IMPROVEMENTS IN STEAM-ENGINE GOVERNORS
Year: 1885

page_text: I, MATTHEW ROBERT MOORE, of Indianapolis, Marion County, in the State of
Indiana, one of the United States of Americi, Engineer, do hereby declare the
nature of said invention for "IMPROVEMENTS IN STEAM-ENGINE GOVERNORS" to
be as follows
-
The invention applies mainly to that class of steam engines in which the
regulation is effected by changing the position of an eccentric on the shaft so as
to give greater or less degree of eccentricity rightly conditioned to give a longer
or shorter period of opening to admit steam to the cylinder at each stroke
I employ the centrifugal force of weights carried around with the shaft and
subject to the force of springs which tend to hold the said weights inward The
connections are arranged toggle-wise, so as to work at great advantage in
overcoming the resistance and shift the eccentric outward or inward as the
variations in the speed due to changes in the load on the engine or in the pressure
of the steam or both may require
But there is a tendency for the weights to stay inward until the speed has
risen above the proper point and then to move outward too far, with repetitions
of the vibration.
Independent of the ordinary fly-wheel, I employ a loose fly-wheel, which with
proper connections for controlling the valve, serves as a governor by its momentum
I will for brevity term it a "dead wheel." It is tied to the shaft by flexible
mechanism
This loose fly-wheel or dead-wheel is so connected with the eccentric that when
the shaft commences to run slower or faster than the dead wheel the change of
relation changes the position of the eccentric on the shaft
I employ this governor mechanism in combination with a centrifugal governor
mechanism
Weights and springs are mounted on the shaft subject in the ordinary way to
the varying centrifugal force except as their effect 18 influenced by my dead-wheel
I may call the dead-wheel and its connections a momentum governor considered
with reference only to the effects of the momentum of the dead-wheel and its
Pease 1171

page_text: associated paits under sudden changes of speed I combine a momentuin governor
with a centrifugal governor, the same mechanical elements serving to some extent
in both, and both being one and the same machine.
As the dead-wheel is intended to be effective entirely by its inertia, it is
important that it have considerable mass
On the inner face of the wheel are formed two peculiarly shaped cams, which
present approximately volute outlines reversed, the one relatively to the other
The valve and other parts are so proportioned and arranged that the point in each
stroke to which the piston has traveled when the further admission of steam to
the cylinder is stopped, or what is sometimes known as the " point of cut-off,"
may be varied within wide limits by properly varying the throw of the valve
This is effected by changing the eccentricity of the eccentric. An arm is rigidly
keyed on the shaft
The eccentric is provided with an arm which is connected to the said shaft by
a pivot The shaft stands in a curved slot in the eccentric In the middle
position it gives no steam, when shifted so that the shaft is in one end, the valve
is operated to go ahead with full steam, and when it has the shaft in the other
end, the parts are in condition for working backward with full ateam.
The eccentric is provided with arms which apply against the inner surface of
the canis in the rim of the dead-wheel. When the loose fly-wheel or dead-wheel
shifts its position forward or backward relatively to the shaft, such movement
shifts the eccentric It will cut off shorter, or in other words, use less steam and
work the steam more expansively when the shaft gets ahead of the steadily turning
dead-wheel.
Weights are pivoted in the dead wheel Springs tend to draw the weights
inward. This is resisted by the centrifugal force
Links connect between a pivot on each weight and a pivot set in a boss or
short arm on the side of the shaft By turning nuts the force exerted by each
spring to draw inward the connected weight can be varied
Any increase in the speed of the engine will result in causing the centrifugal
force of the weights to overcome the tension of the springs, and any decrease in
the speed will allow the springs to overcome the centrifugal force and bring the
weights inward with the effect to cause the steam to follow farther
The weights hinged to the rim and turning on such hinges constitute links,
which with other links, make flexible connections between certain points on the
dead-wheel and the short arm on the shaft.
When, for any reason, the shaft suddenly turns too fast, the dead-wheel falls
behind This movement acts through the angular position of the links to force
outward the weights. This force is in the same direction as the increased centrifugal
force, and contributes to the effect
The centrifugal governor ultimately controls and determines the exact speed.
Correspondingly, when the speed is partially arrested, the momentum governor is
of great effect to promote the promptness with which the engine will call for
and receive more steam The inertia of the dead wheel as also that of the weights
and springs, is brought to bear to assist the centrifugal force of the weights or the
elastic force of the springs whenever an adjustment for more or less steam 18
required The governor does not like ordinary centrifugal governors, wait until
a change of speed has been established before making its adjustment
I employ a brake-strap of sheet metal or other durable material fastened to
a fixed point and to a short arm of a hand lever When it is desued to reverse
the engine the free end of the hand-lever is suddenly lifted, throwing a sudden
fiction on the periphery of the dead-wheel and the momentum of the other parts
effects the required reversing It is important to immediately afterwards throw
the hand-level back into its original position
The links which connect the weights with the other parts are so proportioned
and arranged that they assume a radial position in the act of reversing, and when

page_text: the reversing is completely effected they perform in substantially the same relation
to the weights and to the other parts as before
I have devised means for effecting the reversing by throwing the dead-wheel
forcibly backward The same means also serve for slowing or hastening the
regulation A hub is peculiarly mounted on the shaft alongside of the dead-wheel
and equipped with arms having pins, which pins are received in considerable
intervals between internal stops in the dead wheel The dead-wheel has liberty to
turn faster or slower than the shaft to a sufficient extent without being restrained
or any way affected by the pins carried on this hub, but there are provisions for
forcibly turning the hub partially around relatively to the shaft in either direction
When this is done in the direction to turn the dead-wheel backward it slows the
engine, and on being carried far enough stops it and effects a reversing When it
is done in the opposite direction it adjusts the eccentric to give steam longer, and
causes the engine to run faster This may be useful in various emergencies
I provide for changing the position of pins on which anti-friction wheels are
mounted on the arms on the eccentric I can adjust the positions of said wheels to
set the eccentric and compensate for imperfections
I make the dead-wheel in two parts bolted together I also make the eccentric
in two parts These provisions facilitate application and removal
There is another mode of working my invention which is of advantage when it
becomes particularly important to avoid vibrations of speed rather than to secure
prompt regulation In such the momentum governor does not when the speed
becomes too high or too low contribute to effect the changes of position of the
eccentric, but on the contrary exerts its force momentarily to prevent such changes
Thus adjusted the momentum governor pulls against instead of with the centri-
fugal governor But the momentum governor must not be of so much force as to
overrule
In this the dead-wheel is connected the reverse of the one above described so
that the shaft by getting ahead of it tends to induce a change, not in the same
direction as before, so as to also call for less steam, but on the contrary to induce a
change in the opposite direction so as to call for more steam The dead-wheel,
therefore, instead of making the change of steam supply greater with any given
change of speed, tends to make a change in the opposite direction, and thus in fact,
exerts its force to prevent any change of steam supply But the effect of the
inertia of the dead-wheel is only momentary The pull or push due to the con-
nections accelerates or retards the dead-wheel and brings it to the new speed of the
shaft So soon as this occurs all the opposition which the inertia of the dead-
wheel has opposed to the centrifugal governor is withdrawn
In all cases the combination if properly adjusted brings the engine to the same
speed and holds it there
I attach importance to the curved path in which my eccentric is shifted
I think that constant lead is not best
My eccentric with its curved motion in changing has a diminishing lead, giving
as much as I want at full stroke, and little or none when cutting off short. The
maximum lead will diminish to nothing when at shortest travel I take advantage
of the curve in which the eccentric moves to get a diminishing lead on each side
I can vary the amount of curvature and of lead.
I provide a slot in the arm on the shaft and a corresponding slot in the arm on
the eccentric, and employ an adjustable centre which may be shifted inward or
outward in the slot, to form a pivot on which the eccentric may turn
In reversing the engine the brake lever and the controlling lover may be
dexterously used together
Modifications may be made in the forms and proportions without departing from
the principle or sacrificing the advantages of the invention
Instead of the hand-lever, other means may be employed for tightening the
brake-strap Other forms of brake may be used
Parts of the invention may be used without the whole.

page_text: There may be other means than the cams and arms for causing the outward
movement of the weights to effect the requisite changes of position of the eccentric
on the shaft It can be capable of shifting only from one extreme position to the
neutral one without the capacity for reversing I prefer the whole as shown
Dated this 24th day of December 1884
Improvements in Steam Engine Governors
I, MATTHEW ROBERT MOORE, of Indianapolis, in the County of Marion, and
State of Indiana, one of the United States of America, Engineer, do hereby declare
the nature of this invention and in what manner the same is to be performed,
to be particularly described and ascertained in and by the following statement
My invention applies to that class of steam engines in which the regulation is
effected by changing the position of an eccentric on the shaft so as to give a greater
or less degree of eccentricity, rightly conditioned to give a longer or shorter period
of opening to admit steam to the cylinder at each stroke Governors of this
general class have been long known Adoniram Kendall in letters patent of the
United States to him dated December 26th, 1882, N° 269,678, shows such a
governor, actuated by the centrifugal force of weights carried around with the
shaft, and by springs which tend to hold the said weights inward The connections
are arranged togglewise, so as to work at great advantage in overcoming the
resistance and shifting the eccentric outward or inward as the variations in the
speed due to changes in the load on the engine or in the pressure of the steam, or
both, may require I employ the same general arrangement in my present governor,
and the balance between the centrifugal force and the springs is the ultimate me ins
of determining the speed at which the engine is allowed to run, but there is a
difficulty in making such governors sufficiently quick and yet temperate in their
action There is a tendency for the weights to stay inward until the speed has
risen above the proper point, and then to move outward too far Such movement
induces a great change in the position of the eccentric, cutting off the steam shorter
This causes the engine to run slow again, below the proper speed, and allows the
weights to be brought inward, by the force of the springs, beyond their proper
points This induces a repetition of the vibration Such tendency to vibrate
between high and low velocities has been heretofore overcome by myself and
others by means of cylinders having loosely-fitted pistons carried around with the
shaft, each so connected to the weights or their changing parts that any sudden'

page_text: "
movement will be checked by the resistance of a fluid contained in the cylinder.
Such device, sometimes termed a dash-pot" or "cataract," offers great resistance
of the fluid to prevent the vibration referred to, but it also offers some resistance
to the proper gradual changes required It is expensive in construction The oil
or other liquid contained in the cataract is liable to escape When air is used as a
fluid, a cataract does not exert sufficient force and with sufficient promptness unless
lai
nge and cumbrous
I have discovered that an entirely different principle may be made available for
this purpose, and have discovered and practically applied means for carrying it into
effect and checking the vibrations without cataracts and without detracting from
the sensitiveness of the governor The weights yield to any change of speed, and
induce the desired moderate changes in the position of the eccentric on the shaft
without allowing sudden movements The mechanism is withal very simple
Independent of the ordinary fly-wheel, I employ a loose fly-wheel, which, with
proper connections for controlling the valve, serves as a governor by its momentum.
I will, for brevity, term it a "dead-wheel " It is fitted loosely in a bearing on the
shaft, and tied to the shaft by flexible mechanism The gentle pull or push of
tho flexible mechanism serves, first, to revolve the dead-wheel, second, to allow
the dead-wheel to drag a little behind or to run a little ahead of the shatt when
the speed suddenly changes, and third, to accelerate or retard the dead wheel, so
as to soon bring it to the same speed as the shaft, whatever may be the rate of
revolution of the latter. This loose fly-wheel or dead-wheel is so connected with
the eccentric that when the shaft commences to run slower or faster than the
dead-wheel, the change of relation changes the position of the eccentric on the
shaft
.
I can use this dead-wheel alone as a governor To thus use it, I so arrange
the connections that when the engine runs too slow the dead-wheel gets ahead of
the shaft by simply revolving a little faster than the shaft, and thus causes the
steam to follow, the piston farther, thus increasing the power of the engine to
overcome the resistance, and causing it to run faster, so as to catch up with the
dead-wheel and again run in harmony with it, and when the shaft gets ahead of
the dead-wheel, indicating that the engine is running too fast, the governor will so
change the mechanism as to cut off the steam shorter, thus reducing the velocity
of the engine until it is again in harmony The dead-wheel will increase its speed
gradually during any period while the shaft runs ahead of it, and will decrease its
speed gradually during any period while it runs ahead of the shaft, but its speed
will approximate uniformity It will be understood that in such mode of working,
some means should be employed in the act of starting for turning the dead wheel
actively by hand, or temporarily clamping the dead-wheel to the shaft, or by some
means suspending the action of the governor, as otherwise the turning of the shaft
faster than the deal-wheel, which must necessarily occur under such conditions, will
cause the supply of steam to be cut off, and the speed can never be properly raised,
but after the speed is once raised, such a governor may take care of it so far as to
avoid sudden changes of velocity Slight supervision by an attendant, who may
give an occasional touch of the hand to prevent a gradual increase or decrease of speed
18 sufficient to secure good regulation by this means I will not enter further into
the details of so working, because I do not propose in general to thus use the
invention. In what I esteem the best means of carrying out the invention, I employ
this governor in combination with a centrifugal governor, the whole carried around
on the shaft. In such combination, the centrifugal governor may be considered
the principal agent, and the dead-wheel, acting by its momentum, may be considered
only an auxiliary Weights and springs are mounted on the shaft subject in the
ordinary way to the varying centrifugal force, except as their effect is influenced by
my dead-wheel I may call the dead-wheel and its connections a "momentum-
governor," considered with reference only to the effects of the momentum of the
dead-wheel and its associated parts under sudden changes of speed. I combine a
momentum-governor with a centrifugal governor

page_text: The following 18 a description of what I consider the best means of carrying
out the invention The accompanying drawings form a part of this specification
Figure 1 is a side elevation showing a portion only of the mechanism Fig 2 18
a corresponding central cross-section. The remaining figures show the mechanism
complete Fig 3 is a side elevation showing the governor running with a short
cut-off Fig 4 shows the parts in the act of the engine being reversed Fig 5 18
a nearly central section on the line x, a, in fig 4 Fig 6 shows the governor with
the parts fully reversed and the engine working successfully turning in the opposite
direction
Similar letters of reference indicate corresponding parts in all the figures where
they occur
Å is my loose or dead-wheel, certain portions of which will be designated when
necessary by additional marks, as A¹, A². As the dead wheel A is intended to be
effective entirely by its inertia, it is important that it have considerable mass. It
is also obviously important for high speeds that the mass of the dead-wheel and of
its attachments be distributed symmetrically so as to balance There may be as
many arms A³ as required, connecting the rim A' with the hub A¹
On the inner
face of the wheel A are formed two peculiarly shaped cams or partial internal
flanges, A, A They present approximately volute outlines, reversed the one
relatively to the other, as shown
C is the shaft of the engine which it is the object of the device to regulate It
will be understood that there is a crank, piston, cylinder and other essential parts
of a steam engine, and that the valve and parts are so proportioned and arranged
that the point in each stroke to which the piston has travelled when the further
admission of steam to the cylinder is stopped, or what is sometimes known as the
"point of cut off," may be varied within wide limits by properly varying the throw
of the valve.
C is an arm rigidly keyed or otherwise fixed on the shaft
C is a central boss or bearing which forms a nearly frictionless, bearing for the
dead-wheel A.
D is a shifting eccentric It will be understood that it is encircled by a strap
(not shown,) which as the eccentric revolves, operates the valve through an
eccentric-rod The eccentric is provided with an arm D¹, which is connected to
the arm C¹, by a pivot or rivet at D' The shaft C extends through a curved
slot d in the eccentric, allowing the eccentric to be shifted thereon In the middle
position it gives no steam or but very little to the cylinder When shifted so that
the shaft C is received in one end of the curved slot d, the valve is operated to go
ahead with full steam, and when the eccentric 18 shifted so that it holds the
shaft C in the other end of the curved slot d, the parts are in condition for working
backward with full steam When it is in intermediate positions, it operates the
valve properly for going ahead or going backward with less steam, or cutting off
the steam shorter The eccentric D is provided with arms D, D³, cariying anti-
friction wheels d², d³, which apply against the inner surfaces of the cams A4, A5, one
wheel d' against the cam A, and the other wheel d³ against the cam A* When,
by virtue of its inertia under varying speeds, or when by any other cause, the
loose fly-wheel or dead-wheel A shifts its position forward or backward relatively
to the shaft C, it changes the relation of the cams A, A, to the anti-friction
wheels d², d, and shifts the eccentric D in one direction or the other, turning on its
pivot D¹
The forms given to the cams A, A, are so related to the arms D³, D³,
that the dead-wheel A may shift forward or backward, and the wheels d³, d³, will
Just make a fair contact with their respective cams A, A³, and each change of the
shaft C forward or backward relatively to the dead-wheel A will set the eccentric
nearer to or farther from its middle or neutral position, thus giving an earlier cut-
off in one case, and a later cut-off in the other It will cut off shorter when the
shaft gets ahead of the steadily-turning dead-wheel, and will follow farther when
the shaft gets behind it. Two weights B are pivoted on the interior of A at
points b opposite to each other,

page_text: I I are springs abutting against bearings a³, a³, on two of the arms A³, and
exerting their resilient force on the weights B, B, through rods H, H, pivoted
to B B at b, b These springs tend to draw the weights inward against the
centrifugal force which tends to drive them outward
E are links, each connecting between a pivot b¹ on a weight B, and a pivot ³ set
in a boss C³ on the side of the shaft C By turning the nuts H, H, the force
exerted by each spring I to draw inward the connected weight B, can be varied
It will be seen that, as in centrifugal governors generally, the centrifugal force
of the weights B tends to turn them on their pivots b, and cause them to he quite
out against the interior of the wheel A. The springs I, on the contrary, acting
through the rods H, draw the weights B inward towards the shaft C The tension
of the springs is so adjusted that when the engine is working at just the proper
rate, the weights B will stand in an intermediate position Thus conditioned, any
increase in the speed of the engine will result in causing the centrifugal force of the
weights B to overcome the tension of the springs I, and move the weights outward,
with the effect to shift the eccentric D so as to give less steam, and any decrease in
the speed will allow the springs to overcome the centrifugal force, and bring the
weights inward, with the effect to cause the steam to follow farther The pieces B
constitute links, which with the links E make toggle-connections between certain
points b on the dead wheel and the side bosses C³ on the shaft These toggles
communicate force gently between the shaft and the dead-wheel
The operation will be readily understood The parts, having revolved a suficient
time to acquire easy positions, remain in the same relative positions and revolve
without effect so long as the speed of the engine is uniform, but when, for any
reason, the shaft commences suddenly to turn too fast, the dead-wheel A falls
behind In other words, the shaft gets ahead of the dead-wheel This movement
acts through the angular position of the links E to force outward the weights B
against the force of their springs I This force is in the same direction as the
increased centrifugal force, which commences at the same time, or shortly after, to
be felt by the weights The two kinds of governors, the momentum-governor and
the centrifugal governor, each contributes to the effect, the momentum-governor
first and momentarily, tending to make the action of the combined governors more
prompt than the centrifugal governor alone, but the effect of the momentum-
governor is only momentary As soon as it has aided to urge the weights out to
about the proper point, its force 18 lost The centrifugal governor ultimately
controls and determines the exact speed to which the engine shall again be brought
and held Correspondingly when the speed is partially arrested from any cause, if
the arresting is sudden, such as results from a sudden attachment of additional
machinery or running a thick log of hard wood up to a saw, the momentum-
governor 18 of great effect to promote the promptness with which my governor will
call for and receive more steam
The instant the shaft C commences to run slower, the loose dead-wheel A by its
continuing to rotate at the former velocity, exerts its momentum through the
connection to the weights B and through the links Ę to pull the weights B inward
This movement, which would soon after be effected by the springs I in consequence
of the reduction in the centrifugal force due to the diminished velocity, 18 hastened
by the combination of the momentum-governor therewith This operation is
important, and I may describe it again in different words. The inertia of the
heavy dead-wheel has a tendency to make it when in motion, maintain a uniform
speed When an increase of load occurs, the momentary check given the engine is
not directly communicated to the dead-wheel because it is loose on the shaft. It
therefore tends to run ahead of the engine, thus adjusting the eccentric for the
admission of more steam to meet the increase of load If a diminution of load
occurs, the opposite result is reached, for then the relieved engine tends to jump
ahead and leave the dead-wheel behind This movement adjusts the eccentric for
less steam Thus the inertia of the dead-wheel, weights and springs, is all brought
to bear to assist the centrifugal force of the weights or the elastic force of the

page_text: springs whenever an adjustment for more or less steam is required. The action of
the governor is such that it feels the first impulse of change, and does not, like
simple centrifugal governors, wait until a change of speed has been established
before making its adjustment There are further points which will now be
described
P is a brake-strap, of leather, sheet metal or other durable material, fastened to
a fixed point at p, and to a short arm of a hand-lever Q, which turns on a fixed
centre q
This strap is of such length that when the lever is adjusted in the
position shown m strong lines in figs 3 and 6, which is its usual position, it is of
no effect When it is desired to reverse the engine, the free end of the hand-lever
18 suddenly lifted, tightening the strap P and throwing a sudden friction on the
periphery of the dead-wheel A If the engine is running with a high velocity, the
Budden iesistance thus imposed on the dead-wheel, holding it back while the other
parts are moving rapidly as before, will, by the momentum of the other parts, effect
the required reversing It will do this by forcibly bringing the links E into the
position shown in fig 5, and beyond it, approximating the condition shown in
fig 6 This reverses the engine It is important to immediately afterward throw
the hand-lever back into its original position, so as to set the dead-wheel free and
allow it to revolve in its new direction This means of reversing applies well,
whether the engine is previously revolving in one direction or the other
I have devised means for effecting the reversing by throwing the dead-wheel
forcibly backward The same means also serve for slowing or hastening R is a
hub, mounted loosely on the shaft alongside of the dead-wheel, equipped with
arms R', having pins Rs which stand in considerable intervals provided between
internal stops A in the dead-wheel This hub R turns with the shaft, and
ordinarily stands in such position that its pins R' are not touched by the stops A®
The dead-wheel has liberty to turn faster or slower than the shaft to a sufficient
extent without being restrained or any way affected by the pins R But there
are provisions for forcibly turning the hub R partially around relatively to the
shaft in either direction, no matter how fast the shaft may be turning When this
18 done in the direction to turn the dead-wheel backward, it slows the engine, and
on being carried far enough effects the reversing When it is done in the opposite
direction, it adjusts the eccentric to give steam longer, and causes the engine to run
faster Such turning of the hub R relatively to the shaft is effected through a
forked hand-lever S, which takes hold of trunnions on a ring T, mounted in a
sleeve W, which latter is secured on the shaft by a feather V, so that it is
Slides w,
compelled to turn therewith, but is free to be moved endwise thereon
fixed to the sleeve W and traversing in spline grooves in the shaft, carry each a
roller X, received in spiral grooves r in the interior of the hub R. So long as these
parts are left fiee they are of no effect, but when, with the shaft and its
connections revolving, the attendant seizes the lever S and moves the sleeve W
endwise on the shaft, the action of the rollers X in the spiral grooves r causes the
hub R to turn forward or backward relatively to the shaft This, by means of the
arms R' and pins R2, acts on the dead-wheel through the corresponding stop A®, and
turns the dead-wheel A correspondingly forward and backward Turning it
forward gives the engine more steam, and causes it to go faster This may be
useful in various exigencies Moving the lever S in the opposite direction so as to
turn the dead-wheel backward relatively to the shaft, will give less steam, and thus
slow the engine
Making the action vigorous, and carrying it far enough will not
only stop it, but will carry the dead-wheel past the neutral point and reverse the
engine So soon as this is effected, the hand-lever S may be again liberated, and
the engine will work as before, but revolving in the reverse direction subject to the
regulation of the governor
I can adjust the tension of the springs I, and consequently the speed to which
the engine will regulate under any given pressure of steam, by turning the nuts H
in one direction or the other The rods H may be prolonged a little, and each may
carry a jam-nut outside of the nut H¹ to aid in reliably securing these parts.

page_text: I provide by slots d³, of reasonable length in the arms D³, D³, and by any ordinary
or suitable means of confinement for changing the positions of the pins in which
the anti-friction wheels d³, d³, are mounted I can thus adjust the positions of said
wheels to set the eccentric, and to compensate for imperfections in the workmanship
or for wear of the parts
I make the dead-wheel A in two parts or halves bolted firmly together I also
make the eccentric D in two parts with provisions for fixing the parts rigidly
together These provisions for separating and uniting the parts facilitate their
application and removal when required
My means of adjusting the position of the eccentric offers some friction, not-
withstanding the employment of the wheels d³, ď, but it is only a resistance
against a change of eccentricity of the eccentric The carrying around of the
eccentric by the shaft is done by the pivot D' connecting the arms C¹, D¹ That
is done without friction The considerable friction due to the holding the eccentric
by the extended arms D', D³, is all a resistance simply to the changes of
eccentricity On this matter it should be remembered that there is a strain
developed by the engine alternately in opposite directions by working the valve
which is more than sufficient to overcome such friction The tendency of the
resistance of the valve to alter the throw of the eccentric changes its direction four
times in each revolution From the beginning of the travel in either direction to
mid-stroke, the tendency is to increase the throw, from mid-travel to the end, to
diminish it. When at the turning points and at mid-travel, the effect is nothing
In my governor, this tendency cannot really move the eccentric, but jams it against
the cams, so that the friction locks it in position. The changes caused by the
weights and springs, aided by the momentum of the dead-wheel, can take place
only when the eccentric is passing through those neutral points At high speed
these occur some forty times per second. This is sufficiently often to permit
regulation The locking between these times prevents the changes from going too
far The act of adjustment will be a series of very short approaches toward tho
proper position, instead of vibrations about it, as in the former style of governor
There is another mode of working my invention, which is of advantage when it
becomes particularly important to avoid vibrations of speed rather than to secure
prompt regulation In such, the momentum governor does not, when the speed
becomes too high or too low, contribute to effect the changes of position of the
eccentric, but, on the contrary, exerts its force momentarily to prevent such
changes To attain this condition, all the parts may be exactly as shown, but with
the notion in the reverse direction-the opposite of that shown by the arrows
Thus adjusted, the momentum governor pulls against instead of with the centri-
fugal governor, but the momentum governor must not be of so much force as to
over-rule In this opposition mode of working, when resistance is suddenly
removed and the shaft turns too fast, the centrifugal members of the combination,
as usual under such conditions, call for less steam The dead-wheel is connected
the reverse of the one above described, so that the shaft, by getting ahead of it,
tends to induce a change not in the same direction, as before described, so as to
also call for less steam The dead-wheel, therefore, instead of making the change
of steam-supply greater with any given change of speed, tends to make a change
in the opposite direction, and thus, in fact, exerts its force to prevent any
change of steam-supply The conflict tends to keep the point of cut-off at the
same point as before It tends apparently to defeat the regulation, but the
effect of the inertia of the dead wheel is only momentary The considerable
friction due to the bearing, and the pull or push due to the connections, soon
accelerates or retards the dead-wheel and brings it to the new speed of the shaft
So soon as this occurs all the opposition which the inertia of the dead-wheel has
opposed to the centrifugal governor is withdrawn, and the mechanism slowly
yields to the more persistent force of the centrifugal governor In all cases the
combination, if properly adjusted, brings the engine to the same speed and holds it
there, whether the steam be high or low, so long as the steam-pressure is sufficient,

page_text: and whether the load be small or great, so long as the load is not beyond the power
of the engine with the pressure available There are no cataracts to keep filled
with oil There is no appreciable wear
If a
I attach importance to the curved path in which my eccentric is shifted
governor is so constructed that the cccentuc moves across the shaft in a straight
line, it may be so applied to the engine as to give a constant lead-that is, the
valve-opening, when the engine is passing dead-centers, will be the same whether
the engine be using full steam or cutting off short I think, however, that constant
lead is not best in a stationary or other engine running with uniform speed
When the engine is fully loaded and using steam up to the maximum power-say,
three-quarters of the stroke-compression is small, and a liberal amount of lead is
necessary to enable the engine to pass centers smoothly, as well as to give early
enough valve-openings to secure prompt admission and a good steam-line, but
when cutting off short, compression is high, and takes the place of steam-lead to
such an extent that little or none is necessary. Besides, if we have constant lead,
the valve never can entirely stop admission, it will always open to the extent that
the lead exceeds the lap when passing centers, and hence the speed of the engine
when running light cannot be perfectly controlled The speed will also be affected
by changes in the steam-pressure
My governor with its curved motion in changing has a dımın shing lead, giving
as much as I want at full-stroke, and little or none when cutting off short This
18 donc by so proportioning the eccentric that when it is giving the valve its
shortest travel, it simply moves it the extent of its lap, or from one port to the
other without opening at all I can then regulate the amount of lead given at
longest travel by the angular advance of the eccentric This maximum lead will
diminish to nothing when at shortest travel Such valve is capable of stopping the
admission of steam entirely when conditions requie, and the governor will
adjust itself so that the speed will not be appreciably affected by variations in the
stcam-pressure With the ordinary construction having the parts so adjusted, if
we should reverse the engine by moving the eccentric by any means across to the
other side of the shaft, we would find that our angular advance becomes an
advance backward, and our lead an increasing lead To work successfully with
such plan, we should have to change the position of the governor on the shaft
This might be done by having two key-ways in it to make it reversible, but in my
construction, I take advantage of the curve in which the eccentric moves to get a
diminishing lead on each side without moving the governor on the shaft
I can
make the amount of the curvature and of lead what I will by varying the length
of the arms C¹, D₁ I provide a slot in the arm C¹, and a corresponding slot in the
arm D¹, and employ in each slot an adjustable center D*, which may be shifted
upward or downward in the slots, and be tightened in any position to form a pivot
on which the eccentric may turn Shifting the center D inward toward the center
of the shaft C, and securing it in such position, increases the curvature of the path
followed by the center of the eccentric as its eccentricity is changed.
In reversing the engine the brake-lever Q, and the controlling-lever S may be
dexterously used together, the brake-lever being worked by one hand or by one
operator, and the controlling-lever by the other hand or another operator First,
the lever S is turned to hasten the dead-wheel, and consequently to increase the
speed of the engine until it revolves at a high velocity, then the lever S is
suddenly urged in the opposite direction to retard the dead-wheel and carry the
weights B outward At the same moment the lever Qis properly turned, and the
biake is applied, and by its aid the dead-wheel is completely stopped If this is
done with sufficient promptness, the engine, by its momentum, turns the shaft C
considerably ahead of the dead-wheel. This shifts the eccentric to or beyond its
central or neutral point If the momentum does not carry the parts actually past
that point and effect the reversing, the controlling-lever S completes the motion
Modifications may be made in the forms and proportions without departing
from the principle or sacrificing the advantages of the invention. There may be

page_text: Bwivelling joints on the arms C₁ at the points where the rods H extend through,
allowing the parts to better accommodate themselves to the changing angles of the
rods Has the weights move outward and inward. Instead of the hand-levers,
other means may be employed for tightening the brake-strap P Other forms of
brake may be used
Parts of the invention may be used without the whole The brake-strap P and
its operating means may be omitted, if desired So, also, may the lever S and its
connections be omitted, and the engine may be run always at the rate for which
the regulator is adjusted, and the motion may be reversed by stopping the
engine and turning the dead-wheel by hand I can arrange the stops A close
together, or employ the pins R³ as the pins of the knuckles b which hinge the
weights B to the dead-wheel. Only one arm R¹ and pin or projection R³ engaging
with the dead-wheel may suffice. I have already shown how the momentum
governor may be used alone with some success There may be other means than
the cams A, A, and the arms D³, D³, for causing the outward movement of the
weights to effect the requisite changes of position of the eccentric on the shaft.
A screw or screws may effect the changing and holding The eccentric may be
shifted across the shaft on straight guides It can be capable of shifting only from
one extreme position to the neutral one without the capacity for reversing
I prefer the whole as shown
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim 18
1 The steam-engine governor described, having a heavy dead-wheel A, unen-
cumbered by the transmission of power, mounted loosely on the shaft C, in
combination with a shifting eccentric D, and operating mechanism, arranged
substantially as described, so as to cause the advance of the dead-wheel by its
Inomentum and the drag by its inertia to shift the eccentric, substantially as
herein specified
2 In a steam-engine governor, the loosely-mounted dead-wheel A, with con-
nections, as d³, A, A, for shifting the point of cut-off by the inertia, in combination
with weights B and means, as I, for urging such weights inward, so as to govern
the speed by the Joint influence of sudden changes and centrifugal force, as herein
specified
3 In a steam-engine governor having a shifting eccentric and provisions,
substantially as specified, for adjusting the point of cut-off by the changes in speed,
the arm C on the shaft C, and the arm D¹ on the eccentric loosely connected by
the pivot D', in combination with each other, and with provisions, as D³, A*, D³, A³,
for shifting the eccentric in a curved path, substantially as herein specified
4 In a ste um-engine governor, a dead-wheel A, capable of running faster or
slower than the shaft C, weights B, and links E, arranged to allow of reversing, as
herein specified
5 In a steam-engine governor, a deal wheel, A, shaft C, weights B, and links E,
in combination with each other and with a brake, P, and operating means, as Q,
arranged to serve as herein specified
6 A steam-engine governor having a shifting eccentric, D, means, as 0¹, D³, D¹,
for causing the eccentric to turn with the shaft, and independent means offering
friction, as D³, A, D³, A³, for changing the eccentricity of the eccentric, combined
and arranged, as shown, so that the eccentric shall be held by friction at some
points and be urged by the resistance of the valve alternately into positions of
greater and less eccentricity at other points, all substantially as herein specified
7 In a steam-engine, the loose, un-loaded, or dead-wheel A, and connected
shifting eccentric D, in combination with the loose hub R, with arms R¹, and
means, as w, r, X¹, W, S, for urging the dead-wheel forward or backward,
substantially as and for the purposes herein specified.

page_text: 8 In a steam-engine governor having a loose fly or dead-wheel and connections
therefrom to the shaft and to the mechanism for supplying steam to the engine, the
combination with such dead-wheel of a brake P, and means for operating it to
retard the dead-wheel, and also of means, as S, T, R, R¹, for positively turning the.
dead-wheel in one direction or the other relatively to the shaft, all substantially as
and for the purposes herein specified