US2213196A - Compressor - Google Patents

Description

Sept 3, 194054 `w. F. BAVRTHoLoMEw 2,213,196

COMPRESSOR Filed April 16, 1958 3 Sheets-Sheet l j 3031 956,15 6 *y f.

y Ad /01 M01- any.

Sept.3. 1940 w. F. BARTHoLoMEw COMPRESSOR Filed April 1/6, :.938

5 Sheets-Sheet 2' any ' Sept- 3, 1940n w. F. BARTHoLoMEw 2,213,196

- coMPREssoR Filed April 16, 1958 s sheets-sheet s V f y mail Illu x i (Il) uu im :5 .e0 'yf 60 W AYP/ Q9 AMM; Ah any.

* engine builders, particularly on iive or ten-ton proved control for an engine and aplurality of de- 10 2li truck engines includes a butterfly valve governed controlled throttle. Yet a further object is to 25 raieniedsept, 1940 fr 2,213,196

UNITED STATES PATENT vorricE COMPRESSOR Warren F. Bartholomew, Michigan City, Ind., assignor to Sullivan Machinery Company, a corporation of Massachusetts Application April 16, 1938, Serial No. 202,378

9 Claims. (Cl. 180-53) My invention relates to motor-driven coma Similar. problem, and my invention, in its pressors, and more particularly to motor-driven broader aspects, includes all such installations in l compressors of the portable self-propelled type. which its feature of altered governing with change 'lhe mountmg of compressors upon motorin driven instrumentality occurs.l 5 driven trucks and the driving of these com- It is an object of my invention to provide an 5 pressors by the truck engines, provide a piece of improved control for an engine which drives alterequipment which meets a variety of needs. In nately a compressor and another device calling providing such equipment, a problem has been for a different speed of engine operation. It is found to exist due to the-'fact that the truck anotherobject of my inventiontoprovide animti'ucks, provide an automatic speedregulating devices alternatively, driven thereby, for altering the vice on the engine carburetor which limits the regulation of the engine upon change in the drive road speed ofthe 'truck to a definite value by from one to another of said devices. It is a limiting the engine speed, This governed engine further object of the invention to provide an imspeed is frequently too high for the desired'com` proved portable compressor having a driving 15 pressor speed, and the expedient of providing a engine which also provides the power for transseco'nd governor which may be cut in to regulate port purposes and which has controlling means. the speed of the engine when the latter is driving establishing a normal full speed for the latter the compressor, is precIuded in many instances purposes in excess 0f desirable compressor speeds,

2o by lack of available space and at times by the and to providefor concurrent adjustments of the 20 impossibility of effecting the necessary recontrolling means with transfers of the drive from arrangement of parts due to complications of COIDDIBSSOI' t0 truck Wheels and Vice Versa- Stm mechanism. Y another object of the invention is to pro- A very common type of governing device for vide an improved control for an intake-vacuum by the vacuum in the engine intake and designed provide an improved controlling means for an to be moved in a closing direction by increased engine transmission and for the governor of the intake vacuum and to be opened, as by a spring. engine driving the transmission. Other objects I have found that by providing suitable means in and advantages of the invention will hereinafter associationwith the governor of the truck engine appear. 30 itis possible'to increase the responsiveness of the In the accompanying drawings, in which, for governor to factors\which vary with the engine purposes of illustration, one form which the inspeed, and to provide for the effecting of this invention may assume iri practice has been shown:

, creased responsiveness upon a transfer of the Fig. 1 is a longitudinal sectional view through a drive of the engine from the truck wheels to the truck, showing the engine, the compressor and a 35 compressor. For example, the responsiveness of portion of the transmission and power take-oil.

a speed-responsive governor can be changed by l Fig. 2 is an enlarged 'central horizontal section providing for a diminished resistance to the mothrough the power take-olf, approximately on the tion of the centrifugally actuated weight or plane 0f the section line 2 2 0f Fig, 1.

40 Weights upon the establishment of driving con- Fig. 3 is a fragmentary View on an enlarged 40 nections for the compressor' and in a preferred scale, showing a portion of the control for the embodiment of the invention, in'which the same power 15936-05 and the engine governor. is incorporated in a system utilizing a yacuum- Fig 4 is a side View, with parts removed, of a controlled throttle of the type above menno-ned `portion of the governor in the position occupied means may be provided to increase the respond i uring compressor drive. slveness to vacuum changes by providing for the 5 d. end View of a portion subtraction of resistance to butterfly valve closure Flg' 15 9' correspon .mg upon establishing compressor driving connections, of the gofemol: mechamsm' and to increase Such resistance upon transfer of El@ 6 1s a' VeW'corresPfndmg to Fig' 4 Shw" the drive to the truck wheels. Desirably, connecing the governor 1n PQSlt'lon for road operatlfm' 50 tions may be made so that the shifting of the Fig. 7 iS aVeW Corresponding to Fig. 5., Showing v drive will be automatically attended by thc change an end of the governor mechanism adJusted for in responsiveness of the governor. It will be aproad operation. parent that a common engine drive lfor a com; Fig. 8 isa vertical sectional view through the pressor and any other apparatus may give rise to governor, showing details of construction. 55

Fig. 9 is a top view of the governor. disconnected from the engine intake.

Fig. 10 is a view seen from the end of the governor, which corresponds to the lower end of Fig. 9 of the governor mechanism.

Fig. 11 is a vertical section on the line of Fig. 9, showing the governor parts in full road speed position.

Fig. 12 is a similar view showing a position of the governor for f ull compressor drive speed Fig. 13 is a fragmentary section on the plane of the line |5-I3 of Fig. 12.

Referring to the drawings, Fig. 1 will be observed to show a portion of the truck body, generally designated l, a truck-driving engine 2, and a compressor 3 carried by the truck body. The split drive shaft, composed of sections 4, 5, 5, is driven through any suitable mechanism by the engine 2. It will be noted that the shaft section 4 is connected with the shaft section 5 by a universal joint 1, and that the shaft sections 5 and 5 may be connected together by mechanism withinA the split-shaft power-take-off device, which is generally designated 5. The shaft section 5, which is suitably journaledwithin a bearing 9, is maintained coaxial with the shaft section 5 by a bearing mounted within the enlarged end I2 on the shaft portion 5, and carries a sleeve I3 which has fixed thereto a power drive-off pulley |4 of the multi-V-belt type. The sleeve |5 is journaled at I5 within the casing l5 of the power take-off mechanism and has clutch teeth l1 formed on its rearward end, adapted for engagement by clutch teeth i5 on a sliding clutch member |9 splined, as at 20, to the rearward end of the shaft section 5. The member I5 carries other teeth 2| adapted to mesh with clutch teeth 22 on the headed portion i2 on the shaft section 5. The shaft section 5 is journaled in bearings 24 supported within the casing 5 in the rearward end of the power take-01T. A shipper device 25 is movable by a rod 25 and has a portion 21 engaging in an annular groove 25 in the clutch element I5. Operating means for the rod 25 includes a cross connection 25 and a longitudinally extending operating rod connected to the lower end 5| of a pivoted operating lever 32 having a handle 33 by means of which shifting of the clutch shipper can be effected. The rod 25 carries three grooves 55, 35 and 31 adapted to coact with any suitable type of detent means (not shown) and respectively to hold the parts in position for driving the truck wheels, in the neutral position shown, and in position for driving the sleeve I3 and drive pulley |4. A multiple v belt is provided at 35 to transmit rotation to the ily-wheel and drive pulley 35 of the compressor 3.

The engine 2 is herein of the internal combustion type and provided with a carburetor 4|, with a suitable conventional throttle valve 42 designed to be opened 'and closed manually to control the quantity of fuel mixture drawn into the intake manifold of the engine', with a governor valve mechanism between the throttle and the engine intake manifold, and a connection 44 opening into the intake manifold 45 of the engine. The construction of the governor lvalve mechanism 43 is, in the main, not my invention. It includes an oscillatable valve mechanism 45 for throttling the intake passageway 41 leadingto the intake .manifold of the engine when the engine reaches a predetermined desired maximum speed.Q The valve mechanism 45 is mounted upon an oscillating shaft 45 which carries, at

one end thereof, an inertia member 55. A spring 5I is connected to a pin 52 carried by this lnertia member 55, through a slotted eye member 53, and the Iopposite end of the spring is secured to a second threaded and eyed member 54. The member 54 is engaged by a pin 55 mounted in a slotted portion 55 of an adjusting block 51 mounted to reciprocate in guides 55 and 58, which may desirably be formed integral with a housing 55.

To enable the performance of the desired objects, I have provided modified and additional controlling means as follows: The block 51 is formed with a tapped bore 5|, and in this I have threaded a special adjusting screw 52 formed at the end of a rotatable adjusting rod or shaft 53 having a knurled handle 54. A flat 55 is provided upon the side of the rod 53 so that after adjustlment has been made4 a holding screw 55 may be screwed in and prevent rotation of the rod 55 and a change in the spring tension. The tension of spring 5| normally urges the inertia member towards a position such as is shown in Fig. 6, and an adjustable abutment screw 51 is provided v to-limit movement of the inertia member in a direction opposite to that in which the spring acts, thereby to vary the distance of movement of the valve mechanism 45 toward its closed position. Surrounding the outer end of the rod 53 I have provided a threaded sleeve welded to a portion of the governor case. This sleeve is provided with diametrically opposite slots 55 and a pair of nuts 10 and 1| may be adjusted along the sleeve to vary the depth to which an element may move within the slots 59. A head 12, herein shown with diametrically opposite V- shaped projections 13, is secured in any suitable manner, as by welding, to a sleeve 14 surrounding the rod 53 and extending within the bore of the stationary threaded sleeve 55. An arm 15 is suitably secured to the head 12 and may be turned about the axis of the sleeve 14 by means hereinafter described. The operating means for the arm 15 includes a Bowden wire 55 leading to the lower end of a pivoted lever arm 5| (Fig. 3) swingable about a pivot pin 52 carried by the truck frame. Stops 55 and 54 in the form of adjustable abutment screws are provided to limit the range of swing of the arm 5|. A rod 55, pivotally connected at 55 to the lever 32, carries stop collars 51 and 55 between which a pair of springs 55 and 55 are arranged; and these springs'engage the opposite sides of a rotatable pin 5| carried by the lever arm 5| and traversed by an opening 52 through which the rod 55 extends. The springs 55 and 55 operate on the opposite sides of the pin 5|.

Referring again to the governor valve mechanism 43, it will be noted that the position of the valve mechanism 45 is controllable automatically by the engine vacuum. Mounted on the casing of the mechanism 43 as shown most clearly in Fig. 11 is a cylinder 52 containing a reciprocating piston 53. Secured to this piston is a plunger 54 -`guided in a bore 55 formed in a sleeve integral with the casingl of the cylinder 52. Ihis plunger engages the valve mechanism 45. A spring 55 surrounding the plunger acts on the piston to urge it to the right in Fig. 11. A passage 51 connects the cylinder at the right handksidev of the piston to atmosphere, through an air filter 55.`

'I'he plunger 54 has an axial passage 55 connecting the cylinder at the left hand side of the piston with the intake passage of the engine. When a vacuum is created within the engine intake e present are both the arm arm 15 to move V -shaped projections 13 to travel up the slopes of,

amaioe passage, piston 9J is reduced through thepressure conditions within the engine intake passage 41. Patent No. 2,081,825, granted May 2,5, 1937, to W. E. Liebing et a discloses in greater detail those constructional features which I have modied and supplemented to provide the illustrative embodiment of the invention.

It will be evident lthat the automatic throttle governor and the manual control for the throttle both act to control the valve mechanism 46 and mounted onl the casing of the mecha- In this instance and 1 94 are arranged in relation at the opposite sides of thegovernor valve casing. It will be evident that various other arrangementsA may be resorted to and in certain constructions Ythe control rod and plunger nism 43. the plunger might even operate separate governor valves instead of the single Avalve shown. Also the improved manualr control may be associated with other types of The mode of n means will be clearly. lapparent from tion given.

Now, it will be evident that moving the handle 33 of the lever 32 into the full-line position shown in Fi'g. 3 will result in a s ifting of the clutch element I9 (Fig. 2) to eiIect engagement between the teeth I1 and I6; also, it will result in a swinging of the lever .8| to the position shown in full lines in Fig. 3, with a corresponding movement, through the Bowden wire 80, of the lever arm 1 to the position shown in Fig. 5. This position of 15 brings the V-shaped projections 1 into such relation to the sleeve 68v that there is a bodily movement of the adjusting rod 63 and screw 62 to the right as viewed in Fig. 8, thus permitting the sliding block 56 also to move to the right, and the tension of the spring I tobe reduced, with the result that the inertia member 50 is permitted to move to the position shown in Fig. 4 and the governor valve 46 is caused to more `a certain distance 'in the closing direction. It will be appreciated that the spring 5| will continuously maintain the knurled handle 64 on'the rod 63 againstthe surface of the lever arm 15, and that rotation of the lever arm 15 from the in Figs. 4 and 5 to that shown in Figs. 6 and '1 will cause the V -shaped projections 13 to climb 69 and rest upon the rearward end of the sleeve 66, thereby increasing the tension of the spring 5|.. On the other hand, shifting the lever arm 15 from the position shown in Fig. 'I to that shown in Fig. 5 willmreduce the tension of the spring 5|. When the handle 360i the control lever 32 isrnoved to the dotted-line position shown in Fig. 3, the clutch element I9 will be moved to connect the shaft sections 5 and 6 and to interrupt compressor drive; and the higher engine speed desiredfor road operation will be provided, since the corresponding movement of the lever 32 to the dotted-line position in Fig.- 3 will, through the Bowden wire, cause the lever operation of my improved control the descripthe slots 68. and thus to effect a movement of the rod 63 and screw 62 and sliding block 56 to the left, increasing the tension of the spring 5| and engine for opening the governor valve 46 leading to the engine intake to a greater degree. From the foregoing description it will be apparent that I have provided an improved means for adjusting a governing valve; that I have provided improved means for actuating aid adjusting means to cause an adjustment of speed in accordance with the load which the engine is caused to drive. It will further be evident that I have provided an improved portable compressor outfit-having improved means for changing the load upon the engine from transport to compressor drive, and concurrently and in the same operation changing the governor o f the engine so that the latter will automatically provide a lower maximum speed duringr compressor drive than during transport. It will also be evident that the changing of the engine governor from road operating conditions to compressor operating conditions, automatically occurs whenever the operator shifts the control lever for the clutch which connects or disconnects the compressor drive, so that the proper engine Vcontrol and the most effective engine speed are at yall times obtained.

While there is in described one form which the invention may assume in practice, it will be understood that this form of the same is illustration and that the invention may be modified and embodied in various other forms without departing from its spirit or the scope of the appended claims.

What I claim as new and desire to secure by Letters Patent is:

I. In combination, a portable base having a drive shaft rotatable to effect propulsion of said base, anengine supported by said portable base, a compressor said portable base, a governor means for selectively transmitting base or to the compressor gine, and means for automatically changing the adjustment of said governor to regulate the maximum engine speed in accordance with the mechanism driven thereby.

2. In combination, a portable base having aA drive shaft rotatable to eiect propulsion of said base, a compressor supported by said portable base, an engine said portable hase, means for selectively co driving relation with said compressor or drive shaft, for simultaneously changing the driving connection of said engine and automatically altering the operation of said governor.

3. In combination, pelling' means, an engine mounted on said base and having governing means, means adapted to be driven by said engine and mounted on said base, means for selectively connecting said base propelling means and said driven means to said engine for driving thereby, and means for automatically changing the adjustment of said governing means to regulate the maximum engine speed in accordance with the particularmeans driven by said engine.

4. In combination, a portable base having propelling means, an engine mounted on said base and having governing means, means adapted to be driven by saidengine and mounted on said base, means for selectively connecting said base propelling means and said driven means to said driving thereby and including a man-` ualicontrol lelement for controlling the connecsaid shown for purposesA of` engine f in a portable base having proggg f said d s Changinperated peiling means, an engi and having governing 10 be driven by said en means or said driven means, and th multaneousiy changing the conne eresponsiveness of said conatically altertrolling means to vacuum variations in accord- 15 ance with the change in position of said governor

Images