US1702820A

US1702820A - Engine governor

Info

Publication number: US1702820A
Authority: US
Inventors: Felix E Dunn; Claude W Martin
Original assignee: Individual
Current assignee: Individual
Priority date: 1927-06-29
Filing date: 1927-06-29
Publication date: 1929-02-19
Anticipated expiration: 1946-02-19

Description

Feb. 19, 1929. 1,702,820

F. E. DUNN ET AL ENGINE GOVERNOR Filed June 29, 1927 I g 1 4 k E 5.l j 7 7 I 97 i 5 F" 1 in 1 z k gmwtow ELW. M a1" 1111 22 IE. 13mm PatenteclFeb. I9, 1929.

UNITED STATES PATENT OFFICE. I

FELIX E; DUNN AND CLAUDE W. MARTIN, OF GOLD HILL, OREGON.

ENGINE GOVERNOR.

Application filed June 29, 1927. Serial No. 202,339.

This invention is a device intended primarily for governing the speed of an internal combustion engine but which may be advantageously employed as an automatic volumetric regulator in connection with pumps, blowers, compressors and other mechanisms. The invention is illustrated in the accompanying drawing and will be hereinafter fully set forth. 4

In the drawing:

Figure 1 is a vertical section, with parts in elevation, of, a device embodying our invention, and

Fig. 2 is a detail sectional elevation taken at a right angle to Fig. 1.

The reference numeral 1 indicates the fuel conduit or pipe extending from the carbureter to the intake manifold of an internal combusiton engine, the carbureter being indicated conventionally at 100 and being of any preferred construction. Within the conduit or ipe 1 is a overnor valve 2 which is prefera ly of the utterfly type and has its stem or governor shaft ,3 extended beyond one-side of the pipe to be journaled in a housing 4 which forms an offset from a cylinder 5 which is supported in any convenient manner upon the engine alongside the conduit 1. Within the housin 4 the valve stem or shaft 3 is formed with or has secured thereto a crank arm 6 extending intothe cylinder 5 and having pivoted to its free end the lower end of a pitman 7 rising within thecylinder and connected to the piston 8 which may be of any approved construction and fits closely within the cylinder but mayreciprocate therein. At one end of the housing 4, the shaft or stem 3 is mounted inan anti-friction bearing, in-

dicated conventionally at 10, and to the adjacent extremity of the shaft or stem is secured one end of a volute spring 11, the other end of which is secured to a cap 12 secured over the bearing 10. The sprin tends to hold the valve 2 normally open an exerts a constant torque upon the governor shaft at a given speed of the engineregardless of the load. The upper end of the cylinder 5 is in communication throu h a pipe 13 with the fuel conduit 1 at a point below the governor valve 2, and rising from the upper end or head of the cylinder is a smaller cylinder 14 which has its upper end in communication through a pipe 15 with the fuel conduit 1 at a point above the governor valve. A iston 16 of less diameter than the piston 8 ut of proper diameter to fit closely within the cylinder 14 is mounted in said cylinder and is connected rigidly with the piston 8 b a piston rod 17 as shown. In the lower en of the cylinder 5 is a breather opening 22, and above the said opening a screen or air filter 23 is secured within the cylinder.

When the engine is running under no load, the governor valve 2 is partly open and it is held in that position by the action of the spring 11. The drawing shows the pistons at the lower limit of their movement with the governor valve wide open indicating that the en ine is at rest or working under full load. ghould the speed of the engine increase, due either to reduction of load or opening of the throttle and consequent increased flow through and from the carbureter, suction through the fuel conduit is increased, and this suction also acts through the pipe 15 on the piston 16 so that it tends to lift the said piston. The suction is also communicated to the cylinder 5 through the pipe 13 and acts on the piston 8 so that it tends to lift said piston. The lifting action of the pistons, of course, swings the crank arm 6 upwardly so that the shaft or valve stem 3 is rocked and the governor valve 2 turned toward closed position, the

extent of the turning movement of the valve being proportionate to the suction created by the engine. Should the speed of the engine slacken, the suction through the fuel conduit and, consequently, the suction on both of the governor pistons would be reduced so that the spring 11 and the Weight of the pistons would then act to lower the pistons and open the governor valve to admit more gas to the en-- gine. At heavy loads, the suction on the up per smaller piston decreases, while the suction on the lower larger piston increases, ofl'setting the loss on the smaller piston and mamtaining a substantially constant balance upon the governor spring regardless of the position of the governor valve.

With governors of the suction type, as heretofore constructed, it was found that the power-line, or the line representing the increase of suction, rises very slowl for several degrees but rises very rapi y toward the extreme closing point of the valve. In

'order to balance the suction on the piston at any point of opening of the valve, under these conditions, it is necessary to employ a system the larger coils of which would cease to function as the spring was compressed but it has not been commercially feasible to produce such a spring. Our device avoids the use of cams and levers and simplifies the spring re quirements.

We have demonstrated that the suction in the chamber below the valve is of lower average power than the suction in the chamber above the valve and as one falls the other rises, and we provide a proportionately larger piston to be acted upon by the suction from below the valve thereby obtaining a nearly horizontal powerline whichcan be almost perfectly balanced by the use of a common spiral spring, the differential pressures across the valve varying so as to compensate for the change in vacuum occasioned by the operation of the valve.

Having thus described the invention, we claim:

1. The combination with a fuel conduit, and a governor valve therein, of alined cylinders disposed adjacent the fuel conduit, 1 means for establishing communication between one of said cylinders and the fuel con duit at a point below the governor valve, means for establishing communication between the upper cylinder and the fuel conduit at a point above the governor valve, pistons in the cylinders subjected to the suction through the fuel conduit,means operatively connecting the pistons with the governor valve, and yield- .able means acting on the last-mentioned means in opposition to the suction.

2. The combination with a fuel conduit, and a governor valve therein, of alined cylinders of unequal capacities disposed adjacent the conduit, pipes connecting the larger cylinder with the fuel conduit below the valve and the smaller cylinder with the conduit shaft to above the valve, pistons in the respective cylinders, and operative connections between the pistons and the governor valve.

8. The combination of a fuel conduit, a governor valve therein, a shaft carrying said valve and extending to one side of the conduit, a housing for said shaft, a cylinder connected with said housing, a lesser cylinder rising from the upper end of the first-mentioned cylinder and in communication therewith, a crank on the said shaft extending into the lower cylinder, a pitman connecting said crank with the piston in the lower cylinder, a rod connecting the pistons in the two cylinders, a pipe establishing communication between the upper end of the lower cylinder and the. fuel conduit at a point below the governor valve, a pipe establishing communi-o across the valve will vary to compensate for change in vacuum caused by operation of the valve.

tures.

FELIX E. DUNN. [L. 5.] CLAUDE W. MARTIN. [L. 5.]

In testimony whereof we afix our signa-