US1586743A - Engine and compressor control - Google Patents

Description

June l 192s. 1,586,743

. L. F; HOFFMAN ENGINE AND COMPRESSOR CONTROL Filed May 23, 1924 2 Sheets-Sheet 1 From Air ReCQIVQT I N VEN TOR [eon E Hoffman BYA; ATTORNEY June .1 1926.

L. F. HOFFMAN ENGINE AND COMPRESSOR CON'iROL 2 Sheets-Sheet 2 Filed May 23, 1924 b R. w

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INVENTOP [ea/1 E Hoffiwan 5% A TTORNEY l 4 'nC Patented June 1 1, 1926.

7 UNITED STATES PATIENT OFFICE.

LEON F. EOII'M AN, FRANKLIN, PENNSYLVANIA, ASSIGNOB TO O EIOAGO PNEU- HAG-IO TOOL COMPANY, 01 NEW YORK, N. Y., A CORPORATION OF NEW JERSEY.

nnemn .mn conrnnsson common.

Application filed mm, 1924. Scrialno. 715,860.

This invention relates to apparatus for the automatic coordinatedcontrol of a fluid compressor or pump and its driving engine with relation to and in cooperation with a speed governor controlling the motive agent of the en ine.

)ne object of the invention is to provide a simple, compact device readily ap lied to a governor of the described type to a apt the same to coordinated operation with the unloading mechanism of the compressor. Anp other object is to provide means on the device for convenient adjustment of the governor. the detailed description which follows.

Fig. 1 is a dia rammatical side elevational view lar ely bro en away and partly in section disc osing an air compressor, its driving engine and the control apparatus for both; an

Fig. 2 is a vertical longitudinal sectional view on an enlarged scale of the motive agent control apparatus of the driving on me. 4

he embodiment of the invention chosen for the purpose of illustration is shown in Fig. 1 in its operative or functional relation g with a fluid com ressor or pump A of any suitable or desire type driven by a governor controlled prime mover which in the present instance is an internal combustion engine B,

the driving connection between the compressor and the engine not being shown since the same forms no part of the present invention. The compresser A' is provided with any suitable type of fluid ressure operated un- '-loading valve a, that i lustrated'being of the .type disclosed 1n United States Patent No.

st 13, 1918, to W. H.

1,275,843 issued Au Gallan. Control 0 the compressor in response to the receiver pressure developed b the latter is effected by a differential unloa er valve G of the type disclosed in United States Patent No. 1,224,272 issued May 1,

1917, to W. H. Callan et 9.1, or of any other suitable or desired type. The unloader valve C is connected to the air receiver (not shown) by a pipe 0 and controls the admis- .60. sion ofpressure fluid to an outlet pipe cwhich extends to unloading valve a by a branch 0 for o erating the latter. A branch mo of the same ine also extends to a control device for engine B, presently to ,be described, whereby the engine is throttled co- Other objects will be apparent. from ordinately with the unloading of the compressor.

Engine B, as illustrated, is equipped with a centrifugal governor D driven from any sultable portion of the engine, as its cam shaft (not shown), throu h a suitable connection which may inclu e a flexible shaft (1. The form of governor herein shown has a main housing d forminga part of the intake connection from the motive agent suply or carburetor E and a fly ball housing d bolted to the main housing (1 and providlng for the connection of the flexible shaft d. thereto. Secured to the main housing d on the opposite side to housin d, is

a casing 3 containing the pneumatic t rottle' apparatus to which pipe 0 connects to adapt t e same to be 0 erated by motive fluid from unloader valve 7 Referring now to Fig. 2 for the disclosure of the specific details of the engine control apparatus and with special reference to the centrifugal governor, the flexible shaft (1 drives a hollow .c lindrical shaft d su cited in suitable bearings d and d in t e ousin s d and (1' respectively. Centrifual welghts or fly balls d are supported and rotated by shaft (i through links (2 con-' 'necting the weights .to a fixed collar d on shaft (i and by links d to a slidable collar d on the same shaft, the latter being urged into spaced relation with fixed collar (i by a s ring at which encircles shaft d Mova le collar d" carries a cross bar (1 extending through slots in shaft d which on move- 'ment of collar d to the ri ht under the action of centrifugal weights bears against and moves a stem at slidably mounted within hollow shaft d. This stem in turn contacts and moves a throttle control shaft 03 slidably mounted in main housing (1' and carrying a block d threaded thereon having a pin and slot connection with the intake throttle valve F which in the present instance is of the grid type pivoted at f for oscillatory movement in cooperation with a fixed seat f also of the grid type. A light spring f constantly urges throttle valve F to open position, which osition is deter mined by a fixed stop A larger and heavier spring at" encircles shaft d and ernor D, the extended end of shaft (1 being received within casing 3. One arm of a lever 5 pivoted at 6 within casing 3 is adapted to engage the collar (1 on shaft (1 to' move the latter to the right to throttle the engine, the opposite end of lever 16 being engaged for this purpose by the stem 7 of a piston'7 which is subjected to the fluid pressure in pipe 0 Piston 7, as shown, is disposed in substantial parallelism with shaft d and moves in the opposite direction and may be provided with a spring 8 to resist the fluid pressure and to restore the piston to its normal inoperative position. An adjustable stop bolt 9 provided with a locking nut 10 limits the movement of lever 5 under the thrust of stem 7 To provide for adjustment of the idling sition of throttle valve F while the engine is running, casing 3 has a threaded opening 9' in alignment with shaft (1 receivin a threaded plug 10 in which is rotatai-ly mounted a shaft 11 carrying a slotted head 12 arranged to cooperate with the flattened end of shaft d, a manually operable knob 13 being provided for rotating shaft 11. Knob 13 has a serrated edge adapted to be friction-ally engaged by a suitable latching 5 ring 14 secured to casing 3 by screw 15. 6n rotating knob 13 shaft d is also rotated and the threaded connection of the latter with block d moves the latter longitudinal- 1;: of shaft d to adjust the position of throttle valve F relative to its seat f.

It is believed that the operation of both the centrifugal governor and the fluid pressure throttle control device will be evident from this disclosure; hence a detailed de-' scription thereof is omitted. From the above it will be apparent that the throttle control shaft (1 by reason of its manner of connection with both the centrifugal control and the fluid pressure control is adapted to be greater length than the one used when the fluid ressure control device is not in place, and-that the fluid pressure control device is simple, positive in operation and ada ted to provide adjustment of the idling position of the throttle valve while the en ine is in operation without the use of tools or the removal of any parts.

While but one embodiment of the invention has been herein disclosed, it is to be understood that the inventien is not limited thereto nor to the specific details thereof, but covers all changes, modifications and adaptations within the scope of the appended claims.

I claim:

1. The combination with an engine driven.

compressor of control means for the engine comprisin a housing enclosing a centrifugal governor aving a movable shaft operatively connected to the engine throttle, a casing secured to said housing and receiving an extension of said movable shaft, and fluid pressure'operated means within said casing operable on of the compressor for actuating said shaft to throttle the engine.

2. The combination with an engine driven compressor of control means for the engine comprising a housing enclosing a centrifugal governor having a movable shaft operatively connected to the engine throttle, a casing secured to said housing and receiving an axial extension of said movable shaft, a pneumaticallv operated piston in parallelism with saishaft, and an operative connection between said piston and said shaft whereb the unloading of the compressor causes t rottling of its engine.

3. The combination with an engine driven compressor of control means for the engine comprising a housing enclosing a centrifugal governor having a movable shaft operatively connected to the engine throttle, a casing secured to said housing and receiving an ex tension of said movable shaft, fluid pressure operated means within said casingoperable on unloading of the compressor for actuating said shaft to throttle the engine, and means on said casing for adjusting the connection of said shaft with the en ine throttle.

4. The combination wit an engine driven compressor of control means for the engine comprising a housing enclosing a centrifugal governor having a movable shaft operatively connected to the engine throttle, a casing secured to said housing'and receiving an axial extension of said movable shaft, a pneumat ically operated piston in parallellsm with said shaft, an operative connection between said piston and said shaft whereby the unloading of the compressor causes throttling of its engine, and manual means on said casing operating through said extension for adjusting the connection of said shaft with the engine throttle.

5. The combination with an engine driven compressor of control means for the engine comprising a housing enclosing a centrifugal governor having a movable shaft operatively connected to the engine throttle, said housing tread-is I having a threaded openin in line with said shaft, a casing having a as threaded into said opening,-said shaft having an extension passing through said opening into said cas- '1n and fluid pressure means operable on said casing, a co lar on said shaft extension,

a fluid pressure operated piston in paraL lelism with said extension, a lever plvoted intermediate its ends which engage respectively said collar and said piston whereby movement of said piston on unloading of the compressor produces throttling of the enme. I

7. The combination with an engine driven compressor of control means for the engine comprising a housing enclosing a centrifugal governor having a movable shaft operatlvely connected to the engine throttle, said housing having a threaded openlng in line with said shaft, a casing having a boss threadedinto said opening, said shafthaving an extension passing through sa1d opening into said casing, manually operable means cooperating with the end of said extension foradjusting the operative connection of said shaft with the throttle, a fluid pressure operated piston adjacent said extension, and a lever having its extremities in engagement with said extension and with said piston respectively for transmitting movement of the into said opening piston responsive to unloading of the compressor to the throttle control shaft of the governor.

8. The combination with an engine driven compressor of control means for the engine comprisinga housing enclosing a centrifugal governor having a movable shaft operatively connected to the engine throttle, said housi having a threaded opening in line with said shaft, a casing having a boss threaded said shaft having an extension passing through said opening into said casing, a fluid pressure operated-piston adjacent said extension and a lever having its extremities in engagement with said extension and with said piston respectively for transmitting movement of the piston respon sive to unloadin of the compressor to the throttle control is aft. of the governor, and

adjustable stop means for limiting the movement of said lever. I

9; The combination with an engine driven compressor of control means for the engine comprising a housing enclosing a centrifugal governor having a movableshaft operatively connectedto the engine throttle, said housing having a threaded openin in line with sa d'shaft, a casing having a ss threaded into said opening, said shaft havin an extension passing through said openmg into said casin manuall operable means cooperatin w th the en of" said extension for adjusting the o erative connection of said shaft with the t rottle, a fluid pressure operated piston adjacent said extension and a lever having its extremities in engagement with said extension and said piston respectively for transmittin piston responsive to un oading of the compressor to the throttle control shaft of the ]governor, and adjustable stop means for -'m1ting the movement of said lever;

10. The combination with an engine driven movement of the compressor of control means for the engine comprising a housing having the fuel intake of the engine passing therethrough, a centrifugal governor havin a shaft driven by the engine and connecte to a throttle valve in said intake, an opening in line with said shaft, a casing secured in said opening, said shaft extending through said opening into said casing, means in said casing responsive to the unloading of the compressor for moving said shaft to throttle the engine, and means in said casing for varying the operative connection of said shaft and throttle while the engine is in operation.

11. A fluid pressure control device comprising a casing adapted for convenient attachment to the centrifugal governor housin of the driving engine of a compressor, said housing having an opening in line with the movable shaft of the governor, an extension for said shaft within said casing, and fluid pressure means responsive to unloading of the compressor for actuating said shaft to throttle the engine.

12. A fluid pressure control device comprising a casing adapted for convenient attachment to the centrifugal governor housing of the driving engine of a compressor, said housing having an opening in line with the movable shaft of the' overnor, an extension for said'shaft within said casing, a fluid pressure operated piston adjacent said extension both said extension and said piston for transmitting movement of the latter in response to unloadin of the compressor to said shaft to effect t rottling of the engine.

13. A fluid pressure control device comprising a casing adapted for convenient at- All and a leverm engagement with i p mean-1a er'ated piston in parallelism ,with said'extension, and a lever having its extremities 1n 0 rative relation with said collar and said piston for transmitting movement of the latter in response to unloading of the compressor to said shaft extension.

14. A fluid pressure control device comprising a casing adapted for convenient a'ttachment to the centrifugal governor housing of the driving engine of a compressor, said'housing having an opening in line with the movable shaft of the overnor, an extension for said shaft within said casin and manual means on said casing associate with said shaft extension for adjusting-the throttleconnection of said shaft while the engine is running. I 15. A uid pressure control device comprising a casing adaputgd for convenient attachment to a centri a1 governor housing of the driving engine of a compressor, sai

hous' having an opening in line with the movab e shaft of the governor, an extension for said shaft within said casing, a -collar on said extension, a fluid pressure operated piston in parallelism wit said extension,

and a lever having its extremities in -o erative relation with said collar and sai piston for transmitting movement of the latter in res onse tounloading of the compressor to sai shaft extension, and means for adjustablg limiting the throw of said lever. 16 fluid pressure control device com- -the latter in res prising a casing adapted for convenient attachment to the centrifugal governor housingof the driving engine of a compressor, sald housing having an opening in line with the movable shaft of the governor, an extension for said shaft within said casing, a collar on said extension, a fluid ressure op erated piston in parallelism w1th said extension, and a lever having its extremities in operative relation with said collar-and said piston for transmitting movement of nse to unloading of the compressor to said shaft extension, a sto for .adjustably limiting the throw of sai lever, and manual means on said casing associated with said shaftextension for adjusting the throttle connection of said shaft while the engine is running.

17. In acompressor controlling mechanism, a compressor, a driving engine therefor havin a controlling valve' normally maintaine in one position, speed responsive means for control ng the position of said valve, pressure responsive means for controlling the position of said valve, and

manual means for adjusting the normal position of said controlling valve without 1nterfering with the operation of said speed responsive means and of said Pressure re- I sponsive means.

Signed b me at Franklin, Pennsylvania, this 20th ay of May 1924.

\ LEON F. HOFFMAN.

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