US2147196A - Pump operating mechanism governor - Google Patents

Description

c. H. Fox" Feb. 14, 1939 PUMP OPERATING MECHANISM GOVERNOR Filed Dec. 9, 1955 3 Sheets-Sheet l INVENTOR CHHELE'S FOX. L,

ATTORN EYS.

Feb. 14-, 193 c. H. M ,1 1,1

PUMP OPERATING MECHANISM GOVERNOR Filed Dec. 9, 1955 3 Sheets-Sheet 2 III I l'llllllm HIT III III |I|l 9 v INVENTOR c/weuzs H,- FOX.

ATTORNE Feb. 14, 1939. c. H. FOX

PUMP OPERATING MECHANISM GOVERNOR Filed Dec. 9, 1935 S Sheets-Sheet 3 M F N W mm m II III: i 3: :L \m C 75': ii .ll 11. a KWW WW h IF! Q w l NN ATTORNEYS.

Patented Feb. 14, 1939 UNITED STATES PATENT OFFICE PUMP OPERATING MECHANISM GOVERNOR Application December 9, 1935, Serial No. 53,607

7 Claims.

It is an object to provide a device that is actuated by and promptly responds to variations in pump pressure, to regulate the engine speed in accordance with the pressure of a speed responsive pump.

It is an object to provide a mechanism in which the visible effect of the changes in pump pressure may be noted by observing the changing positions of the ratchet wheel, which is allied with the throttle provided for operating the pump.

It is an object to provide an arrangement by which an increase in pump pressure will slow down the engine and it thereupon becomes necessary for the operator to readjust the speed of the engine and to readjust the control device to suit the altered condition.

Referring to the drawings:

Figure l is a horizontal section on the line i-I of Figure 2.

Figure 2 is a front elevation of the control.

Figure 3 is an end elevation of the control.

Figure 4 is an end elevation of the ratchet plunger.

Figure 5 is a detailed View of the actuating ratchet plunger.

Figure 6 is a diagrammatic view of the arrangement of governor, throttle handle and ratchet, and carburetor.

Figure 7 is an enlarged detail view, in section, of structure shown in Figure 6.

Referring to the drawings in detail, I is a casing forming a cylinder 2, one end of which is formed as a part of the solid casting 3, save for a passageway 4 for the piston rod 5. The other end of the cylinder 2 is closed by the detachable head 5 retained in position by the screw bolts 1. An adjustable stop 8 projects through the head 5 into the cylinder 2 for engaging the piston 9 on the piston rod 5. A helical spring I0 is located within the cylinder 2, around the piston rod 5 and between the piston 9 and the end 3 of the cylinder. vided in either end of the spring.

Piston 9 is provided with a number of cutaway portions as at 9a, forming a scalloped face. The

spring support II fits loosely within the cylinder I. This makes it possible for the pressure to get behind the piston head 9 and force the piston with its piston rod 5 to the right hand against the spring I 0. As the pressure varies due to the passage of fluid from the pipe 29 into the cylinder 2 and out the passageway 30, the position of the piston 9 and piston rod 5 respectively will vary.

The effective area of the left side of the piston 9 (as seen in Figure 1) is greater than the efiec- Suitable spring supports I I are protive area of the opposite side of the piston 9 by an amount equal to the cross sectional area of the piston rod 5. Therefore, the force exerted (at any time) by the fluid is greater on the left side of the piston 9. However, the force exerted in the opposite direction by the spring Ill balances this excess in force exerted by the fluid when the mechanism is in equilibrium. When, due to rise in fluid pressure, the excess force is increased to a value greater than the spring 4, the piston rod 5 will move to the right a predetermined amount, depending upon the value of the excess force which is resisted by the spring ID. The spring I0 is governed by Hookes law.

The piston rod 5 extends out of the cylinder through the Wall 3 of the passageway 4 and terminates in a rack I2. This piston rod is provided with a packing I3 and packing gland I4.

The rack I2 engages with a sleeved pinion I5 on which is mounted a ratchet IT. The sleeve 26 is supported within a bearing sleeve I8 formed on one end of the cylinder I. There is loosely mounted within the pinion I5, sleeve I6 and ratchet IT a throttle shaft I9. This throttle shaft has fixed to its outer end a lever 20 having a handle 2i and a pair of spaced dogs 22 which are adapted to engage with the stop 23 carried on the end of the cylinder I. The handle 20 is provided with a pawl 24 pivoted to it at 25. The pawl is actuated by its own pawl handle 26.

The shaft I9 is held in position by the collar 27 engaging with the bracket 28.

The engine throttle is connected to the shaft I9. The pressure side of the pump 30a is connected to the pipe 29. The inlet side of the pump is connected to the line 30.

The rod I9, as will be seen more specifically in Figure 6, is connected to a lever 3I that in turn is pivotally connected to the link 32. This link 32 is connected to the lever 33 that controls the butterfly valve 34 of the carburetor 35 attached to the engine that is driving the pump which supplies the hydraulic fluid to the cylinder I. 35a designates an engine controlled by the carburetor 35. This engine drives the pump 30a, which is connected by pipes 29 and 30 on the high or pressure and low or inlet sides respectively of the pump to the governor cylinder 2.

The pipes 29 and 35 are preferably of such different diameters as to produce fluid pressure for operating the mechanism disclosed (Fig. 2). However, it may be desirable, where such is not the case, to utilize check means such as 30b in the pipe 38 to accomplish the same purpose (Fig. 6). The details of this means are shown in Figure 7, wherein the check means comprises a disk 31 having a reduced orifice 31a and interposed between ends of the pipe 3|]. The ends of pipe 30 are clampingly secured to the disk by clamping members 38 which are secured together by bolts 39 and nuts 40.

The spring 36 tends to close the valve 34 and move the lever 33, link 32 and lever 3| with the rod l9. Thus the spring tends to shut oif the gas and throttle the engine to reduce its speed. This also tends to move the lever 20 with its handle 2| and pawl 24 towards the left hand to close the throttle. The movement of this lever 20 and its handle 2| to the right hand against the resistance of the spring 36 will open the throttle.

While the governor mechanism has been illustrated as applied to an auxiliary speed responsive pump, it is to be understood that said governor is susceptible of application to a main or primary pump. As an alternative use of the device in connection with the main load pump, it will be possible with this apparatus to manually adjust the engine to the desired speed to accomplish the desired pressure and to thereafter set the relationship between the throttle and the pressureoperated piston and piston rod, and upon the building up of any excess pressure, to reduce the engine speed automatically to maintain the desired pressure.

The pipe 29 is connected to the high or pressure side of the pump and the line 3H is connected to the suction or low side of the pump.

Method of operation The operator grasps the handle 2! and pawl finger piece 25, lifting the pawl 24 out of engagement with the ratchet II. He holds the handle 2| in such a position as to open the throttle or butterfly valve 34 to such an extent as to cause the engine to pump the fluid to a predetermined pressure desired. This pressure will move the piston rod 5 with the rack l2 so as to actuate the pinion i5 and ratchet II to a predetermined point. Assuming that this is the pressure desired, the pawl 24 is dropped into engagement with the ratchet and the throttle will remain open at the point so fixed as long as the pressure continues at the point so fixed.

If the pressure starts to build up and to exceed the point fixed, it will move the piston rod 5 to the right hand and thereby move the ratchet I! and lever 20 connected to the rod l9 so as to throttle the engine, reduce its speed, and thereby reduce the pressure from the pump because the pump is driven by the engine. When the pressure decreases, the spring [0 will cause the rack l2 to travel to the left hand, thereby causing the ratchet H to engage with the pawl 24 and open the throttle.

Any increase of pump pressure on the hydraulic ram of the governor causes the ratchet I! to back away, that is, the upper half of the ratchet moves to the left and by force of the spring tension of the spring 36,. the throttle lever 28 with its handle 2| follows up and reduces the flow of gas at the carburetor. The governor spring need not be especially calibrated, nor does the operation entail screw adjustments to adapt the device for varying degrees of pump pressure. In accelerating, the throttle lever must be brought to the desired position and held there just long enough for the hydraulic ram to adjust itself to the pressure. This response is as quick as that of the needle on the pressure gauge. Then the pawl is put into engagement with the ratchet and the adjustment is made. This results in setting the device to a given pressure, and if, from any cause, the pressure is raised, the effect is to cut off the gas before any damage results. The governor must be engaged in order to maintain the throttle lever in the position which corresponds to the pressure required. It must be engaged in order to hold the throttle open. It cannot carry the throttle wider open upon increase of pressure because the ratchet travelling counterclockwise will merely slip beneath the pawl 24.

It will be understood that I desire to comprehend within my invention such modifications as may be necessary to adapt it to varying conditions and uses.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In engine speed controlling mechanism, a cylinder connected to receive fluid pressure proportional to engine speed, a piston and piston rod in said cylinder movable in one direction by the pressure of the fluid and in the other direction by a spring, a spring, a ratchet connected to the piston rod, a throttle valve detachably attached to said ratchet, and yielding means tending to close said throttle valve whereby the piston and piston rod may move with the ratchet in one direction independent of the throttle valve, and when moving in the other direction, will move with the throttle valve to close it.

2. In engine speed controlling mechanism, a cylinder connected to receive fluid pressure proportional to engine speed, a piston and piston rod therein, said piston rod having a rack on the outer end thereof; a spring normally tending to move said piston and piston rod in one direction while the fluid pressure is arranged to move the piston and piston rod in the other direction; a ratchet and pinion actuated by said rack; an engine throttle means tending to move in one direction; an actuating handle therefor for setting said throttle; and a pawl carried thereby for engaging said ratchet.

3. In engine speed controlling mechanism, a hydraulically actuated rack, actuated by pressure from a pump, a pump, a ratchet connected thereto for rotation thereby, a throttle lever, a pawl pivotally mounted on said throttle lever for engaging with said ratchet, a throttle connected to said lever, and yielding means tending to close said throttle and move said lever whereby the engagement of the pawl with the ratchet will prevent the closing of the throttle and. the increase of pressure will move the ratchet, whereby the pawl under the force of the yielding means may follow the ratchet to close the throttle.

4. In engine speed controlling mechanism, a ratchet, a hydraulically actuated means for adjusting said ratchet; a lever; a pawl connected to said lever and adapted to engage with said ratchet so that the ratchet is free to move independently of the pawl in one direction and with the pawl and lever in the other direction, yielding means to maintain said pawl in engagement with the ratchet, and means for controlling the fluid pressure connected to said lever whereby an increaseof pressure will cause the pawl to allow the lever to move to reduce the pressure so that the pressure will be maintained at a pre determined point.

5. In engine speed controlling mechanism, an engine, said engine having a throttle, yielding means for normally closing said throttle and a hand control for opening said throttle, a ratchet and pawl for maintaining said hand throttle adjusting means in a predetermined open position, and means connected to said engine adapted to actuate said ratchet and hand control means to permit the yielding means to close the throttle when the engine speed has resulted in sufficiently actuating the ratchet means in a direction to move the hand throttle.

6. In engine speed controlling mechanism, a cylinder having a bracket and sleeve and connected to receive fluid pressure, a piston and piston rod in said cylinder, the piston being cut away to permit the fluid pressure delivered to the cylinder to get behind the piston to move it in one direction, yielding means for moving the piston and piston rod in the other direction, a rack connected to the piston rod, a pinion mounted on a sleeve in the first mentioned sleeve and in engagement with said rack, a throttle rod mounted in the second sleeve, a handle mounted on said rod, a ratchet mounted on the second sleeve adjacent said handle, a pawl mounted on said handle engaging said ratchet detachably, yielding means for moving said handle in one direction to engage the pawl with the ratchet, a stop, and means on either side of said stop mounted on said handle to limit the movement of the handle in either direction.

7. A fluid pressure operator for a throttle comprising a cylinder and. a piston within the cylinder, a piston rod connected to said piston and adapted to be moved in one direction by a spring, a spring, a ratchet connected to the piston rod, a member to be connected to a throttle valve and said ratchet, and yielding means tending to close said throttle valve, whereby the piston and piston rod may move with the ratchet in one direction independent of said member, and when moved in the other direction will move with the member to close the throttle valve.

CHARLES H. FOX.

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