CA1151962A - Auxiliary engine stoppage apparatus - Google Patents
Auxiliary engine stoppage apparatusInfo
- Publication number
- CA1151962A CA1151962A CA000385037A CA385037A CA1151962A CA 1151962 A CA1151962 A CA 1151962A CA 000385037 A CA000385037 A CA 000385037A CA 385037 A CA385037 A CA 385037A CA 1151962 A CA1151962 A CA 1151962A
- Authority
- CA
- Canada
- Prior art keywords
- engine
- link
- engagement
- positions
- stoppage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/02—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by hand, foot, or like operator controlled initiation means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
- F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- High-Pressure Fuel Injection Pump Control (AREA)
Abstract
Auxiliary Engine Stoppage Apparatus Abstract Apparatus for stopping an engine from a remote location relative to an operator's work station. An engagement apparatus which is displaceable between first and second positions is engaged with an engine stoppage member which, when rotatably displaced by the engagement apparatus between two positions corresponding to the first and second positions of the engagement apparatus, can permit engine operation or induce engine shutdown. An actuating link interconnected with engagement apparatus is displaceable, when subjected to a momentarily applied external force, between engine operating and engine shutdown positions. A spring biases engagement apparatus towards the first and second positions when the actuating link occupies the engine operation and shutdown positions, respectively. Externally applied forces on actuating link are not transmitted directly to the engine stoppage member since the spring completes the movement of engagement apparatus to first and second positions in response to movement of actuating link. Consequently, no damage occurs to stoppage member but engine stoppage is assured.
Description
z ~1--_s ription Auxiliary Engine Stoppaye Apparatus _ _ _ Technical Field This invention relates to engines, and more particularly, to means for insuring engine stoppage by application of a momentary force thereto.
Background Art _ Numerous techniques exist for stopping an engine in the normal course of operation such as valving off a fuel line at any one of several possible locations and reducing the engine speed below that necessary to maintain operation. On industrial engines it is common practice to include a governor or engine speed main-taining device which adjusts the quantity of fuel sent to the engine combustion chambers so as to maintain constant engine RPM for various loads imposed thereon.
The governor usually has a shut-off member which, when moved from an operational position to a shut-off posi-tion, halts the engine by overriding the governor's spring which is used to maintain the speed of the engine. The governor shut-off members are typically activated by electrically actuated solenoids or other displacement devices whose control is accessible from the engine operator's work station.
Adverse circumstances sometimes occur that necessitate engine stoppage from a location remote from the operator's work station. Such circumstances include emergency conditions where the controls to the normal shut-off activation devices are inaccessible or in-operative. When such adverse conditions arise, it has been found desirable to have an auxiliary engine stop-page device accessible from a location spacially sepa-rated from the operator's work station.
,$~.
6;2 A device used heretofore for remotely stopping an engine constituted a flexible cable which was attached to the engine's governor shut-off member. Stoppage of an engine so equipped required cable withdrawal and securement thereof in the withdrawn position until the engine revolutions gradually slowed and the engine shut-down. Secùrement of the cable in such withdrawn posi-tion was necessary since, without such securement, the engine governor's own spring for maintaining the operator selected speed would retract the cable and again main-tain the engine in the operational mode. In an emer-gency situation it was found to be impractical for one to hold such cable in a withdrawn position except for a very short period of time. Additionally, excessive force on the cable sometimes damaged the cable and/or other governor components since the cable was connected directly to the governor shut-off member. As such, the previously-used device had some characteristics which proved disadvantagous.
More recently, a cable and latching mechanism were used in concert to stop the engine by withdrawing a flexible cable which displaced the governor shut-off member to a shutdown position and then latching the cable in the withdrawn position to prevent retraction of the cable and return of the governor shut-off member to the operational position by the governor spring. Such latching mechanism must, by necessity, be installed in an easily accessible location which typically means it is subjected to weather and other adverse elements which could reduce the latch mechanism's operability. Further-more, use of such latching mechanism did not eliminate the possibility of governor damage when the flexible cable was rapidly withdrawn such as during an emergency situation. Accordingly, the present invention is intended to overcome one or more of the aforementioned problems.
~ ~ ~,3 Disclosure of the Invention In accordance with the present invention an auxiliary apparatus, for an engine governor having an engine stoppage member which is rotatably displaceable between first and second positions which respectively permit engine operation and induce engine shutdown, - includes a stationary frame member, an actuating link which is in sliding engagement with the frame member and is displaceable by an external force between first and second positions, and an engagement apparatus for joining to the engine stoppage member to displace the engine stoppage member between its first and second positions in response to displacement of the actuating link between its first and second positions, respectively, the engagement apparatus including an engagement link which is pivotable about a stationary primary axis and is displaceable between first and second positions which respectively correspond to engine operation and shutdown;
means for pivotably connecting the actuating link to the engagement link about a secondary axis; and means for biasing the engagement link to the operational and shutdown positions with a predetermined, independent force when the actuating link occupies first and second positions, respectively.
The present invention assures engine stoppage when the actuating link is moved to its engine stoppage position while damage to the governor apparatus is prevented. Furthermore, the engine operator needs only apply a momentary force to the actuating link to move the engine stoppage member to its shutdown position without requiring continued operator presence and force application to the engine stoppage member until engine shutdown is achieved.
Brief Description of the Drawings The advantages of the present invention will ;2 become apparent from the following description when read in conjunction with the accompanying drawings in which:
Fig. 1 is a side elevational view of a scraper tractor vehicle;
Fig. 2a is a front elevational view of a first apparatus in an engine operating configuration;
Fig. 2b is a side elevational view of the apparatus of Fig. 2a;
Fig. 3a is a front elevational view of the first apparatus in an intermediate position;
Fig. 3b is a front elevational view of the first apparatus in a second, engine stopping position;
Fig. 4 is a front elevational view of the first apparatus occupying a position to which the apparatus has been moved by other means;
Fig. 5à is a front elevational view of a second apparatus in an engine operating configuration;
Fig. 5b is a side elevational view of the apparatus of Fig. 5a;
Fig. 6a is a front elevational view of the sec-ond apparatus in an intermediate position; and, Fig. 6b is a front elevational view of the second apparatus in a second engine stopping position.
Best Mode for CarrYinq Out the Invention Referring now to the drawings in detail, an engine stoppage apparatus 10, embodying the principles of the present invention, is shown in Fig. 1 in associ-ation with a scraper tractcr 11 which includes an operator work station 12 and an engine compartment 14 which houses an engine (not shown). A governor 18 (illustrated in Fig. 2a-6b) is mounted on the engine and includes an engine stoppage member or stoppage shaft 19.
The engine stoppage apparatus 10, better illustrated in Fig. 2a-6b, has an engagement apparatus 20 (including an engagement link 22), an actuating link ~ ~1'3~;~
24, a fir~t stationary ~rame member or pin 26, means such as an interconrlecting bolt 28 for pivotally con-necting the actuating link 24 and the engagement link 22, and means such as a spring 30 for biasing the engagement link 22 to operational and shutdown posi-tions. Spring 30 has first and second ends 30a and 30b which are respectively connected to the engagement link 22 and the actuating link 24. P~adial engagement between the engagement link 22 and stoppage shaft 19 is provided by a bolt and nut, 32 and 34, respectively, which trans-versely compress engagement link 22 across an opening 35 formed therein~ Engagement link 22 is pivotable about a primary axis 36 and stoppage shaft 19 is rotatable about an axis 37 which is coaxially arranged with primary axis 36. Engagement link 22 and stoppage shaft 19 are arcuately displaceable between a Eirst, engine operation position illustrated in Figures 2a and 2b and a second, engine shutdown position which is illustrated in Figure 3b. Interconnecting bolt 28 causes engagement link 22 and actuating link 24 to pivot about a secondary axis of rotation 38. Actuating link 24 is in sliding engagement with stationary pin 26 so as to cause actuating link 24 to slide thereagainst during its pivotal movement about secondary axis 38. Actuating link 24 includes a stop-ping segment 24a which restricts its movement beyond thefirst position by abutting engagement link 22 when the engagement link 22 is in the first, engine operation position. Actuating link 24 further includes an acti-vating appendage 24b which has an opening 24c of pre-determined size extending therethrough.
An extension assembly 40 is preferably used toexert an external force on actuating link 24 through its activating appendage 24b. Such extension assembly 40 includes a "T" handle 40a which is graspable from a location remote to the operator's work station 12 as ~ ~,51~6~
seen in Eigure 1. Extension assembly 40 also includes an elonga-ted element such as a flexible push-pull cabLe 40b which is joined to "T" handle 40a and extends through opening 24c. A first and a second abutting element 40c and 40d, respec-tively, are joined to flexi-ble push-pull cable 40b on opposite sides of opening 24c and respectively constitute a spherical and an annular shaped member both of which are larger than opening 24c so as to preclude their passage therethrough. A second stationary frame member or stop pin 42 acts as a stop-ping member to prevent pivoting motion of engagement link 22 beyond the predetermined second or engine shutdown position which is better illustrated in Figure 3b. The flexible push-pull cable 40b is guided through a protective sheath (not shown for the sake of clarity) which is firmly attached to a stationary frame member.
Figures 5a and Sb illustrate an alternate embodiment of the present invention which provides an auxiliary engine stoppage apparatus 10'. In the fol-lowing description thereof it is to be understood thatelements like those described in the preferred embodi-ment are indicated by like reference numerals but with a prime character added. Governor 18 includes stoppage member or stoppage shaft 19 which is rotatable about stationary axis 37. An engagement apparatus 20' in-cludes an engagement link 22' and a bushing 44 which is secured to engagement link 22'. A pin 46 is disposed through bushing 44 in rotatable sliding engagement therewith and a frame member 48 such that bushing 44 and engagement link 22' are pivotable about a primary stationary axis 36 which is coaxially arranged with pin 46. Engagement apparatus 20' further includes a translatable plunger 50 and a torquing member 52.
Plunger 50 is guidable through frame member 48 and is abuttably engageable with engagement link 22'. A
1'362 torquing member 52 is in radial engagernent with stoppage sh~ft 19 about axis 37 and has a radial extenslon 54 with circumferential sides 54a,54b. A first end 50a of plunger 50 is engageable with engagement link 22' and a second end 50b of plunger 50 is engageable with circum-ferential side 54a of torquing member 52~ Engagement link 22' and attached bushing member 44 are also pivot-able about the secondary axis 38 about which pin 28' is disposed. A second radial extension 56 of torquing 10 member 52 has circumferential sides 56a,56b.
An actuating link 24' has a pair of legs 24a' and 24b', an opening 24c' therethrough, and a steeply ramped locking notch 24d' within which pin 26 may be captured. A pin 28' extends through legs 24a' and 24b' as well as engagement link 22' which is sandwiched therebetween so as to provide a pivoting motion between the actuating and engagement links 24' and 22' respec-tively. As illustrated in Figures 5a and 5b, a first spring attachment pin 33 extends through actuating link 24' while a second spring attachment pin 39 extends through engagement link 22' wherein such spring attach-ment pins are joined at each end by a spring 30.
Actuating link legs 24a' and 24b' as well as engagement link 22' are disposed between the two springs 30 and are thus pivotable in a plane parallel to the springs.
An extension assembly 40' through which actuating link 24' is activatable includes a "T" handle 40a, a flexible push-pull cable 40b, a hemispherically enlarged abutting member 40c', and an annular shaped, enlarged abutting member 40d. Abutting members 40c' and 40d are joined to flexible push-pull cable 40b on opposite sides of an opening 24c in actuating llnk 24'.
Abutting members 40c' and 40d are larger than opening 24c so as to preclude their passage therethrough for travel in either direction of flexible cable 40b.
36~2 I d _t:rial Applicabillty Engine stoppage apparatus 10 is illustrated in Figures 2a and 2b in the first, engine operation con-figuration. When it is desired to stop the engine in question, "T" handle 40a is withdrawn in a direction toward the lower left of Figure 2a. Upon such with-drawal, flexible push-pull cable 4Ob and abutting - elements 40c,4Od are also displaced in a direction generally toward the lower left of Figure 2a. Such direction of cable ~ithdrawal will hereafter be referred to as the firs' direction.
First abutting member 40c engages the acti-vating appendage 24b at some point during its travel in the first direction. Further movement of abutting member 40c in the first direction causes a simultaneous displacement of activating appendage 24b in the first direction and a sliding motion of actuating link 24 against pin 26. Such simultaneous motion of actuating link 24 causes the interconnecting bolt 28 to be pivoted in a generally clockwise direction relative to primary axis 36. Since bolt 28 connects actuating link 24 and engagement link 22 about secondary axis 38, engagement link 22 is also caused to pivot about primary axis 36 in a generally clockwise direction. As mot on in the first direction is continued, spring ends 30a,30b are in-creasingly separated so as to gradually elongate spring 30 and provide increasing biasing force on engagement link 22 to induce it to return to its operational position. Such return biasing continues until the configuration of Figure 3a obtains wherein the spring 30 is at its maximum extension and secondary axis 38 is aligned with the ends 30a,30b of spring 30. Any further movement of actuating link 24 in the first direction causes bolt 28 to move out of alignment and permit spring 30 to bias engagement link 22 to a shutdown position.
g The secondor enyine stoppage configuration of engine stoppage apparatus 10 is illustrated in Figure 3b wherein stoppage shaft 19 has been rotated in a clock-wise direction to its engine stoppage position and engagement link 22 which is connected therewith has pivoted about axis 36 into contact with stop pin 42 or to the maximum rotation position of shaft 19 depending on the design of the governor~ As a result, the motion of interconnecting bolt 28 which extends through actu-ating link 24 and engagement link 22 is stopped. Sinceactuating link 24 remains in sliding contact with pin 26 and bolt 28 is motionless, actuating link 24 is also brought to rest in its second, engine stoppage position.
Thus, when secondary axis 38 and coaxially arranged bolt 28 are situated on a first or operational side of a line connecting spring ends 30a,30b, the spring 30 biases the engagement link 22 to the operational position. However, when secondary axis 38 and bolt 28 are situated on a second or shutdown side of a line connecting the spring ends, the engagement link 22 is biased to the shutdown position as illustrated in Figure 3b. The aforementioned kinematic behavior tends to lock the engine stoppage apparatus 10 in one of the two stable positions -operational or shutdown.
When it is desired to enable restart of the engine, extension assembly 40 is again activated by pushing on or otherwise retracting "T" handle 40a. Such retraction causes the second abutting member 40d to move in a second direction (opposite that of the first direction) and abut activating appendage 24b. Continued movement of abutting member 40d causes actuating link 24 to pivot in a generally clockwise direction since it is in sliding engagement with atationary pin 26. Intercon-necting bolt 28 continues to move in a generally counter-clockwise direction relative to primary axis 36 until the ~51962 position illustrated in Figure 3a obtains. Further movement of "T" handle 40a in the second direction causes spring 30 to drive the actuating link 24 and engagement link 22 to their operational positions wherein the engine stoppage apparatus 10 assumes the engine operation configuration. Displacement of the engine stoppage apparatus 10 in the second direction is stopped by abutment of stopping segment 24a of actuating link 24 against engagement link 22. When stopping segment 24a engages engagement link 22 and actuating link 24 is in sliding engagement with pin 26, further relative movement between actuating link 24 and engage-ment link 22 is precluded. Thereafter, link 24 and link 22 act in concert as a single unit which is free to move with shaft 19 between its operation and shutdown posi-tions independent of extension assembly 40 and in response to forces from sources other than extension assembly40 as hereinafter described.
Figure 4 illustrates the configuration of engine stoppage apparatus 10 resulting from stopping the engine in a normal mode such as by an electric solenoid or other device which is routinely activated to halt the engine. Actuating link 24 pivots with engagement link 22 away from stationary pin 26 when the engine stoppage shaft 19 is rotated by such routinely activated engine stoppage means. As such, the auxiliary engine stoppage apparatus 10 permits free moVement of stoppage shaft 19 by normal shutdown means by allowing actuating link 24 to be rotated out of contact with pin 26.
Figures 5a and 5b illustrate alternative engine stoppage apparatus 10' in the first, opera-tional position. When "T" handle 40a is withdrawn, abutting member 40c' engages actuating link 24' causing ~1t'~ 6~
it to simultaneou~ly pivot a~out the secondary axis 38 and move in sliding engagement with pin 26. ~s actu-ating link 24' pivo-ts in a counterclockwise direction about secondary axis 38, engagement link 22' is pivot-ably driven in a generally clockwise direction aboutprimary axis 36 while springs 30 are stretched until their maximum extension is realized. Such maximum spring extension is illustrated in Figure 6a and occurs when secondary axis 38 is aligned with spring ends 30a and 30b. As engagement link 22' rotates in a clockwise direction about primary axis 36, it abuts first plunger end 50a and causes it to move to the right when viewed from the vantage point of Figures 5a, 5b, and 6a. As the translatable plunger 50 translates to the right, its second end 50b engages circumferential side 54a of radial extension 54 so as to rotate torquing member 52 and cause engine stoppage shaft 19 which is engaged therewith to likewise rotate to a second, engine stop-page position.
Figure 6b illustrates the auxiliary engine stoppage apparatus 10' in the second, engine stoppage configuration. Movement of engine stoppage apparatus 10' from the configuration illustrated in Figure 6a to that illustrated in Fiyure 6b is compelled by springs 30 which complete the displacement of actuating link 24' and engagement apparatus 20' upon movement of pin 28' to a position slightly beyond alignment with spring ends 30a,30b. Subsequent urging by the governor 18 to return stoppage apparatus 10' to the configuration of Figure 6a is resisted by the biasing force in springs 30 and the locking action obtained from disposition of pin 26 in the notch 24d' of actuating link 24'.
Normal engine stoppage is typically provided by an electric solenoid or other means which engage the circumferential side 56b of second radial extension 56 of tor~uing member 52 and cause it and stoppage shaf-t 19 to rotate in a counterclockwise direction. As such, auxiliary engine s-toppage appara-tus 10' does not re-strict normal engine stoppage by the previously men-tioned solenoid or other means when engine stoppageapparatus 10' is in its first, operating configuration as illustrated in Figures 5a and 5b.
Returning the engine stoppage apparatus 10' to its operational configuration requires only a push or other externally applied force on "T" handle 40a in a second direction opposite that with which it was with-drawn. Movement of the attached abutting member 40d in such second direction causes actuating link 24', when engaged by abutting member 4Od, to pivot about secondary axis 38 and slide against stationary pin 26. The sliding motion of link 24' causes movement of inter-connecting pin 28' and thus engagement link 22'.
Movement of engagement link 22' is constrained to be pivotal about the primary axis 36. Such aforementioned cooperative movements continue until pin 28' and co-axially arranged secondary axis 38 move through and slightly beyond alignment with spring ends 30a,30b. At such time springs 30 cause actuating link 24' and engagement link 22' to be driven to their operational positions with a force independant of the externally applied force. The rotative movement of engagement link 22' allows plunger 50 to translate to the left and permit engine stoppage shaft 19 to assume its opera-tional position.
When the aforementioned auxiliary engine stoppage apparatus 10 and 10' are provided on devices such as earthmoving scrapers, the engine powering such devices can be shut down from a location remote from the opera-tor's work station 12 in a positive manner which re~uires only momentary actuation and which avoids 6~
-l3-damage to the governor 18. The momentary ac-tuation compels extension of a-t least one spring 30 which com-pletes the movement of the governor stoppage shaft 19 to the engine shutdown position and prevents governor damage wi-th suitable selection of spring constant and spring end attachment locations. All components of the engine stoppage apparatus 10 and 10' are housed within the engine compartment 14 except for the "T" handle 40a which must be grasped by the operator or other person and must, by necessity, be readily accessible on the external side of the engine compartment 14. While such auxiliary engine stoppage apparatus 10 and 10' may seldom, if ever, be utilized, its availability is extremely important since engine stoppage from a posi-tion remote from the operator's work station can reducethe hazard in stopping the engine and the expense which may be incurred in repairing the utilizing device if its engine cannot be readily stopped. Moreover, the auxi-liary engine stoppage apparatus 10 and 10' can easily be returned to the operational configuration with only a push on the "T" handle 40a. The engine stoppage apparatus 10 and 10' also permit normal, end-of-the-day type engine stoppage from the operator work station 12 without interfering therewith.
It should now be apparent that an auxiliary engine stoppage apparatus has been provided which responds to a momentary activation by an operator by stopping the engine and, at the same time, avoiding governor damage and obviating the need for the opera-tor's presence and his continued force application thereto in the vicinity of the engine stoppage appa-ratus.
Background Art _ Numerous techniques exist for stopping an engine in the normal course of operation such as valving off a fuel line at any one of several possible locations and reducing the engine speed below that necessary to maintain operation. On industrial engines it is common practice to include a governor or engine speed main-taining device which adjusts the quantity of fuel sent to the engine combustion chambers so as to maintain constant engine RPM for various loads imposed thereon.
The governor usually has a shut-off member which, when moved from an operational position to a shut-off posi-tion, halts the engine by overriding the governor's spring which is used to maintain the speed of the engine. The governor shut-off members are typically activated by electrically actuated solenoids or other displacement devices whose control is accessible from the engine operator's work station.
Adverse circumstances sometimes occur that necessitate engine stoppage from a location remote from the operator's work station. Such circumstances include emergency conditions where the controls to the normal shut-off activation devices are inaccessible or in-operative. When such adverse conditions arise, it has been found desirable to have an auxiliary engine stop-page device accessible from a location spacially sepa-rated from the operator's work station.
,$~.
6;2 A device used heretofore for remotely stopping an engine constituted a flexible cable which was attached to the engine's governor shut-off member. Stoppage of an engine so equipped required cable withdrawal and securement thereof in the withdrawn position until the engine revolutions gradually slowed and the engine shut-down. Secùrement of the cable in such withdrawn posi-tion was necessary since, without such securement, the engine governor's own spring for maintaining the operator selected speed would retract the cable and again main-tain the engine in the operational mode. In an emer-gency situation it was found to be impractical for one to hold such cable in a withdrawn position except for a very short period of time. Additionally, excessive force on the cable sometimes damaged the cable and/or other governor components since the cable was connected directly to the governor shut-off member. As such, the previously-used device had some characteristics which proved disadvantagous.
More recently, a cable and latching mechanism were used in concert to stop the engine by withdrawing a flexible cable which displaced the governor shut-off member to a shutdown position and then latching the cable in the withdrawn position to prevent retraction of the cable and return of the governor shut-off member to the operational position by the governor spring. Such latching mechanism must, by necessity, be installed in an easily accessible location which typically means it is subjected to weather and other adverse elements which could reduce the latch mechanism's operability. Further-more, use of such latching mechanism did not eliminate the possibility of governor damage when the flexible cable was rapidly withdrawn such as during an emergency situation. Accordingly, the present invention is intended to overcome one or more of the aforementioned problems.
~ ~ ~,3 Disclosure of the Invention In accordance with the present invention an auxiliary apparatus, for an engine governor having an engine stoppage member which is rotatably displaceable between first and second positions which respectively permit engine operation and induce engine shutdown, - includes a stationary frame member, an actuating link which is in sliding engagement with the frame member and is displaceable by an external force between first and second positions, and an engagement apparatus for joining to the engine stoppage member to displace the engine stoppage member between its first and second positions in response to displacement of the actuating link between its first and second positions, respectively, the engagement apparatus including an engagement link which is pivotable about a stationary primary axis and is displaceable between first and second positions which respectively correspond to engine operation and shutdown;
means for pivotably connecting the actuating link to the engagement link about a secondary axis; and means for biasing the engagement link to the operational and shutdown positions with a predetermined, independent force when the actuating link occupies first and second positions, respectively.
The present invention assures engine stoppage when the actuating link is moved to its engine stoppage position while damage to the governor apparatus is prevented. Furthermore, the engine operator needs only apply a momentary force to the actuating link to move the engine stoppage member to its shutdown position without requiring continued operator presence and force application to the engine stoppage member until engine shutdown is achieved.
Brief Description of the Drawings The advantages of the present invention will ;2 become apparent from the following description when read in conjunction with the accompanying drawings in which:
Fig. 1 is a side elevational view of a scraper tractor vehicle;
Fig. 2a is a front elevational view of a first apparatus in an engine operating configuration;
Fig. 2b is a side elevational view of the apparatus of Fig. 2a;
Fig. 3a is a front elevational view of the first apparatus in an intermediate position;
Fig. 3b is a front elevational view of the first apparatus in a second, engine stopping position;
Fig. 4 is a front elevational view of the first apparatus occupying a position to which the apparatus has been moved by other means;
Fig. 5à is a front elevational view of a second apparatus in an engine operating configuration;
Fig. 5b is a side elevational view of the apparatus of Fig. 5a;
Fig. 6a is a front elevational view of the sec-ond apparatus in an intermediate position; and, Fig. 6b is a front elevational view of the second apparatus in a second engine stopping position.
Best Mode for CarrYinq Out the Invention Referring now to the drawings in detail, an engine stoppage apparatus 10, embodying the principles of the present invention, is shown in Fig. 1 in associ-ation with a scraper tractcr 11 which includes an operator work station 12 and an engine compartment 14 which houses an engine (not shown). A governor 18 (illustrated in Fig. 2a-6b) is mounted on the engine and includes an engine stoppage member or stoppage shaft 19.
The engine stoppage apparatus 10, better illustrated in Fig. 2a-6b, has an engagement apparatus 20 (including an engagement link 22), an actuating link ~ ~1'3~;~
24, a fir~t stationary ~rame member or pin 26, means such as an interconrlecting bolt 28 for pivotally con-necting the actuating link 24 and the engagement link 22, and means such as a spring 30 for biasing the engagement link 22 to operational and shutdown posi-tions. Spring 30 has first and second ends 30a and 30b which are respectively connected to the engagement link 22 and the actuating link 24. P~adial engagement between the engagement link 22 and stoppage shaft 19 is provided by a bolt and nut, 32 and 34, respectively, which trans-versely compress engagement link 22 across an opening 35 formed therein~ Engagement link 22 is pivotable about a primary axis 36 and stoppage shaft 19 is rotatable about an axis 37 which is coaxially arranged with primary axis 36. Engagement link 22 and stoppage shaft 19 are arcuately displaceable between a Eirst, engine operation position illustrated in Figures 2a and 2b and a second, engine shutdown position which is illustrated in Figure 3b. Interconnecting bolt 28 causes engagement link 22 and actuating link 24 to pivot about a secondary axis of rotation 38. Actuating link 24 is in sliding engagement with stationary pin 26 so as to cause actuating link 24 to slide thereagainst during its pivotal movement about secondary axis 38. Actuating link 24 includes a stop-ping segment 24a which restricts its movement beyond thefirst position by abutting engagement link 22 when the engagement link 22 is in the first, engine operation position. Actuating link 24 further includes an acti-vating appendage 24b which has an opening 24c of pre-determined size extending therethrough.
An extension assembly 40 is preferably used toexert an external force on actuating link 24 through its activating appendage 24b. Such extension assembly 40 includes a "T" handle 40a which is graspable from a location remote to the operator's work station 12 as ~ ~,51~6~
seen in Eigure 1. Extension assembly 40 also includes an elonga-ted element such as a flexible push-pull cabLe 40b which is joined to "T" handle 40a and extends through opening 24c. A first and a second abutting element 40c and 40d, respec-tively, are joined to flexi-ble push-pull cable 40b on opposite sides of opening 24c and respectively constitute a spherical and an annular shaped member both of which are larger than opening 24c so as to preclude their passage therethrough. A second stationary frame member or stop pin 42 acts as a stop-ping member to prevent pivoting motion of engagement link 22 beyond the predetermined second or engine shutdown position which is better illustrated in Figure 3b. The flexible push-pull cable 40b is guided through a protective sheath (not shown for the sake of clarity) which is firmly attached to a stationary frame member.
Figures 5a and Sb illustrate an alternate embodiment of the present invention which provides an auxiliary engine stoppage apparatus 10'. In the fol-lowing description thereof it is to be understood thatelements like those described in the preferred embodi-ment are indicated by like reference numerals but with a prime character added. Governor 18 includes stoppage member or stoppage shaft 19 which is rotatable about stationary axis 37. An engagement apparatus 20' in-cludes an engagement link 22' and a bushing 44 which is secured to engagement link 22'. A pin 46 is disposed through bushing 44 in rotatable sliding engagement therewith and a frame member 48 such that bushing 44 and engagement link 22' are pivotable about a primary stationary axis 36 which is coaxially arranged with pin 46. Engagement apparatus 20' further includes a translatable plunger 50 and a torquing member 52.
Plunger 50 is guidable through frame member 48 and is abuttably engageable with engagement link 22'. A
1'362 torquing member 52 is in radial engagernent with stoppage sh~ft 19 about axis 37 and has a radial extenslon 54 with circumferential sides 54a,54b. A first end 50a of plunger 50 is engageable with engagement link 22' and a second end 50b of plunger 50 is engageable with circum-ferential side 54a of torquing member 52~ Engagement link 22' and attached bushing member 44 are also pivot-able about the secondary axis 38 about which pin 28' is disposed. A second radial extension 56 of torquing 10 member 52 has circumferential sides 56a,56b.
An actuating link 24' has a pair of legs 24a' and 24b', an opening 24c' therethrough, and a steeply ramped locking notch 24d' within which pin 26 may be captured. A pin 28' extends through legs 24a' and 24b' as well as engagement link 22' which is sandwiched therebetween so as to provide a pivoting motion between the actuating and engagement links 24' and 22' respec-tively. As illustrated in Figures 5a and 5b, a first spring attachment pin 33 extends through actuating link 24' while a second spring attachment pin 39 extends through engagement link 22' wherein such spring attach-ment pins are joined at each end by a spring 30.
Actuating link legs 24a' and 24b' as well as engagement link 22' are disposed between the two springs 30 and are thus pivotable in a plane parallel to the springs.
An extension assembly 40' through which actuating link 24' is activatable includes a "T" handle 40a, a flexible push-pull cable 40b, a hemispherically enlarged abutting member 40c', and an annular shaped, enlarged abutting member 40d. Abutting members 40c' and 40d are joined to flexible push-pull cable 40b on opposite sides of an opening 24c in actuating llnk 24'.
Abutting members 40c' and 40d are larger than opening 24c so as to preclude their passage therethrough for travel in either direction of flexible cable 40b.
36~2 I d _t:rial Applicabillty Engine stoppage apparatus 10 is illustrated in Figures 2a and 2b in the first, engine operation con-figuration. When it is desired to stop the engine in question, "T" handle 40a is withdrawn in a direction toward the lower left of Figure 2a. Upon such with-drawal, flexible push-pull cable 4Ob and abutting - elements 40c,4Od are also displaced in a direction generally toward the lower left of Figure 2a. Such direction of cable ~ithdrawal will hereafter be referred to as the firs' direction.
First abutting member 40c engages the acti-vating appendage 24b at some point during its travel in the first direction. Further movement of abutting member 40c in the first direction causes a simultaneous displacement of activating appendage 24b in the first direction and a sliding motion of actuating link 24 against pin 26. Such simultaneous motion of actuating link 24 causes the interconnecting bolt 28 to be pivoted in a generally clockwise direction relative to primary axis 36. Since bolt 28 connects actuating link 24 and engagement link 22 about secondary axis 38, engagement link 22 is also caused to pivot about primary axis 36 in a generally clockwise direction. As mot on in the first direction is continued, spring ends 30a,30b are in-creasingly separated so as to gradually elongate spring 30 and provide increasing biasing force on engagement link 22 to induce it to return to its operational position. Such return biasing continues until the configuration of Figure 3a obtains wherein the spring 30 is at its maximum extension and secondary axis 38 is aligned with the ends 30a,30b of spring 30. Any further movement of actuating link 24 in the first direction causes bolt 28 to move out of alignment and permit spring 30 to bias engagement link 22 to a shutdown position.
g The secondor enyine stoppage configuration of engine stoppage apparatus 10 is illustrated in Figure 3b wherein stoppage shaft 19 has been rotated in a clock-wise direction to its engine stoppage position and engagement link 22 which is connected therewith has pivoted about axis 36 into contact with stop pin 42 or to the maximum rotation position of shaft 19 depending on the design of the governor~ As a result, the motion of interconnecting bolt 28 which extends through actu-ating link 24 and engagement link 22 is stopped. Sinceactuating link 24 remains in sliding contact with pin 26 and bolt 28 is motionless, actuating link 24 is also brought to rest in its second, engine stoppage position.
Thus, when secondary axis 38 and coaxially arranged bolt 28 are situated on a first or operational side of a line connecting spring ends 30a,30b, the spring 30 biases the engagement link 22 to the operational position. However, when secondary axis 38 and bolt 28 are situated on a second or shutdown side of a line connecting the spring ends, the engagement link 22 is biased to the shutdown position as illustrated in Figure 3b. The aforementioned kinematic behavior tends to lock the engine stoppage apparatus 10 in one of the two stable positions -operational or shutdown.
When it is desired to enable restart of the engine, extension assembly 40 is again activated by pushing on or otherwise retracting "T" handle 40a. Such retraction causes the second abutting member 40d to move in a second direction (opposite that of the first direction) and abut activating appendage 24b. Continued movement of abutting member 40d causes actuating link 24 to pivot in a generally clockwise direction since it is in sliding engagement with atationary pin 26. Intercon-necting bolt 28 continues to move in a generally counter-clockwise direction relative to primary axis 36 until the ~51962 position illustrated in Figure 3a obtains. Further movement of "T" handle 40a in the second direction causes spring 30 to drive the actuating link 24 and engagement link 22 to their operational positions wherein the engine stoppage apparatus 10 assumes the engine operation configuration. Displacement of the engine stoppage apparatus 10 in the second direction is stopped by abutment of stopping segment 24a of actuating link 24 against engagement link 22. When stopping segment 24a engages engagement link 22 and actuating link 24 is in sliding engagement with pin 26, further relative movement between actuating link 24 and engage-ment link 22 is precluded. Thereafter, link 24 and link 22 act in concert as a single unit which is free to move with shaft 19 between its operation and shutdown posi-tions independent of extension assembly 40 and in response to forces from sources other than extension assembly40 as hereinafter described.
Figure 4 illustrates the configuration of engine stoppage apparatus 10 resulting from stopping the engine in a normal mode such as by an electric solenoid or other device which is routinely activated to halt the engine. Actuating link 24 pivots with engagement link 22 away from stationary pin 26 when the engine stoppage shaft 19 is rotated by such routinely activated engine stoppage means. As such, the auxiliary engine stoppage apparatus 10 permits free moVement of stoppage shaft 19 by normal shutdown means by allowing actuating link 24 to be rotated out of contact with pin 26.
Figures 5a and 5b illustrate alternative engine stoppage apparatus 10' in the first, opera-tional position. When "T" handle 40a is withdrawn, abutting member 40c' engages actuating link 24' causing ~1t'~ 6~
it to simultaneou~ly pivot a~out the secondary axis 38 and move in sliding engagement with pin 26. ~s actu-ating link 24' pivo-ts in a counterclockwise direction about secondary axis 38, engagement link 22' is pivot-ably driven in a generally clockwise direction aboutprimary axis 36 while springs 30 are stretched until their maximum extension is realized. Such maximum spring extension is illustrated in Figure 6a and occurs when secondary axis 38 is aligned with spring ends 30a and 30b. As engagement link 22' rotates in a clockwise direction about primary axis 36, it abuts first plunger end 50a and causes it to move to the right when viewed from the vantage point of Figures 5a, 5b, and 6a. As the translatable plunger 50 translates to the right, its second end 50b engages circumferential side 54a of radial extension 54 so as to rotate torquing member 52 and cause engine stoppage shaft 19 which is engaged therewith to likewise rotate to a second, engine stop-page position.
Figure 6b illustrates the auxiliary engine stoppage apparatus 10' in the second, engine stoppage configuration. Movement of engine stoppage apparatus 10' from the configuration illustrated in Figure 6a to that illustrated in Fiyure 6b is compelled by springs 30 which complete the displacement of actuating link 24' and engagement apparatus 20' upon movement of pin 28' to a position slightly beyond alignment with spring ends 30a,30b. Subsequent urging by the governor 18 to return stoppage apparatus 10' to the configuration of Figure 6a is resisted by the biasing force in springs 30 and the locking action obtained from disposition of pin 26 in the notch 24d' of actuating link 24'.
Normal engine stoppage is typically provided by an electric solenoid or other means which engage the circumferential side 56b of second radial extension 56 of tor~uing member 52 and cause it and stoppage shaf-t 19 to rotate in a counterclockwise direction. As such, auxiliary engine s-toppage appara-tus 10' does not re-strict normal engine stoppage by the previously men-tioned solenoid or other means when engine stoppageapparatus 10' is in its first, operating configuration as illustrated in Figures 5a and 5b.
Returning the engine stoppage apparatus 10' to its operational configuration requires only a push or other externally applied force on "T" handle 40a in a second direction opposite that with which it was with-drawn. Movement of the attached abutting member 40d in such second direction causes actuating link 24', when engaged by abutting member 4Od, to pivot about secondary axis 38 and slide against stationary pin 26. The sliding motion of link 24' causes movement of inter-connecting pin 28' and thus engagement link 22'.
Movement of engagement link 22' is constrained to be pivotal about the primary axis 36. Such aforementioned cooperative movements continue until pin 28' and co-axially arranged secondary axis 38 move through and slightly beyond alignment with spring ends 30a,30b. At such time springs 30 cause actuating link 24' and engagement link 22' to be driven to their operational positions with a force independant of the externally applied force. The rotative movement of engagement link 22' allows plunger 50 to translate to the left and permit engine stoppage shaft 19 to assume its opera-tional position.
When the aforementioned auxiliary engine stoppage apparatus 10 and 10' are provided on devices such as earthmoving scrapers, the engine powering such devices can be shut down from a location remote from the opera-tor's work station 12 in a positive manner which re~uires only momentary actuation and which avoids 6~
-l3-damage to the governor 18. The momentary ac-tuation compels extension of a-t least one spring 30 which com-pletes the movement of the governor stoppage shaft 19 to the engine shutdown position and prevents governor damage wi-th suitable selection of spring constant and spring end attachment locations. All components of the engine stoppage apparatus 10 and 10' are housed within the engine compartment 14 except for the "T" handle 40a which must be grasped by the operator or other person and must, by necessity, be readily accessible on the external side of the engine compartment 14. While such auxiliary engine stoppage apparatus 10 and 10' may seldom, if ever, be utilized, its availability is extremely important since engine stoppage from a posi-tion remote from the operator's work station can reducethe hazard in stopping the engine and the expense which may be incurred in repairing the utilizing device if its engine cannot be readily stopped. Moreover, the auxi-liary engine stoppage apparatus 10 and 10' can easily be returned to the operational configuration with only a push on the "T" handle 40a. The engine stoppage apparatus 10 and 10' also permit normal, end-of-the-day type engine stoppage from the operator work station 12 without interfering therewith.
It should now be apparent that an auxiliary engine stoppage apparatus has been provided which responds to a momentary activation by an operator by stopping the engine and, at the same time, avoiding governor damage and obviating the need for the opera-tor's presence and his continued force application thereto in the vicinity of the engine stoppage appa-ratus.
Claims (7)
1. An auxiliary engine stoppage apparatus for an engine governor having an engine stoppage member which is arcuately displaceable between first and second positions which respectively permit engine operation and induce engine shutdown, said auxiliary engine stoppage apparatus comprising:
a first stationary frame member;
an actuating link in sliding engagement with said first frame member, said actuating link being displaceable by an external force between first and second positions;
an engagement apparatus for joining to said engine stoppage member for displacing said engine stoppage member between its first and second positions in response to displacement of said actuating link between its first and second positions, respectively, said engagement apparatus including an engagement link which is pivotable about a stationary primary axis and is displaceable between first and second positions which respectively correspond to engine operation and shutdown;
means for pivotably connecting said actuating link to said engagement link about a secondary axis; and means for biasing said engagement link to said operational and shutdown positions with a predetermined, independent force when said actuating link occupies first and second positions, respectively.
-14a-
a first stationary frame member;
an actuating link in sliding engagement with said first frame member, said actuating link being displaceable by an external force between first and second positions;
an engagement apparatus for joining to said engine stoppage member for displacing said engine stoppage member between its first and second positions in response to displacement of said actuating link between its first and second positions, respectively, said engagement apparatus including an engagement link which is pivotable about a stationary primary axis and is displaceable between first and second positions which respectively correspond to engine operation and shutdown;
means for pivotably connecting said actuating link to said engagement link about a secondary axis; and means for biasing said engagement link to said operational and shutdown positions with a predetermined, independent force when said actuating link occupies first and second positions, respectively.
-14a-
2. Apparatus according to claim 1, wherein the biasing means comprises a spring having first and second ends pivotally connected to the engagement link and the actuating link respectively, the spring biasing the engagement link to the operational and shutdown positions when the pivotal connecting means is on first and second sides, respectively, of a line connecting the spring ends.
3. Apparatus according to claim 1, further comprising a second stationary frame member for restricting the motion of the engagement link beyond the second position.
4. Apparatus according to any of claims 1 to 3, wherein the actuating link has a stopping segment which is engageable with the engagement link and cooperates with the first frame member to restrict the actuating link's movement when the engagement link is in the first position.
5. Apparatus according to any of claims 1 to 3, further comprising an extension assembly having a grasp-able member, an elongate member joined to the graspable member and extending through an opening in the actuation link, and first and second abutment members disposed on opposite sides of the actuating link opening, the abutment members being larger than the opening and being engageable with the actuating link to provide displacement thereof during movement of the graspable member and elongate member in a first and a second direction, respectively.
6. An engine governor assembly having an engine stoppage member and apparatus according to any of claims 1 to 3, wherein the engine stoppage member comprises a shaft which has an axis of rotation coincid-ental with the primary axis of the apparatus and is engaged with the engagement link such that the shaft is rotated when the engagement link is pivoted about the primary axis.
7. An engine governor assembly having an engine stoppage member and apparatus according to any of claims 1 to 3, the assembly further comprising a torquing member radially engaged with the engine stoppage member, the torquing member having at least one radial extension, and a translatable plunger having first and second ends respectively abuttable with the engagement link and the radial extension so as to arcuately dis-place the engine stoppage member when the engagement link is pivoted about the primary axis.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US80/01299 | 1980-10-01 | ||
| PCT/US1980/001299 WO1982001219A1 (en) | 1980-10-01 | 1980-10-01 | Auxiliary engine stoppage apparatus |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1151962A true CA1151962A (en) | 1983-08-16 |
Family
ID=22154572
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000385037A Expired CA1151962A (en) | 1980-10-01 | 1981-09-02 | Auxiliary engine stoppage apparatus |
Country Status (3)
| Country | Link |
|---|---|
| CA (1) | CA1151962A (en) |
| GB (1) | GB2084660B (en) |
| WO (1) | WO1982001219A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP7419158B2 (en) * | 2020-05-13 | 2024-01-22 | 株式会社クボタ | Engine emergency stop device for work vehicles |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA557902A (en) * | 1958-05-27 | E. Sherlock John | Protective means for internal combustion engines | |
| US2645474A (en) * | 1947-10-13 | 1953-07-14 | Caterpillar Tractor Co | Safety control for engine governors |
| US2719521A (en) * | 1953-05-11 | 1955-10-04 | Caterpillar Tractor Co | Emergency shutdown controls for diesel engines |
| US2831474A (en) * | 1954-09-01 | 1958-04-22 | Caterpillar Tractor Co | Overspeed shutdown controls for diesel engines |
| US3237478A (en) * | 1963-09-03 | 1966-03-01 | Ford Motor Co | Motion transmitting linkage |
| GB1373086A (en) * | 1970-12-05 | 1974-11-06 | Simms Motor Units Ltd | Apparatus for controlling the fuel supply to an internal combustion engine |
| US3865090A (en) * | 1972-06-20 | 1975-02-11 | Said Absalom By Said Masters A | Control systems especially for diesel engine installations |
-
1980
- 1980-10-01 WO PCT/US1980/001299 patent/WO1982001219A1/en unknown
-
1981
- 1981-08-07 GB GB8124233A patent/GB2084660B/en not_active Expired
- 1981-09-02 CA CA000385037A patent/CA1151962A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| GB2084660B (en) | 1984-03-07 |
| WO1982001219A1 (en) | 1982-04-15 |
| GB2084660A (en) | 1982-04-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |