A New or Improved Governor and Speed Regulator for Steam Engines
Year: 1897

page_text: Date of Application, 31st Aug., 1897-Accepted, 8th Jan., 1898
COMPLETE SPECIFICATION,
A New or Improved Governor and Speed Regulator for Steam
Engines,
I, CARL WILHELM RADERS, of 29 Taunus Strasse, Frankfurt on the Main,
Germany, Gentleman, 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:-
In order to obtain a uniform motion in steam and other motive power engines,
governers and other regulating means are usually employed and are set in motion
by centrifugal force. Any modification of the latter force, which is generally
carried out by means of one or more rotating masses, may be utilized to increase
or decrease the quantity of the motive fluid admitted. It is however impossible
to obtain with such governors a thoroughly constant and uniform speed, as, in
order to ensure the uniform action of the governor, it would be necessary to bring
about an accurately calculated change in the speed of the same. The degree of
accuracy of these ordinary governors is greatly reduced by the fact that the parts
in motion develop a considerable amount of friction. All governors of this kind
wherein rotating balls or their equivalents are used depend, in their operation,
upon the changes of speed or of rotation of the balls or of their equivalent.
In the governor which forms the subject matter of this invention it has been con-
sidered advisable to use rotating fans which replace the rotating balls and possess
changeable resistances. The regulating action takes place without necessitating a
change in the angular velocity of the rotating fans. Theoretically the fans are obliged
to rotate with a uniform speed round their course or trajectory without their speed
being in the least influenced by the regulating action.
This governor differs essentially from the governors hitherto used in as much
as it is neither necessary nor desirable to alter the speed of rotation of the regulat-
ing balls or of the revolving fans, whilst the smallest change in the speed of the
engine causes a movable part which is inserted between the engine and the regulat-
ing mechanism to be operated. The action of this movable part partially performs
the governing of the engine.
As an accurate inspection of the governing mechanism will show, the speed of
the engine depends upon two conditions, one condition is the tensile power of the
spring upon the guiding sleeve and the other is the resistance of the fans revolving
with the required speed. In the case of a change occurring in the tensile power of
the spring or in the size of the surfaces of the rotating fans or in their inclination
a notable difference takes place in the speed of the engine. In other words this
governor consists of a part which has a tendency to revolve with a constant number
of revolutions and of a contrivance for adjusting, at the will of the engine driver,
the number of revolutions of the engine with the aid of an adjusting mechanism.
Another rotating part is directly driven by the mechanism aforesaid but the
details thereof are so arranged that the angular velocity of the parts driven
directly by the engine cannot be immediately transmitted to the rotating regulat-
ing part of the mechanism, but there occurs a pause or a relative motion between

page_text: the accelerated motion of the first mechanism and the second mechanism which
is driven by the latter. This difference in the angular velocity of the two
mechanisms is utilized according to. this invention for obtaining the regulating
capacity of the apparatus.
In the mechanism illustrated on the annexed sheets of drawings the motion of
the engine to be regulated is transmitted by a pair of toothed wheels to a part of
the apparatus which will be hereinafter called the "clutch gear" and which con-
sists of two detachable clutches of helicoidal shane capable of being brought in
contact the one with the other. The position on the spindle of the driven clutch
gear is controlled by the tensile power of a spiral spring and the resistance of the
revolving fans.
With this invention the constantly accelerated or retarded motion of the engine
shaft is not immediately transmitted to the revolving fans and if so desired need
not even be transmitted; the action of the driving mechanism upon the driven
clutch gear is, under these circumstances, twofold, that is to say, the driving
mechanism joins or couples together the driven clutches when running at a speed
dependent upon the normal speed of the engine but should the motion be suddenly
accelerated, the clutches are suddenly forced apart. This forcing apart of the
driven clutches does not cause them to turn but merely compresses the regulating
spiral spring and this is the action which is according to this invention utilized
for limiting the speed of the engine to be regulated. Obviously the increased
speed of the engine, if not controlled by a regulating action, would be transmitted
to the revolving fans. This would happen whenever the spiral spring of
the driven clutches recovered its normal tensile power on the shaft.
"
But this tendency to accelerate the rotation of the fans is counteracted by the
latter as the fans are so constructed as to offer an increased resistance to any
accelerating tendency exerted on them and vice versa a lessened resistance to any
retarding tendency. The result is that the spiral spring controlling the position
of the driven clutches remains in a highly compressed state so long as the revolv
ing fans tend to rotate at an abnormally increased speed, and, as a consequence
of this, a back action is exerted upon the throttle valve which is closed and the
speed of the engine reduced. When the revolving fans tend to revolve at a
reduced speed the spiral spring expands and as a consequence the throttle valve
is opened.
According to another arrangement of the invention the speed of the engine to
be regulated is transmitted by a worm wheel to a screw the position of which is
controlled by the tension of a spiral spring and the resistance of the revolving
weights or fans. The action of this arrangement is such that a constantly
accelerated or retarding motion is not, or at least not immediately transmitted
to the revolving fans. The action of the worm wheel upon the screw is two fold;
the screw can be either driven at a speed dependent upon the proportion of its
pitch to that of the teeth of the worm wheel, or, when the motion is suddenly
increased the teeth of the worm wheel can be made to cease to gear with the screw
thread, and, in such an event, the screw, whilst it ceases to be driven, is suddenly
raised one or more teeth under the influence of the sudden increase of speed of
the machine. This raising of the screw does not cause it to turn, but it effects
the compression of the regulating spiral spring which brings about the retardation
of the speed of the machine as before described.
It will be readily understood that instead of revolving fans, mechanism could be
used which would have a constant revolving motion, such as, for instance, an
ordinary governor or a gyroscope. In this case as the power increases the speed
causes the balls to be raised before the centrifugal force can do so. But the
mechanism would not be capable of constantly indicating the number of revolu-
tions requisite in order to keep the engine going which object could be much better
fulfilled by an ordinary centrifugal governor, it would only prevent sudden
changes of speed.
It will be seen from the foregoing that the governor forming the subject matter

page_text: or this invention is capable of a twofold regulation, that is to say, (1) for the pre-
vention or control of a sudden increase or decrease of speed in the engine without
interfering with the constant revolution of the revolving fans or of the rotating
mechanism; (2) for the control of the constant speed with which the driving
mechanism or engine should run. Moreover, it must be taken into considera-
tion that this speed can be readily and easily altered during the rotation of the
engine.
In the accompanying drawings, which illustrate the subject matter of the inven-
tion, Fig. 1 is a side view and figs. 1 and 1b are detail views, while Figs. 2, 3,
and 4 show a modification of the invention in side, front, and sectional-plan view
respectively.
Referring to the drawings: :—
A is a suitable foundation plate upon which is built the governor mechanism.
A is an arm springing from the foundation plate and its upper part is bent for-
ward. B is the clutch gear consisting of a couple of detachable clutches which
have a helicoidal shape (see also fig. 1) and are arranged to slide freely up and
down upon the vertical shaft a', being capable however of being keyed to the latter,
by means of an ordinary key fitting in a key way, so as to turn therewith. This
clutch gear B is held in its lowermost position by means of a spiral spring b coiled
on the shaft a¹ and which bears at its upper end against the sleeve b¹. The tension
of this spring 6 can be varied at will by means of a set screw C and a hand
wheel C. The set screw Centers a tapped hole formed in the upper bearing or
collar of the arm A¹ and its motion is transmitted by the rod 62 to the sleeve b¹.
The rod fits into the uper cut qut part of the shaft a¹ and is provided at its
lower end with a cross pin 63 which enters a slot in the shaft a¹ and is carried by
the sleeve 6. The upper part of the rod 62 is, preferably, provided with a bearing
disc which bears against another similar disc at the lower end of the screw C.
c is a fever for firmly clamping the set screw C in any suitable position. D is a
bearing, at the lower end of the arm A', which carries a shaft having a toothed
wheel whose teeth gear with a similar toothed wheel d. To the wheel dis
connected a clutch B' of helicoidal form which corresponds to the rotating clutch B
and gears with it the two clutches forming the clutch gear before mentioned. It
is obvious that in consequence of the very quick pitch of the helicoidal surfaces
of the two clutches and of the rotation of the toothed wheel & a tendency to move
in two directions is imparted to the rotating clutch B namely to turn on its own
axis and at the same time to move up (or down) on the shaft a¹. This tendency
to move upwards is normally counteracted by the spring b and the revolving
weights or fans are also provided in order to give a further resistance to the driven
clutch B. It will readily be seen that according to each variation in the angular
velocity of the clutch B' a certain relative movement is imparted to the clutch B
and that the amount of this movement moreover depends upon the resistance
developed by the spiral spring b. Therefore, if, in consequence of a change in the
speed of rotation of the engine, the angular velocity of the clutch B¹ varies, it
follows that the clutch B must move up or down on the shaft a¹. To determine
the extent of this vertical movement of the clutch B, in relation to any increase
or decrease of the speed of the toothed wheel above or below the normal speed
the revolving fans D₁ are connected by links d³ with the sleeve D³ which latter
is keyed to and capable of sliding on the shaft a¹. The fans D' are thus connected
with the clutch gear in such a manner that their position is made dependent upon
that of the clutch B. As the clutch B moves upwards the fans D' are forced out-
wards until they eventually assume an almost horizontal position. This movement
of the fans offers an increasing resistance to the rotation of the clutch.
already stated, each acceleration or retardation of the rotating clutch gear has a
tendency to raise the clutch B or allow it to slide down.
As
Owing to the fact that the revolving fans are raised, in proportion to the speed
of the rotating clutches, from a position where they offered no resistance or but
a very feeble resistance to the rotation into a position where they offer a consider-.

page_text: able resistance, it follows that the tendency of the clutch B to slide down is prac-
tically counteracted owing to the upward pull. exerted on the clutch, in other words
this governor differs from those hitherto used by the fact that the regulation is
practically terminated at the commencement of each acceleration or retardation
of the speed of the engine, whereas with the centrifugal governors hitherto used
the regulation always takes place at the termination of a considerable amount of such
acceleration or retardation. Upon the shaft d is keyed a driving pulley e which is set
in rotation by the steam engine or other prime mover. The amount of steam, com-
pressed air, or other motive fluid admitted to the engine is placed under the direct
control of the clutch B by means of a lever F fulcrumed upon the arm A¹ or upon
the foundation plate A and provided at one of its ends with a pin f engaging in a
circular groove f¹ at the upper part of the clutch B. The other end of the lever is
connected in any suitable manner with the throttle valve. Obviously a
governor controlling the supply of steam or other motive fluid is most effective
whilst the admission is taking place; on the other hand the motion of the governor
controlling the throttle valve will produce no effect upon the engine
when such motion takes place during expansion and hence after the
admission valve is closed. In cases wherein the steam is condensed, in marine
engines for instance, the new regulator can be used not only to act on the throttle
valve but also to act on the outlet valve in order to alter, by increasing or decreas-
ing the flow of steam, the back pressure on the piston and hence affect the speed of
the engine. In order to do this the rod f2 can be connected with a double armed
lever H (figs. 2 and 1b) which acts on both the throttle valve and the outlet valve.
It is obvious that in order to regulate large engines an intermediate cylinder
must be used to control the regulator, while the position of one of the valves regu-
lating the position of the piston in the working cylinder only need be altered.
It is further easy to see that as the clutch B is capable of influencing the speed of
the prime mover, it can be also used to measure the speed of the engine. Fig. 1
shows a means for attaining this end. I is a paper strip actuated by clockwork or in
any other manner. I¹ is a lever fulcrumed at and having two arms one of which
carries a pencil 12 while the other arm is connected by the rod 13 to the lever F.
The lever I moves synchronously with the lever F and each variation in its
position is forthwith indicated by its pencil 12 upon the paper strip.
This invention may be used for regulating the engine driving a dynamo in order
to obtain a uniform product of the working capacity of the dynamo even when the
engine has to overcome an additional load. For this purpose the lever F is
arranged to insert and cut out the magnetizing wire coils or resistances as shown
in figs. 1 and 2 wherein K represents a number of insulated contact pieces
electrically connected to the wires k, k¹ &c. In this case the lever H is provided
with a finger acting as a contact. When, in consequence of a renewed charge, the
engine is inclined to slacken speed, the lever H turns on its fulcrum and outs off
one or more of the above mentioned coils whilst at the same time the throttle valve
is opened and admits more or less of the motive fluid to the engine until the
dynamo regains its normal speed and the coils are again intercalated into the
circuit.
In figs. 2 to 4 instead of the clutch gear I use a screw B actuated by a worm
wheel d and capable of being disconnected. The position of this screw is also
regulated by the tension of the spiral spring 6 and the resistance of the revolving
fans D¹. The screw B is arranged to slide freely up and down upon the shaft a!
but rotates with the shaft in consequence of a key sliding in a corresponding key
way. This screw B is held in its lowermost position by the spiral springs b. D, D
are bearing brackets placed on the foundation plate A and wherein the shaft d
carrying the worm wheel d¹ is carried. The pitch of the screw B is sufficient to
enable it to be set in rotation by the worm wheel d¹. It is obvious that in con-
sequence of the particular pitch of the screw thread relatively to the axis of the
shaft d carrying the worm wheel, the accelerated rotation of the screw would cause
it to move in two directions that is to say upon its axis and in the longitudinal-

page_text: direction of the shaft a¹ which last motion is counteracted by the controlling power
of the spiral spring b. A further resistance is offered to the screw by the revolv-
ing fans D.
E is a shaft carried by the arm A¹ and provided with a driving pulley e actuated
from the engine or from any other source of power. Upon the shaft E is keyed a
second pulley e¹ connected by the belt with the driving pulley mounted on
the shaft d. The volume of steam or other motive fluid admitted is under the
direct control of the screw B by the aid of the lever F and rod f. The lever F
has, at its one end, a pin f entering the circular g:oove f¹ of the lower part of
the screw B. The other end of the lever may be connected in any suitable manner
to the throttle valve. To protect the mechanism from injury in case the screw
is raised too high, there is arranged between the pulley e driven by the engine or
other source of power and the pulley el imparting a motion to the worm wheel d',
a clutch gear G one half, g, of which is rigidly connected to the pulley e¹ whilst
the other half, g¹, slides to and fro on the shaft E and at the same time turns with
it. The part gl is provided with a circular groove wherein enters the pin g³ fixed
to one arm of a double armed lever, the other arxn g of which extends below
the lever F in such a manner that should the lever F be moved by an abnormal
lifting of the screw, the latter lever would come into contact with the arm g' of
the double armed lever, tip the same on its fulcrum and thus throw the part_g¹
out of gear with the part g of the clutch gear G, whereby the governor is also
thrown out of gear. h is a spiral spring whose object is to constantly hold the
double armed levers g³, 94 in gear with one or other of the parts of the clutch
gear G.
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 consider novel and desire to claim is: -
1. A governor or speed regulator having in combination an element moving
at a rate substantially corresponding to the rate of movement at which it is desired
the engine or motor governed should run, a second element driven by and partaking
of the variations in speed of the engine or motor governed, and an intermediate
element transmitting motion from the second element to the first element, said
intermediate element having two movements one coincident with the first element
and another resulting from the variations in speed of the engine or motor governed,
the movement resulting from the variations in speed of the engine or motor
governed simultaneously effecting variations in the resistance to the movement
of the first element, substantially as hereinbefore set forth.
2. A governor or speed regulator having in combination a clutch driven from
the engine or other prime mover to be governed, a second clutch capable of rotat-
ing with the first clutch and also capable of a longitudinal movement, a spring or
its equivalent acting against the second clutch and tending to prevent longitudinal
movement and regulating fans or weights all substantially as hereinbefore set
forth.
3. In a governor or speed regulator, as claimed in claim 2, the use of a worm
or screw capable of a rotary and a longitudinal movement and worm wheel in lieu
of the clutches, substantially as hereinbefore set forth.
4. The general arrangement and combination of parts of the governor or speed
regulator, substantially as herein before described and shown under modifications
on the drawings annexed.
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