US1970614A

US1970614A - Governing device for internal combustion engines

Info

Publication number: US1970614A
Application number: US524022A
Authority: US
Inventors: Miller Ralph
Original assignee: Ingersoll Rand Co
Current assignee: Ingersoll Rand Co
Priority date: 1931-03-20
Filing date: 1931-03-20
Publication date: 1934-08-21
Anticipated expiration: 1951-08-21

Description

Aug. 21, 1934. I R MILLER 1,970,614

GOVERNING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed March 20. 1931 Elm 62 110 A 34 102 100 i 11/400 '3 h 108 E z I 9 B 5.9 1'

a 1 Q o L 2 9;.- 18 8. .32 .34 .94 I i i? l, v 88 16 "T f 13 ,r I v g L, J I I Q 10 86 80 78 jgo m 76 5 INVENTOR.

5, Ba] lzll'zllev. JWI J1 "W 41 H15 ATTORNEY.

Patented Aug. 21, 1934 PATENT GOVERNING DEVICE FOR INTERNAL COMBUSTION ENGINES Ralph Miller, Easton, Pa., assignor to Ingersoll- Rand Company, Jersey City, N. J., a corporation of New Jersey Application March 20,

1931, Serial No. 524,022

6 Claims. (Cl. 123140) This invention relates to internal combustion engines, but more particularly to a governing device therefor.

One object of the invention is to obtain prede- I termined engine speeds by limiting the action of the governor as desired.

Another object of the invention is to control the quantity of fuelsupplied to the engine at any speed by means of the governor.

Another object is to control the speed at any load within definite limits of variation. 7

Other objects will be in part obvious and in part pointed out hereinafter.

Referring to the drawing accompanying this ,1 specification and in which-similar charactersof reference designate corresponding parts throughout the several-views, I

Figure l is a side elevation, partly in section, of a fuel injection pump of an internal combustion engine showing the governing device in position thereon, and V Figure 2 is a fragmentary front elevation 'of a portion of the fuel pump and the governing device.

Referring more particularly to the. drawing, the fuel injection pump casing 10 is shown partly broken away to show the outlet chamber 12 in which a reciprocating plunger 14 is adapted to compress the fuel before injection into the cylinder (not shown) of the engine.

In order to convey this fuel from the outlet chamber a main supply pipe 16 is connected to the wall of the outlet chamber and the fuel is thus conveyed from the injection pump for distribution to the injection nozzles (not shown) of the engine.

In accordance with this invention, means are provided to divert a variable quantity of fuel from the outlet chamber 12 so that the fuel conveyed by the main supply pipe 16 to the engine may be varied according to the speed of the engine. To this end a by-pass chamber 18 is provided in a valve sleeve 20, which may be secured in the casing 10 to form a closure for the outlet chamber 12 and in which reciprocates a by-pass valve 22 having a head 23 controlling the inlet into the by-pass chamber 18. A by-pass pipe 24 is connected to the wall of the injection pump casing 10 and is adapted to convey fuel from the by-pass chamber 18 to a suitable filter or reservoir (not shown).

The by-pass valve 22 is adapted to be opened and closed in timed relation with the movements of the reciprocating plunger 14. The actuation of the valve is accomplished by a bypass lever 26 positioned above the valve and provided with a pin 28 normally spaced from the valve by means of the spring pressed cap 29, which, however, is adapted to be moved by the. by-pass lever into engagement with the valve and to unseat it against the pressure exerted by a spring 30 acting against the head 23 of the valve.

The by-pass lever 26 is pivoted upon a plunger 32 which is reciprocated by suitable means, such as a cam 33 driven in synchronism with the fuel injection pump plunger 14 from a suitable point, such as the crank shaft of the engine.

From the foregoing construction, it will be apparent that the movements of the reciprocating plunger 32 are transmitted to the by-pass valve 22 by means of the by-pass lever 26 and, in order to vary the extent and the duration of the opening of the by-pass valve, movable fulcrum means are employed. Accordingly, a movable'finger 34 is secured at one end to a shaft 36 which is pivoted in supports 38 extending from the'pump casing 10. The upper surface 39 of the by-pass lever 26 is preferably in the form of an arc and the shaft 36 is preferably pivoted in such position that the axis of rotation of the finger 34 is centered in said arc.

Movement of the finger 34 is accomplished by a speed governor 40 which, in this instance, is of the centrifugal type having pivoted arms carrying a pair of balls 41. The governor is driven by a bevel gear l2 meshing with a second bevel gear 44 driven through the medium of an idler gear 46 from a suitable point such as the cam shaft of the engine.

' The inner ends'of the arms of the centrifugal ball governor 40 may be provided with rollers 48 which bear upon a bearing collar 50 supported by a governor adjusting shaft 52. A head 54 is provided upon the end of the shaft 52 and interposed between the bearing collar 50 and the head 54 is a thrust race 56. The other end of the shaft 52 may be securedin a coupling 58 into the other end of which is secured a governor throttle rod 60.

Connection between the ball governor 40 and the finger 34 may be finally established by means of plates 62 secured to the throttle rod 66 at one end and having a pair of links 64 pivoted at the other end. The links 64 are preferably fixedly ecured to the shaft 36 which carries the movable finger3 i. As the governor balls 41 move outwardly upon an increase of speed of the engine and cause the shaft 52, throttle rod 60 and plate 62 to be depressed, such movement will cause rotation of the shaft 36 and therefore movement of the finger 34 along the arcuate sur-- face 39 of the by-pass lever 66.

The shaft 52 may be supported in any suitable manner and in this instance is reciprocable in a sleeve 63 carried by the governor housing 70. The sleeve 68 is provided with a head '72 seated upon the housing 70 and to this head is secured a bracket 74. The bracket '74 and sleeve 68 are preferably recessed as at 76 for the reception of a spring 78 which encircles the shaft 52. One end of the spring 78 may bear upon a retaining ring '79 in the recess '76 and the other end may abut a nut 80. The tension of the spring '78 may be adjusted by the nut 80 which threadedly engages an adjusting sleeve 82 abutting at one end the coupling 58 and a shoulder 84 on the shaft 52 at the other end. 7

Pivoted upon the bracket '74 is a control lever 86 having a projecting portion 88 to which is secured a sleeve 90. The other end of the sleeve 90 is adapted to slidably receive a control fork 92 which is constantly urged from the sleeve 90 by a spring 94 abutting a collar 90 on the control fork 92 at one end and an adjusting nut 98 threadedly engaging the sleeve 90 at the other.

The control fork 92 carries a roller 100 which engages the under surface of a segment 102. The segment 102 is secured as by the bolts 104 to a connecting member 108 which is pivoted upon a supporting arm 108 extending from the housing 70.

The other end of the segment 102 is supported by a bifurcated link 110 connected at one end to the segment 102 and to the links 64 at the other.

, It will be apparent that movement of the control lever 86, as by manual operation of rod 86', will move the control fork and roller 100 along the surface of the segment 102 and that the control fork 92 will be maintained in engagement with the segment 102 by means of the spring 94. It will also be apparent that in moving the control fork 92 along the segment 102 the compression of the spring 94 will be varied and that the greatest compression will be placed on the spring when the control fork is positioned nearest the throttle rod 60. This movement of the control fork along the segment 102 will, however, not only vary the compression of the spring 94 but will also move the segment up and down and thereby, through the medium of the links connected thereto, cause the finger 34 to move along the by-pass lever 26.

From the foregoing, it will be apparent that movement of the control lever 86 as by manual operation of rod 86 will, by reason of the variation in the spring load, serve to limit the action of the centrifugal governor and that the action of the governor may be limited at various speeds which can be of a definite rate depending upon the initial tension of the spring 94.

In the preferred form of the device, when the control fork 92 is positioned nearest the supporting arm 108, the spring 94 does not affect the position of the segment 102 which,,in this posiother hand, when the control fork is positioned nearest the throttle rod 60, the spring 94 exerts its maximum resistance to the action of the governor and will control the maximum speed of the engine. This control of the speed of the engine by changing the position of the control fork is accomplished by reason of the movable fulcrum arrangement cooperating with the by-pass lever 26 and by-pass valve 22 to divert a variable quantity of fuel from the main supply pipe 16.

The operation of the device is as follows: Assuming that the engine is running at idling speed with the control fork 92 nearest the support arm 108 and that there is no load upon the engine, the control lever 86 may now be moved downwardly to move the control fork 92 along the se ment 102 into full speed position. This movement of the control lever 92 along the segment 102 will cause the segment 102 to be raised slightly which in turn moves the links 110 upwardly and rotates the shaft 36 to move the finger 34 along the 'arcuate surface of the by-pass lever 26 towards the by-pass valve.

During these movements the plunger 32 is being reciprocated by the cam 33 and is moving the lever 26 up and down. The movement of the finger 34 changes the fulcrum of the pivoted bypass lever 26 and thus lessens the extent and the duration of the opening of the by-pass valve 22. The injection nozzles of the engine will now receive a larger supply af fuel and the engine will run at increased speed. However, as the engine speed increases, the balls 41 of the centrifugal governor 40 will move outwardly and cause the rollers 48 to exert increased pressure on the collar and pull down the shaft 52, throttie rod and segment 102 until the tension of the spring 94 overcomes this movement.

In another instance it may be assumed that the engine is running at maximum speed under load. Should this load be removed the speed of the engine will immediately increase and cause the governor balls 41 to move outwardly. This action of the governor, will, however, be immediately counteracted inasmuch as the outward movement of the governor balls 41 will cause the shaft 52, throttle rod 60 and the plates 110 to be depressed to rotate the shaft 36 and move the finger 34 along the segment away from the by-pass valve. By thus changing the fulcrum point of the by-pass lever 26, the by-pass valve 22'will be opened to a greater extent and longer duration and thus by-pass more fuel. This movement of the finger 34 will continue until the segment 102 is depressed sufficiently to cause the tension of the spring 94 to counteract and limit the action of the governor.

From the foregoing it will be apparent that simple means have been provided to obtain predetermined engine speeds by limiting the action of the governor at any desired speed and that the remaining objects of the invention have been accomplished in a simple and economical manner.

I claim:

1. In a governing device for internal combustion engines the combination of fuel supply means and'means for actuating said means, a by-pass passage through which fuel may be diverted from the engine, a by-pass valve for controlling said passage, a pivoted member for actuatingv said valve, a movable fulcrum for said pivoted member, a governor adapted to move the fulcrum for varying the quantiity of fueldiverted.

according to the speed of the engine, a pivoted segment member interposed between the fulcrum and the governor, and. a pivoted spring loaded member movable selectively into various positions along the segment memberfor limiting the action of the governor to obtain predetermined engine speeds.

2. In a governing device for internal combustion engines the combination of fuel supply means and means for actuating said means, means for diverting fuel from the engine, a governor cooperating with said fuel diverting means for varying the quantity of fuel diverted accordingto the speed of the engine, a spring loaded member interposed between the said means and the governor for limiting the action of the governor at idling speed, a pivoted segment member connected to said spring loaded member, and a pivoted spring loaded member movable selectively into various positions along the segment member for limiting the action of the governor to obtain predetermined engine speeds from said idling speed to maximum.

3. In a governing device for internal combustion engines the combination of fuel supply means and means for actuating said means, means for diverting fuel from the engine, a governor cooperating with said fuel diverting means for varyin the quantity of fuel diverted according to the speed of the eng ne, a spring loaded member interposed between the said fuel diverting means and the governor for limiting the action of the governor at idling speed, movable means on the spring loaded member for varying the compression of the spring and thereby said idling speed, a pivoted segment member connected to said spring loaded member, a pivoted spring loaded member movable selectively into various positions along the segment member for limiting the action of the governor to obtain predetermined engine speeds from said idling speed to maximum, and movable means on the pivoted spring loaded member for varying the compression of the spring and thereby said maximum speed.

In a governing device for internal combus tion engines the combination of fuel supply means and means for actuating said means, a by-pass passage through which fuel may be diverted from the engine, a by-pass valve for controllin the passage, a by-pass lever pivoted adjacent the valve, means for reciprocating the by-pass lever to open the, valve, a movable fulcrum for the by-pass lever to vary the extent and duration of the opening of the valve, linka e connected to the fulcrum, a shaft connected to the linkage, a governor adapted to move the fulcrum through the medium of the shaft and linkage, a pivoted segment member interposed between the fulcrum and the governor, and a pivoted spring loaded member movable selectively into various positions along the segment member for limiting the action of the governor to obtain predetermined engine speeds.

5. In a governing device for internal combustion engines the combination of fuel supply means and means for actuating said means, a main supply passage leading to the engine, a oy-pass passage adjacent the main supply passage through which fuel may be diverted from the engine, a by-pass valve controlling the bypass passage, means to vary the extent and duration of opening of the by-pass valve, a governor for controlling said means according to the speed of the engine, said governor operating upon an increase of speed to move said means and cause more fuel to be diverted from the engine, a pivoted member interposed between the said means and the governor, and means shiftable to various positions along said member and acting thereagainst for limiting the action of the governor when the engine reaches a predetermined speed.

6. In a governing device for internal combustion engines the combination of fuel supply means and means for actuating said means, a by-pass passage through which fuel may be diverted from the engine, a by-pass valve for controlling the passage, a by-pass lever pivoted adjacent the valve, means for reciprocating the by-pass lever to open the valve, a movable fulcrum for the by-pass lever to vary the extent and duration of the opening of the valve, linkage connected to the fulcrum, a centrifugal governor adapted to move the fulcrum through the medium of the shaft and linkage, means to drive the governor from the engine, said governor operating upon an increase of engine speed to move the fulcrum and cause more fuel to be diverted from the engine, a pivoted segment member interposed between the fulcrum and the governor, and a pivoted spring loaded member movable selectively into various positions along the segment member for limiting the action of the governor to obtain predetermined engine speeds.

RALPH MILLER.