COMPILED AND WRI TTEN

HUBERT E . COLLINS

MCGRAW—HILL BOOK COMPANY ,INC .

239 WEST 39TH STREET,NEW Y ORK

6 BOUVER IE STREET , LONDON, E . C .

SHAFTING,PULLEY S, BELTING

ROPE TRANSMISSION

CONTENTS

SHAPTINC HINTSSHAFTING HINTSSHAFTING HINTSTRUING UP L INE SHAFTINGAPPARATUS FOR LEVELING AND L ININC SHAPTINGSOME PRACTICAL KINK SPRACTICAL METHODS OF LOOSENING PULLEYSSPLICING LEATHER BELTSCARE AND MANAGEMENT OF LEATHER BELTSBELTING— ITS USE AND ABUSEA COMPARATIVE TEST OF FOUR BELT DRESSINGSBELT CREEPROPE DRIVESA NEW SCHEME IN ROPE TRANSMISSIONHOW TO ORDER TRANSMISSION ROPEA BELTING AND PULLEY CHARTSPLICING ROPEW IRE ROPE TRANSMISSION

INTRODUCTION

TH IS h andbook i s intended to furn ish the readerwith pract ica l help for the every—day handl ing Ofshaft ing , pul leys and bel t ing . These are a l l ied in theOperat ion of plant s and i t i s a pret ty genera l ly conceded fact that a l l t hree a re much neglected by manyoperators .A close perusa l of these pages wi l l enable the reader

to determine the best course to pursue in the mostcommon instances and in various t roubles , and in a l lart icles there are suggest ions for s imi la r cases whichmay arise .

For i nstance , the need Of bel t dress ing as a preservat ive , now genera l ly conceded by most authorit ies ,i s ful ly covered in Chapter X I and the resul t of a testmade by disinterested part ies to find the degree of

efficiency of four of the best known dress ings i s given .

The resul ts are of importance to a l l bel t users .A portion of the book is a l so given to rope t rans

mission which i s in more genera l use to-day than everbefore , and in th is

'

connect ion some advice i s Ofi eredby experts

,

as to the select ion and care of the rope .

Rope spl ices and h ow to make them wil l a l so proveva luable to many engineers .The author wishe s to make acknowledgment tovarious contributors to Power whose art icles are used

INTRODUCTION

herein , and to some specia l cont ributors ,art icles smal l port ions have been taken . Acknowl

edgmen t i s a l so made to Stan ley H . Moore , the authorof “Mechan ica l Engineering and Mach ine Shop Fract ice ” for the sect ion on spl icing .

HUBERT E . COLLINS .

NEW YORK , November, 1 908 .

SHAFT I NG H INTS 1

IN the insta l lat ion , maintenance and repai r of shafting, as in a l l other things , there is a right and a wrongway ; and though the wrong way ranges in i t s defect sfrom matters causing t rivia l inconven ience to absolutedanger , the right too often owing to lack of knowledge or discernment — finds but scant appreciat ion .

Where , as is Often the case , the end of a shaft i sjournaled to admit of the use of an Odd , smal l-borepi l low block or wal l—box hanger, the journaled partshould equal in length twice the length of the hangerbearing plus the length Of the col la r . The hanger canthus readi ly be s l id out of the wal l box , and the necess ity of uncoupl ing this shaft length and removing i tbefore access to the bearing for purposes of cleaningor repa ir i s done away with .

A plank or board A (Fig . I ) , about i to inch longerthan the distance from the bottom of the shaft to thefloor , can be used to good advantage at such t imes tofree the hanger of the shaft ’s weight , and to preventthe shaft ’s springing from its own weight and the pul leysi t may be carrying .

Should i t become necessary to place a pul ley with1 Con tribu ted to Power by Ch as . Herrman .

SHAFTING,PULLEYS , BELTING,

ETC .

hal f the hub on and half Off the journaled part , th iscan readi ly be done by the use of a spl i t bush ing, asshown in sect ional view of Fig. 1 .

FIG . I .

Very Often a smal l-s i zed bearing i s used and the Shaftjournaled Off to act as a col la r . Of th i s procedure i tcan only be said that if done with the idea Of making agood job ” i t s ignal ly fa i l s of i ts object if Of necessi ty

(a col lar be ing insuffi cient) , then the shaft i s heavi lyoverloaded and serious t rouble wil l resul t , because of i t .I t i s advisable to center punch , or otherwise mark ,

the ends of both shafts held by a compression coupl ingclose up against the coupl ing , and both edges Of thecoupl ing hub should have a punch mark just opposi teand close to the shaft punch marks . These marks wi l lserve at a l l t imes to show at a moment ’s glance anyend or ci rcumferent ia l s l ippage of the

~shaft s with in

the coupl ing . The same method can be resorted tofor proof Of pul ley s l ippage .

When a new l ine of shaft ing i s put up,the foot posi

t ion Of each hanger should be clearly marked ou t on

thei r respect ive t imbers after the shaft has been brought

SHAPTING HINTS 3

i n to a l inement . Hangers can thus be easi ly put backi nto thei r proper place should t imber shrinkage or heavystrains cause them to sh ift out of l ine . This idea can beappl ied to good advantage on Old l ines a lso

,but before

marking out the hanger posit ions the shaft should bet ried and brought into perfect a l inement .Hangers that do not a l low of any vert ica l adjustment

should not be used in old bui ldings that are l iable toset t le . Shaft ing so run pret ty nearly a lways get s outand keeps out of level .I n flanged bol t coupl ings (Fig. I ) no part of the bolt

should project beyond the flanges . And where a bel truns in close proximity to such a coupl ing, spl i t woodcol lars should be used to cover in the exposed coupl ingflanges , bolt heads and nuts . Countershafts have beentorn out Of place t imes innumerable by bel ts gett ingcaught and winding up on the main l ine .

Whenever possible a space of 8 to 10 in ches shouldbe left between the end of a shaft l ine and the wal l .A sol id pul ley or a new coupling can thus readi ly beput on by simply uncoupl ing and pushing the twoshaft lengths apart without taking either down . Teninches does not represent the ful l scope of pul leysadmissib le , for so long as the pul ley hub does not exceed a 10-inch length the pul ley face (the more

'

readilyi n proport ion to the la rger pul ley diameter) can beedged in ’

b etween the shafts .Fig. 2 i s an instance of bad judgment in locating the

bearings . I n one case’

thi s bearing overheated ; theremedy is e ither to re-babbit t the O ld box or replacei t with a new one .

4 SHAFTING, PULLEYS, BELTING,ETC .

Both pul leys were sol id and the keys— headlessones —had been driven home to stay . The rims ofboth pul leys a lmost touched the wa l l , and the ci rcumferen t ia l posi t ion on the shaft of both these pul leyswas such as to preclude the possibi l i ty (owing to anarm of a being in a direct l ine with key 8 1 and armof b with key a

l) Of using anything but a side Oflset

key start ing drift .

0M! TOW HENKEY PfiOPERLV

W !

FIG . 2 .

An effort was -made to loosen b (which was farthestfrom the wal l) by s ledge-driving i t toward the wa l l ,hoping that the pul ley might move Off the key . Thekey , as was afterward found ou t , no t having been Oi ledwhen origina l ly driven home had rusted in p lace badly ;though the pul ley was moved by sledging , the key ,secure in the pul ley hub , remained there .

U l t imately one of us had to get in to pul ley b, and ,removing cap c, hold the improvised side Offset , long ,start ing drift D i n place against B1 at 192 whi le the otherswung the hand s ledge at a . The entering end of thekey , not having been flle chamfered Off, as i t shouldh ave been (see E) , our start ing drift burred i t up ; so ,after having started i t , we had the p leasure of gett ing

SHAFTING HINTS 5

Into b to fi le the key end I) 2 in to shape so as to admitof getting i t out .

The sol id pul ley b has s ince been replaced with asp l i t pul ley .

By the arrangement ; as shown in Fig . 3, of the rimfrict ion clutch on the driven main shaft B and thedriving pul ley on the engine-connected driving mainshaft A , no matte r whether B shaft i s in use or notwhethe r the clutch be in or out Of engagement

so long as A shaft i s i n mot ion the be l t C i s workIng.

ENGINEDRIVENBEARING

NM FRICTIONCLUTCH

FIG . 3 .

Main l ine bel t s come high , and the more they areused the sooner wi l l t hey wear out . By changing theclutch from shaft B to A and the pul ley D from A to B,

bel t C wil l/

be at rest whenever B i s not in use . Where ,however , these shafts are each in a separate room or

on a difleren t floor (the be l t runn ing through the wa l lor floor and cei l ing

,as the case may be) the clutch ,

despite be l t wear,should be placed di rect ly on the

6 SHAPTING, PULLEYS, BELTING, ETC .

driven shaft (as B) , so as to provide a ready meansfor shutt ing Ofl the power in cases of emergency .

Figs . 4, 5 and 6 represent a dangerous mode , muchin vogue , of driving an overhead floor . An ext remelys lack bel t connects the driving shaft A and the drivenshaft B; when i t i s desi red to impart mot ion to thedriven shaft the be lt t ightener C i s let down and be l tcontact i s thus secu red .

FIG . 4. FIG . 5 . FIG . 6

This t ightener system is ca l led dangerous advisedly,for few are the -shops employing i t but that some em

ployee has good cause to remember i t . Un l ike a clutchwhere cont rol Of the power i s posi t ive , i n stantaneous

and simple— the t ightener cannot be handled,as in

emergency cases i t has to be .In any but st raight up and down drives with the

driven pul ley equa l to or la rger (diametrica l ly) thanthe driver, unless the bel t have specia l leading idlersthere is more or less of a constan t be l t contact with it sresul tan t l iabi l i ty to start the driven shaft up unex

pectedly. When the t ightener i s complete ly Off, the

SHAFTING HINTS 7

be l t , owing to heat , weight or bel t faul t ,“

may at anyt ime cont inue to cl ing and t ransmit - power for a shortspace , despite th is fact .These t ighteners are usual ly pret ty heavy in fact

,

much heavie r than the unfami l iar imagines when on

the spur of emergency he grapples them , and t roubleresul ts .Tightener (i n Fig. 5) A i s h eld i n place by two

threaded rods B— as shown by slot a i n Al — and

regulated and t ightened by ring-nuts C working alongthe threaded port ion of B. C (Of Fig. 4) i s a lso apoor arrangement . Fig. 6 i s the best of them al l .Apropos of clutches , great care must be exercisedin t ighten ing them up whi le the shaft ing i s in motion ,for if the least b it overdone the clutch may start upor, on being locked for t ria l (according to the clutches

’

st ructure) , cont inue runn ing without poss ibi l ity ofre lease unt i l the main source of power be cut off.

Nothing can exceed the danger of a cl utch on a sprungshaft .Heavi ly loaded shaft ing runs to much bette r advan

tage when center driven than when end driven , andwhat often const i tutes an overload for an end driveis but a ful l load for a center drive . To i l lustrate ,here is one case ofmany : The main shaft end driven—was so overloaded that i t could be a l ined andleveled one week and be found out one way or theother, frequent ly both ways , the next week . Beingt i red Of the ceaseless t inkering that the condit ion underwhich that shaft was working necessitated , the pro

prietors were given the u l t imatum : A heavier l ine of

8 SHAFTING,PULLEYS, BELTING, ETC .

shaft ing which would be sure to work , or a t ry of thecenter drive which , owing to the extreme severity of

th i s case,might or might not work .

A center drive , being the cheapest , was decided upon .

Pul ley A,Fig . 7 , which happened to be a sol id , se t

screw and key-held pul ley , was removed from the endof the shaft . The spl i t , t ight-clamping-fi t pul ley B,

Fig. 8 , was put in th e‘

middle Of the shaft length ; the

ENGIN

ENG INEDRIVEN

FIG . 8 .

gas engine was sh ifted to accommodate the new drive ,and hanger C1 was put up as a re inforcement to hangerC and as a prevent ive Of shaft springing . After thesechanges the shaft gave no t roub le , so that , as had beenhoped , the torsional st rain that had formerly al l beenat point I must evident ly have been divided up betweenpoints 2 and 3 .

When a main shaft i s be l ted to the engine and to acountershaft , as shown in Fig . 9 , the pul ley AI gets a l lthe load of main and countershafts . I n the arrangement shown in Fig. 10 poin t I gets A’

s load and 2 getsB

’

s load and i s the better arrangement .

9

a machine i s s ituated close to one of thecolumns or t imber upright s of the bui lding i t i s very

FIG. 9. FIG . I O .

customary to,carry the bel t sh ifter device upon the

column , as in Fig. I I . The sudden stoppage of amachine seldom does any damage

,whereas an unex

BELT ONTI GHT PULLEY

IF SHIFTEDAGAI NST UPRI GHTW ILL-SHUT OFF POWER

FIG . I I .

pected start ing may cause i rreparab le damage andOften even endanger the l imb and l ife of the machineOperat ive .

I o SHAFTING ,PULLEYS , BELTING, ETC .

To avoid the poss ibi l i ty of some passing personbrushing up against the shift ing lever and thus start ingthe machine

,the t ight and loose pul leys Of the counter

shaft should be so p laced that when A i s exposedthat is

,away from the column it s accidenta l sh ift ing

shal l stop the machine . Fig 12 makes thi s point clear .

E PULLEY

FIG . I 2 .

This arrangement is often used to save a col la r (atA) . The Oi l runs ou t between the loose pul ley and thebearing , especia l ly if the lat te r be a sp l i t bearing ; theloose pul ley , in stead of being tota l ly free when the be l ti s on the t ight pul ley , acts more or less , In proport ion tothe end play of the shaft , as a b ufler between the t ightpul ley and the bearing ; final ly , the t ight pul ley i sdeprived of the support (which , when under load , i tcan use to good advantage) a nearer proximity to thehanger would give i t .The shafts of l ight-working counters should not beneedless ly marred with spott ing or flats for col lar setscrews , nor should cup or poin ted set-screws (whichmar a shaft) be used . I f the col la r be sharply tappedwith a hammer , diametrical ly opposi te the set-screw,

whi le i t i s being t ightened up, al l s lack i s taken out ofthe col lar ; and the hold i s such that , without resource

https://www.forgottenbooks.com/join

1 2 SHAFTING,PULLEYS , BELTING, ETC .

marked in some permanent and easi ly recogn izableway (a rivet , or where the bel t i s rivet-he ld at a l l i t sjoints some Odd arrangement of rivets i s as good a wayas any) . This marking wi l l min imize the possibi l i ty ofmistake and enable the engineer to place the be l t sp l icein the posit ion most favorable for the be l t-maker ’staking-up .

I n wire-lacing a bel t , very Often , despite a l l effort sand care , the edges of the be l t (A, B) get out Of l ine , asshown in Fig . I4, and make the best of jobs look poor.By securing the bel t in proper posit ion by two smal lp ieces of wire passed through and fastened atand 4, Fig . 1 5 , the lacing can be more conven i ent ly

FIG . I 4 . FIG . I 5 .

accompl ished and the edge project ion i s avoided . Whenthe lacing has progressed far enough to necessi tate theremoval of wires 6 d, the lacing a l ready in place wi l lkeep the bel t in i ts origina l posit ion .

A wire lacing under certain condit ions wil l run acertain length of t ime to a day . On expensive machinery whose t ime rea l ly is money it pays to renew thelacing at regular interva l s so as to avoid the loss oft ime occasioned by a sudden giving out of the lace .

Never th row a bel t on to a rim-frict ion or other kindof clutch whi le the shaft i s i n ful l mot ion . Bel ts , whenbeing thrown on , have a knack , pecul iarly thei r own ,

SHAFTING H INTS 1 3

of jumping off on the other side of the pul ley . And

should -a be l t jump over and Off on the wrong side andget caught in the clutch mechan ism as the saying

goes ,“ there wi l l be someth ing doing and the show

usual ly comes h igh . I t pays to sl ow down .

A mule be l t (t ransmit t ing i n the neighborhood Ofor considerably over 2 5 horse—power) that runs amuckthrough the breaking down Of the mule can makeenough t rouble in a short t ime to keep the most ablerepa i ring for a long whi le .

YOKE

FIG . 1 6.

NO matter what the pul ley shafts holding arrangement and adjust ing cont rivance may be , al l Of thest ra in due to bel t weight , tension , and the powert ransmitted fa l ls main ly at points A, A

1, Fig . 16; and

i t i s here that , sooner or late r , a pin , set-screw or bOlt

gives way and the bel t e i ther gets badly torn up , rips

I 4 SHAFTING,PULLEYS

,BELTING

,ETC .

someth ing ou t Of place , or a fold of i t sweeping to thefloor slams th ings around genera l ly unt i l the poweri s shut Off .

The remedy is Obvious : Re inforce A,A’ by securing

B, B’ to the support ing shaft c at cl , 62 . The yoke x

i s a rel iab le and pract ica l means to th is end . St raps aheld by the nuts I) hold the yoke secure ly on the support ing shaft c, whi le the pul ley-shaft ends B,

B’ arehe ld in the U of the yoke at w’ at any desi red distancefrom c by means of the adjustment provided by thenuts

SIDEVIEW

FIG . I 7 .

The end of a hanger bearing was badly worn (Fig .

The cap could be l i fted ou t by removing bridgeA , but the shaft interfered with the l i ft ing of the bottomout , owing to it s being held in the hanger s l ides . I thad to be removed and we were cal led upon to put i tin to shape by re-babbitt ing .

Being a newspaper plant , money was'

no object ;t he t ime l imit , however, was th ree hours , or hands Off.

SHAFTING HINTS 1 5

Open ing the 30-inch engine bel t and removing thein terfering shaft length was ou t of the quest ion in soshort a t ime . SO the job was done as fol lows : The shaftwas braced against down sag and engine pul l a long thel ine B C by a piece of t imber at A, and against pul l onB D by t imber arrangement X ; t imber y

’

s points yl

TIMBERARRANGEMENT X

and y2 rest ing against the uprights at I and 2 ,

t imber

zwedged in between y at y3 and the shaft at 4, thus

act ing as the stay a long l ine B D. The nuts andwashers a , a were removed ; the bol ts driven back out

Of the bracket ; the end Of a rope was th rown over theshaft at b , passed through the pul ley and t ied to thebracket and hanger which , as One piece , were thens l id endways Off the shaft and lowered to the floor .The bearing was cleaned

, re-babbit ted and scraped ,everyth ing put back

,stays removed and the shaft

runn ing on t ime with a ha lf-hour to the good .

When desi rable to keep a shaft from turn ing whi lech ipping and fi l ing flats

,spott ing in set screws or

moving pu l leys on i t , i t can be done by insert ing anarrow st rip of cardboard , soft wood or severa l th icknesses of paper between the bearing cap and the topof the shaft and then t ighten ing the cap down .

The packi ng, 1-16 to 3- 16 inch th ick and about as

1 6 SHAFTING,PULLEYS , BELTING,

ETC .

long as the bearing , must be narrow ; otherwise , asmay be deduced from Fig . 18 (which shows the rightway) , by the use of a wide st rip in the cap the shafti s turned into a wedge , endangering the safety of thecap when forced down . At point 3 packing does noharm , but at I and 2 there is just enough space to al lowthe shaft diamete r to fit exact ly , with no room to spare ,i n to the cap bore diameter .

SOFT WOOD PACK I NG

SHAFT DIAMETER! UST ! CAP SPAN

FIG . 1 8 .

As a very l it t le clamping wi l l do a good dea l Ofholding the clamping need not be overdone . A shaftcan al so be held from turning, or t urned as may bedesi red , by holding it with a screw (monkey) wrenchat any flat or keyway, as shown in sect iona l V iew,

Fig. 19 .

When a shaft breaks i t i s either owing to tors iona lst ra in caused by overload , springing through lack of

SHAFTING HINTS 1 7

hanger support at the proper inte rva l of shaft length,

the st ra in of imperfect a l inement or leve l , or a flaw.

An immediate temporary repai r may be effectedby taking some spl it pul ley that can best be sparedfrom another part Of the shaft and clamping it over thebroken part of the shaft , thus convert ing it , as it were ,i n to a compression coupl ing . The longer the pul leyhub the bette r the hold ; spott ing the set-screwsthat is , chipping out about !~ inch holes for thei r accommodat ion into the shaft i s a lso a great he lp .

FIG . 19.

I f when the shaft breaks it has not been sprung bythe sudden dropping of i t se lf and the pul leys that wereon it , a permanent repair can be effected , afte r correcting the cause of the break , by the use Of a regular keyless compress ion coupl ing .

I f i t has been sprung , a new length comes cheapestin the wind-up ; and if overload was the origina l causeOf the t rouble , on ly a heavier shaft or a considerablel ighten ing of the load wi l l prevent a repet i t ion .

I n Fig . 20 A shows how to drive to make bel t weightcount in Securi ng extra contact . I n B th i s weightcauses a loss of contact . Bearing in mind that B i snot on ly a loss from the normal contact but a l so a lossof the ext ra contact that A gives , i t wi l l readi ly be seenhow important a power-saving factor the right sort of

I 8 SHAFTING, PULLEYS , . BELTING,ETC .

a drive is -especia l ly on high-speed smal l-pu l leychines , such as dynamos , motors , fans , blowers , etc .

EXAGGERATED FORCLEARNESS

FIG . 20.

A good many electrica l concerns mount some of thei rstyles

,

of dynamos and motors (especia l ly the l ightduty, smal l s i ze) upon two V-shaped rai l s , Fig. 2 1

(the bottom Of the motor or dynamo base being Vgrooved for the purpose) . The machine

’s weight and

S ECT IONONx-ao

FIG . 2 1 .

the screws A are counted on to keep i t In place . I fthe machine be properly mounted on these rai l s , asregards screws A i n re lat ion to it s drive , the screwsreinforce the machine ’s weight in holding i t down andalso permit a surer adjustment through th is steadyholding of the machine .

https://www.forgottenbooks.com/join

20 SHAFTING, PULLEYS , BELTING,ETC .

The prope r mode of procedure i s : Place the motoron i t s rai l s or s l ides 5 inches away from its nearestpossible approach to the driven shaft or machine andwire-lace it (wire-lacing is a very close second to anendless be l t) . Le t it run for a few days , moving themotor back from the driven shaft as the be l t s t retches .When a l l reasonable st retch i s out , move the motorback as close to the driven shaft as poss ible .

The 5 inches forward motion wi l l give 10 inches ofbel t ing , which wi l l be amply sufficient for a good spl ice ;and , further , the machine wi l l be in posit ion to al low oft ighten ing the b elt

l

up , by simply forcing the motorback , for probably the be l t

’s l ifet ime .

SHAFT I NG H INTS

THE bolt s , set-screws , pul leys , bearings , shaft ing andclutches of a plant , a lthough among the foremostfactors i n i ts effici ency , are very Often neglected unt i lthey reach the stage where thei r condit ion absolu te lycompel s a ttent ion .

Very Often this lack of proper attent ion is due tosurrounding difficul t ies of an a lmost insurmountableand most discouraging nature . At other t imes i t i sdue to a lack of proper appreciat ion of the damageresul tant from seemingly ins ign ifican t neglects . Howto overcome some of these difficul ties i s the object ofthi s chapter .Fig . 23 shows a case of a turn ing bol t . The head i s

inaccessible and the bol t ’s turn ing with the nut , owingto burrs or rust , prevents e i ther the t ighten ing or theloosen ing of the nut . One to three fai r-sized nai l sdri ven through the t imber as at C , hard up against , or ,bette r st i l l

,forced into a tangen t with the bol t , wil l

Often suffi ce/to hold i t whi le the nut i s being turned . I ni ron girders , beams , etc . , the nai l method being im

possib le , a s lot E can easi ly be cut with a hack-sawthrough the lowe r end of both the nut and bolt , so

1 Con tributed to Power by Ch as . Herrman .

2 2 SHAFTING,PULLEYS

,BELTING

,ETC.

that the bOlt may be held by a screwdriver whi le thenut i s turned with a wrench .

Where an extra strong screwdriver must be used,

the use Of two blades at the same t ime in the hack-sawframe wi l l give a s lot Of the requisi te width . Wherethe bol t ’s end projects beyond the nut and i t i s desiredto tighten the nut , a St i l l son wrench is Often , though

inadvisedly , ca l led into service . This tends to spoi l thelower threads Of the bo lt and thus prevent s any futureloosen ing, except by the cutt ing off of the project ing end .

F IG . 23 .

As the a l inement and leve l of shaft ing depend on thepower Cf thei r hold , bol ts , lag-bolt s and set-screwsshould , when they are t ightened , be so in fact and notIn fancy .

The prope r way to use a wrench , especia l ly a screwwrench , so as to ava i l yourse l f of every ounce of power ,not Of your biceps on ly but Of your whole

’

body,i s a s

fol lows : Pla ce your shoulders on a leve l with the Objectto be t ightened , secure the wrench jaws wel l upon i t ,

SHAFT ING HINTS 2 3

grasp the jaws with the left hand and the wrench handlewith the right , holding both arms stra ight and tense ;swing the upper part Of the body to the right fromtheh ip , backing the force of your swing up with the ful lforce Of your legs , steadying yourse lf the whi le withyour left-hand grip on the wrench jaws ,

'

which are thecenter Of your swing . Severa l such half turns , atthe wind-up , wil l cause an extremely hard jam withcomparat ive ease .

I n t ighten ing up a spl i t-pul ley, the expedient of

hammering the bol t s t ight,by means of an open-ended

bol t-wrench and a smal l s ledge , i s often resorted to .

I f the head of the bol t be l ight ly tapped whi le the nuti s being t ightened

,even a l ight hammering , except

in the extremest cases,becomes unnecessary .

Spl it-pul leys are invariably bette r he ld in place bya good clamping fit than by set—screws . I t must a l sobe borne in mind that

,for good holding , set—screws must

be spotted in to the shaft,and th is defaces and Often

materia l ly weakens the shaft . Spl it-pul leys , l ike sol idones , are somet imes subject to stoppage , owing toexcessive st ra in . Set-screws , at such t imes , cut a shaftup pret ty badly ; whereas , i f clamped , only a few sl ightscratches would resul t .Where packing with paper

,cardboard , emery cloth

or t in becomes necessary to secure a good clamping fi t ,care should be taken to put an equal th ickness of packing into

'

both halves of the pul ley ; otherwise i t wi l lwabble and jump when running .

Emery cloth , on account Of i t s gri t t iness , i s preferab le for packing where the duty done by the pul ley

2 4 SHAFTING, PULLEYS, BELTING, ETC .

i s l ight . When the duty done is ext ra heavy , emerycloth

,despite i t s grit t iness , wil l not do ; t i n or sheet

i ron,owing to body , must be used .

The fol lowing is the most pract ica l way of packing asp l i t-pul ley to a good clamping fit , assuming that emerycloth i s to be used :The th ickness Of the emery cloth to be used

,and

whether to use one or more folds , can readi ly be ascerta ined by cal ipering the shaft diameter and pul leybore , or by t ria l-clamping the pul ley by hand . I n bothof these instances , however , due a l lowance must bemade for the compressiveness of the packingf use

‘

d‘

.

I f the packing be too thin , the pul ley wi l l not clampstrongly enough ; i f too th ick , the chances of breakingthe lugs when draw ing the bolt s up a re to be apprehended .

Having determined the proper th ickness Of emerycloth to be used , place the pul ley on the shaft , as shownin Fig. 24. I nto the lower half C

,i n space A

,which i s

out of contact with the shaft , place a shee t of emerywith the emery side toward the hub and the smoothside toward the shaft . The width Of the emery shouldbe a l it t le less than half of the shaft ’s ci rcumference

,

and it should be long enough to project about one-hal fOf an inch to an inch on each side of the hub .

Now turn the pul ley on the shaft so that the posit ionof the halves sha l l become reversed (Fig . C on top,B on bottom . See that the emery cloth remains in i tsproper posit ion in ha lf-hub , the smooth side beingtoward the shaft ; the project ing length beyond thepul ley hub wi l l he lp you to do th is .

SHAFTING HINTS 2 5

I nto half-hub B (space D) i nsert a s imi lar s ized pieceof emery cloth , smooth side toward the hub and theemery side toward the shaft . Draw Up on your bol t s toclamp the pul ley into posit ion . Be sure

,however

,

that no emery cloth gets in between the half-hubs orlugs at points I and 2 , Fig . 2 5 , as th is would preventthe i r coming properly together ; the width of the emerybeing less than ha lf of the shaft ’s ci rcumference wi llbe a help to th is end .

F IG . 24 .

I t Often/

h appens , owing to downright neglect or

unwit t ing neglect , through the O i l hole or oi ler beingblocked up , that a loose pul ley , runn ing unlubricated ,cuts , heats , and fina l ly, th rough heat expansion , se izes .I t then becomes necessary to take the countershaft

26 SHAFTING,PULLEYS

,BELTING

,ETC .

down,force the loose p u l ley Off and fi le and pol ish

shaft up before i t can be put back into p lace .

FIG . 2 5 .

The fol lowing method avoids the tak ing down andputt ing back , provides an easy means for loosen ing upthe pul ley that has sei zed

,and improvises , as i t were ,

a lathe for fi l ing and pol ish ing the shaft .

FIG . 26.

In Fig. 26, A i s the loose pul ley that has sei zed .

https://www.forgottenbooks.com/join

2 8 SHAFTING,PULLEYS

,BELTING

,ETC .

an arm OfA to one Of B’

s . I t i s evident that by th rowing the main-shaft be l t on to A i t wi l l , th rough A

’

s

cord connect ion with B, which i s screwed to the shaft ,cause the shaft to revolve , thus enabl ing you to fi leup and pol ish that port ion of i t formerly occupied byA. To prevent the countershaft from side-s l ipping outof hanger-bearing D1

, get somebody to hold someth ingagainst hanger-bearing D2 at E; or fasten a piece Ofwire or cord on the countershaft at F and the hangerD1

,so as to prevent s ide-s l ipping whi le not inte rfering

with revolut ion .

Fi l ing, pol ish ing , a clean ing out of the o i l hole.

oroi ler

,and the taking Of prope r precaut ion against

future fa i lure Of lubrica t ion w i l l put everyth ing intofi rst-class order When the loose pul ley is , as i t i s bestfor i t to be , farthest away from the bearing, held in i t splace by the t ight pul ley and a col lar, not only i s thet ight pul ley bette r adapted for carrying its load , Owingto addit iona l support resul tant from its proximityto the bearing, but such matters Of smal l repair a scome up are much simpl ified .

Fig . 2 8 i n some degree , aside from the cutt ing up and

F IG . 2 8 .

heat ing of the beari ngs , i l l ust rates the break ing strainf,i n addit ion to the usua l tors iona l st ra in

,which becomes

enhanced in direct proport ion w ith the i ncrease of

breaking st rain , to which an out-Of-l i ne or ou t-Of-leve l

SHAFTING HINTS 29

shaft is subject . The bends are exaggerated for

i l lust rat ion .

I n this instance , the fact of one hanger-bearing beingout of l ine or leve l subjects the shaft to a severe breaking stra in . The shaft be ing both out Of l ine and leve ldoes not , i f both at the same point , aggravate matters ,as might at firs t be supposed .

I t i s t rue tha t the ful l torsiona l st rength of a shafti s on ly equa l to the weakest port ion Of i t , so that threeweak spots more or less can , theoret ica l ly , make nodifference one way or the other. But , pract ica l ly ,

there is the undue st ra in and wear Of the bearings att hese poin ts , and if a pul ley transmit t ing any consid

erab le amount of power is s i tuated anywhere a long thelength A B i t i s sure to

'

be unpleasant ly in evidence ata l l t imes .On ly an eighth or a quarter ou t , but oh ,

what shaftbreaking stories that fract ion could te l l !The fol lowing is a simple method for test ing the a l ine

ment and leve l Of a l ine Of shaft ing that i s a l ready up .

As i n F ig . 29, st retch a l ine C so that i t i s exact ly

UNE0

FIG . 29.

Opposite the shaft ing . Set i t e quidistant from theshaft end centers G and F and free from al l contacta long i t s ent i re length except at its retain ing ends A and

30 SHAFTING,PULLEYS , BELTING,

ETC .

B. Now , i t i s se l f-evident , as l ine C i s st ra ight and setequidi stant from the shaft end centers G and F

,that

if you set the ent i re center l ine of the shaft ing at thesame distance from l ine C , as G and F , you are boundto get your shaft ing into perfect a l inement .In level ing a l ine of shaft ing that i s a l ready up ,

you can , by the use of a leve l and perseverance ,get i t

right .Placing the leve l at A, you are j ust as l ike ly to ra ise

the first hanger as to lower the middle one . Lookbefore you j ump , even if compel led to cl imb to the topof the fence to do so . When you find a length of shaft :

i ng out Of level , t ry the two adjacent lengths beforeact ing , and your act ion wi l l be the more inte l l igentfor i t .On except ional ly long l ines of shaft ing the fol low ingmethod , i n which the leve l and a l ine const i tute a checkUpon and a guide for each other, can be used to greatadvantage . St retch a l ine so that i t i s exact ly above ,or , i f more conven ient , below the shaft ing to be leveled .

With the leve l find a length Of shaft ing that i s leveland adjust your l ine exact ly para l le l wi th th is length .

Your l ine now, free of contact except at i ts reta in ingends

,and leve l owing to i t s para l le l ism to the level shaft

length,const i tutes a safe bz

'

gbt level guide whi le theleve l i t se l f can serve to verify the accuracy of thefini shed job .

I n l in ing , whether for level or al inement , unless theshaft ing l ine consi sts of the same diamete r of shaftingthroughout i t s ent i re length , though of necessi ty measuring from the shaft ci rcumference to the l ine , always

SHAFTING HINTS 3 I

base your ca lculat ion s on the shaft centers . Thefigures in Fig. 29 w i l l make th is poin t clea r .The manner of securing the ends of the l ine underdifferen t ci rcumstances must be left to individualingenuity . On ly be sure that the l ine

'

is so placed thatthe shaft ing adjustment sha l l not affect i t s origina lposi t ion with reference to the end shaft centers .Coupl ing clutches , those join ing two lengths ofshaft ing into one at Opt ion , wil l fai l , utterly or part ia l ly ,i f the respect ive shafts which bear them are out Of l ineor leve l with each other . Such a condi t ion should notbe tolerated on account Of the danger entai led by theinabi l i ty to shut Off the power in cases of emergency .

As a genera l rule , i t i s most advisable to set a clutchto take as hard a grip as i t can wi thout Interfering withit s re leasing power . Where a clutch grips weakly

,

i t i s subject to undue wear owing to sl ippage , whereasa strongly regulated clutch absol ute ly prevents s l ippage wear .

SHAFT ING H INTS 1

ENG INEERS , machin ist s and genera l mechan icsare Often cal led upon to turn thei r hands to a shaft ing

job . We recogn ize that a l l Of the fol lowIng cannotprove new or even suggest ive to most Of our readers ; _st i l l , some of i t for al l , and , mayhap , al l for some,maynot come amiss .We a l l know that to have bel t ing run right ly on

pul leys located upon paral le l l ines of shaft ing theshaft ing must be in absolute ly correct para l le l . Thesl ightest deviat ion , even to a I-I6 inch , Often impart sa marring effect , through poorly running bel ts , to anotherwise fau l t less job .

Fig. 30 shows how to l ine a countershaft as regards

FIG . 30.

para l le l ism with the driving shaft when the countershaft ’s end-centers are avai lably si tuated for thusmeasuring . A i s the countershaft , B the main shaft ,C i s a st ick Of proper length about 1 1} inches in thickness

1 Contributed to Power by Ch as . Herrman .

SHAPTING HINTS 33

and width , D a heavy nai l— about 20-penny wi l l dodriven into C far enough from its end E to a l low of

C’

s rest ing square ly upon the top of the shaft B.

Rest the measuring rod upon the main shaft , keepingthe nai l i n touch with the shaft , so that when the Fend is i n contact with the end of the countershaft thest ick sha l l be at right angles to the main shaft , and thenmark the exact location

'

a of the countershaft ’s endcenter on the st ick . DO the same at the other end of thecountershaft . . If both marks come at the same spot ,your counter is para l le l ; i f not , space between thesetwo marks w i l l show you h ow much and which way thecounter is out .

I t may on ly be necessary to sh ift one end in or outa l it t le ; and then , aga in , i t may be that to get in to l ineyou wi l l have to throw one end a l l the way in one direct ion and the other a l l or some in the opposite direct ion .

But , whichever i t be , do not rest content unt i l you haveverified the correctness of your adjustment by a re

measurement .The nai l should be Wel l driven into C, so that i tsposi t ion wi l l not readi ly change

,and i t should , pre

ferab ly, be s lant driven (as shown in Fig . as i t thushe lps to keep the st ick down in contact w i th the shaft .Where an end-center i s not avai lable or where there

i s no clear space on the main shaft , Opposite a center,the method shown in Fig . 3 1 can genera l ly be used .

Rest C on top of both shafts and at right angles to

the driving shaft B. With D pressed against B, placea square on st ick C , as shown (stock in ful l contact withth e top of the rod , and the tongue runn ing down the

34 SHAFTING,PULLEYS

,BELTING

,ETC .

s ide of it) . S l ide a long C toward A unt i l t he s ide Ofthe tongue touches the shaft t he other side of A. NOW

mark a l ine on the st ick down tongue . DO the sameat the other end of your countershaft and the tworesul tant marks wi l l be your para l le l adjustment guides .

FIG . 3 1 .

I t often happens that a counte r, or even l ine shaft ,is end dri ven from the extreme end of the main 02.321cdriv ing sh aft with i t s other end runn ing beyond thereach Of the driving shaft , as shown in Fig . 32 .

FIG . 3 2 .

I t is eviden t that neither method I nor 2 can herebe appl ied to solve the a l inement problem . I f the

https://www.forgottenbooks.com/join

36 SHAFTING,PULLEYS, BELTING, ETC .

By nai l ing th is board x to the measuring rod 5 at anysuitable angle , you wi l l be enabled to reach from theend 4 We l l i nto the shaft B, as at b, and from b’ wel l intoA, as a ’

. By keeping the board x a long i ts ent i re lengthin full contact with the shaft B at both 1 and 2 ,

theangular posit ion Of rod C i s bound to be the same inboth instances , and you wi l l thus (by the use of a square ,as in Fig . 3 1) be enabled to a l ine .A para l le l with B.

FIG . 33 .

I n al l instances of para l le l adjustment here cited i ti s assumed that both the a l ined and the a l ined—toshafts have been , as to secure accuracy Of resul t they.

must be , properly leve led before start ing to a l ine .The above methods apply to cases where the shaft ing

i s a l ready in place . Where , however , shaft ing i s beingnewly insta l led before the work can be proceeded with ,i t i s necessary, after determining on the locat ion for theshaft ing, to get a l ine on the cei l ing in para l le l with thedriving shaft to which to work to . Mark that point Awhich you intend to be the center l ine for the proposedshaft ing upon the cei l ing (Fig.

SHAFTING HINTS 37

suring rod upon the driving shaft and0 i t , with the nai l against i t . Hold your

square with the stock below and the tongue against theside of the measuring st ick , so that it s tongue extremitytouches the ce i l ing mark A , and thenmark a l ine on

!

therod along the tongue s ide A . Move your rod alongthe d riving shaft to the point where the other end Of

the proposed shaft ing l ine 15 to be , and , squaring yourst ick to the driving shaft with the tongue side A on th e

marked l ine of the st ick , mark your secti on point on thecei l ing . Draw a l ine or st retch 'a st ring between thesepoints

,and you have a t rue para l le l to work to .

FIG . 34 .

Owing to the support ing t imber B’

s i nterference,a

square had to be used ; but where the cei l ing i s clearthe rod can be cut to proper length or the nai l be so

located as to al low Of using the st ick extremity C for amarking point .When a pul ley i s handi ly si tuated on the driving

shaft , the method shown in Fig . 35 can be used toadvantage .

Let somebody hold one end Of a l ine at 1 , and when

you have got i t s other end so located on the cei l ingthat the l ine j ust touches the pul ley rim at 2 , mark thatcei l ing point (we wil l cal l i t I n the same way getyour marks 4 and 5 , each farther back than the othe r

38 SHAFTING, PULLEYS, BELTING,ETC.

and , for the bette r assurance Of accuracy , as to justtouching at 2 , remove and readjust the l ine separatelyeach t ime . I f new a sfra igh t l ine from 3 to 5 cuts 4,

your l ine 3, 4, 5 i s a t right angles to the driving shaft anda l ine at right angles to th is wi l l be para l le l to the shaft .

FIG . 35 .

The plumb-bob method is so fami l ia r and , where notfami l ia r

,so easi ly thought out in i ts va rious appl ica

t ions , that we deem it use less to touch Upon i t .The st ringers o r support ing t imbers of drop hangersshould be equa l i n th ickness to about one-fifth of thehanger drop .

Where the st ringers run with the hangers and crosswise of the shaft , both feet Of a hanger base are bolted tothe same stringer

,and th is should be from I} to 1%

t imes the w idth of the widest port ion of the hanger base .

As the hanger is secure ly bol ted to i ts s t ringer , th i sext ra w idth is in effect an enlargement of the hangerbase , and thus enables i t the bette r to ass ist the shaft

’

send

,

motion .

Where the st ringers run with the shaft and crosswise Of the hangers , the two feet Of the hanger base areeach fastened to a separa te t imber , and these should

SHAFTING HINTS 39

be equal in width to the length of one hanger foot,plus

twice the amount Of adjustment (i f there be any) thehanger

’

s support ing bol t s lots wi l l a l low i t . I n reckoning hanger adjustment , be sure to figure in the bolt ’sdiamete r and to bear in mind that to get the utmostadjustment for the countershaft the bol t s shouldorigina l ly be centered in the s lot ; thus a 35,X 13—inchs lot , as i t ca l l s for a i -inch bol t , leaves a i -inch play ,

at least

FIG . 36.

and thi s p lay , with the bol t i n the center of the slot ,a l lows of g-inch adjustment e ither way . Without th isextra width addit ion any late ra l adjustment of thehanger would resul t in leaving a part of the hange r’sfeet without st ringer support . Such jobs look poorly,and Often run st i l l more poorly . Fig . 36, i n i t s twoviews , wil l make the above poin ts clea r.I n the str i ng i ng of countershafts whose hangers

have no adjustment i t Often happens , despite a l l care

40 SHAFTING,PULLEYS

,BELTING

,ETC .

i n the laying out , that they come to 1 i nch out ofpara lle l . A very common and l ikewise very dangerous pract ice at such t imes i s to subst i tute a smal ler diametersupport ing bol t instead of the larger si ze for which thehanger foot i s cored or dri l led , and to make use of theplay so gained for adjustment .That shaft ing so carried does not come down oftenerthan i t does i s due sole ly to the foresight of the hangermanufacturers . They, in figuring the support ing bol t ’sdiameter as against the st ra in and load to ‘be sustained ,are careful to provide an ample safety margin for overload

,thus enabl ing the bol t subst i tuted to just bare ly

come with in the safety l imit under easy working con

dit ions .

The largest-si zed bol t that a ‘hanger wi l l easi ly admitshould invariably be used

,and for al inement purposes

e ither of the fol lowing slower but safer methods shouldbe used .

Rebore the hanger-support ing bol t holes in thestringers to a large r s ize

,and use the play so gained for

adjustment . I t i s not advisable , however , to reborethese holes any larger than to one and three-quartert imes the diamete r of the bol t to be used ; and thediamete r of the washers to be used on top of thestringers should be diametrica l ly equal to at leasttwice the si ze of the rebored holes . That the washersused , under such condit ions , must be Of a good pro

port ionate th ickness goes without saying .

When the reboring method cannot be used —aswhen the hangers are carried by lag screws , lag-bolts ,bol ts screwed direct ly in to supporting i ron gi rders ,

SHAFTING HINTS 4 1

e tc .—it i s eviden t that hanger adjustment can besecured by packing down one foot of the hanger base

,

as in Fig. 37 .

HANGER 1

FIG . 37.

The piece ‘ of packing (necessa ri ly wedge-shaped)between the hanger foot B and the st ringer A t i l t sthe bottom of the hanger forward . The size of thewedge regulates the amount of adjustment . Wedgeshaped space D, at foot C, should a lso be packed out

so as to avoid throwing undue st ra in upon C’

s ext remity c. I f now, the foot c of the countershaft ’sothe r support ing hanger (No . 2 ) be simi larly and equa l lypacked

,as B of NO . I hanger , the shaft wi l l have been

thrown forward at one end and back at the other,and

thus in to l ine . The equa l divis ion of the adjust ingwedge packing between the opposite feet of the twohangers enables a l im i ted packing to do considerableadjust ing without any undue marring effect ; and ,further, in sures the shaft

’s remain ing level , which evi

42 SHAFTING , PULLEYS , B ELTING, ETC .

den t ly would no t be the case if on ly one hanger were,packed down .

Afte r so adjust ing, be sure to get your hangerssquarely crosswise of the shaft as readjusted

,so that

the hanger bearings wi l l l ie i n a t rue l ine with the shaftand not bind i t . At al l t imes be sure to have yourhangers hang or s tand plumb up and down ; as , i f thebearings are not so pivoted as to be hori zonta l ly selfadjust ing, excess ive frict ion wi l l be the lot Of one endof the bearing with not even contact for the rest Of i t .The bearing being se lf-adjust ing a l l ways , s quarecrossing of the shaft l ine by the hanger l ine and plumbst i l l remain eminent ly desi rable for appearance ’s sake .

Before a countershaft can be put up on a ce i l ingwhose support ing t imbers are boarded over

, or i n amodern fi reproOf st ructure whose girders and beamsa re so bricked and plaste red in as not to show

,i t i s

necessary to posi t ively locate those Of them whichare to carry the stringers .I t i s in the earnest endeavor to prope rly locate these

that the unaccustomed hand turns a wood cei l ing intoa sieve and a brick one in to a wreck . To avoid kitchenand house razing effects , t ry the fol lowing recipeWe wil l assume that l ine A B

, Fig . 38 , la id out byone Of the methods p reviously described , i s the centerl ine of the proposed countershaft . The hanger

’s baselength

,l atera l adjustment and individua l foot length

cal l for st ringers 42 inches wide , placed 5} inches apartOr 14% inches outside (as per sketch ) . The floor posit ionOf the machine to be driven , or the driving point of themain shaft, i s so located with reference to the counter

https://www.forgottenbooks.com/join

44 SHAFTING, PULLEYS , BELTING, ETC .

thus make a cut tha t wi l l not be covered by the st ri nge rs) from 1 to cut outwardly for the locat ion of beam 3.

Where the building’s beams run para l le l to theshaft , Fig. 39, mark the counter

’

s-center l ine A B,and

then mark the spaces as determined by the countershaft length , floor posit ion of the driven mach ine or thedriving point on the main shaft to be occupied bythe st ringers C D, and , start ing from the cente r l ineA B, cut outward ly each way to the desired beamsI and 2 .

FIG . 39.

Where the center l ine a s la id out (before the posit ionOf the ce i l ing beams was known) brings i t close to or

direct ly under a suppo rt ing beam , i t i s genera l lyadvisable where poss ible to step the counter back or

forward to a cent ra l posit ion between the beams .Where shaft ing i s a l ready in place in a bui ld ing , no

matter on what floor , va luable measuremen t s a s tobeam loca t ion can thus be had from the pla in ly in sightand the reasonably dedtl cib le . Lack ing in-place-shafting to go by , the wal l s , columns and main girders a lwaysclearly indica te the crosswise or para l le l run Of thece i l ing beams to the proposed shaft ing l ine .

SHAFTING HINTS 4 5

I n the u sua l method of locat ing the t imbers Of aboarded-over cei l ing , a brace and bit , or a nai l , can beused for the purpose . I f shy ofan awl , and in preferencethe other two ways , force or drive a ch i se l (cold chise lor wood) i n between a tongue and groove of the cei l ingboards i n st ringer space (Fig . 38) E or F , and thusspring the boards sufficient ly apart to insert a compasssaw. Wi th the extremity of a 12 -inch Saw a very l i t t lecutt ing (a long the tongue and groove , as th is showsleast) wil l enable you to locate a beam ,

s ince theygenera l ly run 8 , 12 , 16, 20, 24 and 30 inches apart .Always , on locat ing your beam

,run the point of

your compass saw down the whole of the t imber ’swidth , so tha t any na i led-on pieces wi l l not lead youi nto a fa l se est imate of the beam ’s th ickness .

FIG . 40. FIG . 41 .

Figs . 40 and 4 1 make thi s poin t and its Object clea r .The saw, in Fig. 40,

being stopped by A, natura l lyleads to the infe rence tha t A B i s the t imber

’

s th ickness .By runn ing down the t imber , as in Fig . 4 1 , the saw

’

spoin t st icking at a acts a s a sure detector . This precaut ion should be taken on both sides (B and A) ofthe t imbe r , and then , when the lags a re screwed in ,

46 SHAFTING,PULLEYS

,BELTING

,ETC .

they can be sent home safe and t rue in the center of thet imber.I t Often happens that in boring for the lag screws

the bit s t rikes a nai l and further progress at that pointseems out Of the quest ion . When so situated , take yourbit out , and running the lag screw up as far as i t wi l l go,by shee r force swing i t three or four turns up furtherthan the point where your bit struck . Removing thelag and rep lacing the bit , i t wi l l be found that the nai lhas been forced aside and the way is now clear.

ELEVATION

PLAN

FIG . 4 2 .

Hook bolt s (Fig . 42 ) or as our across-the-seacousin s cal l t hem—“ e lbow bolt s ,

” despite a l l assert ions to the contrary, are an easy, safe and economicalst ringer fastener or suspending device .

Figs . 43 and 44 i l lust rate two very common abusesof the hook bolt . I n the one (Fig . i nstead of thebol t proper lying snug up against the beam flange withthe whole of i t s hook rest ing square ly upon the beam ’sflange , i t s support ing countershaft i s turned into amenace to l imb and l ife by thi s chance it ” kind of

47

erect ion . I n the othe r (Fig. though the bol t s“do l ie snug against the flange , the hook being ou t ofsight and no means being provided for te l l i ng whether

FIG . 43.

the hook l ies , as it should , at right angles to the Webof the beam , even if properly placed at insta l lat ion ,t imber sh rinkage , vibrat ion or a

‘

s l ight turn of the bol t

FIG . 44.

when t ightening the nut , al l const i tute dangerousfactors tending to loosen or ent i re ly

‘

loosen the hook’

sgrip upon the beam flange .

Fig/43 suggest s i t s own remedy. As to Fig . 44, ascrewdr i ver Slot (made by a hacksaw) at the nut endof the hook bol t and running in the same direct ion as

48 SHAFTING,PULLEYS

,BELTING, ETC.

the hook , Fig . 45 , wil l at a l l t imes serve to indicate thehook’s posi t ion and

,al lowing as i t does Of a combined

use of screwdriver and wrench , i t ca n be used to prevent the bolt ’s t urn ing when being t ightened .

Hook s

Pl ate

Beam

Plate

FIG. 45 . FIG .

Where two or more hook bolts are p laced close together on the same beam flange , a plate , preferablywrought i ron with properly spaced confining pins forthe hooks , may be placed be tween the beam flange andthe hooks as i n Fig . 46. I ts benefits are obvious andso l ikewise is the

'

use of a smal l , square , wrought-i ronplate with a bol t hole th rough i ts center instead ofhook bolts .The various styles of beam clamps carried by the

hardware and supply trade a l l have thei r good points ,and though the C of th en cost may seem to loom large ,i t i s not a whi t more emphat ic, taken al l in a l l , thanthe W of thei r worth

TRU I NG UP L INE SHAFT I NG

IT i s assumed , for the purposes Of th is descript ion ,that t h e modern

'

s tyle Of shaft ing, increasing in diameterby the 3 inch , i s used , and that a ll pul leys and bel tsare in p lace . We wil l take a l ine composed of si zesranging between and 2 1

-73 i nches . This gives us

four si zes, 31

7g , and 2 1

74 inches in the l ine .

We wil l firs t consider the plumb-bob . The accompanying sketch , F ig . 47 , i l l ust rates a good one .

The bal l i s 15 inches diamete r, and the large end of

the tapered stem 71; inch in diamete r, t urned para l le lfor a short di stance at the lower end . The two th insheet-stee l disks , 1 and 2 inches in diameter , are dri l ledto fit snugly when pushed on to the —inch part Of thestem , and stay there unt i l pul led off. These disksare turned t rue . This arrangement of plumb-bob anddisks enables us to dea l with five si zes on one l ine , andthere are not many l ines that conta in more .

Now having our plumb-bob ready,we wi l l st retch

the l ine .

”

Th e st retchers should be set hori zonta l lyby nai l ing a st rip ofwood , say 1 X 15 x 12 i nches , witha piece at each end to form a space between it . and

the wal l , or place of locat ion in l ine with the edge of theshaft , as in Fig . 48 . The top of thi s st retcher should

49

50 SHAFTING,PULLEYS , BELTING ,

ETC .

be low enough to clea r the la rgest pul ley, and h ighenough to clea r the hat Of yourwould perhaps find i t conven ient toSpokes of a large pul ley .

FIG . 47 .

Now having located your st retcher , findmately the posi t ion of your l ine , and drive a

'

na i l afoo t or more below it in a vert i ca l l ine , and another nai lanywhere for convenient winding . The advantageof th is plan i s that the l ine can be easi ly adjusted as i t

https://www.forgottenbooks.com/join

5 2 SHAFTING,PULLEYS, BELTING, ETC.

shaft i s used) that may remain Up for days if necessarywithout fea r of disturbance .I t i s best to go over the whole l ine first , before dis

turb ing anything ; so start ing at the first hanger at the2 {g -inch end , throw your plumb l ine over the shaft ,and record on the floor in cha l k beneath it whether i ti s O . K . or wants to go either way , and h ow much ;then go to the next hanger, and so on to the end . A

short study of the condit ions enables one to correctthe fault s , wi th a knowledge of the requirements , andconsequent ly in the least t ime and wi th the leastt rouble .

Now suppose we start at the 2 17g -i nch end to inspectthe l ine , we use the center point of the bob on the l ineso long as we are test ing 2 173“ inches .When we get to the 3 3-i nch part , which i s 5» inch

larger, we use the half diameter of the stem , the edgeof which should j ust touch the l ine .

When we come to the 317g -i nch part , 1 i nch largerthan 2 174 , we use the I-i nch disk , s l ip i t on to the stem ,

and when i t j ust touches the l ine with it s edge i t i sO . K .

The 3}g-inch , b e ing 1% i nches larger than the 2 17g -i nch ,wil l be right when the b al l of the b ob i s i n l ight contactwith the l ine .

The 2 -i nch disk would be suitable for the next si ze ,and other disks or modificat ions of the bob prope rmight be made to suit ci rcumstances .Now having st raightened the l ine , the next process

i s to level i t . As i n some cases your pul leys wil l betoo close to place your leve l where you want , make a

TRUING UP LINE SHAFTING 53

“

l ight i ron frame as per Fig . 49, making the suspendingmembers of sufficient length to admit of your readingthe level convenient ly when standing on the floor .Hang your frame on the shaft , and put your level onthe st raight—edge below ; i n th is way t rave l a long theshaft , placing your frame where convenient . Be surethat one end of your frame does not rest on a shaftOf different diameter , a key , keyseat , or anything todistort the reading .

32 IN. SQ UARE

STRAI GHT EDGE

F IG . 49.

Never be content with t rying your level , especia l lyan adjust ing level , one way ; a lways reverse i t and t ryagain ; for i f i t i s out Of t ruth at the start , you might

Qvant to go through the roof or down ce l lar at the finish .

Get in to a habi t of reversing your level , and so prove

your work as you proceed .

APPARATUS FOR LEVEL ING AND

L I N ING SHAFT I NG

THE first apparatus expla ined in th is chapter wasdesigned by the late Chas . A. Bauer , and is a highlyperfected inst rument .For those who have l ined and leveled shaft ing with

an engineer ’s t ransi t and leve l i t i s unnecessary tosay anyth ing Of the advantages of that method overthe cruder methods usual ly employed . I t i s not on lydone much more rapid ly and economical ly , but thegreater accuracy with which the work is done goes onpaying dividends in decreased frict ion and loss of powerand in lessen ing of wear .The apparatus we now i l l ust rate (Fig . 50) has at

the top a hook , which i s passed over the shaft , as indica ted ; on the st raight port ion Of th is hook are twosl iding jaws which are so set that the shaft wi l l justpass between them . Set i nto the face of this hook isa commercia l 6—inch steel rule which faci l i tates thesett ing of the jaws , and they are of course so set thatthe tubular port ion of the hook or leve l ing rod i s centered vert i ca l ly under th e shaft . Within the outer tube ,which is about 1 i nch outside diameter and nicelyjapanned , i s another tube , and inside this a thi rd tube ,

54

LEVELING AND LINING SHAFT ING

FIG . 50.

5 5

SHAFT ING,PULLEYS, BELTING, ETC.

these being arra1.ged 21 la te lescope s l ide , and clampsbeing provided so that the length or distance from theshaft ing to the target may be anyth ing desi red from

4 to about IO feet . At the lower end of the th i rd or

i nner tube is a swive l ing head to which the target i sattached

,and nurled nuts at th is poin t give means of

adjust ing the sight ing point Of the target to the exacthight of the t ransi t or leve l s ighting l ine .

The target is a brass plate 5% i nches diameter, on theface of which is a recess mi l led for the recept ion of asecond commercia l stee l rule , which in this case i svert ica l and can be moved vert ica l ly and clamped inany desi red posit ion with reference to a l ine drawn Uponthe target . At the center Of th is s ca le is a very smal lhole through which the l ight Of a hand flash lamp mayshine to form the sight ing point . The s lot th rough thetarget a t the right of the sca le is p rovided with a s inglethickness of white cloth , which permits enough l ightto pass through i t to he lp in finding the target i n thefield Of the te lescope .

The Object of provid ing a vert ica l adjustment forthe rule on the target is so that when passing from one

diameter Of shaft ing to another in the same l ine , assometimes happens , the sca le can be moved up or downjust ha lf the difference of diameter and the sight ingpoint thus be kept at a constant h ight .The target is readi ly detached from the rod , and maythen be placed upon the smal l standard (Fig . 5 1) whichhas at i ts base a V adapted to go over the shaft . Thestandard is tubular and the wire (about 1 inch diamete r)may be adjusted and clamped at the desi red h ight . The

LEVELING AND LINING SHAFTING

FIG . 5 1 .

5 7

58 SHAFTING,PULLEYS

,BELTING

,ETC .

target fit s over the wire as shown (rear view of target)for leve l ing l ines Of shaft ing that may be near the floor

,

or,w i th the target removed , the V and wire form

a sort of length gage or cal iper with wh ich the shaftmay be made paral le l to a l ine or wire st retched at thes ide of i t . Two different lengths Of wire are providedfor th is purpose .

The plumb-bob shown is part of the equipment andis a very superior art icle . A new feature i t possessesi s in having i t s la rger port ion hexagona l instead ofround , so when laid down upon a plank or scaffoldingi t wi l l l ie there instead of prompt ly rol l ing 011

—

5621

fa l l ing to the floor . The en t i re apparatus i s , we think ,very wel l designed for i t s purpose .

TOOL FO R LEVELING SHAFTING

The inst rument shown in Fig . 52 i s a good one for usein leve l ing Up shaft ing .

’

I t can be made to fit severa ls izes of sh aft , or al l the si zes ordinari ly found in a factory .

When the inst rument i s p laced on any piece Of shaftand leveled up with th e attached leve l , the plumbl ine wi l l hang exact ly the same distance from theshaft center every t ime . I n thi s case the distanceof l ine from center i s 6 i nches .A handy apparatus for use in level ing up long l ines

Of shaft can be made as fol lows .Take two pieces of finished materia l , fasten together

as i n Fig . 53 and cut out as shown at A and B i n Fig.

54. The open ing A i s made so that the piece can behung over the shaft , and the Open ing B i s made forthe reception Of a wooden st raigh t-edge .

https://www.forgottenbooks.com/join

60 SHAFTING, PULLEYS , BELTING, ETC.

Make the stra ight—edge ou t

sure that the edges are para l le l , the width just enoughless than the width of open ing B, 55 , to

FIG . 5 5 .

and the length 6 or 8 feet , to suit conven ience . Usethe apparatus with a leve l , as in Fig . 5 5 , takingthat the suspension pieces are a lways on the same si zeshaft .

SOME PRACT ICAL K INKS 1

A PULLEY on one Of the motors at a certai n p lanthad been giving some t rouble by becoming loose andworking i ts way a long the shaft toward the motorbearing . Each t ime the pul ley became loose , t he setscrew was loosened

,the pul ley put back in posit ion ,

the set-screw made t ight and the motor started . Afte ra few tria l s i t was found that thi s would not preventthe pul ley from working i ts way a long the shaft . I norder to overcome th i s difficu l ty the pul ley was placed

FIG . 56.

i n its proper posi t ion , a l ine was drawn a round theshaft close to the hub and

,afte r the l ine was scribed ,

the pul ley was removed and the shaft was burred uponthe l ine as shown at B, Fig . 56. The pul ley was thenput back and driven close up to the burred l ine , the

1 Con tribu ted to Power by Wm . K avanagh .

61

62 SHAFTING, PULLEYS, BELTING, ETC .

set-screw made t ight and the pul ley is now runningwithout any apparent tendency to trave l from it sproper posi t ion . I t wi l l be seen that the posit ion of theset-screw as indica ted by the l ine at A i s a poor oneand calculated to gi ve p lenty of t rouble at the mostinopportune t ime .Not long ago a ca st-i ron pul ley had to move along a

countershaft i n order to make room for a pul ley Ofanother diamete r. The pul ley had not been on theshaft long, so i t was thought that l i t t le work would berequired to move it . A heavy bar was placed agai nstthe hub and a s ledge hammer was used to st rike thebar. Afte r an hour and a half Of heavy work the pul leywas not moved over I i nch (i t had to be moved 16

i nches) , so it was suggested that a Bunsen burne r beattached to a gas pipe by means Of a hose and placedbeneath the h ub . The p lan was immediately adopted .

The burner was placed beneath the hub , the gas l i tand al lowed to heat the h ub . After about twenty-fivem i nutes i t was found that a blow from the bar was sufficien t to move the pul ley. The pul ley was moved the16 inches ins ide of twenty m inutes .

FIG . 5 7.

A very handy arrangement for moving pul leys i sa bol t and nut . Fig. 57 shows the bol t and nut with

SOME PRACTICAL KINKS 63

p ipe attached . A piece Of pipe can be cut tostance between the nut and hub of one pul ley

whi le the bol t head is against the other h ub . The nut

is screwed back upon the bol t as far as possible . A

washer i s then placed against the nut , and a piece Of

pipe cut to suit . Of course , the pipe must be largeenough in diameter to fit over the bol t . I f we screwback Upon the nut , a powerful s t rain can be broughtto bear between the hubs and in a l l probabi l i ty thepul ley wil l move .

FIG. 58 .

I n taking down sol id pul leys from main or countershaft ing i t somet imes happens that a hanger must beremoved tOpermit the pul ley to be taken Off. A fi rst

rate plan is to make a couple of long bolt s hooked atthe end as shown in Fig 58 ; pass the hook around theshaft and the threaded end through a hole in thestringer . By screwing up the nut as shown , the shaft

64. SHAPTING,PULLEYS

,BELTING

,ETC .

and remain ing pul leys can be kept in posit ion , obviat ingthe use of tackle , not to ment ion the labor requi red tohoist back the shaft into posrt l on . The appl icat ionof th is contrivance is especia l ly va luable where heavycone pul leys are required to be lowered or changed .

I t wi l l be seen that if we employ a pipe thread we wi l lbe enabled to sui t a lmost any condit ion Of lengt h thatmay arise between the shaft and st ringer.

PRACT ICAL METHODS OF LOOSEN ING

PULLEYS

WHEN a sol id pul ley is to be removed from a pieceof shaft for any reason , i t i s not good pol icy to uses ledge hammers on the spokes or hub to do it . Casti ron in pul leys i s too l iab le to break or crack underrepeated blows .I n Fig. 59 one ready method is i l lust rated by which

the pul ley may be removed . When a place betweentwo wal ls can be found that wi l l admit Of this arrangement , proceed as shown to force the shaft throughthe pul ley, subst i tut ing longer pieces Of pipe as theshaft i s forced through farther .I n one case where a la rge pul ley was stuck on a 7-inch

shaft and it s removal was imperat ive,the shaft was

sawed off (with large hack-saws) close up to the pul leyhub and two g-inch holes were dri l led into the shaftpara l le l to its axis , as shown in Fig. 60. These holeswere dri l led so that they were 90 degrees apart andcame with in 1

12; i nch of the hub of the pul ley . The

hub was 14 i nches th rough and these holes were 8 inchesdeep ; but that was enough to loosen up the shaftso that when the pul ley was la id over on beams with

65

66 SHAFTING , PULLEYS,

https://www.forgottenbooks.com/join

68 SHAFT ING , PULLEYS, BELTING , ETC.g

PULLEYS

70 SHAFTING, PULLEYS, BELTING,ETC .

i n the pul l ing up on the bol ts W , W, keeping the st ra inequal ly divided between the two by pul l ing a l it t leat a t ime on each .

I f the pul ley comes ext ra hard , i t can be assistedwhen the st rain is on the bol t s by st ri king at X witha sledge .

A good device for removing motor and generatorpul leys that are near the shaft end is shown in Fig . 63.

The arms Z ,Z are adjustable to take hold of hub or

arms , and the screw appl ied to the shaft center wil l dothe rest .To run a pul ley Off a shaft without injury

fi

to‘

the

hands , use a monkey wrench on the rim Of each pul ley,as shown in Fig . 64. One pul ley on the shaft can beselected for a hold-back ; one monkey wrench therewi l l hold the shaft from turn ing, whi le the other wil lturn around the shaft the pul ley which i t i s i n tendedto remove .

FIG . 63.

SPL IC ING LEATH ER BELTS l

THE first th ing is the tools for the different kinds ofwork . These may be usua l ly changed somewhat tosui t the taste Of the user, but in the main the styleand kind here in shown in attached drawings canfi Ot

be very much improved upon .

Figs . 65 and 66 show a spl ice Opener for heavy be l ts .I t i s made Of -i nch tool s tee l with the point spread outabout 2 inches wide and wel l tempered , afte r which i ti s ground to a good sharp edge , and then an oi l ' s tonerun over the edge unt i l i t has been dul led so that i t wi l lnot cut . The right kind of an edge can on ly be securedby trying ; i t i s one of the tool s that is very hard toget just right . You wil l not ice that the manner inwhich th is spl i t ter is bui l t may seem to be rather toomuch work to bestow on such a simple tool , but thereasons for so doing are as fol lows : i n Open ing a 36i nch be l t an Old spl ice Opener that was driven in tothe handle l ike an ordinary fi le was used and thehandle spl i t ; that sharp poin t came back through thehandle

,and when i t final ly stopped i t had gone about

2 i nches in to the palm of the Operator ’s hand . Some-inch hexagon stee l was turned down 6 inches , just

1 Con tr ibu ted to Power by Walter E. Dixon ,M . E.

7 2

G LEATHER BELTS 73

74 SHAFTING, PULLEYS , BELTING, ETC.

enough to round i t Up ; then a sol id brass washer wasturned out I i inches in diameter and 1 inch thick

,

a hole bored through i t that was a driving fit on thepiece of stee l and was driven down to the shoulder .Washers were cut out of o ld pieces of be l t and put onwith a l ibera l coat of glue on both sides ; when thehandle was fi l led

,a stee l washe r which was 5 in ch

th ick was screwed down hard on the leather washers ,and when i t had dried wel l the whole was turned downto size shown in the sketch . Two of these tools weremade , one for bel t s up to 18 in ches , and another thatwi l l reach through a 40-i nch be l t . The tool shown in

FIG . 67 .

Fig . 67 i s an ordinary heavy screwdriver with the poin trounded nice ly , and it i s used to ra ise the th in pointsthat the larger. tool wi l l somet imes tea r .Fig . 68 shows a handle made a lmost l ike the one i n

FIG . 68 .

Fig . 65 , with the except ion that the brass washerreferred to in Fig . 65 i s h ere turned down to 3 inch ,commencing inch from the large end , which i s 1 inchin diameter . The leather washers a re s l ipped on overthe smal l part unt i l i t i s fi l led , and then a washer iss crewed on the smal l end and the whole turned as shown

https://www.forgottenbooks.com/join

76 SHAFTING,PULLEYS

,BELTING

,

‘

ETC .

should look when properly fin ished . I t should béhooked considerably.

FIG . 70.

Fig . 7 1 shows a smal l stee l for sharpen ing the scraperafte r i t i s turned , and i t should be absolute ly smoo th .

F IG . 7 1 .

fi g . 72 shows the equipment for turning the edgeof the scrapers . A large three-cornered fi le , about 12

FIG . 7 2 .

i nches long, which has a l l the teeth ground careful lyoff of i t and then n ice ly pol ished , i s fastened to a pieceof good clean bel t leather by means of the staplesshown .

SPLICING LEATHER BELTS 7 7

Fig . 73 shows the method employed in turn ing theedge of the scraper , which i s as fol lows : After the bladehas been se t firmly in the handle , grind the edge rounding , as is shown in F ig . 69 ; then grind sharp with a goodlong taper of about 3, and grind from both sides just asyou would an ordinary axe . Afte r you have a goodsmooth edge on i t , put i t on an oi l or water stone andput as fi ne

,an edge as poss ible on i t , then put on a

smooth piece of leather and hone it down unt i l i twould shave you . You wi l l then have a tool that wi l ldo a world of work for you , i f you wi l l turn i t right .

FIG . 73 .

The method shown in Fig . 73, i f properly carried out ,wil l do the t rick for you ; the th ing to be rememberedis that at no t ime in the turn ing of the scraper mustthe cutt ing edge bear on the smooth fi le . The firstposit ion i s not shown right ; the handle should bea l lowed to touch the fi le the first few t imes it i s passedover

,and then gradual ly ra ise the handle and keep on

passing the blade from side to side,as i s shown in Fig .

74, a l lowing It to sl ip off on the leather every t imeyou cross the fi le ; th is is to keep the corners in propershape . Another thing to remember is to bear down onthe blade as i t i s passed over the fi le ; you can

’t beartoo hard ; the on ly thing to look out for i s not to raise

78 SHAFTING, PULLEYS , BELTING, ETC.

the handle too fast . An ordinary blade can be turnedin about fifty st rokes across the fi le . The edge turnedover should be at least 1

14 inch long and should be

'

wel l hooked , as i s shown in F ig . 73 .

FIG . 74.

I t i s wel l to keep on hand about s ix of these scrapers,

and as they get too dul l to cut leather use them on glue .

With one good scraper that is not too sharp a l l the gluecan be cleaned off of both poin ts of a 36-inch bel t infrom five to ten minutes . When the edge gets a trifledul l , use the smal l stee l on both sides of the edge ; firstwet the stee l with the l ips , i t makes a much better edge .

For the benefit of beginners who may at tempt to spl icea be l t for the first t ime , do not use a glue that wi l l nota l low you to remove the clamps and put on the ful lload in forty-five minutes afte r the glue has beenappl ied and wel l rubbed down . The t ime gi ven hereappl ie s on ly to clean bel ts that a re absolute ly freefrom al l Oi l s

,and does not incl ude old oi l-soaked leather

that no glue wi l l e ver dry on .

Fig . 7 5 shows the equipment necessary to do a good ,quick job on a bel t , and most of them are requiredto be done quickly and wel l . With such an outfit andhalf-dozen sharp scrapers a join t in a 36—inch bel t Can

SPLICING LEATHER BELTS 79

be made and run again in four hours after the engine i s

S topped . This i ncludes a l l the t ime consumed in putand taking off the clamps , etc .

FIG . 75 .

The top of the platform , 76d , i s leve l with the bottomof the be l t and is he ld in posit ion by the hooks , 76b ,

which are shown in Figs . 7 5 and 76. These hooks s l ipover the 2 x4—i nch pieces that project outside the platform to which they a re attached , and should be madeof th ree-quarter i ron and not too long , or some difficulty may be experienced in gett ing them on the twoby

-fours .

FIG . 76.

The rods should be long enough to take care of thelongest poss ible spl ice and st i l l give plen ty of room towork . There should be about 2 % feet between the

80 SHAFTING, PULLEYS, BELTING,ETC.

i nside ends of the threads and the threaded end shouldbe 3 feet long . This wil l make the rod 8 fee t 6 incheslong, and it wi l l be none too long at that . For in stance

,

i n removing the glue from the spl ice , i f the last endpoin t is very close to the clamp , there wi l l be greatdifficul ty in clean ing i t and a l so in fit t ing the lea the rafte r the be l t has been shortened . What i s meant by

FIG . 77 .

the head end Spl ice is the one that i s on the pulleyfi rst— the arrows in F igs . 77 and 78 wil l make th i sclear : they indica te the d irect ion in which the bel tshould run ; therefore that end of the piece of leathe r

that is on the pul ley first is the head end (or fi rst end)and the end that leaves the pul ley last i s the last end .

I f the two bel ts shown in the sketch were reve rsed,

the point s would be turned up by everything thattouched them ; whereas , runn ing i n the di rect ion thatthey do

,everyth ing that touches them has a tendency

to rub them down .

We wi l l Suppose that the be l t shown in Fig . 7 5 hada “first end ” poin t that opened on the top of the be l ti nstead of the bottom as th is one does (see left-hand endof bel t between the clamps , on the lower s ide) ; one

can easi ly see how hard i t would be to work if the clampwere near the point . There should a lways be enough

f SPLICING LEATHER BELTS 8 1

room between the clamps to a l low the spl ice r to take!

the last end (which is a lways the forked end) , carryi t ent i re ly over the clamp toward the left in Fig . 7 5 ,lay i t down on that part of the bel t that i s outside theclamp and sl ip an ext ra spl icing board under i t . Fastenthe two belts and spl icing board a l l together by meansof a couple of 8-i nch hand-screws (of which every bel tspl icer should have a t least s ix or eight ) ; then cleanand shape i t to suit the other end . I t can be passedback over the clamp from t ime to t ime and tried for a

3 x 436 Hard Map l e

FIG . 79.

The proper mode of procedure in spl icing a be l t onthe pul leys i s as fol lows : Decide on where the be l t i sto be opened , and a lways -open i t i n the worst placein the be l t for that is the place you certa in ly want tofi x .

‘

Pa'

y rfo attent ion whatever to any former spl icingplace that may be in the be lt , .b ut take i t apart at anyplace where you are sure repairs a re actua l ly necessary .

Fi rst put in the most convenien t place possib le thepoint that you have decided to open and then put the

8 2 SHAFTING,PULLEYS, BELTING, ETC .

clamps in posit ion . I f you are sure that i t i s going torequire very hard pul l ing to get i t as t ight as you wish ,take a damp cloth , moisten the ins ide of the clampsand then sprinkle powdered resin on both upper andlower clamp . Put the first end clamp on first , asthis i s a lways the easiest poin t to clean and fit ; decideh ow much you wil l have to take out , or as near aspossible , measure off th is amount on the be l t and placethe clamp this distance plus about 10 i nches from the“first end poin t . This extra 10 i nches wil l gi ve

you plenty of room to clean the glue off and also toshorten up the be l t the right amount , for al l the sh or ten I

ing must be done on the “first end ” point on accountof the ease with which the new scarf can be made .

Should you t ry to shorten up from the “ las t endpoint , by referring to Fig . 78 , you can easi ly see theamount of work you would be in for . There would betwo thin ends to scarf, and outside ends at that ; whereas ifyou shorten up from the

“firs t end ” you make on lyone th in end and that one i n the inside of the b e lt .

The fi rst clamp , with the center mark of the clampcoinciding with the center of the bel t , should be veryt ight ; for should i t s l ip when the load is put on , i t wi l lvery probably sl ip in the middle of the bel t and maynot sl ip on the edges at a l l . Should you glue i t in th iscondit ion , the chances are very much in favor of theoutside edges giving away on a heavy load ,

‘ due to themiddle be ing too long . Afte r the first clamp is i nposi t ion and t ightened , put on the second one andleave the bol ts loose , so that i t can be s l ipped easi ly .

Then put the be l t rods in posit ion with just a “ ful l

https://www.forgottenbooks.com/join

84 SHAFTING, PULLEYS, BELTING,ETC .

bel t make a mark on the edge of the be l t , showing justwhere the lower thin poin t came on the bottom .

Throw the last end ” over the left-hand clamp out ofthe way and scarf down the top of the “first end ”

point , let t ing the scarf be about 4 inches long . Be

careful not to gouge a hole in the bel t where the scarfis started , but t ry to make the incl ined plane from X

to X perfect ; t ry to keep the whole surface of th isincl ine t rue and st ra ight . After the short 4-inch sca rfi s fin ished , clean the glue off of the ins ide of the

“firstend ”

; l ap up to where i t enters the“ l ast end then

turn i t over by bringing i t over the right-hand clamp,

place a ' scarfing board under i t and make the sca rfshown at T, Fig . 7 5 . Now clean a l l glue off the lastend ” lap and take a sharp scraper l ike the one shownin Fig . 69 or 69b , place a piece of glass under thepoints that have been previous ly s quared up

,and

scarf them down to a knife-edge .

After the thin points a re properly scarfed , lay thewhole spl i ce back on the Spl icing board just as i t wi l lbe when i t i s gl ued , and do any fit t ing that may benecessary . Be very ca reful to get i t th in

'

enough , or i twi l l make a hammering noise when going over the pulleys . When scarfi ng down the th in poin t s with thescrapers

,be sure that they are very sharp ; i f not ,

they wil l tear the point off when i t gets down to -an

edge ; al so give the blade a drawing motion in orderto faci l i ta te cutt ing . I t may seem to the novice thatto use a piece of gla ss to scarf on , when one i s using a

tool with a ra zor edge , i s a t rifle inconsistent , but i t i snot so in the least ; i f the blade i s he ld wel l back at the

SPLICING LEATHER BELTS 8 5'

top and a cons i derable pressure appl ied to i t , there wil lbe no danger in the edge actua l ly touching the glass ;the edge is turned past a right-angula r posit ion

,or

hooked , and the hee l i s a l l tha t touches the glass . A

good piece of plate glass about 12 X 18 i nches i s largeenough for any width of be l t

,a l though a piece much

sma l le r wi l l do a l l right . Do not attempt to do anyscarfing on the board 76d , for if you do it wi l l be so ful lof holes that have been gouged by the scraper that i twi l l be ruined for any

'

purpose .

This board must be kept smooth in order to be ableto do a good job of rubbing down when gluing . Neve rhammer a glue join t i n order to set i t ; i t i s j ust thatmuch unnecessary work and does absolute ly no good ;s imply get a smooth b lock ofwood 2 X 6X 8 inches andrub hard and fast as soon as the glue i s appl ied . Do

not t ry to gl ue more than 6 inches in length at one t ime .

Use a heavy brush a high-priced paint brush i s thebest ; the regular glue brush i s about the on ly th ing i nexistence that wi l l not put on any glue at a l l abouta 3-i nch brush i s the th ing ; have the glue just as hotas i t i s possible to get i t . Keep the brush in the pot a l lthe t ime the

'

glue i s heat ing ; a l so have a st rong st ickmade somewhat l ike a three-cornered fi le

,only larger

,

i n the glue th is last i s used to scrape off the brusha l l the glue that i t i s possib le to get off without a l lowingthe glue

'

to get too cold . When you take the brush outof the pot , work fast ; get a l l the glue possib le off thebrush and get the rest on the be l t at once . Make twoor three fast st rokes across the bel t and close down thespl ice a nd rub for dear l ife . Afte r the first brushfu l

86 SHAPTING,PULLEYS, BELTING, ETC .

has been appl ied (and rubbed for about two minutes) ,have an ass istant ra ise the point up unt i l you can see

the glue breaking al l across the whole width of the be l t .Then have a second brush ready and repeat the formerprocess , with the except ion that you need not applythe glue to both sides of the leather as in the first case ;for if you wi l l keep the brush down in the fork betweenthe two laps you wi ll give both sides a coat , and inaddit ion to the t ime saved by using this method youwi l l get the joint closed whi le the glue i s hot . As fastas you go across the be lt with the brush , have theassistant rol l the be l t together afte r you ; when yoUhave used a l l the glue ou t of the brush , the joint i sclosed and ready to rub . You wi l l keep the glue muchhotter by immediate ly closing the sp l ice after thebrush

,and there i s noth ing e lse so importan t as using

hot glue ; as soon as i t commences to get sh iny on thesurface the thing i s a l l off and i t wi l l not hold anyth ing .

You cannot do any quick work with water in yourglue that i s , un less i t i s Old and has been heated upsevera l t imes . I f th i s i s the ca se , i t wi l l have to beth inned with water . The proper consi stency i s aboutthat of a very heavy grade of cyl inde r o i l ; i f i t i s toothin

,i t wi l l not dry in any reasonable t ime and i t wi l l

a l so cause pocket s i n the spl ice by open ing up after thejoin t has been rubbed , and the a i r i n the pockets wi l lopen the whole spl ice . I n important work never use aglue that wi l l not st ick so t ight ly between every ap

pl i cat ion bel t that afte r rubbing down you can give i ta good

,hard pul l without i ts opening up . I n a l l state

ments regarding the t ime necessary for the joint to dry,

SPLICING LEATHER BELTS 8 7

the be l t s are considered absolute ly clean , dry and freefrom a l l oi l s .The most di sagreeable port ion of the bel t repai rer’s

work is the spl icing and repai ring of oi l-soaked bel ts .I t i s a wel l—known fact that the act ion of oi l and thatof glue a re in direct Opposit ion to each other : the oilprevents st icking and the glue st icks , i f i t h as a chance .Such being the case , the first th ing to do 18 to e l im i natethe oi l complete ly, and the efficiency of your join t wil lbe in direct proport ion to your success in get t ing ridof the oil . To th is end secure a large gasol ine blowtorch , such as painters use to burn off o ld pain t . I f

you are not used to it , be very careful ; at a l l events ,have a bucket of dry sand to use in case of t rouble .

just th row the sand on the fire and the‘

fire wi l l go outthat is , i f you can get the sand i n the right p laceThe torch i s to be used after the spl ice has been a l l

completed except the th in points . The flame wi l l burnthem if finished , so leave them tole rably thick unt i lafter th e oi l has been removed ; then finish them asdirected before . When the scarfs have been made andthe o ld glue has been removed , turn the flame (whichshould be an a lmost invis ible b lue if the torch is working properly) direct ly on the leather and move i tover a l l the surface of the spl ice unti l the leather hasbecome thoroughly heated ; never a l low the flameto remain

/

directed at any poin t long enough to makethe oi l i n the leather boi l . I f you do , the be l t i s burned .

Cont i nue to move the flame over the surface of the be ltunt i l the leather i s so hot that the hand can scarce lybe held on i t . With one of the scrapers shown in Figs .

88 SHAFTING ,PULLEYS

,BELTING

,ETC .

69 and 69b (69b preferred) scrape the oi l off as theheat ra ises i t Up . Turn the cutt ing edge of the scraperup and wipe the oi l off after every st roke ; keep thescraping process going right on after the torch ; nevera l low the leathe r to cool off unti l you can get pract ica l ly no oi l and the leather begins to turn brown . By .

heat ing the leather and bringing the o i l to the surfaceyou do just what the glue does when you put i t on ano i l-soaked bel t without removing the o i l . By means ofthe heat contained i n i t , i t b rings Up a l l the oi l nea rthe surface to which i t i s appl ied and in consequencedoes not take any hold on the leather .I t wi l l take two men with al l the necessa ry tool s and

appl iances at least six hours of good hard work toremove the o il from a wel l-soaked 36-inch bel t thati s

,to remove i t to an extent sufficient to warrant the

gluing of i t .In case of overflOWS i n which the wheel pit s are l iab le

to be fi l led with ‘wate r , pour cyl inder oi l on a l l bel t sthat are l iab le to get wet and then remove them frompul leys if they wi l l be covered for more than twentyfour hours , clean them with gasol ine and they wi l l befound to be a l l right and dry.

Hold a clean p i ece of waste against a l l bel t s at leasttwice every twenty hours , and wipe them clean .

THE CARE AND MANAGEMENT OF

LEATHER BELTS 1

OUTS IDE of the di rect care and management of h ighpressure boi lers and the steam lines pertain ing thereto ,there i s no other part of a power or l ight ing plant , mi l lor factory in which a large number of i ndirect connectedmachines are used that i s of such vi ta l importance asleather be lt ing and rope drives . The subject under discuss ion i n th is chapter wi l l be the former , and the se lect ion

,ca re and management thereof.

The first th ing in order wi l l be the select ion of aleather bel t , and when we consider that a l l makers makegood bel ts , that there are no part icular secrets i n thebe l t-making business , and that in order to get the verybest we must take every advantage of al l smal l detai l si n const ruct ion , i t stands every engineer and bel t userin hand to get a l l the informat ion avai lable ; for wemust remember that the percentage of good hidesdoes not run very high

,that a l l that are bought go into

bel t stock of some kind or other , and that some onemust buy the goods that are not quite up to thestandard of be l t exce l lence . I t i s very evident that noman wants anything but the best when he i s paying

1 Con tribu ted to POwer by Walter E. Dixon ,M. E.

89

90 SHAFTING,PULLEYS

,BELTING

, ETC .

for the best , and i t i s a l so evident that no maker i sgoing to say that he makes inferior goods ; so thereforewe must read the qual i ty by what i s in sight , and inthe judging of leather that i s a l ready made up

,the

proposit ion resolves i tse lf i nto a very hard one .

The two principa l th ings left for an Opin ion to bebased upon as to qual i ty are the re lat ion the piecesthat const i tute the laps bear to the h ide from whichthey were cut . They Should , i n be l t s runn ing from18 to 36 inches , be cut from the cente r of the hides , orshould be what i s known a s cen te r stock . Of coursea l l be l t s should be center stock , but wh ere . th é

“

y‘

afe

very narrow or so wide that one hide wi l l not be wideenough to make a lap , then there i s a lways a lot ofnarrow stock worked in that cannot a lways be st rict lycenter . . The next th ing to look out for i s brands thatare so deep that they dest roy the l i fe of the leather andwi l l cause it to break afte r being used . Then look outfor the length of lap . I f th is i s too long, you wil l knowthat i t runs into the neck , for about a l l that i t i s poss ibleto get ou t of average hides and st i l l leave nothing inthat i s not first class i s 54 or 56 i nches . Ordinari ly ,

you can te l l i f a lap i s“ cen ter stock by the marks that

run down ei the r side of the back bone ; they wi l l beusual ly a l i t t le darker than the rest of the bel t . Thesemarks or st reaks should be i n the cente r of the be l t .The principa l object ion to neck leather is that i t

.i s

l iable to st retch excessive ly,and on th is account i t wi l l

put too much load on the piece immediately oppositei t i n a double-ply be l t ; for the poin t of one s ide i s i n themiddle of the lap on the other side . Next look out for

https://www.forgottenbooks.com/join

92 SHAFTING,PULLEYS

,BELTING, ETC .

tab le under the average large Corl iss engine wi l l leakaround dash-pots and rocker-arm shafts , and some o ilwil l fly from the eccent ric oi l cups , get in to the whee l ,run around the rim and get to the bel t ; i f the be l t i snot fi l led a very few drops of o i l wil l make a large spoton i t . Then , if an engine does not run the wholetwenty-four hours , whi le i t i s off, watch . A few dropsof water from a leaky va lve stem whose bonnet drain i sstopped up

,as i t wi l l somet imes be , has a way of gett ing

through the floor and fal l ing on to the bel t and runningdown the incl ined inside of i t unt i l i t final ly comesto the flywheel , which , with the assistance of i t s crowning face , very kindly makes a n ice pocket for sa id waterand proceeds to drink i t up . Resul t : the glue i sloosened and the bel t may come apart in consequence .

Should there chance to be a point j ust at the bottomof th is pocket , i t wi l l get the glue soft enough to sl ipbut may not Open up , which i s much worse than if i td id open Up ; for i t may sl ip away from the shoulderof the spl ice for ha lf an inch , and when the enginei s put to work i t may close down by runn ing under thewheel and st ick . I f i t does , the resul t i s that at novery distant day you wi l l find a break at that part icula rplace , right across the face of the be l t . The reason isthat the load was a l l taken off the inside half of thebe l t by poin t s l ipping , thereby making the inside of thebe l t too long and putt ing a l l the load on the outside .

The outside wi l l cont inue to do al l the work unt i l i tst retches enough to bring the inside back into serviceagain . During thi s week or month you have beenpul l ing your load wi th a single be l t , not a double one ,

MANAGEMENT O F LEATHER BELTS 93

and afte r a short t ime you wi l l find the break referredto above in the shape of a clean , wel l-defined crackextending across the bel t para l le l with the points ofthe laps . Now of course you are going to send for theman who sold you the be l t and ask him to fix it . ‘

If hei s a wise man and understands h is business

,he won ’t

do a thing but Show you right under that crack a poin tthat does not come Up to where it should come . Thenthe th ing for you to do is to say to him that the bel t i sexamined every t ime i t i s put into service and that youhave not iced that the points he refers to a l l come looseduring a “ run , that any one knows that a few dropsof wate r would not take any bel t to pieces whi le i twas runn ing , and if i t was wate r , why did i t not takeit apart everywhere

,etc? And fina l ly crush him com

p le te ly by te l l ing him that your men have no t ime to puta pai r of clamps on a bel t i n order to pul l back into i t sproper posit ion every point that comes loose ; that ifth ey:did do it theywould have no t ime for anything el se ,especia l ly in the present case , and that if his peoplehad made the bel t right the glue would have held , anyway .

After he has given you a new bel t or repai red yourold one , just take my advice and box that flywheel upabove the top of the eccent ric oi l cup , at least 12 inches ,and get some good , heavy t in or z inc and put a t ightroof over the be l t

,under the floor .

Fi rst put in a ridge pole out of 15-i nch pipe , start ingat the face of the whee l and running in the direct ion ofthe main driven pul ley , holding i t firmly in p lace ateach end with a st rong iron clamp . Then solder into

94 SHAFTING,PULLEYS

,BELTING

,ETC .

each edge of the st rip of t i n , which should be longenough to reach beyond any possible leak through thefloor or oil tab le , a piece of -i nch pipe , and put the t inover the ridge pole with a piece of sma l l pipe on eithers ide . Ordinari ly the bel t goes out past the cyl inder ;i f i t runs through a bricked-Up runway on i t s routeto the main driven pul ley , just fasten the two piecesof -inch pipe to e ithe r wal l and have the ridge about 6i nches higher than the outside ones . Then every dropof oi l or water that comes through the floor wi l l fa l lon to the roof and run down to the wal l s and be carrieddown to the floor of the pi t and have no chance -to

touch the bel t .One of the most difficul t th ings in the ope rat ion of

l a rge stat ions where a large number of be l ts are used i sto keep them thoroughly clean and free from moistureand machine o il , the lat te r especia l ly . One very hardproblem that confronts a l l designers of machinery i sthe prevent ion of o il leakage from boxes . I n severa lp lants with as many as six dynamos of the same kindand the same design , at least four of the six have leakedo il every t ime they were run . The others did not leakas a usua l th ing , and al l were equipped with the mostmodern methods of holding oi l .Now we come to the bui lding of the bel t , and we wil lnot ice only such points as interest the engineer or buyer .The first th ing i s to

'

see that the laps are of uniformthickness , so that the bel t wi l l run quiet ly ; and i tshould be absolutely st raight when unrol led on the floor .I f i t has a long , graceful curve in i t , look out ; for i t wi l lnot run st raight on the pul leys unt i l i t has st retched

https://www.forgottenbooks.com/join

96 SHAFTING, PULLEYS , BELTING, ETC.

pounds . Now i n stead of assuming distance A—B

i n Fig . 80 to be 26 inches , le t the lower join t get outof step with the upper ones , and condit ions get vast lydifferent . We wil l suppose that the dimensions are asgiven i n F ig . 8 1 , as was the case with a new bel t thatwas measured less than one month before the observat ion was made and we have the fol lowing : join t A B

i s now on ly 10 i nches , and we have 10 inches p lus 4i nches p lus 4 inches t imes 36 inches which equa ls 648s quare inches , and the lead on the joint i s nowpounds . You wil l readi ly perce ive what an important

F IG . 8 1 .

part in the l ife of the be lt , and the l ife of everyth ingaround the be lt a s far as that goes , the proper breakingof the uppe r and lower join ts i s . Of course the be l tmaker wi l l te l l you that his glue is just as st rong as theleather i tse lf

,and he is about right as long as you keep

the bel t free from o i l and water ; but when the be l t becomes fi l led with o i l the glue rots and loses i t s st rengthmuch faste r than does the leathe r .No good be l t needs any posts a long the sides to make

i t run st ra ight and stay on the pul leys . I f the pul leysare in l ine and the bel t st ra ight , i t wi l l run st ra ight .Al l be lt s should be made to run pe rfect ly st ra ight onpul leys

,first on account of the loca l advert isement

that i t gives to the man who has charge of them ;

MANAGEMENT O F LEATHER BELTS 97

second,i f they do not run t rue , they wi l l be on the floor

or wrapped around the shaft in a very few minutes,

should they ever s l ip . Another very important th ing inthe ca re of bel t s that carry heavy loads i s that if any ofthe point s do come loose so far back that they wi l l notreturn to place without putt ing on the clamps , put themon by al l means ; as the restoring of th i s point to p lacemeans that you wi l l st i l l reta in in service a l l of ‘yourbel t

,as you wi l l not do if you glue i t down where it i s

and thereby cut one s ide complete ly out of service .

How TO CLEAN BELTING

We submit the fol lowing as the best and proper wayof cleaning a leathe r be l t . I t may seem simple

,but i t

i s safe and effect ive , as has been proved by many peoplewho have thus restored old and di rty be l t ing whichhad become almost or quite unfit for use .

Coi l the be l t loo se ly and place i t on edge in a tankin which i t may be covered with naphtha ; a ha lf barre lmakes a good receptacle , but someth ing with a t ightcover would save the loss by evaporat ion . Put i nenough naphtha to cover the bel t complete ly and a l lowi t to remain for ten or twelve hours ; then turn the bel tover , standing i t Upon the other edge . The vert ica lposit ion of the bel t surfaces a l lows the di rt to sett leto the bottom of the receptacl e as i t i s washed out ,and permi t s naphtha to get a t a l l the parts .After the bel t has remained in the naphtha another

ten or twe lve hours , or unt i l sufficient ly clean , rai se i tand a l low the naphtha todrip back into the tank . Thenlay the be l t flat , st retch ing or shaking it unt i l a lmost

98 SHAFTING, PULLEYS , BELTING,ETC .

dry . You wil l find that the naphtha wi l l no t affect theleather nor the b ement in the cente r of the be l t , but mayopen the joint s at the edges ; i n which ca se the o ld

cement should be scraped off and the edges recemented .

Your bel t man wi l l know how to do thi s . The bel t wi l lnow be somewhat hard , and should be t reated with arel iable be l t dressing before being replaced on thepul leys .

https://www.forgottenbooks.com/join

I OO SHAFTING, PULLEYS , BELTING ,ETC .

To let a bel t run one moment after i t gets too S l ackis bad practice , for i t i s apt to s l ip and burn al l thestaying qual it ie s out of i t . Another good reason whyit should not be run s lack i s that the engineer or bel tman , to save work , would be tempted to put on a dressing or , worse yet , put on resin to make i t pul l , and , i nthe language of Rex ,

“ the man who wil l put resin on

his bel ts i s e i ther a fool or a knave,

” for i t i s sure tospoi l h is bel t if cont inued for any length of t ime .

I n an emergency , as when some unforeseen substancehas found i t s way to the bel t , i t may be necessary , tokeep from shutt ing down between hours

,to use -

s ome ~

of the so—ca l led dressing . We know from experIence

that engineers wi l l go to almost any extreme to get ou tof a t ight place — ci rcumstances somet imes make i tnecessary to keep a bel t running when i t should no t

but th is should no t be al lowed to any extent . To a l lowa bel t to run too t ight is just as bad , for i t wi l l makeshort l ife for the be l t , hot boxes and scored shaft ing .

There is not one in twenty who takes the t ime or canspl ice a bel t properly ; i t i s genera l ly done in a hurry ,

any way to make i t hold together, with the understanding that i t cannot ta l k ; but i t does . How often we seeboards nai led up or rims tacked on to keep bel t s fromgett ing off the pul leys . All of th i s i s good for the bel tdea lers .This i s not al l the faul t of the engineer or the bel t

manufacturer . Often bel ts are made uneven , and soonget out of shape , even with the best of care . We somet imes find a bel t that ordinari ly runs easy on the pul leysand does i ts work with ease sudden ly incl ined to run

BELTING— ITS USE AND ABUSE

to ei ther one s ide or the other of the driy en pul ley,Th IS IS caused by one of two th ings - e ith

!

er’

th e’

.belt .

has been too s lack , or the load increased for wan t ofl ubricat ion , or other causes . I n either case It Wi l l sa runoff i f you insis t on applying the power . The remedywould be to take up the bel t , thoroughly oi l the journal s ,or take off the extra load — maybe a combinat ion of

a l l . St i l l a l i t t le ext ra work making the bel t t ighterw il l enable i t to run wel l and do the extra work just aslong as the extra tension can be mainta ined . Then i tmay appear perplexing and run to one s ide of the drivenpul ley when the driven shaft get s out of l ine with thedriving shaft . I n a case of th i s kind the bel t does notrun to what i s ca l led the high side of the pul ley , butto the low s ide . Another pecul ia r indicat ion : I f twoshafts are para l le l and there i s a high place on thepul ley

,then a bel t wi l l run to the high place ; but if

the shafts are ou t of. l ine , or , i n other words , are notpara l le l , and the face of the pul ley st raight , then thebel t w il l run to the low side or that closest to thedriving Shaft . The remedy would be to l ine up yourshaft ing .

The object of th is chapte r i s not to say how bel tsa re made , but to impress Upon the minds of bel t usersthat to get the best resul ts , bel ts , l ike a l l good servants ,must be wel l cared for , and al l responsibili ty shouldrest with one man , just as with your engi ne or anyhigh priced machine .

A COMPARAT IVE TEST OF FOUR BELT

DRESS INGS 1

DURING january , 1905 , a comparat ive test of theworking efficiency of four be l t dressings and preserva ;t ives was made by T . Farmer , j r . ,

and the write r .‘ The

test was made on the regula r be l t—test ing machine ofSib ley Col lege , Cornel l Universi ty, a ful l descript ion ofwhich appeared on pages 705-707 of Vo l . 12 , Tran s.

A . S . M . E. This machine test s the bel t under actualrunn ing condit ions

,though our belt s were i n somewhat

bet ter than average condit ion . The four bel ts werenew 4

—i nch Alexander No . 1 oak-tanned single-ply ,

and were 30 feet long . Part icula r ca re was taken tokeep them free from o i l and dirt . The bel ts were firsttested as received from the manufacture r, afte r whicheach bel t was t reated with one of the dressings andagain tested .

The dressings were two semi-sol ids , designated No . 1

and No . 2 ; a bar, No . 3, and neatsfoo t o i l , No . 4 .

As the first three are proprietary art icles , i t was notthought best to give thei r names , though any onefamil ia r with the act ions of bel t dressings wi l l readi lyrecognize No . I from its pecul ia r curve . I n applying

1 Con tribu ted to Power by Wi ll iam Evans .

https://www.forgottenbooks.com/join

104 SHAFTING, PULLEYS, BELTING,ETC.

was materia l ly increased ; i n the lowest tension at whichany power at a l l was t ransmitted , about 15 poundsper inch of width , the sl ip ran up as high as 2 5 per cent .

FIG . 83 .

I n Fig . 83, which shows the comparat ive value of thefour dressings , the highest horse-power del ivered to thebel t was taken as the standard . The horse-powerdel ivered by the bel t was divided by thi s standard ,and the resul t , expressed in percentage , was used as thepercentage of avai lab le horse-power t ransmit ted . Thiscomparison shows the great supe riority of dressing No .

I at a l l t imes , and especia l ly at low tensions . I n looking at this chart , i t i s we l l to remember that No . 3 i s ast icky dressing .

As the t ime of the test was so short , we were unableto determine the ul t imate effect of the dress ings on theleather of the be l t s . We could on ly approximate thi sby a chemica l test and a close examinat ion of the be l t sat the end of each test . The chemica l analysi s showed

TEST O F FOUR BELT DRESSINGS 1 6 5

no ammonia or rosin in any of the dressings ; No . 2 hada t race of minera l acid , and a l l had oleic acid asfol lows : No . I , per cent ; NO . 2 , per cent ;NO . 3, per cent ; No . 4, per cent .The pract ica l test showed no i l l effects except from

No . 3, the st icky dressing , which ripped and tore thesurface of the bel t . The high in it ia l tensions causedoverheat ing of the journal s , even though we kept themflooded with o il . On the low init ia l tens ions there wasno tendency to heat , even when the maximum horsepower was being t ransmit ted by dressing No . 1 . In

the lat te r case we oi led the bearings once in every twoor three runs (a

“ run comprised al l the readings forone i n it ia l tension ) , whi le in the former we oi led thebearings afte r each reading and somet imes betweenthem ; even then we were afra id that the babbitt wouldget hot enough to run . The readings for each runvaried in number from two to a dozen

,but on ly the

one giving the maximum horse-power was used in drawing the curves . The be l t speeds during the test s variedbetween 2000 and 2 500 feet per minute , most of thetest s be ing made at about 2 200 feet per minute .

BELT CREEP

THE quest ion of the minimum amount of s l ip of a bel ti n t ransmitt ing power from one pul ley to anotherreduces i tse l f to a qest ion of creep , for i t i s possible tohave bel t s large enough so that with proper tensionst here wi l l be no regular s l ip . With a difference in tens ion on the two sides and of e last ici ty in the bel t

,creep

,

however , i s bound to take place . What does i t amountto and what a l lowance should be made for i t ? asksProf. Wm . W . Bi rd of the Worceste r PolytechnicI nst i tute in hi s paper under the above t i t le .

FIG . 84.

I n Fig . 84 le t A be the driver and B the driven , TIthe tension in the t ight side of the bel t and T2 i n thes lack side , the pul leys and bel t running in the di rect ionindicated . One inch of s lack bel t goes on to thepul ley B at 0; at or before the point p i t feel s the effectof increased tension and st retches to 1 s i nches .

1 06

https://www.forgottenbooks.com/join

ROPE DR IVES 1

THERE seems to be considerable difference i n opin ionregarding the various ways of applying rope to thesheaves in rope driving , viz . , mult iple or separate-ropesystem

,continuous-wrap or single-rope system with the“

rope from one of the grooves runn ing on a travel ingtake-Up device , cont inuous-wrap or s ingle-rope systemwith the take-Up working direct ly on a l l the wraps .

FIG . 8 5 .

The mul t iple or separate-rope system on a horizonta ldrive where the distance between centers i s greatenough so that the weight of the rope wi l l give therequi red tension

,having the t ight or pul l ing part on

the lower s ide and the sheaves of the same diameter, asi n Fig. 85 , should be very sat isfactory , as o ld or worn

1 Contributed to Power by R. Hoyt .108

ROPE DRIVES 109

ropes may be replaced by new ones of la rger diamete r,

Or some of the ropes may be t ighter than others and st i l lnot a lte r the efficiency of the drive . I t wi l l be not i cedin this case that a larger rope does not al ter the proport iona l pitch diameters of the rope on the driving anddriven sheaves ; but if one of the sheaves is larger thanother, as in Figs . 86 and 87 , and a new or larger

FIG . 8 7 .

rOpe i s subst ituted for a worn or smal le r one , or i f someof the ropes are a great dea l t ighter than others

,a

different ia l act ion wi l l be produced on the ropes owingto the fact that the la rger or s lack rope will ‘not go a sdeeply in to i t s grooves as the smal ler or t ight one .

I I o SHAFTING,PULLEYS

,BELTING

,ETC .

Consequent ly the proport ionate pitch diameter on therope on the driver and driven sheave wil l be changed .

The action wi l l depend upon whether the large or thesmal l sheave is the driver . I f the driver is the larger ,and of course assuming that the slack or la rge rope i sweaker than the combined t ight or smal ler ones , t heni t wi ll have less st ra in on the pul l ing side ; but if thedriver i s smal le r, then the new or l a rge rope wi l l havegreater st ra in on the pul l ing side . Whether the driveri s larger or smal le r, a large or slack rope affects theact ion Oppositely to a smal l or t ight rope . Fig. 87shows how the act ion is reversed from Fig . 86.

For clearness we wi l l exaggerate the differences indiameter in the sketches and figure the speeds thatthe different si ze rope s would produce . We wil l takeA as normal , B

”

1 inch farther out of the groove , producing a difference in ~diameter of 2 i nches ; C 1 i nchdeeper in the groove , producing a difference in diameterof 2 inches . I n Fig . 8 5 assume for the normal diamete rof driver and driven 40 i nches , 42 i nches for B and

38 i nches for C , with a speed of 200 revolut ions pe rminute for the driver . Ei ther A, B or C wil l give200 revolut ions per minute for the driven sheave ,omitt ing s l ippage , of course . I n Fig . 86 say the normaldiameter of the driver for rope A i s 60 i nches and of thedriven 30 i nches , a speed of the driver of 200 revolutionspe r minute wi l l give the driven sheave a speed of 400

revolut ions per minute ; B, with the driver 62 i nchesand the driven sheave 32 inches diameter , wil l givethe latte r a ve loci ty of 387 5 revolut ions pe r minute .

Wi th C the driver i s 58 i nches , the driven 2 8 i nches , and

https://www.forgottenbooks.com/join

1 1 2 SHAFTING,PULLEYS

,BELTING

,ETC .

I n conclusion for the system , i t should be noted thati t has no means of t ightening the ropes except by re

spl icing; i t i s not as wel l adapted to various condit ions as the other forms ; i t i s the cheapest form toinsta l l and in some cases should give exce l len t sat i sfact ion .

With the cont inuous-wrap system: having the ropefrom one of the grooves pass over a t rave l ing take-up ,

the lat ter has a tendency to produce an unequa l st ra inin the rope . I n taking up , or let t ing out , the rope muste i ther sl ide around the grooves , or the st rands havingthe greatest pul l wi l l wedge themse lves deeper into thegrooves , producing a smal ler pitch diameter than theones having less pul l , making a diffe rent ia l act ion onthe ropes . I t i s therefore probable that i t i s the differen t ial act ion that takes up or let s out the ropes , thetake-up merely act ing in a sense as an automat icadjustable idle r . I n t ightening , when the rope st retchesor dries out , or even in runn ing normal , the greatestpul l wi l l be near the take-up , but if the drive i s exposedto moisture , and the rope shortens , i t wi l l be fa rthestfrom the take-up , depending proport ionately on thenumber of grooves the take-up control s ; so in largedrives i t i s best to have more than one take-up .

I f one should use an unyie ldab le substance , as , forexperiment , a plain wire on two drums wrapped anumber

,of t imes around and a lso over a take-up , and

the drums were moved together or apart , he would findthat the wi re would have to s l ide around the drum ;but , of course , with a rope in a groove i t i s different .The rope wi l l yie ld some . I t wi l l a l so go deeper into

ROPE DRIVES 1 1 3

the groove . This system costs more than the precedingform , owing to extra expense for the t ravel ing take-up,

but may be appl ied readi ly to different condit ions andwi l l be quite sat i sfactory in genera l , i f properly designed and insta l led .

The cont inuous-wrap system with a take-up or t ightener act ing direct ly on a l l the wraps has pract ica l lynone of the object ionable features ment ioned in theother two forms , and is quick in act ion , making i tappl icable where power is sudden ly thrown on or off.

I f the t ightener is made automatic , i t may be control ledin numerous ways , as with a weight or weight and leve ror tackle blocks and weight , etc . I t a l so may be fit tedwith a cyl inder and piston , with a va lve to prevent tooquick act ion if power i s sudden ly thrown off or on .

There i s ordinari ly pract ica l ly no unequa l st ra in on therope . This system may be appl ied to different condit ions a s readi ly as the preceding form . I t s cost i s morethan that of e ither of the others , as the t ightener musthave as many grooves as there a re wraps . I t must a lsohave a winder to return the last wrap to the first groove ,and to give i t s highest efficiency i t must be properlydesigned and insta l led .

I n either of the cont inuous-wrap systems , i f a port ionof la rger rope i s used , i t wi l l p roduce a greater st ra indirect ly behind the la rge rope , owing to its t ravel inga round the sheave quicke r . In angle work there is a lways ext ra wea r on the rope in the side of the groove ,a s on ly the center or one rope may be accurate ly l ined ;so it is not advisable to crowd the centers in angula rdrives , as the shorter the centers and wider the s heaves

1 1 4 SHAFTING,PULLEYS

,BELTING

,ETC .

the greater the wearing angle . I t must be remembered that the foregoing appl ies to ordinary simpledrives as shown in the sketches ; where the drive i scompl icated

,i t may be necessary to make other a l

lowances .

https://www.forgottenbooks.com/join

1 1 6 SHAFTING, PULLEYS , BELTING, ETC .

I t i s given as desi rable , by writers on rope t ransmission problems , to use a take-up sheave for everytwe lve ropes , whi le ten i s considered even better .The best resul t s have been secured by using a take-upsheave for not more than eight ropes . But i n any casethe evi l of differentia l driving st i l l exists .I n truth , the on ly drive in which perfect condit ions

can exist , according to present pract ice , i s one usingbut a single rope .

I t i s evident that when the load comes on the ropes ,the ent i re number of ropes in use are on ly able toU l t imate ly reach the same tension from the elast ici tyof the ropes themselves , as sl ipping in the grooves rare lyoccurs . But there is a cont inued and uneven st ra inon the ropes unt i l the load becomes divided betweenthem , and where ropes are used to drive a varying load ,th is st ra in must and does reduce the l ife of the ropesmateria l ly .

Many rope t ransmissions have been unsat isfactorybecause of th is , and when these drives have been sobadly designed as to use one take-up sheave for morethan ten ropes , they are apt to be more expensive andt roublesome than could have been ant icipated .

One rope drive i s known where thi rty ropes are used ,with on ly one take-up sheave . I t has been a source ofcont inua l t rouble and expense , and has been replacedby the Engl ish system of multiple ropes . The inherenttroubles of th i s system have made the changed driveeven worse than the origina l . I t wi l l now be replacedby the system here i l l ust ra ted .

I n Fig . 89 i s shown a plan V iew of the t ighteners for

A NEW SCHEME IN ROPE TRANSMISSION 1 1 7

a th irty-one rope drive . As the ropes shown are 15i nches in diameter the main t ightener sheave is shown60 in ches in diamete r or forty t imes the diameterof the rope used . Mounted above the th irty-two groovesheave , and in the same frame , i s a s ingle groove sheave

FIG . 89.

of the right . diamete r to reach the two outside ropesas sh own ,

'

in th is case 86 i nches in diamete r . Furthe rdeta i l s a re shown in the end e levat ion , Fig . 90, and inthe s ide elevat ion

,F ig . 9 1 . Al lowing a work ing st ra in

of say 2 50 pounds to each st rand of the thi rty-oneropes

,we have a tota l weight of pounds which

SHAFTING , PULLEYS , BELTING, ETC .

these two idler sheaves should We igh , incl uding theframe holding them .

These sheaves and the frame are mounted direct lyUpon the ropes , on the s lack side of course , and justas a t ightener is mounted on a bel t . The first ropepasses around the thi rty-two-groove sheave , on upover

o

the s ingle-groove sheave , and back under themult iple-groove sheave again , and is thus crossed over .

I t i s eviden t that a rOpe th readed on th is drivewould , by the t ime i t had run ten minutes or so , haveevery st rand in exact ly the same tension every other .

strand was in , and that the ropes would remain in th iscondit ion in spite of variat ion of load and speed , aslong as they lasted .

The in i t ia l expen se ,.

including the erect ion , wouldprobably be no more than that for the necessary s ix

https://www.forgottenbooks.com/join

1 20 SHAFTING, PULLEYS , BELTING,ETC.

shown . I n Fig . 93 i s shown a reverse drive , common insawmil l p ract ice , where the two sheaves describedwould preferably be mounted on a car, with the prope rweight to give the desi red tens ion .

1 Groove Idl er

It“ Ibo.

32 Groove

F IG. 92 .

I n a recent design is shown a cyl inder with about6 feet of piston t rave l , provided with a reducing va lve ,so that the steam pressure would remain constant a tabout 40 pounds . The cyl inder i s bolted to the mi l l

FIG . 93.

frame,whi le the piston rod is connected to the ca r

ca rrying the t ightene r sheaves . The cyl inder is of theprope r a rea

,when furn ished with steam at 40 pounds

A NEW SCHEME IN ROPE TRANSMISSION 1 2 1

pressure , to put the correct st ra in on the ropes . A

smal l steam t rap is part of the equipment . This shouldgive a very e last ic tension , and so long as steampressure was at 40 pounds or over , the tension wouldremain constan t . With 6 feet piston t rave l , i t i s evidentthat 372 feet of st retch could be taken out of therope , an amount ent i re ly out of the quest ion . A dog ,or buffe r , can be so located as to prevent excessiveback t rave l of the piston and car when steam pressure15 taken off.

I t i s evident that th is method can be appl ied to adrive using any number of ropes .

HOW TO ORDER TRANSM ISS ION ROPE 1

IT i s probable that more different and erroneousterms are used by purchasing agents and engineerswhen writ ing orders for t ransmission rope than are usedto describe any other art icle needed about a j

-mi l l :A knowledge of how to order clearly just the kindof rope wanted would prevent delays and expense tomany plants . Manufacturers of t ransmission ropeconstant ly rece ive orders so pecul iar i n thei r wordingthat they dare not venture an immediate sh ipment

,

but must first resort to the mai ls , te legraph or te lephoneto find out what i s rea l ly desi red , and , of course , thesemistakes

,fol lowing the law of “ the genera l cussedness

of th ings , usua l ly occur after a breakdown at thevery t ime when every minute

’

s de lay means a considerable sum ofmoney lost .There are in th is count ry two manufacturers of

cordage who make a specia l ty of t ransmission rope ,and the names under which thei r rope i s sold a re fa i rlywel l known to al l users of rope drives . I n addit ion tothese two concerns , there a re , perhaps , th ree or fourother cordage mi l l s which make th is grade of rope tosome extent . From th is comparat ively smal l source

1 Contribu ted to Power by F . S . Greene .

https://www.forgottenbooks.com/join

1 2 4 SHAFT ING , PULLEYS, BELT ING,ETC .

sha l l be ta l low in la id others ca l l for an absolute lydry ” rope or for a “wate r—la id ” rope . Al l t ransmissionrope

,to be of any service whatsoever ,must be lubricated

and such a thing as a “dry ” t ransmission rope or awater—la id one , whateve r that term might mean ,would be of but smal l service to the use r . Each manufacture r has hi s own method or formula for lubricat ing

,

and if th is be , a plumbago or graph ite-la id rope , and heis asked for an o ld-fash ioned ta l low-la id rope , he cannotfi l l orders direct ly from stock .

I t i s unnecessary to name the number of st rands ,unless you wish a three or six-st rand rope , for a tb uri

st rand t ransmission rope i s a lways sen t , un less otherwise specified . It i s a lso unnecessa ry to say anythingabout the core , as the rope i s a lways suppl ied with one ,and genera l ly it i s lubricated . Frequen t ly five-st randrope i s ordered . This i s very confusing , as there i ssuch a thing as a fi ve-st rand rope , but i t i s very rare lymade . Ordering a five-st rand rope i s usua l ly broughtabout through the error of considering the core as afifth st rand .

I t i s bette r , though not necessary , to order by thediameter in stead of the ci rcumference , as t ran smissionrope i s made and usual ly sold upon diameter specificat ion .

By far the most frequent specificat ions rece ived ca l lfor “ long-fiber , four-st rand rope with core , and havingdone this , the purchaser considers he has named a l lnecessary requi rements . At the present price of man i lahemp , which varies from 7 cents per pound for thepoorer grades to cents per pound for the‘ best , he

HOW TO ORDER TRANSMISSION ROPE

may be quoted for such a rope , with ent i re honesty ,anywhere from 1 1 to 17 cents per pound . To procurelong-fi ber mani la hemp , and twist i t into four st randsabout a core

,does not make a proper t ransmi ss i on rope .

As the rope wi l l probably be required to run at a speedof from 3000 to 5000 feet pefminute and be subjectedto rapid and constan t bending throughout i t s ent i relength

,the fiber shou ld not on ly be long, but the rope

should be soft and pl iable . Further than th is , as thefiber

,yarns and st rands must S l ip one upon another

during the bending , the rope should be so lubricated asto reduce to a minimum the frict iona l wear from suchs l ipping and rubbing

,which is a much larger factor

than is genera l ly supposed . Again ; the unusua ls t rength of mani la fiber is shown on ly when subjectedto a longitudina l st ra in . Transverse ly , owing to thece l lu la r format ion

,the fiber i s re lat ive ly weak ; there

fore,i n manufacturing t ransmission rope , the greatest

care is necessary to secure such proport ion of twist inboth yarns and st rand as to render the rope leastvulnerable to crosswise st rain . Nor wil l the te rmlong fiber insure the purchaser obtain ing the propermateria l i n h is rope

,for the longest mani la fiber , con

trary to genera l be l ief, i s not a lways the best fromwhich to make a t ransmission rope . Some of the ext reme ly long var1ety i s coarse and brit t le . The bestfiber for transmission rope is a part icular grade of mani lahemp known as Zebu , F ig . 94,

which is l ight in color,s i l ky to the touch and exceedingly st rong and flexible .

The accompanyingi l l ust rat ion , Fig . 95 , shows a closeview of two gfades of hemp , that

!

on the‘

left being

1 26 SHAFTING,PULLEYS

,BELTING, ETC.

FIG . 94.

FIG . 95 .

https://www.forgottenbooks.com/join

1 2 8 SHAFT ING,PULLEYS

,BELTING

,ETC .

ing long , and if anyth ing , that of the Supe rior 2 dsi s longer than in the Zebu . A t ransmission rope madefrom the lat te r , however , wil l cost the manufacture rfrom 35 to 4 cents more per pound than if he had usedSuperior 2 ds , and wi l l out last two ropes made fromthe longer though coarser fiber .The reader , i f he has perused th is chapte r to the pres

ent point , i s doubt less now asking himse lf :“How shal l

I word my order when I want a fi rst-class drivingrope ? ” The safest road to fol low is to write to somemanufacturer or firm whom you know to be rel iable ,and ask for so many feet of thei r t ransmission rop e ,giving the name , i f you are certa in on that point , and ,of course , being sure to mention the diamete r. In

case you do not know the name of h is rope , word yourorder as simply and briefly as possible ; for example :One thousand feet 15 i nches diameter fi rst qual itymani la t ransmission rope ,

” and if the concern to whichyou write i s a reputable one , you wi l l receive a fourst rand rope , made from Zebu mani la hemp , put together with proper twist and lay for the servicerequired .

A' BELT ING AND PULLEY CHART 1

RULE 1 . Pu lley Speed . When the diameter of

both pul leys and the speed of one i s given,to find the

speed of the other : Place the points of spacing dividersupon the two given diameters i n inches upon the sca le

(Fig . then ra ise the dividers , keeping the spaceobtained , and place one poin t on the given speed andthe other above i t for speed of S , or below i t for speedof L (S and L meaning smal le r and larger pul ley , respect ively) . This point wil l fa l l upon the requi redspeed .

Example : I f the two pul ley diameters a re 10 and2 5 inches and speed of la rge r pul ley is 120 revolut ionspe r minute

,what i s speed of smal l pul ley?

Place the point s of dividers on 10 and 2 5 on sca le A,

then l ift the divide rs and place one point on 120 andthe other above i t upon the sca le ; the other point nowrest s on 300 as the speed of S . I f the speed of S hadbeen given , one point would have been placed at 300and the Other below i t , fa l l ing upon 120, the requiredspeed of L.

Note . I n applying thi s rule , if the speed comesbeyond the range of sca le A, the resul t may be read

1 Contribu ted to Power by A . G . Ho lman ,M. E.

1 29

1 30 SHAPTING

0 S to GD.

5 s h own.

c'

n wn n

FIG . 97 .

https://www.forgottenbooks.com/join

1 3 2 SHAFT ING,PULLEYS

,BELTING

,ETC .

to be made in the se lect ion of be l t s i zes for gIven re

quirements . The genera l formula for the horse-powert ransmitted by bel t ing i s

in whichHP horse-power,

W width of bel t in inches , S speed of bel t i nfeet per minute , and C constantThe proper values of thi s constant , or the feet pe r

minute that each inch of width must run to t ransmita horse-power , under certai n condi t ions , i s the poin ti n quest ion .

On the right-hand side of l ine A on the chart i s.a

series of l ines represent ing differen t values for th isconstant . The lower one , marked 4, represents 400feet bel t speed per minute , the next above i s for 500,

and so on . Against some of these values are sugges :t ions as to bel ts often recommended in connect ion withthese constants . For i nstance , 2 to 6 S suggests theconstant 1 100 to be used for 2 to 6-i nch single leatherbel t , 1000 for 65 to 10-inch single , 600 for 2 to 6-i nchdouble , etc .

These suggest ions pract ica l ly agree with the adviceof the Geo . V . Cresson Company’s cata log and thededuct ions of Kent ’s Handbook .

More power may be t ransmit ted than these suggest ions wil l a l low,

by increasing the tension , but th is i saccompanied by the disadvantage of requi ring extraattent ion and undue pressure Upon bearings .The u se of the chart for horse-power and width of

bel t ing i s explained by the fol lowing rules

A BELTING AND PULLEY CHART 1 33

RULE 3. Horse-power of Belting—To find the

horse-power that can be t ransmit ted when diameterand speed of pul ley and width of be l t a re given : Placeone point of dividers on sca le A at the width of bel ti n inches and the other point at the bottom of thel ine (at Next add th is space to the hight represent ing diameter of pul ley by placing lower point ofdividers upon the given diameter and al lowing the otherpoint to rest upon the sca le above . Then holding theupper point stat ionary , open or close dividers unt i l theother point fa l l s upon the proper constant on the sca leat right-hand side of l ine A . Now transfer thi s spacelast obta ined to the sca le B by rai sing the dividers ,carrying them square across to B and placing the pointthat was on

‘

the constant upon the given speed on therevolut ion scale . Note the locat ion of the other poin tof dividers upon the horse-power sca le , which indicatesthe horse-power that can be t ransmit ted under thegiven condi t ions .Example : What horse-power can be t ransmit ted

by an 8-inch double bel t running on a 40-inch pul leyat 500 feet per minute ? Place one poin t of dividerson l ine A at 8 (width of bel t ) and the other point a tbottom of l ine . Next ra ise dividers and place lowerpoint on 40 (diamete r of pul ley) and let the other pointfa l l above upon the sca le . Then close dividers unti llower poi

’

nt comes to the constan t for 65 to 10 double .

Carry th is space to sca le B with lower point on 500 onrevolut ion sca le‘. Under poin t now fa l l s upon 84 on

horse-power scale , which i s the required horse-power.RULE 4 . Widtb of Belting.

— To find the necessary

1 34 SHAPTING,PULLEYS

,BELTING

,ETC.

width of be lt ing When si ze and speed of pul ley and thehorse-power are given : Place one point of dividerson sca le B upon the horse-power and the other pointUpon the revolut ions . Next t ransfer th is space to sca leA by rai sing the dividers , carrying them square acrossand placing the point that was on revolut ions upon theconstant . Then holding the other point stat ionary

,

raise the point that was on the constant and opendividers unt i l th i s point fa l l s Upon the gi ven diameter .Now l ift the dividers and ca rry the lower point downto bottom of l i ne (the point The upper point wil lnow indicate the requi red width of be l t .Note . I f , i n finding width of be l t , there i s doubt

about the proper constant to take , a medium value ,say 6, may be assumed and a hasty

“ cut and t ry ”

wil l show in what classificat ion the required bel t wi l lcome .

Example : What width of bel t for 100 horse-powerwith 4o-inch pul ley at 500 revolut ions?Place poin t of dividers on sca le B upon 100 on horse

power sca le and the other upon 500 on the revolut ionsca le . Then carry the space to sca le A with lowerpoin t on constant 5 . Then rest ing dividers Uponupper point open them unt i l lower poin t i s at 40 (diameter) . Fi nal ly , ra ise dividers and place lower poin ta t bottom of l ine . Upper poin t i s now at 95 , i ndica t ingthe nearest even width 10 as the answer .A l i t t le pract ice wi l l make one famil iar with these

rules , and i t wil l be seen that in the be l t ing rules thefour motions perform twomult ipl icat ions and a division .

https://www.forgottenbooks.com/join

1 36 SHAFTING,PULLEYS

,BELTING

,-ETC .

the diamete r of the spl ice , which should be the sameas the diamete r of the rope ; the securing of the endsof the st rands of the spl ice , which must be so fastenedthat they wi l l not wear or whip ou t or cause the overlying st rands to wear unduly ; and the workmanshipof the sp l ice , which should be the best i t i s possib le tosecu re . When splicing

'

an o ld and a new piece ofrope , the new piece should be thoroughly st re tched ,for

,at best , i t i s an exceedingly difficul t task on

account of the st re tch and diffe rence i n diamete r ofthe rope .

The i l lust rat ions and inst ruct ion s for making stand? “

ard rope spl ice s are taken , by the courtesy of theAmerican Manufacturing Company , from thei r

“Blue

Book of Rope Transmission .

”

There are many diffe ren t spl ice s now in use,but the

one that experience has p roved best i s what i s knownas the Engl i sh t ran smi ssion spl ice . I n describing thi swe take for our example a four-st rand rope

, 15 i nchesi n diamete r , as spl iced on sheaves i n the mul tiplesystem . The rope i s fi rst p l aced around sheaves

,and

,

with a tackle , st re tched and hauled taut ; the endsshould pass each othe r from six to seven feet

,the pass

ing poin t being marked with twine on each rope .

The rope i s then sl ipped from the sheave s and al lowedto rest on shafts , to give suf ficient sl ack for makingthe spl ice .

Un l ay the st rands in pai rs as far back as the twinesM

, M’

, crotch the fou r pai rs of st rands th us opened

(Fig . cores having been drawn out togethe r onthe

.

Uppe r side . Then , having removed marking

SPLICING ROPE 1 37

twine M, un l ay the two st rands 6 and 8 , st i l l i n pai rs ,back a distance of two fee t, to A ; the st rands 1 and 3,

al so in pai rs , being carefu l ly l aid in the i r pl ace . Nextun lay the st rands 5 and 7 i n pai rs , to A

’

, repl acingthem as before with 2 and 4 . The rope i s now as

SHAFTING,PULLEYS

,BELTING

,ETC.

shown in F ig. 99. The pai r of st rands 6 and 8 arenow separated , and 8 unl aid four fee t back to B,

adistance of s ix fee t from cente r, st rand 6 being left at

A. The pai r of st rands 1 and 3 having been separated ,

3 i s left at A,as companion for 6, st rand 1 being care

ful ly l aid in place of st rand 8 unt i l they mee t at poin t

https://www.forgottenbooks.com/join

1 40 SHAPTING ,PULLEYS

,BELT ING , ETC .

SPLICING ROPE

F IG. 1 02 .

SHAFTING,PULLEYS

,BELTING,

ETC.

yarns may draw sl ight ly without unlocki ng. Thiscomple te s the join ing of one pai r of st rands , Fig. 104.

The th ree remaining pai rs of st rands are joined i n thesame manne r.

FIG . I 04 .

Afte r the rope has been i n se rvice a few days , theprojecti ng ends at locks wear away, and if tucks havebeen careful ly made , and the original twist of yarnsprese rved , the diameter of the rope wi l l not be increased , nor can the Splice be located when the ropei s i n motion .

https://www.forgottenbooks.com/join

1 44 SHAFTING, PULLEYS , BELTING ,ETC .

on t he rOpe and the si ze of the smal lest pul ley , i s fromone to three years .To prevent rust ing , the wire ropes rece ive a coat

of boi led l inseed oi l , or a hot mixture consist i ng of

three parts of drip oi l and one part of resi n i s appl ied .

This latter mixture at the same t ime improves the adh es ion between the rope and the l i n ing placed in thebottom of the pul leys , thus reducing the loss caused bys l ipping of the rope . Wire ropes used for the t ransmission of power should never be ga lvan i zed .

The ends of the rope are spl iced together,from IO

to 20 feet being necessary for a good spl i ce ; great careshould be taken that the spl ice i s made by experiencedmen

,and that the rope i s made long enough . A rope

st retches constant ly from the t ime when placed on thepul leys

,the more so when placed on the pul leys t ight ly .

Therefore i t has to be made long enough to t ransmitpower without undue tension , and for th i s reason thedistance between the two pul leys has to be long enoughand the working st ra in per square inch of sect ion lowenough to a l low sufficient deflect ion in the rope . As

a guidance to the amount of deflect ion necessary , bei t said that even in a short drive the deflect ion of therope

,when no t runn ing , should not be less than 2 feet ;

and for a d istance of 400 feet between pul ley centers ,the deflect ion of the rope when runn ing should be 5 feeti n the driving rope and 10 feet in the driven rope .

Ei ther the top or the bottom rope may be the drivingone , the former being preferable ; but the ropes shouldnever be crossed .

POWer can be transmited to a distance of‘

6ooo feet

WIRE ROPE TRANSMISSION 1 45

and more without great loss ; but as two pu l leysshould on no account be more than 500 feet apart ,i ntermediate stat ions are placed a long the road .

Precaut ions should be taken against the possibi l i tyof the rope swaying . This may be caused ei ther by theinfluence of the wind , by a bad spl ice , by the ropewearing too much , by the pul leys not being ba lancedwel l or by the pul leys not being in the same plane . I ti s of importance that the pul leys be exact ly in l ine ,and careful at tent ion should be given to the construct ion and placing of the bearings . Al though the bearingsare not st ra ined excess ively, the steps are usual lymade long and movable . The connect ion between theshaft and the pul ley i s best made by means of tangent ia l keys .Some engineers , when two ropes are found necessary

for the t ransmission of the power in quest ion,use

pul leys contain ing two grooves each , and make thesame kind of pul leys for the intermediate stat ions oflong-distance driving ; whereas others advise a separatepul ley for each rope , both being connected with eachother by a clutch .

The diameter of the smal lest pul ley has to be largeenough in comparison with the diameter of the ropeor the thickness of the s ingle wires used to easi ly overcome the st iffness i n the rope . The larger the pul leys ,the longer the rope wi l l last .The rim of the pul ley i s V-shaped , and the bottom of

the groove i s dovetai led to rece ive a l in ingofwood , rubberor leather , on which the rope rest s . The l in ing increasesthe frict ion and reduces the loss caused by sl ipping of

1 46 SHAFTING, PULLEYS , BELTING,ETC .

the rope . Leather i s the best l in ing and last s abou tthree years . Ei ther old bel t leather, wel l saturatedwith oi l , or new leather , boi led in fish oil , can be taken .

It i s cut i n pieces of the same size as the dovetai ledpart of the groove , and then placed on and pressed together in the lat ter. The pressing i s done by meansof a piece ofWood . The last remaining smal l space i nthe groove is fi l led with soft rubber . I f the l in ing hasto consist of rubber, th i s i s softened and hammeredinto the groove . For wood l ining, th in blocks of therequired size are placed into the groove through a holeprovided in the bottom of the rim . This s lot i s closedby a plate and fastened to the bottom of the rim bymeans of screws after al l b locks have been inserted .

The l in ing has to be turned absolutely t rue , for whichreason the fi l l ing is done whi le the pul ley is st i l l i n thelathe .

Pul leys up to 3 feet i n diameter are bui l t with casti ron arms ; whereas larger pul leys have wrought-i ronarms made of round iron , cast in the rim and boss .Pul leys under 8 feet 6 i nches in diameter a re made i none piece , i f for other reasons i t i s not necessary to havethem in ha lves .Guide pul leys are used for long ropes , especia l ly

if there i s not suffi cient high t above the ground . Thegu ide pul leys are of the same construct ion as the mainpul leys

,and for the driving rope they are a l so made of

the same diameter . The diameter of the guide pu l leysfor the driven rope can be made from 20 to 2 5 per cent .smal ler.The break ing strength of unannealed wires per square

https://www.forgottenbooks.com/join

shifter device upon co lumn

Belting and pul ley chart

1 50 INDEX

Belts, c leaningkeeping cleanleather

,care and managemen t

spl icingmain l inetaking-upBird

,Prof. Wm . W.

B lue Book of Rope Tran smissionBoard for use in l in ing coun tershaftBo i led l in seed o i l in w i re ropeBo lt and n u t for moving pul leysfo r hanger

,size

Bo lt,preventing turning

Boysen,C .

,M . E

Brands,effect on leather

Breaking strain on shaftstrength of unannealed wires

Bunsen burner,u se in moving pulley

Bushing, spl it

Cen ter drive for heavi ly loaded shaft

Chart,belting and pul ley

Clean ing beltingClutch

,rim-friction

,arrangemen t

Clutches,coupl ing

tighten ing W hile shafting is in mot ionCo l lars

,spl it wood

Compass saw , use in locating beamsContact

,extra

,securing

Cont inuous-W rap system of rope drive-wrap system with direct-act ing t ightener

Co re,cotton , of W ire rope

https://www.forgottenbooks.com/join

1 5 2 INDEX

O O O O O O O O O O O O O O O O O O O O O O O O O

Hanger adjustment,securing

bearing,repairing wo rn end

positions, marksHanger

,removing to take off pul ley

sl id ing ou t of wal l b oxHangers

,crossw ise of Shaft

Hangers not al lowing vertical adjus tmentHeads of hempHempHerrman

,Ch as .

Ho lman , A . G . M . E.

Hook bo ltsHorse-power transmitted by beltingHoyt, R .

!o in ts in leather belt!ournaled end of shaft, proper length

K avanagh,Wm .

K ent ’s Handboo kK inks, practical

Lap s of leather belt, lengthof leather belt, thicknessLeather belts, care and management

se lection

1 53

O O O O O O O O O O O O O O O

5 1

O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O

IMain Shaft belted to engine and to countershaftMarks on ends of Shaftsto Show hanger po sition s

Mule be ltMultip le-rope system

O i l, bo i led l inseed , on w ire rope

getting ou t of belt

Packing to secure good c lamping fi t

Plank to use in sl id ing hanger ou t of wa l l boxPlumb-bob

-bob method of l in ing countershaft .

1 54 INDEX

Po in t Sl ipping

Pract ical kinksPul ley and belting chartdiametersl in ing

,w ire rope transmission

Shafts ho lding arrangement and adjusting contrivancespeed

Pul ley,cast- iron ,

movingdriving

,locat ion

looseseized

,loo sen ing

Pul leys for w ire rope transmissionPu lleys

,guide

loosen ingmovingremoving

Rope, co red iameterdifferent ial act iond rivesfiberslubricat ionSpl ici ngstrandstransmission

n ew schemeo rdering

Ropes, S lack .

tightRusting of w ire rope

,preven t ing

1 24

-1 24, I 35

108

1 24

1 23

https://www.forgottenbooks.com/join

1 56 INDEX

Spl ic ing be lt on th e pul leysboardleather beltsrope

Spl it bushingSpl it-pul ley, t ighten ingSpl it wood co l larsSteel for sharpening sc raperSt i ll son wren ch

,use

Strands of ropeS tretchers, po sit ionStringers, locat ing beams to carryStringers of drop hangers

,thickness

Superior 2ds hempSwaying of rope, preventing

Take-up for rope drive-up sheave fo r rope drive

Test ing al inemen t and level of shafting

Tighten er,automat ic

,fo r rope drive

T ightener for 3 1 -rope drivesystem

,dangerous

Tightening ropesTimbers of boarded-over cei l ing

,locat ing

Tin for packing .

Too l for l evel ing shaftingToo l s fo r spl icing leather beltsTransmission roperope, o rdering

Transmission,wire rope

rope,deflection of rope

T ravel ing take-up for rope d riveTucking strands

Wire diameter, for transmission rope

transmission

Zebu mani la h emp

https://www.forgottenbooks.com/join

CONTENTS

PAGE

THE BUCKEYE ENGINE GOVERNOR AND ITS AD!UST

STRAIGHT-L INE ENGINE GOVERNOR

IDEAL ENGINE GOVERNORSAD!USTMENT OF FLEMING ENGINE GOVERNORSMCINTOSH,

SEYMOUR C0.

’s ENGINE GOVERNOR

ROBB-ARMSTRONG—SWEET GOVERNOR

THE FITCHBURG STEAM-ENGINE GOVERNORTHE AMERICAN—BALL BALANCED AUToMATIC GOVERNOR

CURTIS STEAM TURB INE G OVERNORSSPEED OF PENDULUM GOVERNORS

INTRODUCTION

TH I S book is made up from materia l origina l lypubl ished in Power , togethe r with some special a rt icleswhich have been prepared to make it a completehandbook of the subject . The fact that nowhere In

a single book can a l l of th is materia l be found in aform which wil l be useful to the pract ica l enginee r

,

wil l,i t i s hoped , make the book of specia l i nterest and

val ue .The compi le r W i shes to acknowledge h is indebted

ness to a number of men who have cont ributed briefa rt icles to Power and furn ished him with specia l i nformat ion regarding the various types of governors .

HUBERT E. COLL INS .

NEW Y ORK , September, 1 908 .

https://www.forgottenbooks.com/join

SHAFT GOVERNORS

with the except ion of a few American works i n lateyears

,contain ve ry li t t le i n re lat ion to the shaft gov

e rnor . So fa r as I can ascerta in , al l the works publ i shedby Engl i sh authors , even up to a very late date , areent i re ly si len t on th is subject ; thus , for i n stance , thework on the steam engine by Prof . john Pe rry , writ tenin 1899,

whi le devot ing a fu l l chapte r to the subjectof the fly-whee l and gove rnor, and whi le describing inful l the theory and various forms of the pendulumgovernor

,i s absolute ly si lent regarding the shaft

governor . So fa r as I can lea rn from the l i te raturewhich has been prin ted i n England regarding the steamengine

,any student obtain ing h is informat ion from

such books would know noth ing whateve r of the st ruct u re of the shaft governor .The French wri te rs on the subject of the steam

engi ne do give conside rable informat ion re lat ing tothe subject of the shaft governor ; the gove rnor i s ,however

,i nvariab ly described as an American inven

t ion which i s used on certain American engines,and

one obtain s the idea from such a descript ion that thegovernor i s l i t t le used in France .

American books relat ing to the st ructure of thesteam engine publ i shed twenty-five years ago ent i re lyneglect the existence of such a governing device

,and

i t seems quite p robable“

that a l though the shaft governor was used twenty-five yea rs ago to a very l imitedextent , i t had not , at that t ime , made a sufficient lyst rong impression on wri te rs as to lead them to conside r that i t was a pract i ca l device . As i l l ust rat ion sof th i s ki nd , we note a few in stances . Thus , Knight

’s

EVOLUTION O F THE SHAFT GOVERNOR5

Mechan ica l Di ct ionary , publ i shed i n 1877 , i s a workdevoted to explai ning the st ructure of various machinesand prime movers , and has never been surpassed oreven equaled in i t s pa rt icula r fie ld . This work describes in detai l the st ructure of a la rge number ofgovern ing devices and present s a ful l-page i l l ust rat ion Showing the forms of governors supposed to beof p ract ica l va lue . (Fig. You wi l l not ice thatsome twenty-th ree diffe rent forms are shown

,al l

,

howeve r,of the type known as the rotat ing or swing

ing pendulum governors , and none belong to the classwhich i t i s the object of my pape r to describe .

I n Appleton ’s Encyclopaedia of Appl ied Mechan ics ,publ i shed i n 1878 , and edited by the ablest corps ofspecia l i st s eve r employed at that date in th i s count ry

,

i s a ve ry ful l and complete a rt icle on the steam engine,

but i t makes no refe rence whateve r to the use of theshaft governor, which was perhaps inexcusable atthat date , as a shaft gove rnor was exhibi ted at theCentenn ia l Exposi t ion i n 1876.

The oldest book which I have in my l ibra ry contain ing references to the shaft governor i s

“Steam

Us ing ; o r , Steam Engine Pract ice , writ ten by Prof .Charles A. Smith , of St . Louis , In 188 5 . I n th is workare publ i shed detai led drawings of a West inghouseengine , and a lso a Buckeye engine , and each is shownwith a shaft governor . I h aVe no informat ion athand which enables me to state the ea rl iest dates atwhich these companies commenced the bui lding of

shaft governors on a commercia l sca le, nor am I cer

ta in but that other engine companies i nt roduced the

SHAFT GOVERNORS

F IG . I

https://www.forgottenbooks.com/join

6 SHAFT GOVERNORS

removed . The origi na l governor was temporari lyremoved in 1889 to ca rry on some eXperimenta l workwith governors of a different design on the same engine .

Some of the part s of the governor were broken and ithas never been poss ible to restore them in the origina lcondit ion . The shaft governor on the Ce ntenn ia l engine was very different in const ruct ion from the late r

FIG . 3

ones designed by Professor Sweet and from the onenow used on the St ra ight Li ne engine . The va lverod was connected to an eccent ri c th rough the mediumof a geared disk .

I n late r const ruct ion s of the governor appl ied tothe St raight Line engine , the va lve i s connected to aswinging eccent ric by l ink motions .My study of the l i te rature of the subject would in

EVOLUTION O F THE SHAFT GOVERNOR 7

dicate that the shaft governor i s at least , so fa r as i t sp ract ica l appl icat ion i s conce rned , st rict ly an Ame rIcan invent ion , and furthermore , th is i nvent ion hasnot been int roduced to any great extent , even at thepresent t ime in Europe , whi le i n England it s use i s sol imited that Engl i sh wri te rs of text-books have notconsidered i t of suffi cient importance to merit any

FIG . 4

mention . In th i s count ry the steam engine governorhas fol lowed the course of every great invent ion in i t sdevelopment ; i t has been developed , not by a singlepe rson or as a single i nvent ion , but rathe r by the slowand tedious process of experiment and pract ice . As

i n the steam engine i t se lf, we find , doubt less , fi rst ape riod of speculat ion , during which t ime theoret ica li nvest igat ion s were made and patent s taken out , andth is pe riod probably extended unt i l about 1870 ; thencomes a period of appl icat ion , beginning in a smal l

8 SHAFT GOVERNORS

way pe rhaps w i t h 1870 and extending through thenext fifteen years , during which t ime numerous appl icat ions of va rious forms were made , t ried with greate ror less success , modified and improved unt i l final ly ah igh degree of pe rfect ion has been reached .

The earl ie r form of governor and the one which i sa lmost exclusive ly used in England and othe r Europeancount ries to-day was i nvented by james Watt , or atleast adapted for use on the steam engine by Watt .I t i s ha rdly probab le that Watt eve r considered

himse lf a s the inventor of the governor for regulat ingthe speed of an engine , for the reason that I do n ot 5

find th i s i nvent ion cla imed in any of hi s patent s and ,j udging from the cha racte r of the claims made in hi snumerous patent s , Watt was not the kind of a man toomit p rotect ing himse lf for any of hi s invent ions .I n the l i fe of Watt , by Mui rhead , i t i s stated that

for the purpose of regulat ing the speed of the engineMr . Watt t ried va rious methods , but at last fixed uponwhat he ca l led the “governor,

” consi st ing of a per

pendicu lar axi s turned by the engine ; to a join t nea rthe top of th i s axi s i s suspended two i ron rods ca rryingheavy ba l l s of meta l at thei r lower ends , i n the nature ofpendulums . When th i s axi s i s put in motion by theengine the bal l s recede from the perpe ndicula r by thecent rifugal force , and , by means of a combinat ion of

l evers fixed on thei r upper end , ra i se the end‘of a leve rwhich act s Upon the spanner of the th rott le-va lve andshut s i t more o r less according to the speed of the engine

,so that as the veloci ty augments the va lve i s

shut,unt i l t he speed of the engine and the open ing

https://www.forgottenbooks.com/join

10 SHAFT GOVERNORS

planat ion of the i r derivation can be found in any treat iseon the subject . I t i s noted that the posi t ion of thegovernor bal l s which a re determined by the quant i ty [9does not va ry with the speed of the engine which i srepresented by the smybol n , but va ries with the squareof the speed of nz, consequent ly a governor of the simplependulum type cannot be made so as to give a perfect ly uniform motion without some change i n formor const ruct ion not known to Watt . To make therevolving pendulum isoch ronous i n i t s act ion manydevices have been brought out , and whi le these havein a great measure improved i ts act ion

,none of them

have been ent i re ly successful . The pendulum gove rnor has been much improved by arranging i t to l ifta weight and a lso by crossing the arms of the pendul um and a rranging thei r poin t of suspension to one

s ide of the axis . By these a rrangements the distancepassed th rough by the moving parts of the governorbecomes very nearly proport iona l to the change inmotion of the engine . These gove rnors have a l sobeen const ructed so as to ut i l i ze the force of springsinstead of that of gravi ty to counte ract the effect ofthe cen t rifuga l force .

The revol ving pendulum governor has usual ly beenconst ructed to regulate the speed by being attachedto a th rott le-va lve i n the steam-pipe , which was Openedor closed as desi red . I t has , however, been employedin a few cases to regulate the motion of the engine bychanging the t rave l of the steam-va lve th rough themedium of a l ink mot ion , and in the drop cut-off classof engines to regulate the speed by unlocking the va lve

EVOLUTION O F THE SHAFT GOVERNOR I I

mechanism so as to permi t closing, as in the Corl i sstype of engine .

Where the regulat ion is accompl ished by th rot t l ingthe steam supply , poor resul t s a re genera l ly obtainedfor reasons ent i re ly independent of . the act ion of thegovernor, si nce necessari ly more or less t ime muste lapse before the proper amount of steam to give thedesi red speed can be made to pass th rough a th rott ledorifice . The thrott l ing governor as usual ly const ructedin th i s count ry has not been of the h ighest type of

workmanship,nor has i t accompl ished a l l of the resul t s

i n regulat ion which would have been possib le withgovernors of i t s type and class , made with bette r designand workmansh ip .

The formula to which reference has a l ready beenmade does not consider the reta rding effect of frict ion .

There i s perhaps,noth ing so important i n i t s effect on

resul t s of regul ation as frict ion,which a lways act s to

resis t any moving force ; i t tends to p revent the gove rnor ba l l s from moving to the i r t rue posi t ion whethe rthe motion of the engine i s too fast or too s low, and consequent ly i t becomes responsible for i rregular act ion ofthe governor and for much of the imperfect regulat ion .

I t i s , however, important to note that the revolvingpendulum governor i s not theoret ical ly pe rfect , andaside fromimpe rfect ions of const ruct ion and designi t cannot be made to give a perfect ly uniform motionto the engine .

I n the shaft governor we find in every case a Weigh tsupported by an a rm or a rranged to move in gu idesconnected to a revolving fly-wheel , so that the cen trif

I 2 SHAFT GOVERNORS

uga l force tends to throw it away from the cente r. A

spring i s employed to counteract the effect of cent rifugal force and is so a rranged as to restore the

'

weightsto the normal posi t ion when the engine comes to rest .I n th is governor the cent rifuga l force tends to th rowthe weighted port ions outward and toward the ci rcumference of the revolving wheel , whereas the springtends to draw the weight inward and counteracts thecent rifugal force , holding the governor in such posi t ionas to maintai n uniform speed . By properly proport ion ing and a rrangi ng the weight s and the spring, i ti s en t i re ly possible to make a governor of th i s class sothat i t s pa rts wi l l move di rect ly proport ional to anychange of speed of the engine , and consequent ly i twi l l take such a posi t ion as wil l tend to keep the mot ion perfect ly un iform regardless of othe r condit ions .I n other words , i t i s possib le to make a governor ofth i s class which wi l l give theoret ica l ly un iform motion .

The tendency of a moving body to continue i tsmot ion uniformly has been wel l known since the t imeof Sir I saac Newton and i s genera l ly known as the“ principle of i ne rt ia .

” I t has been recogni zed fromthe earl iest t imes i n the a rt of steam engine bui ldingthat heavy fly-wheel s conduced to uniformity ofmotionbecause of the ine rt ia of the parts . This un iformityof motion i s a wel l-known funct ion of the weight ofthe fly-wheel . Consequent ly i t has been the pract icefor yea rs to use heavy fly

-whee l s where a uniformmotion i s desi red , and even at the present t ime wehave found no system of regulat ion which ent i re lyperm i t s us to do away with that produced by the ine rt ia

https://www.forgottenbooks.com/join

14 SHAFT GOVERNORS

The shaft governor has proved i tsel f to be especia l lyadapted for engines moving at a comparat ive ly highspeed of rotat ion . The resul ts produced in the wayof regulat ion in engines of th i s type have been in somei nstances simply remarkable , as i t has been foundent i re ly possible to produce a governor which wouldhold the engine to the same number of revolut ions pe rminute , whether the engine were runn ing l ight o r

loaded,or whethe r the load were sudden ly o r s lowly

appl ied or removed .

The shaft governor, revol ving as i t does with theshaft of the engine , i s affected by the ine rt ia of it s

part i cles i n the same manner as the revolving fly-Whee l .The governor part s may be arranged so that th i si nert ia effect may tend to make i t s act ion quicker

,i n

which case the regulat ion of the engine would beimproved , or i t may be a rranged so as to have thereve rse effect , i n which case the regulat ion of theengine would be worse than before . This effect of

i ne rt ia on the part of the governor and i t s use forimproving the regulat ion was not recogni zed unt i l theshaft governor had been pret ty wel l deve loped , but astudy of the drawings of some of the early types ofgovernors Show that they were const ructed and operated in such manner as to have the ful l benefit of

i ne rt ia to aid i n the regulat ion . This seems to havebeen notably t rue in the case of the governor shownby Professor Sweet at the Centenn ia l Exposi t ion .

The records of the American Paten t Office in refe rence to the shaft governor a re of much in terest , butt ime w i l l not permit any extended reference to t hese

EVOLUTION O F THE SHAFT GOVERNOR 1 5

records . A few of the earl ie r patents are , howeve r,conside red of so much importance that d rawings aresubmitted and quite ful l refe rences a re given . Theseearly patents do not , probably, represent any pract ica lappl icat ion

,but they a re inte rest ing as showing a

complete understanding,not on ly of the theory of the

shaft governor,but of methods of appl icat ion to

pract ica l work .

The earl iest reference which I have been ab le to

FIG . 5

find to the shaft governor i s shown in a patent granted

j . D. Custer, june 2 1,1839 (Figs . 5 and From

these i t wi l l be seen that i t consi sted of two bal l s o rweight s Symmetrical ly disposed in the fly-whee l and i ngravi ty balance and pivoted to radia l a rms and connected by l inks with the eccent ric in such a mannerthat the act ion of the cent rifugal force would causethe bal l s to fly out , and this act ion would twist the

I6 SHAFT GOVERNORS

eccent ri c on i t s cente r so as to reduce the t ravel oft he valve . The act ion of the cent rifuga l force wasOpposed by a flat spring . The drawing indicates aform of a governor which should have been of practi ca lut i l i ty , but I have not been able to find , however , thatthe governor patented by Custe r was eve r put into

FIG . 6

pract i ca l use . I t i s qui te ce rta in that th i s invent iond id not produce any great change i n the art of bui ldingsteam engines

,as the shaft governor seems to have

been pract ica l ly unknown for nearly a th i rd of a centuryafter th i s date .

The next gove rnor patent to be granted was to LewisEikenberry , of Phi ladelphia , Apri l 1 , 1862 (Fig .

The patent Was given principa l ly for an improvementin variable cut—off valves , i n which the va lve motion

https://www.forgottenbooks.com/join

SHAFT GOVERNORS

the shaft , thus changing the lead of the valve . Theconst ruct ion shown i n the patent granted for th is governor would probab ly have resu l ted in a part ia l success

,

but I have not been able to find evidence which wouldshow whether or not th i s governor was put into pract ica l Operat ion .

The next paten ts i n orde r,to which we wi l l refe r

on ly by name , were as fol lows : Samue l Stanton , Newburg

,N . Y . , july 14, 1868 ; D. A. Woodbury , Rocheste r,

N . Y . ,May 3 1 , 1870, and a l so September 2 7 , 1870. I n

the lat te r paten t , which shows a governor used late ri n the wel l-known Woodbury engine , a dist inct statemen t i s made i n the specificat ions regarding the effectof inert ia on the part s of the governor, and the arrangement i s made so that inert ia , as wel l as cent rifuga lforce

,i s employed for governing purposes .

The next patent in order was granted to joseph W .

Thompson,Salem, Oh io , july 1 5 , 1872 ,

and which,

with a late r one granted Apri l 2 7 , 187 5 , and st i l lanother on january 18 ,

1878 , forms the basis of const ruct ion which has been used so long and with suchexcel len t resul t s i n the Buckeye engine .

I n ch ronologica l orde r patents were granted to johnC. Hoadley, October 2 8 ,

1873, and March 17 , 18 74,for

shaft governors , both of which were pract ica l ly usedon the Hoadley engine .

From this t ime on patents on shaft gove rnors a reexceedingly numerous and cove r diffe ren t forms of

mechanica l devices and diffe rent methods of appl icat ion of mechanica l p rincip les . The improvements ofa late r date a re gene ra l ly of a nature which resul ted

EVOLUTION O F THE SHAFT GOVERNOR 1 9

In SImpl ifying the const ruct ion , reducing the numberofworking parts , lessening the frict ion and thus makingthe governor more pe rfect i n i ts act ion .

The shaft governors can be divided into two classeswith respect to the motion of the valve , namely :Cla ss I , i n which the eccent ric i s rotated or twisted

around the shaft . The t rave l of va lve i s changedwi thout change of lead .

Class I I , i n which the eccent ric i s mounted on a diskwith a cente r different from that of the flyw hee l andis swung in the arc of a ci rcle across the cen te r of theshaft . The t rave l of the valve is changed with changeof lead .

For both the above classes of valve-gear the governorcan be essent ia l ly of the same characte r, hence theabove dist i nct ion does not necessari ly indicate a st ructura l difference in the governors .Neglect ing the diffe rence of swmgi ng or rotat ing

eccent ric,governors can be divided into three groups ,

depending on st ructura l differences .These groups are as fol lows :I . Governors with two weight s i n gravity ba lance ,

as a l ready shown in early examples i n the Custer,Buckeye and West inghouse governors .II. Governors with a single weight i n gravi ty bal

ance,with eccent ric and governor

.

mechanism .

III. Governors with single a rm in part ia l gravi tybalance which ca rries i nert ia weight , cent rifugal weightand eccentric .

Al l the above classes can be operated so as to haveregulat ion assi sted or reta rded by inert ia and can

20 SHAFT GOVERNORS

probab ly be connected to rotat ing or a swingingeccent ric as desi red .

A very good i l l ust rat ion of a shaft governor of thefi rst class i s shown in F ig . 8 . The eccent ric i s mountedon a plate G, pivoted at P and is connected to E B

,

No . 1 , and E B, No . 2 , by connecting rods , i n such a

FIG . 8

manner that the act ion of cen t rifugal force i n th rowingthe weight s B B outward causes the cente r of theeccent ric to swing toward the cente r of the shaft .The springs pivoted at K rock against the cent rifugalforce and hold the weights i n a determinate posit ionfor each speed . The dashpot simply rest ra ins themotion when too rapid and tends to prevent racing .

There a re numerous governors in th i s class .Fig . 9 represents a notab le i l lust rat ion of a shaft

https://www.forgottenbooks.com/join

2 2 SHAFT GOVERNORS

The frict ion i n th is governor can be reduced to aminimum and the resul t s a re great sensi t i veness andwonderful regulat ion under adverse condit ions .The accompanying table gives a l i s t of United States

F IG . 1 0

patents for improvements in the shaft governor grantedprevious to 1880, i n a ll only twenty-nine , of which fivewere granted before 1870, and twenty-five between1870 and 1880. Si nce that date the patents have beennumerous .

EVOLUTION O F THE SHAFT GOVERNOR

EARLY LIST O F U. S . PATENTS FOR SHAFT GOVERNORS

PATENTS GRANTED PRIOR To 1 880

1 839 jun e 2 1

1 862 Apr. 1

1 862

1 867

1 868

1 8 70

1 872

1 8 76

1 8 7 7

1 8 78

1 880

Apr. 1 6

Aug . 20

!uly 1 4

May 3 1Sept. 2 7

july 16

Apri l 2 7O ct . 2 8

Mch . 1 7

jun e 2 9u

20

jTfly 20

.Aug . 3 1

Sept . 2 1jan . 1 1

Sep t. 5

bday 1 1

jan . 9

june 1 8

I ,1 79

july 30 ;

Aug. 6

Sept . 3( 6

£3

jan . 14u

I 4

Mch . 1 8

Nov . 4

May 2 5

Aug . 1 7

j . D . Custe r ,

L . Eikenb u ry, Philade lph ia , Pa.

joab Wooster, Stryke rsvil le ,N.Y .

S . S tan ton , Newburg , N . Y .

D . A . Woodbury , Rochester, N Y

j . W. Thompson , Salem , 0

j . C . Hoadley , Lawrence , Mass .( 6 ( C l ‘

G . C . Su iss ,

H . S . Maxim , B rooklyn , N . Y .

Co rbitt 81 Campbel l,Milwaukee

,Wis.

j . Felber , St. Lo uis , Mo .

Hal l 81Wh i tteman , Hasma , N. Y .

G . F . Ernst , St . Louis , Mo .

G . E. Tower , Annapo l is , Md .

Cosgrove , Faribaul t , Minn .

Thompson 8: Hun t , Salem , O .

H . Tabo r , Co rn ing , N . Y .

C . B . Smith , Newark, N . j.D . O Ladd

,Chicago .

L . H .

C . S . Locke ,G . H . Cobb , Palmer , Mass .F . Fosdick , F itchburg , Mass .C . V . B . , San Francisco .

W . johnson , Lambert vi l l e , N . j .

The l imits of th i s paper do not permi t an opportunityfor further di scussion of the va rious forms of shaft

24 SHAFT GOVERNORS

governor, or of i t s theory and method of act ion . Theaccount of the development 15 imperfect , for the reasonthat the sources of informat ion avai lab le were nei thernumerous nor exh aust l ve , but i t i s to be hoped thatvarious members of the assoc1at 10n wil l supplementthe facts gathered together and presented in thi s shortpaper, with data re lat ing to the development of thegovernor, Whi le i t i s s t i l l fresh in mind .

There are many reasons for obtain ing this i nformat ion ful ly and in detai l wh i le there i s an opportuni ty .

Such invest igat ion as made indicates that the shaftgovernor as We know it to-day -

Is essent ia l ly an Ame rcan invent ion , conceived , developed and pe rfected inthi s count ry .

The importance of th is system of regulat ion is soful ly recogni zed a s to need no a rgument in i t s favor

,

and whi le a t the p resent t ime the sh aft gove‘

rnor i sused only i n an e xperimenta l way on certa in cla ssesof engines , yet the few experiments which have beenperformed indicate that i t s field i s not l imited to anygreat extent by speed requi rements , and i t seems reasonable to suppose that a period of development mayextend i ts use to incl ude not only a l l classes of steamengines , but gas engines as wel l .The demand for close speed regulat ion came with the

invent ion of the incandescent .

https://www.forgottenbooks.com/join

26 SHAFT GOVERNORS

uga l and gravi ty , which a re equal a t on ly one pointof the Ope rat ion of the same . I n the shaft gove rnorthe force of i ne rt ia , or cent rifugal force , i s a t a l l t imesopposed by an equal amount of spring-force . Theweight-force increases as the weight s move from thecente r

, t h e spring-force a l so increases as the springsa re extended by the weights .When a governor i s

“s luggi sh , the speed fa l l s fa r

below i ts rat ing , and is not acqui red agai n quickly ,

perhaps not at a l l . The weight-force i s greate r thanthe spring-force ; the former must be decreased to getsensi t iveness , and the lat te r a l tered to get the speed .

When an engine s imply speeds up and must bechecked on the th rott le , ei the r excessive fri ct ion i nsome of the parts exi sts or the sp ring-force i s too great .

Decrease the spring-tension to remedy this .When an engine

“races

”or hun ts ,

” the two forcesa re unbalanced and are al te rnat ing rapidly in overcoming each other, causing the engine to al ternate i nspeed withi n a certain range . G i ving less tension onsprings to decrease sensi t iveness and changing weightto get the speed , i s the remedy .

Racing may also be caused by frict ion of parts orother loca l t roubles , . as wi l l be shown late r i n th i schapter. There i s , however, a not iceable differencebetween racing caused by ove r-Sensi t i veness and frict ion . When i t i s caused by the sp ring-tension a lonethe changes i n speed wi l l be rapid and even

,with in a

certai n range . When caused by friction the weightswil l st ick on thei r i nner posi t ion unt i l the speed deveIOped i s so high as to th row them ou t with a noi se ;

GENERAL DEFINITIONS AND RULES 2 7

or, when the engine i s above speed , they wi l l s t ickwhere they are unti l the speed i s reduced enough forthe springs to draw them back again .

The speed a t which they wi ll regu la te, and the sen s i

bi l i ty of the shaft gove rnors depend principal ly on thefol lowing condit ions : ( 1) Tension of springs ; (2 ) thedistance from the pivot where they a re at tached tothe weight , o r weight-a rms ; (3) the amount of weight ;(4) the distance of weight from fulcrum .

EXAMPLES O F , AND SEARCH FOR, TROUBLE

Al l of the wel l-known makes of shaft governors a tthe p resent date , of whatever class they may be , arethoroughly tested

,regulated , and set by the makers ,

so that in the start they are turned over to the operat ing enginee r regulat ing to wi th in a certa in range of

percentage of speed cal led for, and are as perfect asthey can be made . The difficul t ies that a rise afte rbeing i n service some t ime have a cause and a remedy .

Once a governor i s perfected and running there i sno reason Why i t cannot be brought back to thatcondi t ion afte r i t has been lost . I f this fact i s kept inmind , by perseverance the t rouble wi l l be readi lyfound ; often i t i s a very sl ight one , so smal l as to beeasi ly overlooked . An enginee r h as been known totake a spanne r-wrench and give the va lve-rod gland ahal f t urn to t ighten i t up , and so caused his engine torun away . Anothe r had his engine , with a SweetGovernor, ra ce because a single ve ry smal l gra in of

gravel got‘between the band which connects the spring

28 SHAFT GOVERNORS

and weight-arm and the weight-a rm itse l f. Again apinch ing cap on one of the fulcrum-pins or a sl ight burron a va lve-rod has caused t rouble in a governor . Thes l ightest th ing should not be overlooked . Dry pinsa re often the seat of t rouble ; and a governor, to beproperly attended , should be oi led as regula rly asany othe r part of the engine , and once in a whi lea l l pins and bearings should be taken apart andcleaned .

When a sea rch for t rouble begins noth ing should beneglected , from the governor-eccent ric to the fa rthestedge of the valve i n the valve chest . Di sconnect theeccent ric rod or rods , as the case may be , from thegovernor-eccent ric, and remove or re lease the sp ringor springs from the weight—a rm or a rms .Then move the weight-a rms in and out on thei r

t rave l from inner to oute r posit ions . Most of theshaft governors made on engines from 5 H . P. toH . P. are so counte rba lanced that when thus operatedone man should be able , on the smal le r makes , to easi lymove the pa rts i n and ou t with one hand , and , on thela rge r engines

,with both hands , but he should never

use a ba r of any kind .

I f they do not move so free ly as to permit th i s thet rouble is caused by dry or cut pins , pinching caps ,ben t rods or l inks making pins bind , pinch ing or dryeccent ric-st raps , or eccent ric binding (i n some instancesbetween a bea ri ng and governor-wheel hub) or somet imes gummed o il and gri t cause i t .I f the governor i s free and in pe rfect condit ion dis

connect the va lves from the rockers or va lve-“rod sl ides ,

https://www.forgottenbooks.com/join

SHAFT GOVERNORS

same on the Opposite edges . This a l lowed the steam .

to blow th rough and on into the receiver, ra ising therece ive r pressure and exert ing a back pressure on theup st roke a lmost equa l to the in i t ia l pressure on

the opposi te side of the piston . This made the H . P

cyl inde r inope rat ive , and the L. P. cyl i nde r was doingmore than i ts ra t ing , thus unba lancing the engine andputt ing i t beyond the cont rol of the governor .One turn on the valve—stem , drawing the valve into

place , corrected al l the t rouble .

I n one i nstance a large engine of wel l-known makeran for some t ime giving bad service — regulat ingbadly . Fi nal ly i t was discove red that the pressureplates were so weak that they sprung in and pinchedthe valves whi le running , but were a lways apparent lyfree when tested

,

at othe r t imes . New and st iffe rpressure-plates remedied this .In cases where the di rect ion of rotat ion of an engine

i s changed from running over to runn ing under, or

vice versa , the eccent ric , and al l governor parts , mustbe changed in thei r posi t ions . The va rious makersgive inst ruct ions for these changes , but the essent ia lpoints to know in connect ion with quick changes a rethese : The pivoted ends of the leve rs should alwayslead , and the weights fol low , the desi red di rect ion of

rotat ion , and be so placed that when the weight smove out the eccent ri c wil l be ei the r advanced inthe di rect ion i t wi l l run for governors of the first class ,Chapte r I , or th rown across the shaft cente r in gove rnors of the second class . Lack of a knowledge ofth i s i s somet imes a very se rious source of t rouble ,

GENERAL DEFINITIONS AND RULES 3 1

and t hese facts should be ca reful ly stored in the mind,

when a search for t rouble begins .At t imes i t seems imposs ible to get enough spring

force to obta in proper adj ustment of the governor,

e ithe r from too long a spring or a weak one ,more

commonly the former . The remedy is to cut off oneor two coi l s of the spi ra l spring unt i l t he desi red effecti s obta ined . The best way to make such a cut i s tospread the coi l s by driving a chise l between them andkeeping i t there unt i l a score can be fi led a l l the way

,

or at least th ree-fourths of the way around the springs ;then remove the ch ise l from between the coi l s andfinish the break with the ch ise l , laying the coi l on ananvi l or some heavy ridged surface . The flying coi l s

,

when they have pa rted from the rest , should be guardedagainst .When we have a governor such as i s described in

the th i rd group , Chapte r I , we have the force of ine rt iato dea l with in addit ion to the spring and cent rifuga lforce .

I n th is type of governor, the weight on both thespring and free ends of the ba r i s i nertia in effect ,but changes of weight on one end has the oppos iteeffect to the same change on the other end .

Changing the sprIng‘

In th is governor gives the sameresul t s a s with a l l governors .Changing the weight on the free end of these gov

e rnor a rms gives the same resul ts a s with the othe rs .A change of weight on the spring end Of these a rms

gives the Opposi te effect to a l ike change on the othe rend . NO radica l change i n weight of th is class of

3 2 SHAFT GOVERNORS

governor should be attempted without consu l t ing thebui lde r .Somet imes , with the governor properly adjusted

and free from frict ion , the engine wil l st i l l speed up .

This i s caused by leaky valves o r from insufficientsteam-l ap to cover the part s at a l l point s of the enginest roke , when the governor-weight s a re at the oute rextreme of th e i r t rave l . To t est for th is la tte r defect

,

remove the governor-spring or springs and block theweight-arms to thei r outer posit ion , and then , whi leturning the engine one complete revolut ion

,observe

whethe r the steam edges or steam-va lve covers t h eport s a t a l l points of the revolut ion . I f they do not

,

the va lve sett ing must be changed to accompl ish th is .The rules of act ion la id down in thi s

'

chapte r applygenera l ly to a l l makes of shaft governors . Whereradica l changes a re to be made , the bui lders shoulda lways be consul ted , and the knowledge that eachunderstands best how to Operate h i s own specia l designof governor has impel led us to in se rt in the fol lowingchapters the rules of procedure , or i n st ruct ions

, of

the bui lders,for use with each design named . I n

the study of the succeeding pages , the reader wi l lnote where these genera l i nst ruct ions apply to theindividua l cases .The two classes of governors as specified i n Chapte r

I wil l be covered in these individual cases , but in theevent of the operator not having an engine namedindividual ly in these chapte rs , the genera l rules of

th i s chapter wi l l no doubt cover the case .

https://www.forgottenbooks.com/join

34 SHAFT GOVERNORS

The accompanyi ng sketch (Fig . 1 1) shows the governor-wheel in out l i ne , and the e lementary form of

the governor-arm . Obse rvat ion wi l l make i t evidentthat the governor-arm , conside red as two heavy massesA

,B,wil l tend to overtake the fly-wheel if the engine

Speed i s reduced , as by increase of load , and to fa l l

F IG. I I

behind the fly-whee l i f the engine-speed i s i ncreased ,as by decrease of load . It i s a l so evident that the governor-arm , considered as a mass M located at the cente rof gravi ty of the whole a rm , tends to swing in whenthe engine-speed is reduced , and out when the speedi s increased . The a rm therefore takes a posi t ion i nwhich i t s cent rifuga l force ba lances the sp ring-tension

(or as nearly that posi t ion as the arm stops wi l l a l low) ,

AD!USTING RITES INERTIA GOVERNOR 35

and moves relat ively to the engine-shaft forward andinward if the engine-speed i s decreased , and backwardand outward if the engine-speed i s acce le rated .

The.

valve-rod pin (or the crank of the eccent ricif that i s used) i s located nearly on the l ine from thearm-pivot cente r to the shaft-cente r, and distant fromthe shaft-center by the lap of the steam-va lve whenthe governor-arm is i n ful l-speed posit ion . I n praet ice , the governor i s keyed to the shaft so that thea rm-pivot pin i s a l i t t le ahead of the cente r l ine of

the engine-crank when at ful l speed . To preventrunn ing ove r speed when without load the steam-l apmust be great enough to give pract ical ly no Open ingwhen the governor—arm is i n ful l-speed posi t ion , whichmeans zero lead in th i s posi t ion . As the a rm swingsin , the lead increases , but not enough to give a properlead i n the usua l runn ing posit ion un less the governori s set a l i t t le ahead , as described . The correspondingdisadvantage i s an excessive lead at late cut-offs .The governor i s designed by the engine bui lde r i n

accordance with certa in emperica l rules developed byMr . R i te s from extended experience . I t should havepower enough to actuate the va lves of the part icula rsi ze of engine for wh ich i t was designed , and shouldonly need adjustment i n some of the severa l waysprovided in orde r to meet the Specia l requi rementsof any part icula r case . The first step in correct ingfaul ty regulat ion of an engine i s to determine thespeed under a smal l load

,say one-fourth of the rated

load of the engine . I f the speed is steady under smal lchanges of th i s load , but too slow ,

t ighten the gov

36 SHAFT GOVERNORS

e rnor-spring ; s lacken the Spring to decrease the speed .

I f the spring i s not st rong enough , so that screwing upfurthe r has not the effect of rais ing the speed , or i fthe spring i s stretched to the l imi t of space al lowed

,

one or more coi l s may be cut off, o r any attached

weights removed from the short end A of the arm .

If the speed is not steady , but changes i rregularlywithout corresponding change i n load , look for t roublei n the pivot-pin bearing — lack of o i l or a cut andscored pin or bush ing , and correct th i s fi rst .Next i ncrease the load and ob serve

,the speed of the

engine . I f i t d rops more than des i red , t ry set t ing th eSpring-pin fa rther toward the governor-arm pivota long the s lot provided , or remove any at tachedweight s from the end A and reduce the spring-tension ;o r add a smal l weight to the end B of the a rm on thespring side , o r both . Moving a weight on the end Afrom 1 to 3 has a simi la r effect , but in less degree .

I t somet imes happens that the drop in speed cannot be ove rcome by the usua l methods of weighting .

In such cases , first making sure that the lap of theva lve i s sufficient , l ook for a ha rd-runn ing va lve ,which , at ful l st roke , pul ls excessive ly on the governor,springs the rocke r-arms and connect ions , and by thecombinat ion s of faul t causes the Speed to drop . I fpossible , keep the load steady whi le count ing or othe rwise observing the speed . If the speed does not dropsomewhat from l ight load to ful l load , the governingwi l l probably be unsteady unde r quick changes , andthe spring-pin should be moved out in the slot , o r

weight added to the short end of the a rm on the spring

https://www.forgottenbooks.com/join

38 SHAFT GOVERNORS

none i s requi red . I f the desi red regulat ion has beenobtained by a combinat ion of weight s on one or bothends of the arm , experiment wi l l usual ly p rove that thesame resul t can be secured by a single weight properlyplaced . I t i s merely a quest ion of balancing the cent rifuga l force of the governor-arm against the tensionof the Spring . I f these a re exact ly balanced at a l l

point s there wi l l be no permanent change of speedfrom no load to ful l load , which i s somet imes a desi rab le condi t ion and i s easi ly at tained by the i nert iagovernor ; or the weight and sp ring-pin may be a rranged so that the balance wi l l va ry at different point sof the movement , the a rm requi ring a greate r speedto hold i t out against the ext reme tension of the springthan to ba lance the spring-tension in othe r posit ions ,giving an increase of speed as load decreases . Byoverbalancing the governor, an engine could be madeto run much faste r with load than without , but forsafety and rel iab le runn ing the ful l-load speed shouldbe nearly two per cent . lower than the no-load speed .

The adjustment of speed to load as : described depends on the cent rifugal effect . Steadiness underchange of load depends On the inert ia effect , and i snext to be considered . When the load i s sudden lyincreased

,the consequent checking of the engine-speed

a l lows the governor-arm to run ahead of the wheel ,ca rrying the cente r of gravi ty and lengthen ing the cutoff. I f the fly

-wheel i s sufficient ly heavy and theinert ia effect of the governor-arm great enough , theengine-speed may drop only sl igh t ly . But with afree-moving governor the a rm is l ike ly to swing too

AD!USTING RITES INERTIA GOVERNOR 39

fa r, resul t ing in too la te a cut-off and an increase ofspeed afte r the momenta ry drop as the load first cameon , fol lowed by a swing the other way as the engineoverruns the governor-arm , and so on . These swingsa re quite regula r, and very clea rly shown by the vol tmete r on a di rect-current un i t . I f a sudden change inload produces two or

’

th ree long swings before the engine final ly steadies i t se l f, t ry adding a weight to thelong end of the a rm , on the l ine th rough the cente rsof the pivot and the shaft . One swing i s to be ex

pected ,but the engine should be so regu l ated that i t

wi l l swing once up and back to the correct figure , neverpassing the normal speed twice for one change of load .

I f the speed changes too much at fi rst and comes backtoo s lowly , ext ra weight on the long end B of the a rmis probably needed , as in the othe r case .

The most t roublesome condit ion i s i rregula ri ty .

Engines a re somet imes found to va ry speed unaccountably, perhaps sudden ly , and at odd i n te rva l s . St icking at the pin i s a common cause of th is , but too freea pin may pos s ib ly al low the gove rnor to float underinsign ificant impulses and produce a simi la r effect .The governor-arm i s unbalanced against gravi ty, andif the engine i s run at too s low a speed i t may fa l l forward sOmewh at dur ing ha lf the revolut ion and backward during - the othe r ha lf, making the cut-off toolong on one end , or i rregula r in

'

successive st rokes .Somet imes the gravi ty effect combines with va lverod frict ion or inert ia and makes the motion ki ck thegovernor so that the va lve-gea r moves with pecu l ia rje rks . A s imple brake , as a piece of flat spring bea r

40 SHAFT GOVERNORS

ing on the a rm , or a dash-pot , may be the eas iest meansof cont roll ing th is . A la rge , st iff governor-pin int roduces j ust the necessa ry element of fri ct ion to makethe governor stable , and is thus des i rable for othe rreasons than st rength .

A common cause of complain t with la rge governorsi s hammering on the stops in sta rt ing or shutt ing downthe engine . This can usua l ly be overcome by movingat tached weight s and not ing whethe r hammering i sinrecased

‘

or dimin ished . Usua l ly the proper changei s i n the di rect ion of adding weight on the spring sideof the a rm and increasing the spring-tension , thoughi t may be necessa ry to add weight at both ends . I ti s a pecul ia r fact that frict ion in the va lve-gea r operatesto help the governor-spring , so tha t an engine may bespeeded up severa l revolut ions by excessive ly t ightva lve-stem packing or any simi la rly act ing cause . I ti s wel l to look over the va lve motion as a possible causeof any unaccountable change of speed . I f a b rake i sused on the governor and i s set up too t ight , i t maycause cont inua l changes of speed th rough i t s act ion inchecking the governor-arm as i t swings out or i n , andso prevent ing the a rm from float ing gradua l ly to theproper posi t ion .

I t may be necessa ry to adj ust the governor with no

othe r data than what can be lea rned by watch ing theswitchboa rd mete rs whi le the engine runs i n service ,and applying the proper remedy for the apparent faul ton the occasion of the next shut-down . I t may takean hour’s ca reful watch ing to make sure regarding therea l act ion of the governor ; for the on ly sure way is

https://www.forgottenbooks.com/join

THE BUCKEYE ENG INE GOVERNOR AND ITS

AD!USTMENTS

THE governor of th i s engine of which (Fig. 12 ) i sa cut , comes i n class I , group 1 , as specified in Chapte r IThe fol lowing inst ruct ions are for i ts adjustment.“

NAMES O F PARTS

The fol lowing names are given to the severa l detai l sof the governor for conven ience of reference .

The levers or weigh t a rms a a wil l be ca l led levers hereafte r for conven ience .

The weigh ts A A are clamped on the levers .The lever p ivots b b are studs , secured to a rms of the

contain ing whee l on which the levers move freely .

The l inks B B couple each l eve r to ears on the sleeve

The Governor eccen tr ic C , which i s free to turn on

the shaft and is turned about 90 deg . on the shaftby the outward movement or expans i on of the leve rsto the oute r ext reme of thei r range of movement .The ma in spr ings F F a re of tempe red stee l wi re .

They are anchored adjustably to the rim of the contain ing whee l by means of

THE BUCKEYE ENGINE GOVERNOR 43

The tension '

screws c c by which the tension is adj usted .

’

The spr ing clips d d a re clamped on the levers a a

are provided with s lots or eyes i n to which the

F IG . 1 2

springs F F are hooked . They may be moved a longthe levers and fixed in any posi t ion with i n narrowl imits .The lever stops f f a re blocks of wood on which the

levers r’

est when not expanded . They are held in doveta i l recesses in brackets bol ted to the conta in ing wheel .The ou ter lever stops e e a re cyl inders of wood fi t ted

to sockets i n the oute r caps of the l inks B B. I f theleve rs expand violent ly they st rike the inne r su rface

44 SHAFT GOVERNORS

of the containing wheel rim , but with prope r adjustment they se ldom or never touch the rim .

The aux i l iary spr ings P P are i nt roduced to help thelevers ou t during the fi rst ha lf of thei r outward movement

,when the main Springs F F have enough ten s ion

to give close regu la tion a t l ight bu t varying loads . Without them and with such tension the governor Wouldrace with standard or heavy loads .The gu ide rollers G G are in t roduced in most h igh

speed engines to rest rai n the springs from bowing outward from cent rifuga l force . They are most neededwhen speed is 2 50 and upwards , and when the spri ngcl ips d d are short . [I n one or two si zes cl ips of different lengths have been used .! The t rouble that cal ledfor thei r use was due to the change in di rect ion of pul lon the cl ips i n consequence of such bowing , and whichcaused racing when the amount of tension cal led forby calculat ion was appl ied .

TABLE O F GOVERNOR DATA

The governors a re made in six si zes , numbered 1 to 6.

The diameter of wheel ” wil l se rve to ident ify any onethe data of which may be wanted .

Number of Governor 3 4 5

A D iamete r of Wheel (in ches) . 24 3 2 40 48 54 66

B Spring leverage 4585 5 1

15 7 8 5 95 1 2

C Weight l eve rage 8 1} 1 1 1 4 1 7 1 9 24

D Initial spring ten s ion 2 5 3 45 5} 6}

https://www.forgottenbooks.com/join

46 SHAFT GOVERNORS

and prope rly adj usted . I t i s more than cou ld beca rried in the absence of the auxi l ia ries , unless withvery ca reful adjustment , and othe r condit ions favorab le . (See 7 1 andE. The efiective weight of a lever i s the weight of an

unweighted lever with spring cl ip i n posit ion to whichi s added one-half of the weight of a l ink (B, Fig .

The weight i s found by rest ing the leve r on the sca lesa t the distance from the pivot given as the l imit of

FIG . 1 3

the weight leve rage (C) whi le th e pivot i s supportedi ndependent ly of the sca les . (See Fig .

F. The a ssumed diameter of the orbi t of the weightsi s an orbi t somewhere with in the range of movementof the levers , so chosen that i t s diamete r wi l l not conta in inconven ient fract ions of a foot , as i t i s assumedsole ly for purposes of ca l culat ion . The diamete r assumed i s immateria l p rovided the next i tem (G) i scorrect ly deduced from i t .G . The resu ltan t spring ten sion i s the i n i t ia l tension

(D) augumented by the addi t ional tension that wouldbe imposed on the spring by moving the levers out

THE BUCKEYE ENGINE GOVERNOR 47

ward t i l l t he ir centers of force reached the assumedorbi t . (Nei the r th i s nor the in i t ia l tension can begiven exact ly for al l cases , as the lat te r depends somewha t Upon the posit ion of the actua l cente r of force ,which varies i n di stance from the cente r of

.

rotat ion,

as the levers are heavi ly or l ight ly weighted , beingfa rthest from the cente r with heaviest weights . But

both weight and spring leve rages a re suffi cient ly ad

justab le to enable the desi red speed to be at tained whenthe cal culated weight i s at tached .)

USE O F THE TABLE

To ca lcu la te the weight requ ired for a given speed .

I n addit ion to data furn ished by the table , theforce of the main springs in pounds per inch of tensionwi l l be needed . This wi l l be gene ra l ly found stampedon the cast heads of the springs ; i f not , the springs maybe hung up and weighted t i l l extended one , two ormore inches

,when the weight used divided by the i nches

extended“

wil l give the force , which for conven iencemay be represented by the symbol “ f .”

The first step in the ca l culat ion i s to find the centrifuga l force of each pound of weight revolving in theassumed orbit (F) at the given speed , which may berepresented by S . The desi red force being repre

sented by cf ” the formula wi l l be , cf S 2 x F 5870.

Next We wish to find the spring force at the poin tof weight leve rage (C) and in the assumed orbi t (F)which we wi l l represent by “ sf. The weight leveragebeing twice the spring leverage the formula wi l l be ,si ! f - 2 .

48 SHAFT GOVERNORS

Then sf cf the theoret ica l tota l weight,

* fromwhich the item E i s deducted

,leaving the amount to be

added to each leve r .Examp le. Fi nd weights for NO . 3 governor, speed

(S) 180, sp ring force (f) 76 l bs . per in . The assumedorbi t (F) 1 . 5 ft . and the resul tan t tension (G) 5 in .

For the benefi t of those not fami l ia r with formulawe wi l l give the rule a ri thmet ical ly .

The force pe r lb . (cf) i s found as fol lows : Mu ltiplythe square of the des i red number ofrevolu tions per minu teby the diameter of the orbi t in feet (F) and divide by theconstan t number 5870.

Thus 1802 x 5870 lbs . very nearly , thati s , each pound in the given orbi t wi l l exert lbs .cent rifugal force .

Then the spring power 76mul t ipl ied by the resul tanttension (G , 5 i n . ) wil l give the tota l spring force at thespr ing leverage, the h a lf of which wil l be the springforce at the weight leverage.

Thus 76 x 5 - 2 190 l bs . Then 190 + 8 2 5l bs . tota l weight required . Deduct ing one

s ixth from th is a s pe r note below it becomeslbs . or 19 l bs . 2 oz . Then 19 lbs . 2 oz. 7 lbs .14 oz . (E) 1 1 lbs . 4 oz . to be added to each lever atpoint C.

For othe r speeds , othe r th ings equal , only the first

*Owing,however , to several d isturbing Influences , namely th e cen tr ifugal

force of th e spring itself ; th e friction of cut-off valve which acts in a d irection to

aid th e spring,th e inertia of valve and valve gear , th e friction of yoke on cecen

tric and of eccen tric on shaft , as wel l as friction of pivots , —a correction must beappl ied to this theoretical total weight . Experience shows that five-s ixths of thisamount is usuall y enough .

https://www.forgottenbooks.com/join

56 SHAFT GOVERNORS

performance : On starting the engine gradua lly theweight s wi l l not start outward t i l l the proper speed isvery nearly reached so nearly so that the lack of i ti s not noticeable —When they wi l l expand , qu icklybut not violent ly , or so as to st rike the outward stop ;going out , however, nearly thei r ful l range , when if theload driven i s heavy enough to requi re less expansion ,they wi l l p rompt ly return to the requred posit ion .

I f, however, they make a few sl ight osci l lat ions toand fro past the i r posi t ion no harm wi l l resul t , if on lythey a lways set t le i n good t ime . Very close regu la tion

requi res that the equ i l ibr ium sha l l be a t the very'

vergeof in stabi l i ty,

a proposi t ion that wi l l be recogni zed bya l l who have thoroughly studied the subject , as trueofa l l cen tr ifuga l governors .

Auxi l iar ies too weak. The perfo rmance in such casewi l l be the same in kind as though they were absentent i re ly , though more moderate in degree . On starti ng, the engine wi l l run above i t s proper speed beforethe levers wi l l expand , when they wi l l fly out violent ly,and stab le regulat ion wi l l be possible only with loadsso l igh t as to regulate at one-fourth st roke cut-off orearl ie r, that i s , such as requi re the levers to act on lyin the outer half of the i r range of movement . At

heavie r loads , the governor wil l race cont inual ly .

Auxi liar ies too strong. On start ing up the leverswil l sta rt out at not iceably less than proper speed andexpand gradual ly as speed increases t i l l the l imit ofthe fol low of the auxi l iaries i s reached , when if theya re much too st rong, the expanding movement wi l ls top a l i t t le t i l l p roper speed is reached , when they

THE BUCKEYE ENGINE GOVERNOR 5 1

wil l finish the i r expansion with proper promptness .The regulat ion wi l l be the same as i n both previouscases when the load i s too l ight to bring the auxi l ia riesi nto act ion , but with heavie r loads the speed wi l l bes low in proport ion to the undue st rength of thesprings . At maximum load , that i s , j ust suffi cientload to bring the levers to thei r i nne r stops

,the

speed wil l be reduced to about what was requi red tostart them out .I n a l l of the th ree foregoing cases the tension of the

main springs i s assumed to be what i t should be withthe auxi l iaries a t thei r best adjustment .To enable the enginee r , whose engine i s without

them , to judge whethe r and to what extent hi s regulat ion would be improved by thei r appl icat ion

,we give

a descript ion of a performance capable of improvement , assuming the tension of the main springs to bea l l that can be carried without racing at any load

,

which i s a lways less than wi ll be needed when auxi l iar ies

a re appl ied.

Best regu la tion wi thou t auxi l iar ies . At start ing theleve rs wil l not start out t i l l p roper speed is nea rlyreached (as pe r but they wi l l expand quickly on lyin part; from about mid-movement outwards the expansion wi l l go on on ly as speed increases , requi ring agreater increase of speed to expand them to near thei router l imi ts than that which sufficed to expand themthrough the inner half of thei r movements .The regulat ion in such case may be good at all loadsrequi ring one-fourth st roke cut—off and l ater but withl ighter loads , requi ring earl ie r than one-fourth st roke

5 2 SHAFT GOVERNORS

cut—off, the speed wi l l vary much more with a givenchange of load than with heavy loads .The strength of the ma in spr ings i s however a factor

of some influence in determining the degree to whichthe foregoing pe rformance fal l s short of perfect regulat ion . The st ronger they are the close r the ré gula

t ion , th roughout the whole range , that can be hadwithout the help of auxi l ia ries .From the above i t might appear that

,g i ven main

springs st rong enough , the auxi l ia rie s might be dis

pen sed with ent i re ly, which i s t rue i n some cases ; yetthe st rength necessary to obtai n that resul t fl in fl a l l

cases would impose such severe pressure on the leverpivot s that the resul tant frict ion would in terfere tosome extent with fine regulat ion .

I t i s a matte r of many year’s experience that the

closest and most sensi t ive regulat ion possible requi resthat the forces in equi l ibrium with in the governor benot so great but that the work imposed on i t w il l verysl ight ly disturb the equi l ib rium at each st roke , so as toovercome the sta tic fr iction of the join ts and eccen tr ic

s leeve, and enable the part s to adjust themselves tothe load requi rements without having to await anobject ionable change of speed to do i t . And whenthe forces a re weak enough to be thus sens i t i zed therei s left a smal l margi n of improvement to be effectedby the auxi l ia ry springs .App lying aux i l iary spr ings to old engines . As be

fore stated they were not used t i l l 1884, and a l thoughmany have been since appl ied to engines bui l t beforethat t ime

,there a re st i l l many running without them .

https://www.forgottenbooks.com/join

54 SHAFT GOVERNORS

The Springs a re bol ted to the rim as shown in Fig.

12 , the angular posit ion selected being such that thefingers wi l l j ust catch with certai nty at thei r shortestreach .

When the springs are secured i n posi t ion,the eccen

t ric should be turned forwa rd t i l l the fingers leave

FIG . 1 4

contact with the Spring, which should happen whenthe leve rs a re about hal f way ou t or a l i t t le more .

I f they leave contact too early or too l ate , they shouldbe taken off and bent outwards or i nwards , as requi red ,t i l l they fol low as above . They are not tempered andwi l l not break .

Add tension to the mai n springs t i l l regulat ion i s asclose a s desi red between l igh test and medium o r standa rd load .

Correct the speed by adding to weights , sh ift ingthem from pivots , or diminish ing spring leve rage , orby two or more of these adj ustments .Compa re performance with foregoing descript ions . I f

THE BUCKEYE ENG INE GOVERNOR 55

the springs appea r too weak give the fingers morereach . I f too st rong (as wi l l be more l ikely the case)take one Of them Off . I f st i l l too st rong , grind one

weaker and use i t a lone . G rind l ibera l ly and fea rless ly,

for if i t i s made too weak the other can be simi la rlyground and appl ied , o r finger given more reach .

S trength i s ea s ier got than weakn ess , yet the lesson i smore i nst ruct ive if the point of i n sufficien t s t rengthi s reached and careful ly corrected .

To CHANGE S PEED

For any conside rable change of speed the weight sshould be changed , the p roper weight for desi red speedbeing found by rules a l ready g iven .

S l ight changes , howeve r, can most ly be made byadj ustments , Of which the fol lowing are prefe rable

To INCREASE SPEED

A. Increa se of spr ing ten s ion may be tr ied,and if

when the desi red increase of speed i s effected i n thatway the regulat ion remains sufficient ly stable

,i . e . ,

free from tendency to race at any t ime,the correct

adjustment has been made , and the regulat ion wi l lbe close r than before . But i f the tension has beenmade what i t should be al l t hat can be carried wi thou t racingl i t cannot be increased , i n which caseB. The weigh ts may be sh ifted towards the pivot s

of the levers , provided they a re not a l ready as fa r inthat di rect ion as pe rmissible . [They should not befa r from cent ra l ove r thei r steps in that di rect ion !

56 SHAFT GOVERNORS

C . The spr ing leverage may be increa sed by sl ippingthe sp ring cl ips farther from the pivot s

,provided the

l ink heads a re not thereby caused to st ri ke the springsat mid-movement , as may be tested by turning theeccent ric forward past i t s mid-posit ion . A s l ight interference so detected wi l l not mat ter, as when running ,cent rifuga l force wi l l bow the springs outward

,i f not

too closely rest rained by the rest rai n ing rol le rs nowappl ied in many cases to h igh-speed engines .When the spring leve rage i s i ncreased , an increase

of spring tension equal i n amount to about one-ha lfthe increase of leverage becomes admissib le as themaximum poss ible ten s ion i s a certa in portion of theleverage (not to the same in al l cases exact ly , however) ,not a ce rtain absolute amount .

To DECREASE SPEED

From the foregoing i t wi l l be evident thatA. Spr ing ten s ion may be reduced i f leverage i s re

duced twice as much at same t ime , without in t roduci ng greater speed va riat ion , as reducing spr ing ten s iona lone wou ld do . But thi s adjustment should not beresorted to for any conside rable change of speed , asi t i n t roduces object ionable weakness i n the governor .B. The weigh ts may be sh ifted fa rthe r from the leve r

pivots , i f not a l ready so fa r from thei r normal posi t ioni n that di rect ion as to render any furthe r shift ing object ionab le , though no t rouble i s to be apprehended solong as they are clea r of the l inks in a l l posi t ions .

C. Spr ing leverage may be reduced without con

https://www.forgottenbooks.com/join

58 SHAFT GOVERNORS

force , or prolonging the fol low of the auxi l ia ry sp rings .But cases may arise when none of these adjustmentsshould be made . Such i s p resumably the case wheni t appears spontaneously under adjustments that haveprevious ly gi ven sat isfactory regulat ion , and al so whenthe tension i s not i n excess of that given in the table , andi t refuses to yie ld to any moderate auxi l ia ry sp ringforce o r fol low , and pa rt icula rly if, when cured byauxi l ia ry spring adj ustments , the speed variat ion withload changes i s object ionably great .I n such cases undue fr iction wil l undoubtedly be

found to be the cause of the t roub le . I t may be ih theleve r pivots , the bal l and socket joints of the l inks orthe loose eccent ri c on the shaft , one or more of thesebea rings ; and may be caused by over t ightness , lackof o i l , rust o r gum . On ly the bal l jcints can be testedwithout taking the governor apa rt , the play at thenecks of the ba l l s , al lowing the l inks to be sl ight lyrotated back and forth , and when th i s can be doneeasi ly they are free enough . The lever pivot s can betested by taking off the reta in ing nuts and washers ofthe studs and sl ipping the levers part ly off, when thecondi t ion of the exposed su rface wi l l be apparent , andthe needed remedy (clean ing and o il) readi ly appl ied .

But to test the condit ion of the eccent ri c bearing pe rfect ly, the eccent ri c should b e both unst rapped anddisconnected from the leve rs so as to be rotated free lyon the shaft . I f dry o r gummed , i t may be simplyOi led with or without p rel iminary doses of turpen tineor kerosene

,but if th i s fai l s to e l im i nate a l l st icking

points , the governor should be sl ipped back or taken

THE BUCKEYE ENGINE GOVERNOR 59

off to a l low the eccent ric to be moved aside (the la rge rs i zes a re made in ha l ves and hence can be removed )when any b rusies or t ight point s can be discovered andcorrected .

New engines wi l l se ldom requi re such t reatmentunless the eccent ric has been too close ly fit ted , butolde r ones

,especia l ly afte r standing some t ime , or the

use of gummy oi l , may need i t .The kind of racing cau sed by fr iction i s , howeve r,

noticeab ly differen t from that due to over tension o r

i n sufficient auxi l ia ry spring force , as fol lows : whencaused by frict ion the levers wi l l expand and stick i nthat posi t ion t i l l speed fa l l s more or less according tothe amount of frict ion , when they wi l l d rop i n andagain st ick ti l l the speed increases sufficient ly to againexpand them , and so on . Apparent st icking on theinner posi t ion i s not to be taken as evidence of frict ion ,s ince that wi l l happen with i nsufficient auxi l ia ry springforce ; but noth ing but frict ion wi l l cause dwel l i n theouter posit ion

,during conside rable change of speed .

Over-packing the cu t-off stemwi l l disturb the equ ilibrium of the governor and cause i rregula r act ion , butnot usual ly racing as above described , but rathe ri rregula r 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 maybe used (Candle wick i s as good as anyth ing) should berenewed often enough to avoid the necessi ty of screwing i t up so t igh t as to cause frict ion enough to disturb the governor and wear the rod out .Undue fr iction of the eccen tr ic straps , whethe r from

60 SHAFT GOVERNORS

lack of oi l or too l ight adjustment wi l l somet imes causeracing , accompanied by accelera tion of speed, much asthough the sp ri ng ten sion had been conside rably increased . Some acce le rat ion of speed a lways resul t sfrom thi s cause , even when racing does not , and the

same i s t rue , though to a less exten t of undue frict ionof the cut-off valve , i t s stern packing or i t s rockershaft and pins ; and , as no othe r acciden ta l change

(except the s l ipping backwards of the governor wheel )can cause acce le rat ion , when that symptom appearsa t tent ion should be at once di rected to the condi t ionsof the parts named .

The diffe rence between the effects of undue fri ct ionof the above-named parts , and of the working partsof the governor, and the eccent ri c on the shaft shouldbe wel l understood by the enginee r . Frict ion of thelat te r part s may be cal led sta tic frict ion , as i t tendsto hold the part s conce rned sta tionary, re lat i vely tothe shaft and Wheel , as against the movements re

qui red for cut-off variat ion , in both direction s a like,

whi le frict ion of the other parts named tends to pul lt he levers of the governor inwards , hence i t may becal led dynamic fri ct ion , or since i nwa rd pul l on theleve rs i s a cen tr ipeta l act ion , l ike that of the mainsprings i t may be more descript ively cal led cen tr ipeta lfrict ion .

From the above i t wi l l be understood that i t i s thes ta tic fri ct ion that most tends to cause racing whenin excess . Of the part s concerned in producing cen

tr ipeta l frict ion on ly undue frict ion of the eccent ricst raps wi l l cause racing , because that of the other parts ,

https://www.forgottenbooks.com/join

62 SHAFT GOVERNORS

ou t the range of movement . I t i s the greatest a t theext remes of the range where the angle formed bythe l i nks B B (Fig . 12 ) with a l ine joining the pins i nthe eccent ri c ea rs i s acute or obtuse , and least nea r themiddle of the range where i t i s a right angle . Fromth is fact resul t s the need for the auxi l ia ry springs .The ent i re theory of the matte r need not be expla inedhere ; the leading lacts being sufficient for those whodo not ca re to study the subject exhaust ively .

The auxi l ia ries permi t the spring tension to be ad

j usted to the requi rements of the oute r half of the rangeof movement , whi le they preven t the tension ~ frombeing i n excess during the inne r half, as i t would othe rwise be .

THE THEORY O F SPRING TEN S ION

The force of a spring increases i n di rect proport iona s i t i s bent (by extension in present case , or i n whateve r way i t i s acted on) , and the cent rifugal force ofa body i n l ike manner increases i n di rect proport ionas i t moves fa rther from the cente r of motion , thenumber of revolut ions pe r minute remain ing constan t .Consequent ly , i n the absence of a l l di stu rbing

causes , i f i n a governor of the kind i n quest ion , thespring tension be made such that i f the leve r be movedinwards t i l l i t s cente r of force reaches the cente r ofmotion

,or a l ine join ing i t s pivot and the cente r of

motion , i n othe r words , i t s zero of cen tr ifuga l force, i t(the spring tension) would reach i t s ze ro at the samet ime , the two forces would increase i n the same rat io

(at a constan t rotat ive speed) as the leve r moved

THE BUCK EYE ENGINE GOVERNOR 63

outward , and consequent ly the speed would be thesame at a l l poi nt s i n the range of movement ; i n othe rwords , the regulat ion would be i sochronou s .

But suppose the tension to be less than th i s , so thatas the leve r moved inwards the zero of spring forcewould be reached before that of cent rifugal force , then ,as i t moved outward the spri ng force would i ncreasemore rapid ly than the cent rifugal force at a constantrotat ive speed , so that a constant ly i ncreasing speedwould be requi red to keep the forces i n equi l ibrium ,

and the number of revolut ions the speed.

would haveto i ncrease i n orde r to carry the lever outwards th roughi t s range of movement would be the ext reme measureof the governor’s variat ion . Thus , i f 100 revolu

t ions ina given t ime be requi red to sta rt the levers outward , and 105 i n same t ime to expand them to th eoute r l imit s of thei r range , the ext reme va riat ionwould be 5 per cen t . , which would be tole rab ly closeregulat ion , seeing that i n p ract ice the changes of loadand pressure se ldom cove rmore than half the range .

To OBTAIN CLO SEST PO S S IBLE REGULATION

Al though enough has been said i n Secs . 80 to 100 tocover the ent i re ground

,yet a conci se rule i n th i s

p lace wi l l be conven ien t .l St . G ive the main springs a l l the tension that

can be ca rried without racing at any load from noth ingup to nea r quarte r cut-off, as nearly as can be judged .

lf i ndicator ca rds can be taken to show range of cutoff the test wi l l be fa r more inte l l igib le . I f tension

64 SHAFT GOVERNORS

cannot be given as desi red , on account of fea r of overst rain ing the springs o r l ack of room at the tensionscrews , the spring leverage may be reduced a l i tt le ;but i n some way get tension or i t s equivalent

,t i l l the

regulat ion with i n the above range i s a s close as desi red .

2 d . Count the speed at as heavy a load as can beappl ied with ce rta inty that the weights do not touchthei r stops . I f indicator cards can be consul ted

,

apply load t i l l i t shows about hal f-st roke cut-off .

Gene ra l ly , as the auxi l ia ries a re adjusted at theworks th i s speed wi l l be too s low . I f i t i s more than

3 or 4 per cent . s lower than the l igh t load speed , reduce“

the auxi l ia ry spring force t i l l the speed is b rought upas nea r the l ight load speed as desi rable . Reducefi rst by dimin ish ing the fi nger

* reach as much as poss ible , and if th i s fa i l s to b ring the speed up as des i red ,

take off one of the springs . I f st i l l too s low, grindthe remain ing one weake r unless i t i s found that i tfol lows th ree-fourths of the distance out or more ,when i t may be sprung togethe r a l i t t le , but i n no caseso much as to reduce the fol low to one-half the movement . I t should be not iceably more than ha lf, unlessless i s final ly found to be bette r by actua l comparat ivetest . I f now no racing occurs a t any load , the adjustment wi l l p robably be as pe rfect as desi red , though acount of as many inte rmediate loads withi n the rangeof the act ion of the auxi l ia ries as possible may revea lsome i rregula ri t ies worth whi le correct ing . For in

stance , if on count ing under a series of loads from

The fingers are shown in F ig . 1 2 , at p . p . Reference to them in properplace was inadverten tl y omitted .

https://www.forgottenbooks.com/join

66 SHAFT GOVERNORS

The simple rule , to so put togethe r that when theengi ne runs i n the desi red di rect ion the pivoted endsof the levers wi l l lead, the weigh ts follow , and so thatwhen the levers move outward the eccent ric wi l l beadvanced, i .e . , tu rned on the shaft i n the di rect ionthe engine i s to run , wil l cover the case so fa r as ins t ruct ions should be needed , the proper appl icat ionof the main springs auxi l ia ries and guide-rol le rs (i fany) being simply a matte r of making them performthei r functions as before .

The new angula r posi t ion of the wheel i s found bythe fact that when the Weight levers are on thei r Innerstops , the governor eccent ric and crank wi l l be on

thei r dead centers a t the same t ime and in the samedi rect ion .

STRAIGHT—LINE ENGINE GOVERNOR

TH IS governor , a cut of which i s shown in F ig . I 5 ,

i s the design of Prof . john E. Sweet . I t comes underthe second class of the second group described i nChapte r I .The eccent ric A i s mounted on the di sk B and is

pivoted at C . The eccentri c cente r swings across theshaft center when actuated by the Weight D. Thisweight i s pocketed for shot to admit of changes bytaking away or adding to the weight . The weightand arm are i n one piece , pivoted by the pi n E. Theend of the weight-arm is connected to the eccent ri cdisk by the l ink F . The spring G i s made fast to theweight-arm by the band H . The adjustment of thespring-tension 15 obtained at the poin t by slackingor screwing up the binding bol t K .

To increase the speed of the engine, i ncrease the tension of the spring , or decrease th e weight , or both .

To decrease the engin e-speed, decrease the spring

tension , or Increase the weight , or both .

Bea r i n mind that if the proper sensi t i veness hasbeen reached and on ly the speed i s to be changed ,the change should be made in the weight a lone .

If the governor i s s luggi sh , first see that everything67

68 SHAFT GOVERNORS

https://www.forgottenbooks.com/join

IDEAL ENGINE GOVERNORS

THE A. L. lde and Sons Co . use the R i tes I nert iaGovernor on the engines they now put out , and havedone so for some t ime past . Chapter III of thi sbook

,with the remarks here given , covers a l l

fl

the re

i s to be sa id i n reference to the adj ustment of thesegovernors .The l de Company has made an improvement i n

the R i tes governor i n the shape of a revol vable bronzebushing shown at A (Fig. Owing to the factthat great wear comes on th is pin , th is

’

bush ing i splaced there

,so that a new surface can be turned to

the wearing side of the pin frequent ly . This i s donewith a spanner-wrench w hich comes with the engine .

The bui lders recommend that the bush ing be re

volved a l i t t le each day when the governor i s oi led .

On the face of the lug B ,on the pul ley-spoke to

which the spring i s at tached are stamped figureswhich indica te , first , the speed of the engine , andsecond , the distance that the eye-bol t should extend th rough the nut s in order to adjust the governora s i t was adjusted when the engine was tested in theshop . The spring i s at tached to the governor-ba r bymeans of a s l id ing block C (Fig . The block is i n

70

IDEAL ENGINE GOVERNORS 7 1

the' correct posit ion when the l ine marked on i t i s

These builders , i n former years , put on the marketgovernor of which Fig. 17 i s a cut , and

FIG . 16

as many are st i l l i n use , some inst ruct ions regardingthem wil l

/

follow . l n taking th i s governor apart foroi l ing and clean ing

,a l low the s l id ing block A, which

holds the end of the governor-spring , to remain withit s oute r edge on a l ine with the mark across the faceof the s l ide , and in readjust ing the spring, place the

72 SHAFT GOVERNORS

same tension on it a s was on i t origina l ly . This canbe asce rta ined by measuring the, length of th readth rough the nut s before s lackening them . On . th istype of governor which is designated -in

FIG . 1 7

class of the second group In Chapte r I , the weight 8can be moved back and forth on the lever C by slackening the set-screw unt i l t he weight can be moved byhand . This wil l have the effect of adding to o r takingfrom the weight .

https://www.forgottenbooks.com/join

AD!USTMENT OF FLEMING ENGINE GOV

ERNORS *

THE governor used on Fleming engines , bui l t bythe Harri sburg Foundry and Machine Works of Harrisburg, Pa . , i s of the

“Cent ra l ly Balanced Cen trifTIfiT

I nert ia type , shown in Fig . 18 . Assuming one of thesegovernors to be out of adjustment , the -weight s beingremoved from pocket s A and B and the springs loose

,

i n orde r to properly adj ust proceed as fol lows :

FIRST ADjUSTMENT

Locate the outer ends of the springs about the centerof the slots , refer to table (page 76) for the si ze of

spring corresponding to that i n the governor, not ingthe in i t ia l deflect ion . Draw up the two bol t s C, C,

sufficient ly to st retch each of these springs by theamount of th is deflect ion . Now start the engine andbring i t up to speed , pocket-weight s being removed andsprings given tension shown in the same table . I f theengine runs much too s lowly the springs are too l ightand a heavier set should be used to get the desi redspeed . I f

,on the other hand , i t runs too fast , add one

This governor comes under th e second cla ss of group two in Chapter I .

FLEM ING ENG INE GOVERNORS 75

weight of equa l th ickness to each of the pockets, A

B, placi ng the weights of la rger diameter i n A

F IG . 1 8

pockets and the smal le r ones in B pockets ; if i t st i l lruns too fast , add another set ofwe ights of equa l th ickness , se lect ing the proper th ickness to reach the desi red speed .

76 SHAFT GOVERNORS

SPRINGS FOR HARRISBURG GOVERNORS

O . D . Total Co i ls In it . Def. Def. Due to Gov. Throw Tota l Exten s ion

To AD!U ST TO THE PRO PER PO INT O F SEN S ITIVENES S

I f the governor races or weaves , move theclamp to which the outer end of the Spring i s at tachedin the slot farther from the rim of the wheel , that i s ,toward D. I f th i s does no t ent i re ly correct the racingtendency

,screw the spring-plugs farther i nto the

springs and adjust the tension for proper speed . Taking out th in weights of equal thickness from eachpocket and reducing the spring tension al so assi st si n checking a racing tendency .

TO CORRECT SLUGGISHNES S

I f the governor i s too s l uggish , that is , not sufficient ly sensi t ive in order to reach the proper speed ,

https://www.forgottenbooks.com/join

78 SHAFT GOVERNORS

up , due to the adj ustment of these governors , Is notl i ke ly to occur .

CARE O F GOVERNOR

The governor i s a s imple piece of mechan ism , buti t i s one of the most important part s about the engine ,

FLEMING ENGINE GOVERNORS 79

and shou ld be so t reated . The springs should be disconnected occasional ly, and the governor part s andva lve gearing should be tested , by hand , for freedomof a l l bearings and joints . I t i s a l so a good plan totake the governor bearings apart

.

occasional ly,and

examine them to see that they are gett ing properl ubrica t ion . Clean them thoroughly before putt ingthem together again . Before start ing up the enginea lways see that a l l bol t s and nuts are t igh t . I f thegovernor i s equipped with dash-pots keep them ful lof e i the r glycerine o r equal parts of cyl inder andengine oil . Fig. 19 shows the gove rnor with theweights out of the pockets .

McINTOSH,SEYMOUR AND

‘

coks ENGINE

GOVERNOR

TH IS type of governor comes under first:

class andgroup of Chapte r I . The governor i s shown i n deta i l

https://www.forgottenbooks.com/join

8 2 SHAFT GOVERNORS

which they are connected by l inks and which i s freeto revolve on the shaft , sufficient ly to cut off thesteam ent i re ly from ente ring the cyl inde r . This condit ion i s approached when the engine i s runn ingand the load is th rown Off. The cen t rifugal force ofeach weight i s opposed in a di rect and pract ica l lyfrict ion less manner by a plate-spring A

, A ,th rough

a hardened stee l pi n B, B, with a bal l—and-socketbearing at the end of the spring and at the cente rof gravi ty of the weight , so that there i s no frict ionor pressure due to th i s force upon the pi n upon whichthe weight swings . This pe rmits the use of a veryheavy weight , having great cent rifuga l force andmaking the governor powerful . There are provisionsfor grease lubrica t ion of a l l wearing surfaces . Thetension pins between springs and cent rifuga l weightsa re a rranged to telescope , i n order that they can beadjusted to secure p roper sensi t iveness ; for by lengthen ing these pins the governor can be made to regulatemore close ly , and by shorten ing them , over-sensit iveness or racing can be removed . Dash—pots areprovided

,which give stabi l i ty to the governor, so that

i t can be adjusted to give nearly perfect regulat ionwithout any tendency to race under a fluctuatingload .

The speed at which the engi ne wi l l run can be raisedor lowered by reducing or increasing respect ively thesmal l lead weight s C , C , C, C, provided for that purposei n holes i n the cent rifuga l weights . This adjustmentshould be made last , for i t does not a l te r the sen si t iveness of the governor to change the speed in thi s way ,

ENGINE GOVERNOR 83

whi le any adj ustment of the sensi t iveness as describedabove a l so changes the speed .

The governors of McIntosh and Seymou r engines ,when designed for driving al ternat ing-current generators in para l le l , are provided with paten t compoundt ime-delayed dash-pots , without which successfulparal le l operat ion i s impossib le with generators of

la rge size and high frequency . When two al te rnat ingcurrent generators are running i n paral le l , each gene rator has a tendency to osci l late back and forth withreference to the othe r , with periodic t ransfe r of loadfrom one generator to the other , ca l led surging .

A governor, which i s properly sensi t ive , without thet ime-delay dash-pot , must respond to these fluctuat ions of speed , and when the condit ions a re such asexist with la rge generators of high frequency, resonance i s produced ; that i s , the act ion of the governortends to i ncrease the speed fluctuat ions , caus ing thesurging to bui ld up from an impercept ib le beginn ingunt i l pa ral le l runn i ng i s impossible . I f the governori s dampened by ordina ry devices suffi cient ly to stopthi s effect , i t wi l l fa i l to cont rol the speed properly ,with danger of the engine running away if a considerable part of the load i s sudden ly th rown Off . Thecompound t ime-delay dash-pot s dampen heavi ly thegovernor-action for any fluctuat ions of speed of veryshort duration , such as those just described ; but unde rthe act ion of even the sl ightest change of speed , i fpersi stent beyond th i s short i nterva l of t ime , theyautomat ica l ly release the governor avoiding any .

impai rment whatever Of the speed regulat ion .

84 SHAFT GOVERNORS

A speed changer i s somet imes placed on governorswhere synchronizing of uni ts i s des i red .

The mechanism of the speed changer consi st s Of anauxi l i ary weight arranged to s l ide on the main cent rifugal governor-weight , whi le the engine i s runningi n such a way as to change the speed of the engine bya l te ring the cen t rifuga l force to be resi sted by the governor spring . The auxi l ia ry weight i s moved by ascrew which in turn i s rotated by a smal l e lect ric motormounted on the governor-weight .This motor can be connected elect ri ca l ly , th rough

a col lector on the engine shaft , to a doub lé l-th rowstart ing-switch on the stat ion switchboard , i n such a

'

manner that the amount and di rect ion of the motionof the e lect ri c motor ca n be cont rol led by the sta rt ingswitch so as to gi ve the desi red change of speed .

ADjUSTING GOVERNORO F A NEW ENG INE

Put a l l t he lead pieces i n the holes i n governorweight s and t ighten the set-screws wel l down intothem . Then , with the shortest length of tube i n thegovernor adjust ing pins (B, B,

Fig . put the pinsin place between ends of springs and governor-weights ,care being taken to have the ends of pins wel l greased .

Be sure that the bol t ing of governor-spring i s secure ,and that a ll governor parts a re ready for se rvice .

Then sta rt the engine non—condensing and w i thoutload , opening the thrott le l i t t le by l i t t le so that thespeed may increase very gradual ly .

Count the speed from time to time to make su re

https://www.forgottenbooks.com/join

86 SHAFT GOVERNORS

governor-control of the engine at some speed belowthe normal , and at the same t ime obtai n a sl uggi shregulat ion . The next step should be to secure correctadjustment of the sensi t i veness of governor, to giveproper closeness of regulat ion , afte r which the speedshould be adjusted to the desi red number of revolut ions per minute .

When the governor-cont rol has been secured asabove , the sens i t i veness of governor wi l l probably befound to need increasing by increasing the length of

the adjust ing-pins between the governor-weight s andthe ends Of the governor-springs . The adjust i ngpins should be gradual ly lengthened one-hal f i nch at at ime , unti l the proper sensi t iveness is reached , alwayskeeping the length of the pins the same . These ad

j ust ing-pins should have been unscrewed before putt ingthem in posi t ion , and the length of the th readed partsmeasured , as , when in posit ion , at least 1} i nches ofth readed part must a lways be left i n the socket . I flonger pins a re requi red than th is wi l l a l low, put i nthe next longer set of the tubula r parts of the adjusting-pins .At the start the sensi t iveness of the governor should

be made such that when the load i s removed the increase of speeed wil l be not less than 3 per cen t . Afte rthe engi ne has run awhi le the sensi t i veness can beincreased sufficient ly to make the corresponding increase 2 per cent . I n determining the speed of anengine always count the speed for severa l consecut i vem i nutes , and divide the tota l number of revolutionsby the number of minutes during which the speed is

ENGINE GOVERNOR 8 7

counted . The speed-l ight should always be takenafte r the load has been removed .

I n many cases i t i s not conven ien t to secure a loadfor test ing the sensi t i veness of governor

,as has been

just described , when an engine i s firs t sta rted,and

genera l ly the easiest way of securing a proper, pre l imi

nary adj ustment Of sensi t i veness , with engines of smal lsi ze , i s to cont inue lengthening the adjust ing-pins unt i lthe engine races . Then reduce the length of pinsunti l “ racing ” ceases . With la rge engines i t i s frequent ly impossible to make them race . I n such casesan approximate prel iminary adjustment of sensi t i veness may be made , when not conven ient to secure aload for engine , by lengthening the adj ust ing pinsunt i l speed of engine i s from 5 to 10 per cen t . belownormal .Afte r securing a more or less perfect adj ustment of

sensi t iveness of the governor, as above , bring the engine up to Speed by reducmg the amount of lead i nthe holes in the governor, or the cent rifuga l weights .Begin by removing one-hal f the lead from the hole i neach governor-weigh t which i s farthest from the pinon which i t turns

,replacing the lead removed with a

sim i l a rly shaped piece of hard wood to secure the remai ning lead . The resul t ing change i n speed of engine wi l l gi ve an approx imate idea of h ow much shouldbe removed to secure the desi red speed , bearing i nmind that removing lead from the holes i n weightsfarthest removed from the pins on which

!

weight sturn wi l l affect the speed three or four t imes as muchas wil l a S im i l a r change in holes nearest these pi n s ,

8 8 SHAFT GOVERNORS

and that the same amount of lead should ~ be kept incorresponding holes i n each weight . I t i s i ntendedth at t h e engi ne should regulate wel l and be at properspeed with every hole i n the weight s about one-halffi l led with lead , but the effect ive st iffness of springsis qu i te uncertain , and the necessa ry amount of -leadwi l l va ry to correspond . I f, with al l lead weightout , the speed i s st i l l too low wi th the governor sufficient ly sensi t i ve , one or more leaves must be addedto each governor-spring , placing the added leavesbetween the longest leaf and the leaf next

’

to i t i neach case .

FUNDAMENTAL PRIN C IPLES FOR REGULATING A

GOVERNOR

To make a governor more sensit ive , i ncrease thetension in springs by lengthen i ng the adjust ing pins ;to make i t less sensi t ive , reduce the tension by sh ortening the pins . To increase speed of engine , removelead weights from governor-weights ; to decrease speed ,i ncrease the amount of lead i n the weights .These two principles sh ould be studied careful ly

unt i l thoroughly understood , as nearly a l l fa i lures toSuccessful ly regulate a governor are caused by di sregarding them .

”In th i s connect ion , a lways remember that a l te ring

5 the sensit iveness by changing the length of adjusti ng-pins

,a l so al te rs the speed of the engine . The speed

sh ou ld'

be b rough t'

b ack to that desi red by a'

proper

change in the amount of lead in the Weights . Chang

https://www.forgottenbooks.com/join

90 SHAFT GOVERNORS

F IG . 2 1

SPEED . Revs . with no load . Revs . with . .H . P . H . Revs . with . .K .W .

PLAIN WEIGHT-ARM. SPEED CHANGER WEIGHT-ARM .

Sl iding weight in . pos ition .

No . of leaves in spring, . No . Of leaves in spring ,Le ad weight in inn er hol e, in ou ter ho le , . h ad weight in ou ter hole ,

*A TB

NOTE—Plain governor weight-arm h as two holes which hold lead weights for ad

jus tmen t of speed . Outer h ole i s th e one farthest from p in on which arm i s

pivoted . Speed changer governor weight-arm h as no inner hole . In givingamount of lead weight in hole , state what proportion of hole i s fi l l ed with lead ,i . e h a lf fu l l ,” quarter fu ll ,” etc. FILL OUT THIS REPORT AND RE

TURN TO SHOP AS SOON AS GOVERNOR IS AD!USTED SATISFACTORILY .

*A Length over all of adjusting -pin .

TB Distance from cen ter of weight pin to center of spring cup .

ENGINE GOVERNO R 91

F IG . 2 2

Revs . w ith no load . II. .Revs . with . .H . P . II. .Revs . with . .K . W.

PLAIN WEIGHT-ARM. SPEED CHANGER WEIGHT-ARM.

Sl iding weight in . pos ition .

No . of leaves in spring, . No . of leaves in spring,

Lead ‘

weight in inner hole , . in ou ter ho le, . Lead weight in ou ter hole .

Non a—Plain governor weight-arm h as two ho les which hold lead weights for adjustmen t of speed . Ou ter hol e i s th e one farthest from p in on which arm is

pivoted . Speed changer governor weight-arm h as no inn er hole . In givingamoun t of lead weight in hol e, state what proportion of ho le is fi lled w ith lead

,

i . a.,

“half fu ll ,” quarter fu l l ,” etc. FILL OUT THIS REPORT AND RE

TURN TO SHOP AS SOON AS GOVERNOR IS AD!USTED SATISFACTORILY .

*A Length over al l of adjusting-p in .

'

I'B Distance from center of weight p in to cen ter of spr ing cup .

ROBB—ARMSTRONG—SWEET GOVERNOR

A CUT of the governor manufactured by the AmesI ron Works for use on thei r engi nes i s shown in Fig. 2 3 .

This governor i s placed in the second class and group

FIG . 23

https://www.forgottenbooks.com/join

THE F ITCHBURG STEAM—ENG INE GOVERNOR

THE type of governor shown in Fig. 2 4 i s i n thesecond class of the first group of Chapte r I , and i sof the paten t and manufacture of the Fitch b urg SteamEngine Company, used on a l l engines Of the i r mak e .

The smal l weight s shown are to counterbalance theweight of valves , stems and eccent ric , and are notto be considered i n the adjustment of the governor .The weights A, A are changeable . Adding weight

decreases speed , and taking i t away i ncreases i t . Theweight-arms are pivoted a t B, B, and are opposedby the

”

springs C, C,

’ which -are at tached , as shown ,di rect ly to the weights .Tighten ing the spr ings , increases speed and sen sit ive

ness .S lacken ing spr ings , decreases speed and sensi t i ve

ness .These engines a re so careful ly adjusted i n the shops

a s to requi re l it t le change of weight . The principa lchanges for speed and sensi t iveness are to be made onthe springs .To getmore speed, t ighten the springs .To lessen the speed, slack off on springs .To getmore sens i tiveness , i ncrease tension on springs ;

FITCHBURG STEAME—NGINE GOVERNO R 95

or, i f speed'

Is a lready'

attained, i ncrease the tensionand weight at the same t ime to keep the speed at the

point .s luggi sh , decrease spring-tension , and

FIG . 24

‘

i f speed i s right , decrease weight a l so to keep the speed0

at the same pomt .

As correct va lve set t ing i s necessa ry to good regulat ion , the fol lowing extract from the bui lders

’

instruc

t ions as to how to locate the governor-case on the shaftwi l l be of se rvice .

96 SHAFT GOVERNO RS

The locat ion of the governor-ca se -i s determ ined byplacing the engine on one dead cente r and rol l ing thecase a round the shaft unt i l the offset

l

of the eccent rici s on the opposite side of the shaft from the crank-pin .

Then rol l ca reful ly into such posi t ion that when (withthe springs removed) the eccent ric i s th rown back andforth across the shaft , no end mot ion i s given the va lverod . At th is place t ighten the gove rnor-case firmlyupon the shaft and turn the engine to the Opposi tedead cente r , and again move the eccent ri c back andforth across the shaft . I f there i s a t th i s end anyend mot ion to the va lve-rod , change the posit io n ofthe governor-case on the shaft enough to make themotion j ust ha lf as much , then fasten the governorcase firmly in th i s fina l posi t ion by dri l l ing into theshaft for the point of the set-screw and then t ightening the clamp-bol t s to place sol idly . Put i n t he springsand t ighten them unt i l the proper number of revolut ions i s obtained . Be sure to t ighten up those thatgo th rough the counte rbalance which hangs nearestthe springs (when the governor i s a t rest) about threefourth s of an inch more than the springs on the othe rs ide .

When i t i s desi red to change the di rect ion of rotat ion Of a Fi t chburg engine a new eccentric must beprocured from the makers and put on in p lace of theone on the governor .The ends of the l inks which - connect the weight

arms must be changed , on the counterbalance weighta rm end , to the holes opposi te those which theyoccupied i n the o ld eccent ric .

https://www.forgottenbooks.com/join

98SHAFT GOVERNO RS

gravitat ion of the arm is balanced by the Opposinggravity of the second arm , which has pract ica l ly nocentrifugal force .At tent ion i s especia l ly directed to the arrangement

of the double springs for the prevent ion of the t rouble

FIG . 2 5

some swaying characte ri s t ic of a single spring ,‘

whenused , due to the cent rifuga l force and gravitat ion.

These springs are convenient for sl igh t adjustmentsfor the difference i n speed at the severa l points ofcut—Off.

Should the speed decrease under load more than isdesi rable , th i s faul t may be corrected by s lacking th‘e

99

igh ten ing the spring D which makes thenearly isoch ronous . On the othe r hand

,

i f the act ion of the governor i s unstable , s lacking thet ighten ing the spri ng C wil l correct i t .

FIG . 26

For sl ight changes of speed , the nut F may be t ightened or slacked , but for a considerable change of

speed i t i s necessa ry to add to or take from theweight i n the pocket E of arm A.

I n Figs . 2 8 and 29 are shown the parts ofwhich thegovernor is composed . It

' wil l be seen . that the gov

I OO SHAFT GOVERNORS

ernor-weight or arm A i s provided with a brass bushingG, i n which th ree Oi l grooves a re cut which permi t offree ly lubricat ing the steel-governor weight-stud H.

The arm A i s connected to the eccent ric ca rrie r arm B

FIG . 2 7

by means of the governor l ink j , which i s withgraphi te bushings K and held in place by the gove rnor l ink-pin L. The eccent ri c carrie r a rm is fi t tedwith a cast-i ron bush ing M, which i s quite sui table ,there be ing so l i t t le movement at this point that abush ing of specia l mate ria l i s unnecessa ry . At the

https://www.forgottenbooks.com/join

1 02 SHAFT GOVERNORS

AUTOMATIC GOVERNOR 103

point 0 i n the boss on the a rm A, a tempered knifeedge P i s inse rted . Three notches a re fi led in the holeso that the knife-edge wi l l fit snugly and not turn . Onth is knife-edge i s suspended the governor-spring eyebol t R, i n the eye ofwhich i s fit ted a piece of temperedtool—stee l at R‘

, which wears on the tempered knifeedge . This eye-bol t is th readed at the opposi te end

,

over which i s fi t ted the governor-screw spring-cl ip Z,

which i s he ld in place by a nut and lock-nut . Thesprings C and D, Figs . 26 and 2 7 , are screwed into thespring-eyelet T at one end and the spring-screw U atth e other.The arm A has two lugs cast on i t at V and W ,

i nwhich a re fit ted a piece of round fiber , which , comingin contact with the lug X on the governor-wheel , fixesa l imit to the movement of the arm A.

These governors are made for engines running over,

unless ordered otherwise , a l though provisions havebeen made for permitt ing of changing to governorsrunning in the opposite di rect ion . I f

,for instance , an

engine were equipped with a right-hand governor sothat i t ran over, and i t was desi red to operate the engine in the opposi te di rect ion

,i t would be necessary

to dri l l holes for the arrangement of the proper pinsand springs as shown in Fig . 2 7 . The posi t ion of thegovernor would then become reversed and the enginewould Operate i n the reversed di rect ion .

CURT IS STEAMTURBINE GOVERNORS

THE Genera l Elect ric Company, i n the manufactureof the Curt i s Turbine , uses a governor of the springloaded fly-bal l type on the main shaft , and necessa ri lyoperat ing at the same speed without the in t roduct ionof i n te rmediaries . The movement Of th i s governoractuates the device cont rol l ing the valves adm i t t ingthe steam to the turb ine . The assembly of these turbines with the governor at 17 and the va lves i t cont rol s at 18 i s shown in Fig. 30. A detai l V iew of th i sgovernor i s shown in Fig. 3 1 . A certain percen tageOf the sp ri ng effect i s carried i n a smal l sp ring unde rthe cont rol of a motor operated from the sw it ch-board ,for the purpose of varying the speed of the turb ine inOrde r to synchronize wi th othe r mach ines .Referring to th i s figure the fol lowing i s a l i st of the

Various part s of a

MAINE TURBINE GOVERNOR

Governo r bracket.Stud for frame .Middle pl ate.Top p late .Nut for lower end of studwith lock washer.

Nut for uppe r end ofStudw ith lock washer.

Strap for studs .Bo l t for strap wi th nut

and locke r washer.Fu l crum blo ck .

https://www.forgottenbooks.com/join

106 SHAFT GOVERNORS

CURTIS STEAM TURBINE GOVERNO RS 1 07

FIG . 3 1

OPERATION O F GOVERNOR EX PLAINED

By referring to Fig. 32 the fol lowing explanat ionof the governor-act ion wil l be made pla in .

The governor-bracket,holding the weights and Spring ,

revolves with them and the shaft . The shaft extendsup through the bracket at H. The spindle C revolveswith the bracket and swivel s i n the end of the beam ,

which i s stat ionary . The mot ion of th is beam i st ransm i t ted through the rod D (Fig. 33) to the armG and to the pi lot valve of the Oi l cyl inde r B, containing the piston A

,which actuates the main arm . The

108 SHAFT GOVERNO RS

main arm t ransmit s the mot ion , e ither by means of arack connect ing wi th a pin ion or by

-means of cranks ,to th e rod ca rrying the cams . These cams act di rect ly

FIG . 3 2

on the va lves , open ing'

and closing the numbe r ca l ledfor by the condit ion of the load .

In Fig. 32 the governor i s shown at rest , in posit ionfor ful l admission of steam to the turbine . Theweigh t rest s on the stop I , which corresponds tothe inner stop of the weight s of a shaft governor . Theweight s a re fastened over a knife-edge to the l inks a t

f , j , and have thei r fulcrum over the edges K , K .

The l inks hold to the yoke i n the bottom of the .spring,

https://www.forgottenbooks.com/join

I IO SHAFT“ GOVERNORS

t ighten ing the spring increases speed , and slacken ingi t

,decreases the speed . To tighten the spring of this

governor screw down on the adj ustment nut L (Fig.

to slacken the spring, s lack off on the nut .To i ncrease the sensi t iveness or decrease the regula

t ion of th i s governor, i ncrease the number of workingcoi l s i n th e main spring, keeping in i t ia l tension thesame .

To make the governor less sensi t i ve , or i ncrease theregulat ion

,decrease the number of working coi l s i n

the mai n spring .

For the purpose of changing the regulat ion througha smal l range , the weight s are provided with pocketsfor loading . I ncreas ing the weight decrease s the regulat ion and vice versa . Any change in the weight requi res a corresponding change in the in i t ial tens ion ofthe main sp ring i n orde r to maintain the proper speed .

CHANG IN’

G THE SPEED OF PENDULUM

GOVERNORS *

AN Old engine was brought to a mach ine-shop to bethoroughly repai red . When i t was nearly ready toset up the quest ion of i t s future speed was presented ,and i t was decided to run i t 65 revolut ions per minute .

An enginee r who had had charge of th is engine severa lyears before was consul ted , and he reported that i tsformer speed was 7 5 revol ut ions per minute . Fromthis fact , in connect ion with measurements made todetermine the diamete r of pul leys used to drive i t ,the speed Of the governor was cal culated , and as a l lmen in Charge Of plant s do not understand the pri nciples i nvolved i n th i s and simila r problems , an explanat ion of the same wi l l be given in a pract ica l way .

A governor, as used to regulate the ordinary Corl iss ,or any simi la r type of engine

,i s i l l ust rated in Fig . 34 .

I n the case a l ready referred to,the crank—shaft revolved

7 5 t imes ,

pe r minute , and the pul ley on i t i s 9 i n s . i ndiamete r (see 2 i n the cut ) . The governor pul ley 3 i s12 i n . The speed of governor i s 7 5 X 9 12 56

revolut ions per minute .

On some of the governors furni shed to users the

Con tr ibu ted to Power by W . H . Wakeman .

I I 2 SHAFT GOVERNORS

speed i s stamped , which i s a great conven ience ; otherwise , it i s necessary to determine experimenta l ly thespeed requi red to e levate the ba l l s to thei r workingplane .

The working engineer i s often confused in regard tochanging the speed of engines , because he fai l s to fix inh i s m i nd the fact that when the speed of a governor

FIG . 34

i s once fixed i t remains unchanged,regardless of any

change made i n the size of pul leys used to drive i t .In a swinging-pendulum governor the cent rifugal

force and gravity are equal a t one point on ly in i t sope rat ion . The force of gravity i s represented bythe weight of the bal l s , and when they revolve fastenough for the cent rifugal force to equa l the weightthe two forces a re equal . The point where the twoforces are equal , or nearly so , i s fixed , so that when the

bal ls a re ra ised to th e working plane by centrifugalforce the governor mechan ism i s cutt ing off the steam

https://www.forgottenbooks.com/join

I I4 SHAFT GOVERNORS

former and the bevel gea rs 4 and 4 are a l ike , thereforethe s ide shaft 5 makes one revolut ion whi le the crankshaft gea r 2 revolves twice .

The fi rst two years that th is engine was used it revov led 50 t imes pe r minute . The bevel-gear a t 6 h as

FIG . 35

44 teeth and 7 has 20, therefore the speed of governori s 2 5 X 44 20 5 5 per minute .

Suppose , for example , that the 20 gea r at 7 be takenOff and a 30 gear be put i n i ts place , how fast wil l thegovernor run ? Some may figure i t

.

at 2 5 x 44 30

t imes pe r minute . I t has be en done so, yet i ti s not correct . The speed of the governor remain sconstant ; i t i s the speed of the engine which may bechanged .

This governor revolves 5 5 t imes pe r minute ; thenew gear at 7 has 30 teeth , and 6 has 44 , therefore thespeed of s ide shaft 5 i s 5 5 X 30 44 revolu

SPEED O F PENDULUM GOVERNORS 1 1 5

t ions pe r minute . While 5 makes one turn 2 revolvestwice , therefore the speed of engine shou ld be 37 . 5 x

2 7 5 revolut ions pe r minute . I f thi s reasoning i scorrect (and as a careful count Of the speed shows i tto be 7 5) i t proves the theory to be right .Othe r means adopted for changing the speed of

engines requi re a passing not ice in orde r to cover thesubject . I f the cente r-weight 4, i n Fig . 34, i s madel ighte r i t wi l l decrease the speed of both engine andgovernor, and if made heavier i t wi l l increase the same ,because i t wi l l change the plane in wh ich the bal l st ravel for a given speed . Some governors have hol lowcenter-weights , so that shot can be put in or taken outa t pleasure . Any change i n the weights a t 5 wil l havethe same effect , as the rod which supports them is acontinuat ion of the spindle and col la r which carries 4 .

This i s a Very conven ient plan for use in connect ionwith a governor that does not respond quickly tochanges in the load ; for , when a heavy machine i ssta rted up , anothe r weight may be added at 5 , andwhen said machine i s stopped the weight may be re

moved . This i s a crude plan when compared withmodern regu lat ing dev i ces , but i t has been found to bemuch bette r than none .

The disk 6 i s on a leve r , and as i t i s moved neare r too r farthe r . from the ful crum it changes the speedsl ight ly . Some governors a re adjustable a t 7 , so tha tby changing the length of a rm at thi s poin t , the speedis changed . The reach-rod 8 may be made longer orshorte r

,thus making smal l changes i n the speed ; but

nei the r thi s nor the plan j ust preceding i t i s recom

I I6 SHAFT GOVERNORS

mended , as they are not founded on des i rable principles , and bring object ionable features i nto the matte rwhich i t i s we l l to avoid . When a governor with it sconnect ion i s prope rly set up , i t i s not advisab le

‘

to

change ei the r . 7 or 8 , for changes in the former mayaffect the sensi t iveness of the mechanism ,

and ca reless adjustment of eithe r may preven t a very shortcut-Off, and thus cause t rouble in ca se a l l of the loadi s sudden ly thrown off.

SOME CAU SES OF TROUBLE W ITH THIS TYPE OF

GOVERNOR

In a lmost a ll makes of these governors -there i s apin on which the weight s a re brought to rest when themechan ism is not in act ion . This i s a safety-pin , or

somet imes a col la r, which prevents the mechan ismfrom fa l l ing so low that no steam wil l be admitted .

This pin , or col la r , i s so placed that when the enginei s a t rest i t wi l l get steam . When t h e engine i s i n ful loperat ion the pin i s removed o r the col la r so turnedthat

,should the bel t or gear break , the mechanism

would drop so low as to cut Off a l l steam and a. shutdown resul ts .I n plant s where heavy and changing loads a re

handled , i t i s not uncommon for. one to come on so

heavy as to make the mechani sm drop low enough toshut off steam , i f the ope rator h as att ended to h is dutyof removing the pin or

' set t ing the safety col lar afte rst art ing up . The resul t i s a

'

shut-down , and i t mayconfuse the inexpe rienced Ope rator t i l l the lesson i s

https://www.forgottenbooks.com/join

I I 8 SHAFT GOVERNORS

half years the corners have been worn complete ly off

the latches and blocks five t imes . Of course thi s i sdue to the very smal l amount of catch surface a l lowed .

The blocks and latches a re as hard as any, but thedecreased area of contact , with increased pressure onthe plates , causes the increased wear. This i s the sacrifice necessary to get earl ie r cut-off and greater steameconomy . This i s a case where the st rain on catchblocks must be reduced to assi st the governor in i t swork .

INDEX

S imp le governo r of revo lv ing pendulum type

paral le lanced automat ic governo r

Auxi l iary spring adjustmen ts,Buckeye govern o r

weight,McIn tosh Seymour governo rs

Bal l balan ced automatic governo rBal ls

,govern o r

,po sition

Buckey e engin eengine govern o r and its adjustmen tsgoverno r

O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O

Cahil l,R . E .

Care of governo r

Catch surface of hook-plates too smal lCen tenn ial engine

I 20 INDEX

Central ly balanced cen tr ifugal in ert ia type of go verno rCen t r ifugal fo rce 8

,I I

,1 5 , 1 7 , 1 8 , 1 9, 20, 2 5 , 3 1 , 34 , 38 , 44, 47 , 62 ,

97 , 98 , 1 1 2

govern o r,Ide Co .

weightsCentripetal fo rce , defin it ionfrict ion

Cleaning gove rno rClock set in mo t ion by steam engin eCompound t ime-delay dash-po tsCon stan t cen t r ipetal frict ionCo rl iss engin eengin e

,changing reach-rods

regu lat ingvalve-gears

Cu rt is steam tu rbin e govern o rsCu ster gove rno r ;

DI. D .

,paten t fo r shaft gove rno r . 1 5 , 16

Dash-po tsDecreas ing speedDefin it ions

,gen e ral

Delay dash-potsDevelopmen t of steam engin eD irect ion of mo t ion , changingof rotation

,Changing

D istan ce from pivo t to w eightof weight from fu lcrumD ry parts cause of troubleDyn amic frict ion

Early paten ts of‘shaft governo r

Economy of automat ic engin esEikenberry, Lew is, paten t fo r Shaft go ve rno rEngin es, automatic , economy

https://www.forgottenbooks.com/join

1 2 2 INDEX

sheets

fundamen tal prin ciples fo r regulat ing 1

McIn tosh,Seymour 8: Co .

’s

of new engin e, adjust ing

pendulum 2, 3 , 2 5

racingrevo lving pendulum typeRitesRobb-Armstrong-Sw eetsensit iveness 61

, 73 , 76, 8 2 , 86, 8 7 , 88 , 1 10

Shaft 2 5

at Cen tenn ial Expo sit ion 5

c lassescon struct ionevo lut ion

sluggishStraight-Lin e engin ethrott l ing

G ravitybalan ce establishingeffect

Hammering on stopsHarrisburg Foundry and Machin e Wo rksgoverno rs

,Springs

Heavy fly-wheelH igh-speed enginesspeed of rotat ion

Hoadley engin e!ohn C .

Hook-plates, catch surface too smal l“Hunt ing ” of engine

1 23

PAGE

1 2, 3 1

L iterature,steam engin e

McIn tosh , Seymour Co’s engin e govern o r

governo r

Paral le l operat ion of alternato rsoperation of large gen erato rsPaten t O ffi ce

,American

I 2 4 INDEX

Patents, early , of Shaft governo rU . S .

,fo r improvemen ts in shaft governo r

Pendulum governo rgovernor, cause s of trouble

Changing speedrevo lv ing

O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O

Po sit ion of governo r bal l sPressure p lates

,weak

Racing ” of engin e 26, 2 7 , 29, 5 7 , 8 7

of governo r .

Reach-rod,changing

Regulat ing Co rl is s enginegoverno r, fundamen tal prin cip lesmot ion of enginesspeed of engin es

Regulation,bad .

c lo se speedC losest po ssible , w ith Buckeye govern o rfau lty

,co rrect ing

imperfectRegu lat ion of engines I 4, 1 9,

speedRetarding efi ect of frictionRevo lv ing pendulum type of governo rRites

,Frank M .

governo r,construct ion

Ide Co .

inert ia governo r, adjustingRobb-Armstrong-Sweet go verno rRotat ion , changing direct ionchanging d irect ion , F itchburg engine

Rules,general

Runaway engin e,cause

https://www.forgottenbooks.com/join

1 26 INDEX

Rites governo rS tan ton

,Samuel

,governo r paten t

Static frict ionSteadiness un der change of loadSteam engin e

,development

engine l ite rature-lap

,in sufii cien t .

Rites governo rSteam Usin g ; o r

,Steam Engin e Pract ice

Straight-Lin e engin es-Lin e engin e governo r

Surging ”

Sweet governo rProf . !ohn E .

Sw inging-pendulum governo r

Ten sion,spring 2 7 , 38 , 62 , 94, 95 , 1 1 0

spring,changing 67 , 69, 76, 7 7 , 1 13

Thompson , !o seph W .,governo r patent I 8

Thrott l ing engin es I3governo r 1 1

Travel of valveTroubles

,cause and remedy

w ith pendulum governo rs,causes

Turbine go verno r, Curtisgoverno r, Main e

Un ited States patents fo r improvemen ts in shaft gove rno r

Valve con nect ion s, Centennial engin econnect ions

,Straight-Lin e engine

lap

mot ion , shaft governo rssett ingchanging

changing 3 1 , 37 , 39, 40, 4 1 , 5 5 , 56, 67 , 69; 73 ,

required fo r given speed , Buckeye governo r

Woodbury,D . A. ,

governo r paten tengine

Woo ster, joab H .,governo r patent

1 2 7

95 ) 1 1 0,1 1 3, 1 1 5

2 7

94

26