US2047702A - Control apparatus - Google Patents

Description

July 14, 1936. pFElL 2,047,702

CONTROL APPARATUS Filed NOV. 26, 1954 2 Sheets-Sheet 1 774 INVENTOR.

15 F75. 2 BY flLFeziala'sL/s lzElL ATTORNEYS.

July 14, 1936. A. 1.. PFEIL CONTROL APPARATUS Filed NOV. 26, 1934 2 Sheets-Sheet 2 INVENTOR.

6 40550 [5.54/5 F i/ 4 BY /maa ATTORNEYi Patented July 14, 1936 UNITED STATES PATENT OFFICE CONTROL APPARATUS Alfred Leslie Pfeil, Cleveland, Ohio Application November 26, 1934, Serial No. 754,835

20 Claims.

This invention relates to an electric apparatus,

and particularly to a control means for governing the speed of a propulsion machine for an electric current generator. The illustrated embodiment 5 is particularly adapted to serve in connection with arc welding apparatus but is not necessarily limited to this use.

Apparatus of the type above outlined is already known and it is old to control the speed and power of the propulsion means in accordance with, i. e. in proportion to, the electric current used under varying conditions. The present improvement in said type of apparatus relates both to an improved arrangement for governing the motor or propulsion machine; to a new device specifically adapted for controlling an internal combustion motor in connection with generating electric current for various purposes, and still more specifically to a device for affecting the speed and/or power of the propulsion machine for an electric generator in accordance with the electric power requirement for arc welding.

The general object of the invention is to provide an electric apparatus including an electric power generator and propulsion machine therefor, wherein the power output of the propulsion machine is varied in direct proportion to the electric current requirement. e

A specific object is to provide a control for an internal combustion engine coupled with an electric generator for welding sets e. g. wherein the engine vacuum is utilized directly for quickly in= creasing the speed and power of such engine from idling speed to the desired or required speed for generating the required current.

Another object is to provide an improved control for an internal combustion engine driven electric current generating set wherein deceleration of the engine to idling speed is automati- 40 cally delayed a desired predetermined controllable period in accordance with the use of the generated current.

Another object is to provide an improved automatic control device of the type above outlined, operable in connection with either A. C. or D. C. generators.

A further object is to provide a control for the speed or power of a propulsion machine for an electric generator which will be operable electrically and electro-magnetically by the use of a very small current.

A further object is to provide a control for the propulsion machine which will not be deleteriously affected by heat emanating from the propulsion machine in case the latter is an internal combustion motor.

A further specific object is the provision, in

, an internal combustion engine driven generator set, of a simple, compact and unitary electrically 5 and pneumatically actuated control for governing the speed of the engine.

Still another object is to provide a more simple inexpensive and compact automatic control for internal combustion engine driven arc welding 10 sets.

A further object is to provide an electrically operated vacuum release for apparatus of the type described, wherein the parts are reduced to substantially a minimum number and size. 15

A further object is to provide a unitary control device for an internal combustion motor used as the propulsion means for driving an electric generator, wherein the likelihood of disarrangement of the device, due to shock or continued vibration, is materially reduced. g

The novel features of the. invention will become apparent from the following description relating to the accompanying drawings.- The essential novel characteristics are summarized in the claims.

In the drawings: Fig. 1 is a side elevation of the control apparatus mounted on an internal combustion engine, a small portion of the latter being shown; Fig. 2 is a sectional view as indicated on Fig. 1; Fig. 3 is a sectional view as indicated on Fig. 2 and Fig. 4 is an electrical and mechanical diagram showing one use for the invention.

Referring further to the drawings, 1, in Figs. 1 and 2, indicates a portionof an internal combustion engine cylinder block, the conventional intake manifold of which is shown at 2. The carburetor for such engine is conventionally shown at 3, this being connected to the intake manifold by flange pipes 4 and 5 between which a unitary valve control apparatus, designated generally it, is interposed. This, as shown, includes a valve housing or body member H with a butterfly valve i2 on a shaft 82', the central opening 53 of the housing H being aligned with the engine intake fuel ducts of the pipes 4 and 5.

The butterfly i2 is similar to the valve of the usual engine throttle mechanism. The usual carburetor, butterfly valve, control levers and control rods are not shown, and these may be connected to a conventional mechanical governor in the usual fashion for controlling the engine operating speed under load without afiecting the control unit hereof. The butterfly shaft H ex tends outwardly from the body it into a hollow frame it positioned adjacent the body it, as shown in Figs. 1 and 2 and suitably secured thereto in conventional fashion (not shown). The shaft has a gear sector it?) thereon, the teeth of which mesh with rack teeth on a sliding bar ill carrying a piston 26 in a cylinder 2 l, (to be later more fully described) the rack bar being slidably mounted in the frame iii. A suitable spring is, as shown, associated with the'sector to normally close the butterfly. This closing operation moves the bar ll! toward the left. (Fig. 2). As shown, the spring it surrounds a hub formation on the body it and bears at one end against the stop it, the opposite end of the spring being secured in suitable fashion as at 08" (Fig. 3) to the gear sector.

As shown in Figs. 2 and 4, suitable means are provided to adjustably limit the closing movement of the valve l2 to regulate the motor idling speed; this means, as shown, comprising a screw Ha adapted to engage the piston 2t, the screw being threaded into a flange portion [15' of the frame 05, the flange forming an end wall of the cylinder 2i above mentioned.

The cylinder for the piston 2b is part of a body member 22 attached to the housing l l, as by suitable bolts 23, one being shown in Fig. 2. The right hand end (Fig. 2) of the cylinder 2t is arranged for connection by suitable passages with the suction side of the engine, so that engine vacuum opens the butterfly valve $12.

It will be seen from the drawings, particularly Fig. 2, that the necessary vacuum passages are compactly formed in or rigidly mounted on the body members it and 22 thereby obviating the necessity for separate tubes and couplings such as ordinarily used and which are necessarily expensive and subject to leakage and breakdown due to crystallization of the metals composing them under continued stresses set up by the unavoidable vibrations of the engine. The vacuum connections between the cylinder 2!! and the fuel intake passage of the motor are arranged as follows:

Further referring to Fig. 2, the body it has a short bore 25, in one end of which is mounted a short tube 26 (position further indicated in Fig. 1) having its open end lying within the fuel passage to the motor, said open end being directed toward the intake manifold as illustrated. The disposition of the tube 26 is such that passage of air and vaporized fuel from the carburetor to the intake manifold constantly tends to evacuate the bore 25. Aligned with and in sealed relation to the bore 25 is another bore 21, the right hand end of which, as shown may be conically formed to provide a valve seat 21. The seat is normally closed by engine vacuum operating on a freely axially movable valve plug 28 supported as will be presently described, the plug having at its inner (left hand) end a valve seating surface complementary to the seat 21'.

Leading from the seat surface 21' to the cylinder 2| adjacent the outer (right hand) face of the piston is a small duct 30 which is normally closed by the plug 28 when the plug closes the bore 21, but which, when the plug is withdrawn from its seat, opens communication between the engine intake passage l3 etc. and the cylinder 2| through bores 25, 21 and 30, whereupon the bar I! is withdrawn with respect to the butterfly shaft, the sector thus opening the butterfly valve.

The valve plug 28 is the armature of a solenoid 3|, the latter being tightly sealed in a cylindrical ac avoa enlarged space 32 at the outer end of the body member 22. At least a portion of the plug is therefore made of soft iron. The plug, as shown, has free sliding clearance in a suitable tube 33 forming the center of the solenoid til, the tube tlhaving at its outer end a short pipe 3% with an axial bore forming an air inlet, that is, communicating with the outside atmosphere. When the plug is withdrawn from its seat by the action of the solenoid the outer end of the plug seals this air inlet as illustrated in Fig, 2. A suitable arrangement of cap for supporting the outer end of the pipe 2 5 and suitable electric terminals for the extremities of the solenoid winding is shown at This cap also preferably supports an air cleaning body of suitable material as at 3% for removing foreign matter from outside air admitted to the inlet pipe 3 3. The air cleaner may comprise any materials conventionally used for this purpose.

The air inlet pipe is communicated with the outer end of the cylinder 2!], partly through the plug clearance of the tube and partly through a duct 38, 38' communicating the cylinder 21! with the enlarged space 32. This duct 32, 38' is controllably restricted as by a needle valve it so that air from the pipe 3& is admitted to the cylinder 20 at the desired'speed to delay the return movement of the piston in its operation of closing the butterfly valve and slowing down the motor to idling speed as will be later more fully described.

The manner in which the solenoid 3i is energized will be more fully explained in connection with Fig. 4, but it will be noted that when the plug is in the position shown in Fig. 2 cutting off the air inlet 34, engine vacuum is directly communicated with the cylinder 2i through passages 25, 2'17 and till and the valve is opened quickly; maximum engine speed being thereby quickly attained. On the other hand, when electric current is cut off from the solenoid 3 l, engine vacuum immediately acts through the plug 28 to close both the passages 2'! and 3t and simultaneously to open the right hand end of the cylinder 2i to the outside atmosphere through the pipe 34 etc. and controllable duct 38. The simplicity of the arrangement whereby a single member (28) functions as the plunger of the solenoid, the atmosphere shutoff and inlet valve and the vacuum release and shutoff valve is to be particularly noted. The restriction, needle valve 40 e. g., in the duct 38 necessary to accomplish the desired slow return movement of the piston to close the butterfly valve may be set after adjustment by a lock nut 4|.

One of the reasons for the success of this device is that even though the unitary device is fairly close to the hot exhaust manifold or in an atmosphere of very warm air or other gases prevailing near internal combustion engines, the unitary device is exceedingly cold especially at the Y valve body ll due to the heat absorption effect of fuel vapor mixture as it expands into the intake manifold. The unitary metallic assembly of the device herein shown and described permits this heat absorption characteristic to quickly withdraw losses with consequent saving in coil cost and increase in coil effectiveness; '(b) the cylinder wall contacting material of the piston 20 is not subject to disintegrating effects of heat and hence has longer life with uniform performance ,due to retaining its original qualities; and (c) the lubricating film on the inside of the cylinder wall 2| retains its lubricating qualities for a long period without attention. 1

Referring now to the electric diagram, Fig. 4. wherein an exemplary use on a direct current arc welding set is diagrammatically shown, 50 indicates conventionally agenerator which it is assumed is driven by the internal combustion motor e. g. through any suitable coupling. The generator may have a series field 53 connected therewith through a main lead 52, a commutating field 54 and a series inductive stabilizing device 55. The series inductive stabilizing device is in any event an inductive winding, which may take the form of an auxiliary stabilizing inductive field winding inside of the generator, or an inductive winding in series with but externally of the generator itself. The work to be welded indicated at W may be connected as by a line 5| to one side of the generator and the electrode or welding wire E to 55 as by a line 51.

The solenoid coil 3|, in order that this may be made very small and operate without being apq preciably heated, is connected in shunt arrange= ment with one or more of the windings at, ill and 55, and the solenoid 3i initially operates to draw the plug valve 28 into the coil by reason of the relatively large surge of current due to the inductive drop which occurs across the winding to which the solenoid is connected, upon the establishment of the welding circuit e. g. through said winding or windings, and. the solenoid continues to retain the plug 28 by reason of the small current due principally to the impedance voltage drop across the coil or coils 535 etc. In arc welding, an impedance voltage drop occurs sumciently constantly to maintain the solenoid in operation due to constant fluctuations in the arc circuit caused by drops of metal crossing the arc and creating in the neighborhood of 900 to 1500 show circuits per minute. The plug til, (in event oi using the apparatus for arc welding) is also maintained by the solenoid in withdrawn position by inductive drop across the inductive winding, due to the ragged characteristics of the current, so long as the welding arc is maintained. As shown, one terminal of the solenoid is connected, as through line 58, with the lead 52 from the generator, and the other terminal (as shown in full lines) to the line bl, as by line til. Alternatively, said other terminal of the solenoid may be connected, as by line 59a (shown in brolren lines) across only the series field or, by line iltlh (similarly shown) across the commutating field. The actual connections of the solenoid ti with the welding e. g. current depends upon the impedance drop afiorded by the selective inductive windings and the design of the coil 30.

It will be seen that whenever the electrode E is applied to the work a high inductive drop occurs across the windings 53, 5t and 55, due to the rapid rise of welding current or rapid rate of increase of current (and magnetic flux proportional thereto) through said windings and, since the solenoid 3! is shunted across one or a selected combination of these windings, a sudden surge of will then flow through the solenoid 3 I, the plug 28 will be released from the pull of the solenoid, and the engine vacuum will immediately return the plug to initially seated position and the cylinder 2| will be again communicated with the air inlet tube 34 to relieve the vacuum therein. However,

since the air passage 38 is greatly restricted, air from the tube 34 will slowly leak into the outer end of the cylinder 2| and the plunger will be very gradually withdrawn by the spring l8 to a position such that the throttle valve l2 will be moved to the idling adjustment determined by the setting of the screw Ila. Thus, while the engine will begin to slow down immediately upon disruption of the welding arc, the engine will nevertheless be kept up to nearly maximum speed for an appreciable time such that if the welding arc is brolren only for a period of a few seconds while the operator adjusts the electrode and then the arc is reestablished, there will be no appreciable slowing down of the engine from full current generating speed.

In someinstances it is desirable to regulate the acceleration of the engine, in which case a reservoir (not shown) may be connected with the passage at the position indicated at St", Fig. 2, which reservoir as well as the cylinder 2 i, when filled with air at atmospheric pressure, must be evacuated through the passages to, ill etc. before the valve 52 is opened to full motor speed position. The capacity or the reservoir is determined by the maximum acceleration delay desired and the delaying action may be regulated by any suitable valve operating to restrict or close the passage from the reservoir to the cylindertfl. Acceleration might also be controlled for more gradual operation by adjustably restricting the passages 25, 2'17 or till e. g, say in the manner oi controlling the passage til for engine slow down delay. v

in the case of providing such reservoir in connection with-say the passage 38', a longer delay would ordinarily obtain before the engine slows down, upon rupture of the welding e. g. circuit, because the reservoir will also be subject to englue vacuum during load speed of the engine and part of the air admitted through the passage 3i! will pass into the reservoir. Accordingly, the needle valve is adjusted for less restriction of the passage 8D for a given slow down delay when such reservoir is used in open counication with the piston cylinder.

In view of the above description it is apparent that the apparatus is not limited in use to any particular held of worlr, such as arc welding for example. Moreover, its use is not limited to direct current generating apparatus. In case the generator is a. 0. (not illustrated) the coil 3i be connected across a small inductance in the generator line (not illustrated).

In general, the apparatus and modifications oi the se are useful wherever it is desired to drive the propulsion means of an electric generator at one speed for one condition of load and to drive the propulsion means at another or different speeds for other or different conditions of may be in series with the generator line or may load. The generated current may be used to drive motors or to perform practically any other function that may be performed electrically. I

I claim:

I. In an electric apparatus, an electrical generator, a propulsion apparatus for the same, a means operable by an effect created by the motivating cause of conveyance of input to said propulsion'apparatus to accelerate said propulsion apparatus and an electrically operable means connected electrically with the output circuit of said electrical apparatus and actuating the aforesaid means upon establishment or disestablishment of the said output circuit,

2. In an electric apparatus, an electric generator, a propulsion apparatus for the same, means operated by an effect created in proportion to the rate of conveyance of input to said propulsion apparatus, said means, upon actuation, being adapted and arranged to accelerate the propulsion apparatus, and electrically operable means connected electrically with the output circuit of said electric generator, the last named means being arranged to actuate the first named means consequent upon a predetermined change in the condition of the output circuit.

3. In an electric apparatus, an electric generator, an interal combustion engine for driving the same, means operable by engine vacuum to initiate acceleration or the engine, and electrically operable means electrically connected with the output circuit of the generator, said last named means being arranged to actuate the aforesaid means upon a predetermined change in the electrical condition of said output circuit.

4. In electric apparatus, an electric current generator, an internal combustion engine for driving the same, means operable by engine vacuum to initiate acceleration of the engine, and electrically operable means electrically connected. with the output circuit and actuating the aforesaid means upon establishment of the output circuit.

5. In an electrlcalapparatus, an electrical generator, an inductive coil connected with the output circuit of the generator, a propulsion apparatus for the generator and means for accelerating or decelerating the same, said means being operated by the motivating cause of conveyance of input to the propulsion means, an electromagnetically operable device arranged to initiate the operation of the aforesaid means, said device being electrically connected in shunt relation with said. inductive coil and being operated by the inductive drop thereacross when the output circuit is established.

6. In an electrical apparatus, an electric generator, an inductive means forming part of the generator windings connected with the output circuit or said generator, an interal combustion engine for driving the generator, a valve for controlling the speed of the engine, engine vacuum operated means to operate the valve to accelerate the engine, and an electro-magnet arranged to actuate the valve operating means, the magnet being electrically connected with the said output circuit in shunt relation with said inductive means and being operatedby the inductive drop thereacross when the output circuit is established.

7. In an electric apparatus, an electric generator, an internal combustion engine for driving the generator, means operated by engine vacuum arranged to accelerate the engine, said means including a passage normally subjected to said engine vacuum and a valve controlling said passage to render said means eflectlve, an elec- Y tric solenoid arranged to actuate the valve, said generator having a series field in the output circuit thereof and the solenoid being connected in shunt relation with said field.

8. In an electrical apparatus, an electric generator and output circuit including inductive means, an internal combustion engine for driving the generator, control means responsive to engine vacuum to accelerate the engine, electrically operable means connected with the output circuit in shunt relation to the inductive means, and means whereby the electrically operable means renders the control means initially operative.

9. In an electric arc welding apparatus of the type comprising a welding current generator and weding circuit including inductive means and an internal combustion engine for driving the generator, the combination therewith of control means responsive to engine vacuum to accelerate the engine and electrically. operable means connected with the welding circuit in shunt relation to the inductive means, said electrically operable means rendering the control means initially I operative upon'establishment oi the welding arc.

10. In an electrical apparatus, an electric generator having an output circuit, an internal combustion engine for driving the generator, a vaporized fuel inlet for the engine and a valve for corn trolling said inlet, means actuated by engine vacuum arranged to operate the valve to control the engine, said lastnamed means including a passage from said means to a portion of said inlet, avacuum control valve to normally seal said passage, electrica ly operable means electrically connected with the output circuit and cooperating with the valve to unseal the passage on a predetermined condition of'the output clr cult, and means for admitting air to said vacuum operated means under sufficient pressure to relieve the vacuum, the vacuum control valve automatically blocking the air admitting means when unsealing said passage as aforesaid and opening said air admitting means when in the passage sealing position.

11. In an electrical apparatus, an electric generator, an internal combustion engine for driving the generator, said engine having a conduit forming a vaporized fuel inlet passage between the carburetor and combustion space of the engine, a valve controlling said passage to govern the speed of the engine, a piston and cylinder unit, the piston being operatively connected with the valve, duct means to communicate thecylinder with the fuel inlet passage in such manner that engine vacuum operates the piston in a direction to open the valve to accelerate the engine, electrically operable means connected with the output circuit of the generator and operated by a change 12. In an electrical apparatus, an electric generator, an internal combustion engine for driving the same, said engine having a conduit forming a fuel inlet passage, a vacuum operated device and means associated therewith to control the speed of the engine, said device comprising a unitary metal body having the necessary fluid passages to render the device operative pneumatically, formed substantially entirely therein in compact arrangement, said passages including a duct communicating with the said fuel passage, and electrically responsive means arranged to render the device initially operative, said means including an electromagnet connected with the output circuit of the generator and operated by a predetermined change in the condition of said circuit.

13. The combination with a generator, an

- engine for driving the generator, and a control mechanism actuated by a mechanical energy cffeet created by the engine for accelerating and decelerating the engine, of means operated in response to increases in the generator output to directly associate said mechanism and energy effect for accelerating the engine, and operated in response to a reduction or cessation of output Sit by the propulsion device, control means for controlling the application of said energy to the mechanism, means operable consequent upon establishment of the output circuit to initially actuate said control means for operatively associat ing said mechanism directly with said energy effect, said second named means operating consequent upon the maintenance of normal how of current in the circuit to maintain said association,

said control mechanism operating to quickly accelerate the propulsion device wheninitially associated and maintaining the accelerated speed during continuance of said association, said control means operating consequent upon a predetermined reduction of the flow of current in tlie output circuit below normal to initiate disasscciation of said energy, effect and mechanism after said initiation, whereby said mechanism may gradually decelerate the propulsion device.

15. In an electrical apparatus, a generator, an engine for driving the generator and for creating a difierential in fluid pressure effect at a given source, control means operable by a differential in fluid pressure to accelerate the engine, and means "operated by an increase in the generator output to initiate direct operative association of said control means and pressure source for accelerating said engine and operated by a continuance of generator output to maintain said direct association.

16. In an electric apparatus, an electric cur- I rent generator having an output circuit, a power device for driving the generator, means to accelerate and decelerate the power device including means acting with substantially constant force tending to effect deceleration, electromagnetically operable means connected to the output circuit and acting on the firstnamed means toinitiate the accelerating operation thereof when the circuit is closed and to render the constant force means eifective'to decelerate the power device when the circuit is opened, and pneumatically operated means acting in opposition to the constant force means to retard the decelerating operation.

17. In an electric apparatus, an electric current generator having an output circuit. a power device for driving the generator, means to accelerate and decelerate the power device including constantly acting means tending to effectdeceleration, electromagnetically operable means connected to the output circuit and acting on the first-named means to initiate thevaccelerating operation thereof when the circuit is closed and to render the constantly acting means effective to decelerate the power device when the circuit is opened, and means initiated in its operation by the electromagnetically operable means during its said operation on opening the circuit to retard the decelerating operation.

18. In an electric apparatus, an electric current generator having an output circuit, an internal combustion engine for driving the generator, a valve controlling fuel feed to the motor, means constantly tending to close the valve, a pneumatically operable device connected to the suction side of the engine arranged to open the valve, electromagnetically operable means connected to the output circuit and arranged to initiate and maintain operation of the pneumatically operable device whenever the said circuit is closed and to render the same inoperative when the circuit is opened, and means actuated by the electromagnetically operable means during its said to actuate said control means in a manner to accelerate the engine, said vacuum operated means having a pneumatic connection with the suction side of the engine, a control valve for saidvacuum operated means, an electro-magnet operatively connected with the valve to open the same when energized and render the vacuum operated means effective to perform the aforesaid function, said valve being automatically returned to closed position by said engine vacuum when the electro magnet is deenergized.

20. In apparatus of the class described, an

internal combustion engine, a fuel introduction conduit therefor and speed control valve in the conduit, vacuum operated mechanism to control the valve to move the same from engine idling position to load position, ,electromagnetically operable means to initiate op'eration'of the vacuum operated mechanism and an adjustment device associated with said mechanism to vary the idling speed of the engine.

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