Buckeye governor 45, 46 
 
 changing 55, 56, 57, 67, 69, 76, 77, 113 
 
126 INDEX 
 
 PAGE 
 
 Rites governor 34 
 
 Stanton, Samuel, governor patent 18 
 
 Static friction 60 
 
 Steadiness under change of load 38 
 
 Steam engine, development 7 
 
 engine literature i 
 
 -lap, insufficient 32, 37 
 
 Rites governor 35 
 
 "Steam Using; or, Steam Engine Practice" 3 
 
 Straight-Line engines 21 
 
 -Line engine governor 6, 67 
 
 "Surging" 83, 89 
 
 Sweet governor 27 
 
 Prof. John E 5, 6, 14, 21, 67 
 
 Swinging-pendulum governor 112 
 
 Tension, spring 27, 38, 62, 94, 95, no 
 
 spring, changing 67, 69, 76, 77, 1 13 
 
 Thompson, Joseph W., governor patent 18 
 
 Throttling engines 13 
 
 governor 1 1 
 
 Travel of valve 19 
 
 Troubles, cause and remedy 27 
 
 with pendulum governors, causes 116 
 
 Turbine governor, Curtis 104 
 
 governor, Maine 104 
 
 United States patents for improvements in shaft governor . . .22, 23 
 
 Valve connections, Centennial engine 6 
 
 connections, Straight-Line engine 6 
 
 lap 36,37.41 
 
 leaky 32 
 
 motion, shaft governors 19 
 
 setting 29, 95 
 
 changing 32 
 
INDEX 127 
 
 PAGE 
 
 Wakeman, W. H in 
 
 Watt, James 8 
 
 "Weaving" of governor 76 
 
 Weight 19 
 
 amount 27 
 
 auxiliary, Mclntosh & Seymour governor 84 
 
 centrifugal 81 
 
 changing 31, 37, 39, 40, 41, 55, 56, 67, 69, 73, 76, 77, 82, 88, 93, 94 
 
 95, no, 113, 115 
 
 distance from fulcrum 27 
 
 Fitchburg governor 94 
 
 -force 26 
 
 in gravity balance 19 
 
 removing from arm 36 
 
 required for given speed, Buckeye governor 47 
 
 Westinghouse engine 3 
 
 governor 19 
 
 Woodbury, D. A., governor patent 18 
 
 engine 18 
 
 Wooster, Joab H., governor patent 17 
 
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