US2248453A - Engine governor - Google Patents

Description

July 8, 1941. FINGAR ETAL 2,248,453

ENGINE GOVERNOR Filed Sept. 30, 1939 2 Sheets-Sheet l INVENTORS Paofi/Mi'ingal' and Charles BY THEIR ATTORNEY 2 Sheets-Shegt 2 ENGINE GOVERNOR Filed Sept. 30, 19 39 R. M. FINGAR ET AL I&\\ \k\ \\2\\\\\\\\\\\ INVENT aQQfi/M andaarles T2 BY I THEIR ATTORNEY.

July 8, 1941.

Patented July 8, 1941 ENGINE GOVERNOR Ralph M. Fingar, Painted Post, and Charles Taylor, Corning, N. Y., assignors to Ingersoll- Rand Company, Jersey City, N. J., a corporation of New Jersey Application September 30, 1939, Serial No. 297,204

4 Claims.

I vention to provide a device which will prevent the engine from running at excessive speeds.

Another object is to provide an engine overspeed safety stop which is simple in construction and operates efficiently.

Still another object is to provide an engine over-speed safety stop which may be operated automatically or manually.

A still further object is to provide an engine over-speed safety stop which may be used in conjunction with a standard engine governor.

These and further objects will be apparent from the following description and drawings. In the drawings, similar numerals refer to similar parts.

Figure 1 is an elevational view of a portion of an oil engine incorporating the present invention.

Figure 2 is a view partly in section and partly in elevation of a fuel pump as shown in Fig. 1.

Figure 3 is a view in section taken along line 33 of Fig. 1.

Figure 4 is a sectional view taken along line 4-4 of Fig. 3.

The engine, generally indicated at comprises one or more cylinders 3 mounted above the crankcase 5. The cylinders 3 exhaust to a common exhaust manifold and each cylinder is provided with a fuel pump 9. As shown in Fig. 2, the fuel pumps 9 are operated by appropriate cams [I mounted on the cam shaft l3 which is shown dotted in in Fig. 1. t y

The fuel pumps 9 will not be described in detail since they form no part of the present invention and are of the standard construction of the type wherein areciprocating plunger serves to pump the fuel. The plunger is so arranged that the fuel may be by-passed from the pump to the storage space and the amount of fuel so by-passed may be regulated by rotation of the plunger.

As will be seen in Fig. 1, the pumps 9 are mounted on a base l which is itself mounted on the engine frame. The base l5, as shown in Fig. 2, is provided with a port I! over which the pump 9 is'mounted. In the lower part of the base is a second port or passage l9 to receive the bushing 2|. The push-rod 23, having a roller to engage the cam ll, extends through the bushing 2| and is adapted to reciprocate in the bushing in accordance with the movement of the cam The shoulder 21 extends beyond the outer surface of the push-rod 23 and is adapted to bear against the end of the bushing 2| and the base l5. The upper end of the push-rod is designed to contact the'pump plunger 29 and to cause it to reciprocate in order to force fuel into the cylinders. Fuel is supplied to the pump through the header 3| and to the cylinder from the pump by conduit 33. As is well known, the means of rotating the pump plunger, in order to control the amount of fuel by-passed, is a rack 35. To the outer end of the rack is attached the eye 31 which pivotally connects with the rack. The eye 31 is designed to be connected to the fuel control rod 39 which is actuated by the governor 4|.

Since the governor is of standard construction, the details thereof will not be described. The governor is mounted on the engine in a casing 43. The end of the camshaft I3 extends within this casing and has keyed thereto a gear 45. This gear may be employed to drive the governor and also to drive the device of the present invention. Extending from one wall of the casing 43 is a stationary shaft 47 on which ismounted a gear 49 and a disk 5|. The disk 5| has a passage 53 extending diametrically therethrough and through which extends the rod 55. At one end of the rod the recess-51 is formed in the disk to communicate with the passage 53 andto receive the spring 59 which is maintained therein by the washer 6| mounted on the end of the rod 55. The other end of the rod 55 carries the. weight 63 and normally rests ona flattened portion of th disk 5|. During ordinary operation of the engine the camshaft will rotate, thus causing the gear 45 to rotate the gear 49.

Unless the speed becomes excessive, the Weight 63 will rest on the disk 5| under the influence of F spring .59. Upon an increase in speed beyond a predetermined maximum, which is determined by the-adjustment ,of the tension of spring 59, the centrifugal force set up upon rotation of the gear ,Mwill cause the weight 63 to compress the spring 59 and to move outwardlyaway from the disk. Directly above the gear 49 is a lock or trigger 61 secured on the pivot 69, which is fastened on the casing 43. The trigger B! has two arms 1| and 13. The arm 1|, being designed to contact the weight 6-3 when this weight s thrown to its outwardmost position by an excessive speed. The other arm I3 has a shoulder I5 to engage the shoulder 11 on the head I9 which forms a part of the plunger 8 I.

The plunger extends through the governor casing 43 and is provided with a button 83 at a point outside of the casing. The transverse wall 95 of the casing 43 has a recess 81 in which rests the cup 89. Resting on the inside bottom wall of the cup is the spring 9I which surrounds the plunger BI. Another cup 93, which is inverted with respect to the cup 89 and slidable therein, is suitably secured to the plunger BI by the pin 95 and is designed to maintain the spring in cup 89 under compression when the plunger 8| is in its lowermost position. The plunger may be held in this position by the arm I3 of the trigger engaging the head I9 of the plunger.

To one side of the trigger is a manual push button 91 adapted to slide within the wall 99 which projects beyond the casing wall 43. The push button 91 has a small spindle IDI surrounded by the spring I93. The spring I03 tends to push the button 91 away from the casing wall but is prevented from so doing by the ring I95. From this it is apparent that, when the push button 91 is pushed to compress the spring I93, the spindle I III will strike the arm "I3 of the trigger 61. In this manner it is possible to push the trigger out of its restraining position and to permit the plunger 8| to rise under the influence of spring 9|. Likewise, the weight '63 may strike the trigger arm II and allow the plunger BI to rise.

As will be seen in Fig. 4, a lever IIII surrounds the plunger 9| and is secured to the fuel control shaft 39 by a key I 99. The governor controls the speed of the engine by the movement of the fuel control rod 39 and is, accordingly, directly connected to this rod. For this reason, the lever III is also secured to the rod 39. This lever has two horizontal arms H3 and H5. At the outer end of each arm is an adjusting screw I II provided with appropriate lock nuts. Below each adjusting screw is a stop H9 to limit the movement of the screws I I1 and their respective arms. A tie-rod I2I is pivoted on a pin I23 provided on the arm I25 of lever II I. The other end of the tie-rod extends through the pivot I21 mounted on the lever I29 which is directly connected to and movable by the governor. Between the shoulder I3I, formed on the tie-rod I2I and the pivot I21, a spring is placed and the tension of this spring may be controlled by the nuts I32.

If, for instance, the engine should speed up, the lever I29 would then move to the right, thereby moving arm I-25 of lever III toward the right. If the governor should be decreasing the speed of the engine, the said screw III on the arm II3 would strike its respective stop H 9 and thus stop further decrease in speed by the governor. Under such conditions, it appears that lever IllI, surround-ing the plunger 9|, may rock in accordance with the lever III, since they are both connected to the fuel control rod 39. In the event that the speed of the engine should exceed the speed for which the governor is set, the weight 63 will move outwardly and strike arm II of the trigger 61 thus releasing the plunger BI. Under the influence of the spring, the plunger will rise and the cup 93 will strike the lever IIII thus raising it until the adjusting screw II I on arm II5 of lever III strikes its respective stop H9. The length of the adjusting screw III is so adjusted that when it strikes its stop I I9, the fuel rod will move the racks 35 for each of the fuel pumps 9 to such a position that all of the fuel entering through the header ill will be by-passed and, since no fuel will flow to the cylinders 3, the engine will stop.

We claim:

1. In an engine, the combination of an engine speed governor, a fuel pump for each engine cylinder, a rack for each pump, a control shaft connected to the racks movable by the governor to regulate the amount of fuel supplied to the engine, a plunger, a lever on the control shaft movable by the plunger, a spring normally urging the plunger to move the lever and control shaft and render the fuel pumps inoperative, a latch to normally hold the plunger against movement by the spring, a rotor driven by the engine, a weight on the rotor, and a spring to normally restrain the weight adapted to com-press as the Weight moves out due to centrifugal force to strike the latch when the speed of the engine becomes excessive.

2. In a multicylinder engine, the combination of an engine speed governor, fuel supply means for each cylinder, means actuated by the governor to regulate the quantity of fuel supplied to each cylinder by the fuel supply means, movable means to urge the regulating means to render the fuel supply means inoperative to supply fuel to the engine, means to normally restrain the last means, means rotated by the engine, and means on the rotatable means to render the restraining means ineffective when the engine speed exceeds a predetermined maximum.

3. In an engine, the combination of an engine speed governor, a fuel pump, a fuel pump control shaft movable by the governor to regulate the amount of fuel supplied to the engine, a plunger, a lever on the fuel pump control shaft movable by the plunger, a spring normally urging the plunger to move the lever and shaft to a position rendering the engine inoperative, a catch on the plunger, a trigger to engage the catch and hold the plunger during operation of the engine, and a resiliently held weight rotated by the engine adapted to strike the trigger and release the plunger at a predetermined speed.

4. In an engine, the combination of an engine speed governor, a fuel pump for each engine cylinder, a control rack for each pump, a control shaft connecting the pump racks movable by the governor to regulate the amount of fuel supplied to the engine, a plunger, a lever on the control shaft movable by the plunger, means normally urging the plunger to move the lever and control shaft to a position to prevent the supply of fuel from the fuel pumps to the engine, restraining means to normally prevent movement of the plunger, means rotated by the engine, and means on the last means to render the restraining means ineffective at a predetermined engine speed.

RALPH M. FINGAR. CHARLES TAYLOR.

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