US1461933A - Speed governor for internal-combustion engines - Google Patents
Speed governor for internal-combustion engines Download PDFInfo
- Publication number
- US1461933A US1461933A US334748A US33474819A US1461933A US 1461933 A US1461933 A US 1461933A US 334748 A US334748 A US 334748A US 33474819 A US33474819 A US 33474819A US 1461933 A US1461933 A US 1461933A
- Authority
- US
- United States
- Prior art keywords
- springs
- combustion engines
- throttle
- intake
- pressure
- 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 - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 title description 10
- 230000003068 static effect Effects 0.000 description 11
- 230000009471 action Effects 0.000 description 9
- 238000010276 construction Methods 0.000 description 7
- 230000008859 change Effects 0.000 description 3
- 150000001875 compounds Chemical class 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 241000239290 Araneae Species 0.000 description 1
- 241001446467 Mama Species 0.000 description 1
- 230000002301 combined effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
- F02D2700/02—Controlling by changing the air or fuel supply
- F02D2700/0217—Controlling by changing the air or fuel supply for mixture compressing engines using liquid fuel
- F02D2700/0225—Control of air or mixture supply
- F02D2700/0228—Engines without compressor
- F02D2700/023—Engines without compressor by means of one throttle device
- F02D2700/0235—Engines without compressor by means of one throttle device depending on the pressure of a gaseous or liquid medium
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/7722—Line condition change responsive valves
- Y10T137/7748—Combustion engine induction type
- Y10T137/7752—With separate reactor surface
Definitions
- a neauon'm a was a1, 1919. .Serial' no. seams.
- the invention relates to governors for in.- ternal combustion engines of that type in which the admission -of the combustible chargeis controlled by slight variations in 15 speed to prevent further variation. It is the object of the invention; first, to obtain more sensitive means of response to variations second, to simplify the construction.
- Figure 4 is a diagram illustrating the iagrammatic longitudinal to the variable equivalent,'but difiiculty has.
- y improved governor is applicable either to engines controlled by a throttle, or to those in which the control is over the. fuel alone and not the combustible mixture. 1' .have, however, specifically shown and will describe this applicationto the former type only. With this type foreach variation in load there must be a corresponding 'adjust ment of the throttle if the speed or R. P. M.
- This curve as represented b the line A--B in Figure 4, has a ver di erent characteristic from the curve 0 an ordinary spring, which latter is a substantially straight line as, for instance, represented bythe line A-C in Figure 4.
- an ordinary spring which latter is a substantially straight line as, for instance, represented bythe line A-C in Figure 4.
- a series of straight I- tions of the curve A--B will if oombi ed have substantially the same characteristic said curve,'and each of these straight lin s' is representative of a .particular spring or group of springs.
- the ins 'A-O which is tangent to aportion of the curve A--B, represents a spring of certain another portion of said curve, represents a spring, or a group of springs, of a different the line Tit-E, which is tangent to a succeeding portion of the curve, repred tension; the line C-D, which is tangent to sents still another spring or group of springs, and so on.
- a series of simple springs may be compounded, so that their combined effect will correspond to the curve.
- the reaction of the spring will correspond to the force derived from the intake, producing a state of equilibrium.
- FIG. 1 The construction illustrated in Figure 1 is one form of my invention, in which G is V a cylinder containing a piston H which is connected bythe pitman rod I with the rock-arm J for adjusting the throttle.
- K is a conduit'leading from the end of the cylinder G to the engine intake K, by which the pressure within said cylinder is equalized with the static pressure within the intake.
- L, L, L are the several units of a compound spring, each of which is selected to produce, in cooperation with the other units, the desired characteristic.
- These springs, as shown, are arranged in tandem and surround the rod I, each element having its action limited by a suitable stop, such as formed by the thimbles M, M, etc. One end of the spring abuts against the cylinder G, while the opposite end isin engagement with a collaron the rod I, such as the nut N.
- O is a collapsible sealed chamber of bellows form, which is arranged .within the casing P, forming a portion of the intake.
- One end of this chamber is attached to a valve Q for engaging a seat Q, and which forms the governing throttle, while the other end of the chamber is anchored'to a suitable spider R.
- a compound spring S similar in construction to that shown in Figure 1, is arranged within a portion P of the casing to operatively engage the valve Q.
- a governor for internal combustion engines comprising a controlling member subjected to variable pressure corresponding to variations in static pressure in the intake incident to changes in the load, a plurality of springs arranged in tandem form-, ing an opposing pressure upon said member,
- each of said springs being of different tension.
- governor for internal combustion engines comprising a controlling member subjected to variable pressure corresponding to variations in static pressure in the intake incident to changes in the load, a plurality of springs of different tension arranged in tandem to form an opposing pressure upon said member, and means for limiting the.
- each of said springs to a predetermined range whereby said controlling member is actuated to maintain a substantially constant speed of the engine under changing loads.
- a governor for internal combustion engines comprising a controlling member subjected to-variable pressurecorresponding to thevariations in static pressure in the intake incident to changes'in load, a plurality of springs arranged to form an opposing pressure upon said member, and means for limiting the action of each of said springs to a predetermined range whereby the combined action of said springs corresponds to a'predetermined characteristic.
- a governor for internal combustion engines comprising a controlling member subected to variable pressures incident to variations inoperating the engine, a plurality of springs arranged to form an opposing pressure upon said member, and means for limiting the action of one of said springs whereby the combined action of said springs corresponds to a predetermined characteristic such as to maintain under changing loads a substantially constant speed.
- a governor for internal combustion engines the combination with a throttle valve controlling the fuel supply to the intake, of a member for actuating said throttle subjected to variable pressure corresponding to the static pressure in said engine, a plu- 5 rality of springs arranged to form an opposing pressure upon said member, and means for limiting the action of each of said springs to a predetermined range whereby the combined action of said springs has a characteristic such as to maintain sub stantially constant speed under varying conditions of load.
Description
, Jufiy 17, T1923- v HA-fil933 E R. PIERCE SPEED GOVERNOR FOR INTERNAL coMBus'rIbN mamas ML I Filed oct. 51. 1919 2 sheets sheet 1 X? Q Q awuwtoq July 1'3, 1923- Filed Oct. 31. 1919 2 Sheets-Sheet 2 8mm [30622) fierce attozwu areas an v, reaa Y n aanrn rinaonornocnnsrnn, MICHIGAN, nssrcitoa 'ro 'monancn cor nation" oorrrnnr, or nnrnorrmrcnrosn, a oonronarron or. rrrcrirean.
srnnneovnanonron INTERNAL-COMBUSTION ENGINES.
a neauon'm a was a1, 1919. .Serial' no. seams.
To' all whom it may concern:
Be it known that l, E RALPH PmRon,. a citizen of'the United States of America, residing at Rochester, in the county of Oak- 5 land and State of Michigan, have invented certain new and useful Improvements in Speed Governors for. Internal-Combustion Engines, of which the following is a specification, reference being had therein, to the m accompanyin drawing. a
The invention relates to governors for in.- ternal combustion engines of that type in which the admission -of the combustible chargeis controlled by slight variations in 15 speed to prevent further variation. It is the object of the invention; first, to obtain more sensitive means of response to variations second, to simplify the construction.
For various uses it is desirable togovern internal combustion engines so as to maintain a substantially constant maximumspeed or a predetermined limit of speed under varying conditions of load. In one type of governor this is accomplished by Q5 mechanical means driven by a .moving part which adj usts the throttle, or other controlling means, for the combustible mlxture. In
, another type an adjustment is accomplished by the variable pressure of gases passing W through the intake. With both types there is required a counter-acting'force, such as a spr1ng, or its been experienced in securing a proper reaction. This is for the reason that the curve 5 representing the reactionof an ordinary spring differs the variable forcederived from the engine and it is therefore difiicult to obtain the balancing of force'required for corrective adto justment of the throttle.
It isone of the features of my 1m roved construction that the force employed, or adjusting the throttle is the var able static within the intake. Another feature is the t5 peculiar characteristic of the'reactive force. and the method of obtaining the same, as.
hereinafter set forth.
In the drawin Figure 1 is a to section through one form of my improve governor Figures 2 and'3 are similar v ews of modified constructions; I
Figure 4: is a diagram illustrating the iagrammatic longitudinal to the variable equivalent,'but difiiculty has.
from the curve representing lines, respectively tangent to difi'erent tension method of deriving a spring, or other reactive force, corres nding in characteristic orce derived from the en ine.
y improved governor is applicable either to engines controlled by a throttle, or to those in which the control is over the. fuel alone and not the combustible mixture. 1' .have, however, specifically shown and will describe this applicationto the former type only. With this type foreach variation in load there must be a corresponding 'adjust ment of the throttle if the speed or R. P. M.
is maintained'substantially constant. Also for each adjustment of the throttle, the load varying and the R. P. M. remaining constant, therewill bee definite condition of pressure within the intake. Making use of the latter-fact, my improved governor o erates upon the principle of adjusting the throttle by variations in the static pressure within the intake in cooperation with a properly. compensated springor other op-- 'posingforce.
g The ethod of deriving the proper adjust- V ment 0? opposed -force is as follows: The
engine is operated under varying loads and with each variation the throttle is adjusted until a predetermined constant maximum speed is obtained. Also with each adjustment, the static pressureiwithin the intake is accurately measured. A curve is then plotted in variables of throttle opening and intake pressure to determine the proper characteristic of the re-active force required.
This curve, as represented b the line A--B in Figure 4, has a ver di erent characteristic from the curve 0 an ordinary spring, which latter is a substantially straight line as, for instance, represented bythe line A-C in Figure 4. However, a series of straight I- tions of the curve A--B, will if oombi ed have substantially the same characteristic said curve,'and each of these straight lin s' is representative of a .particular spring or group of springs. Thus, as shown, the ins 'A-O, which is tangent to aportion of the curve A--B, represents a spring of certain another portion of said curve, represents a spring, or a group of springs, of a different the line Tit-E, which is tangent to a succeeding portion of the curve, repred tension; the line C-D, which is tangent to sents still another spring or group of springs, and so on. To produce a spring having the characteristic of the curve A-C, D-E, etc., a series of simple springs may be compounded, so that their combined effect will correspond to the curve. Thus, in each positionvof adjustment the reaction of the spring will correspond to the force derived from the intake, producing a state of equilibrium.
The construction illustrated in Figure 1 is one form of my invention, in which G is V a cylinder containing a piston H which is connected bythe pitman rod I with the rock-arm J for adjusting the throttle. K is a conduit'leading from the end of the cylinder G to the engine intake K, by which the pressure within said cylinder is equalized with the static pressure within the intake. L, L, L are the several units of a compound spring, each of which is selected to produce, in cooperation with the other units, the desired characteristic. These springs, as shown, are arranged in tandem and surround the rod I, each element having its action limited by a suitable stop, such as formed by the thimbles M, M, etc. One end of the spring abuts against the cylinder G, while the opposite end isin engagement with a collaron the rod I, such as the nut N.
In operation, whenever there is a change in load upon the engine, this will produce a change in static pressure Within the intake, which is communicated to the cylinder G. This in turn will unbalance the pressures upon opposite sides of the piston H, one side of which is exposed to atmospheric pressure, and the differential pressure assistmg or opposing the compoundspring will cause an adjustment of the piston, which through the rod I operates the rock-arm J and adjusts the throttle. Furthermore, the several elements of the spring will operate successively, the action being-limited by the stop thimbles M, M, etc., thereby producing just the required movement of the throttle for each change-of load to maintain the R. P. M. constant. I 1
In the modified constructions shown in Figures 2 and 3 the same principle is emploigedin a more compact structure. Thus in igure 2, O is a collapsible sealed chamber of bellows form, which is arranged .within the casing P, forming a portion of the intake. One end of this chamber is attached to a valve Q for engaging a seat Q, and which forms the governing throttle, while the other end of the chamber is anchored'to a suitable spider R. A compound spring S, similar in construction to that shown in Figure 1, is arranged within a portion P of the casing to operatively engage the valve Q. With this construction the operation is substantially the same, the. static pressure the pressure of the air sealed within the chamber 0, or in communication with the external atmosphere, is substantially constant.
In theconstruction shown in Figure 3, the arrangement is substantially the same as in Figure 2, With the exception that the chamber O has arranged therewithin the easing 0' within which is located the compound spring S.
In each of the several modifications, variations in static pressure incident to a change of load on the engine will unbalance the opposing forces resulting in adjustment of the throttle, or other engine controlling means, so as to maintain with the changed load a substantially constant speed.
a What I claim as my invention is-- 1. A governor for internal combustion engines comprising a controlling member subjected to variable pressure corresponding to variations in static pressure in the intake incident to changes in the load, a plurality of springs arranged in tandem form-, ing an opposing pressure upon said member,
and thimbles separating said springs, each of said springs being of different tension.
governor for internal combustion engines comprising a controlling member subjected to variable pressure corresponding to variations in static pressure in the intake incident to changes in the load, a plurality of springs of different tension arranged in tandem to form an opposing pressure upon said member, and means for limiting the.
action of each of said springs to a predetermined range whereby said controlling member is actuated to maintain a substantially constant speed of the engine under changing loads.
3. A governor for internal combustion engines comprising a controlling member subjected to-variable pressurecorresponding to thevariations in static pressure in the intake incident to changes'in load, a plurality of springs arranged to form an opposing pressure upon said member, and means for limiting the action of each of said springs to a predetermined range whereby the combined action of said springs corresponds to a'predetermined characteristic.
4.. A governor for internal combustion engines comprising a controlling member subected to variable pressures incident to variations inoperating the engine, a plurality of springs arranged to form an opposing pressure upon said member, and means for limiting the action of one of said springs whereby the combined action of said springs corresponds to a predetermined characteristic such as to maintain under changing loads a substantially constant speed.
5. In a governor for internal combustion engines the combination with a throttle valve controlling the fuel supply to the intake, of a member for actuating said throttle subjected to variable pressure corresponding to the static pressure in said engine, a plu- 5 rality of springs arranged to form an opposing pressure upon said member, and means for limiting the action of each of said springs to a predetermined range whereby the combined action of said springs has a characteristic such as to maintain sub stantially constant speed under varying conditions of load.
In testimony whereof I afiix my signature.
E RALPH PIERCE.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US334748A US1461933A (en) | 1919-10-31 | 1919-10-31 | Speed governor for internal-combustion engines |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US334748A US1461933A (en) | 1919-10-31 | 1919-10-31 | Speed governor for internal-combustion engines |
Publications (1)
Publication Number | Publication Date |
---|---|
US1461933A true US1461933A (en) | 1923-07-17 |
Family
ID=23308642
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US334748A Expired - Lifetime US1461933A (en) | 1919-10-31 | 1919-10-31 | Speed governor for internal-combustion engines |
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Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2518387A (en) * | 1944-11-03 | 1950-08-08 | Eaton Mfg Co | Relief valve |
US2643672A (en) * | 1948-10-02 | 1953-06-30 | Laubach William | Governor |
-
1919
- 1919-10-31 US US334748A patent/US1461933A/en not_active Expired - Lifetime
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2518387A (en) * | 1944-11-03 | 1950-08-08 | Eaton Mfg Co | Relief valve |
US2643672A (en) * | 1948-10-02 | 1953-06-30 | Laubach William | Governor |
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