US2290797A

US2290797A - Universal governor

Info

Publication number: US2290797A
Application number: US306653A
Authority: US
Inventors: Walter E Benjamin
Original assignee: PIERCE GOVERNOR Co
Current assignee: PIERCE GOVERNOR Co
Priority date: 1939-11-29
Filing date: 1939-11-29
Publication date: 1942-07-21
Anticipated expiration: 1959-07-21

Description

July 21, 1942. w! E. BENJAMIN UNIVERSAL GOVERNOR Filed Nov. 29, 1939 3 Sheets-Sheet l INVENTOR.

14 191727? ..BE/VJfl/1//. BY f I AgoRNEYa I .July 21, 1942.

w. E. BENJAMIN UNIVERSAU GOVERNOR Filed Nov. 29, 1939 3 Sheets-Sheet 2 INVENTOR. W/u rm f. .BE/VJfl/Vl/V.

A ORNEYJ.

m l IVVI/ I! Ill/ll) July '21, 1942. w. E. BENJAMQQ 2,290,797

UNIVERSAL GOVERNGR Filed Nov. 29, 1939 3 Sheets-Sheet 3 1 N VEN TOR. W52 75/? 1:. BENJflM/N.

Patented July 21, 1942 UNIVERSAL GOVERNOR Walter E. Benjamin, Anderson, Ind., assignor to Pierce Governor Company, Anderson, Ind., a

corporation Application November 29, 1939, Serial No. 306,653

20 Claims.

This invention relates to an engine governor and the engine may be of internal combustion character or of Diesel type. Herein the same is represented an disclosed as applied to a Diesel engine construction.

Diesel engines are now employed for not only stationary practice but also for automotive practic.

The chief criticism for automotive practice is that normally manual throttle operation of a Diesel engine as a part of automotive equipment, if governed, entails an enormous exertion on the part of the operator.

The present invention seeks to eliminate this objection so that governed Diesel engine power may be utilized in automotive practice with substantially the same ease of effort as is now the case with internal combustion engine practice.

This invention as hereinafter set forth, is a multi-purpose solution. It may be employed for the automotive type of control, the constant speed type of control or a variable speed type of control.

As herein disclosed, the governor is associated with an engine rotatable, centrifugally operable mechanism substantially of the character now generally employed or the same may be of special character, the former being suitably modified as hereinafter pointed out and the latter being illustrated herein.

It is to .be borne in mind, however, that the range of movement of the centrifugally operable mechanism which is the source of power for governor operation for control purposes, should be sufiicient for the purposes set forth hereinafter.

tures being common to the Diesel industry at this date so that no further description of the same is believed necessary herein, it being understood that movement of the shaft longitudinally in one direction insures increased fuel supply by the pump to the engine cylinders and movement of the shaft in the opposite direction insures a diminishing supply until the shaft reaches the limit of its movement in that direction, which coresponds to the cutoff or full stop position and wherein no fuel is supplied to the cylinders by said pump. It might be parenthetically inserted that one pump of this general character is the well known Bosch type fuel pump for a Diesel engine and the same includes at least one pumping element for each cylinder of the Diesel engine, the supply from these elements to the several cylinders being simultaneously and similarly regulated by the control or pump rack shaft.

When this governor is incorporated in an automotive arrangement, including a Diesel engine, the governor permits full use of the normal throttle lever between low or curb idle speed and road speeds without encountering any weight pressures of the governor at any one of the intermediate speeds, thereby relieving the operator of the vehicle of the excessive strain or effort heretofore required to control an automotive arrangement provided with a governed Diesel engine. 1

Other objects and features of the invention will be set forth more fully hereinafter.

The full nature of the invention will be understood from the accompanying drawings and the following description and claims:

The governor herein disclosed is capable of gov---- erning while idling over quite a range of speeds and under full load is capable of governing over a wide range of speeds and can control .engine operation to a predetermined high speed. This In the drawings, Fig. 1 is an elevational view of the embodiment of a centrifugal assembly of a governor structure, said view being quarter sectioned to governor can be so adjusted that as hereinbefore suggested, it will properly function for this type of control and furthermore by the .addition or removal of certain of the parts and the utilization of other parts inherent to the general com-- bination herein disclosed, the governor may be.

readily adapted to anyone of the several modifications initially mentioned hereinbefore.

When the governor is applied to a Diesel installation of stationary type, there may be provided a stop arrangement for completely cutting off the show certain parts in detail.

Fig. -2 is a similar view taken at right angles to Fig. 1.

Fig. 3 is an enlarged elevational View of the governor assembly proper applied to a Diesel fuel pump, the cover of the governor housing being removed to expose the operative parts of the governor mechanism proper, the centrifugal assembly being omitted.

Fig. 3A is a top plan view of the torsional sprint-throttle connection.

Fig. 4 is an end View of the governor mechanism shown in Fig. 3 and looking toward the left in said figure.

Fig. 5 is a similar view of the governor structure looking toward the right in Fig. 3, the rack shaft drive, et cetera, as well as the fuel pump being omitted.

Fig. 6 is a sectional view through the drive connecting portion of the governor assembly showing wherein and how the power for operating the centrifugal mechanism, not shown in Figs. 3 to 5, inclusive, may be obtained from the fuel pump power, the details of the drive or connection between the fuel pump drive and the weight assembly drive being intentionally omitted since the same may be of any conventional character suitable for the purpose.

Fig. 7 is a view similar to Fig. 3 and of a modified form of the invention, this being the preferred form.

Fig. 8 is a view more or less diagrammatic of the invention shown in Fig. '7, showing the parts in the position corresponding to that when the motor is not running, the fuel metering shaft or rack shaft of the fuel pump being shown in the full load position and the speed control lever being shown in the idling position.

Fig. 9 is a similar view illustrating the position of the parts when the motor is acceleratin in speed, the speed control lever being shown in the sharply advanced position, the fuel metering shaft or rack shaft to the fuel pump having been advanced to full throttle position.

Fig. 10 is a view similar to Figs. 8 and 9 except the parts are illustrated in a position corresponding to when the motor is running at the low idle speed.

Fig. 11 is a similar view of the same parts showing the speed control lever fully advanced, the fuel metering shaft or pump rack shaft under governor control at top motor speed and in this position the pump rack shaft can be moved at will between the low idle position and the top governed idle position by means of the throttle or speed control lever, the governor weight energy of the weight assembly having overcome the preloaded spring energy and the rock shaft having been moved to its maximum counterclockwise position.

Before proceeding to a description of the governor mechanism per se, reference is had to Figs. 1 and 2 hereof, wherein there is disclosed one form of centrifugal operable mechanism. In these figures the numeral I indicates a shaft driven by the engine and at a speed corresponding to or proportional to the engine and if desired, the shaft III may be connected to the engine rotatable shaft inherent in a Diesel fuel pump of the character described.

In Figs. 1 and 2 a base or central body element II is pinned to the shaft III as at I2. A pair of low speed weights I3 are pivotally supported on shafts I4 mounted in ears on the body II. The low speed weights I3 have the sleeve engaging portions I5 and the tails I6.

At right angles to the diametrically positioned low speed weights I3 are the high speed weights I! also pivotally supported on shafts I8 which are mounted in ears carried by the body portion II and these high speed weights have the sleeve engaging portions I 9 and the tails 20. The body portion II is provided with diametrically positioned stops 2| engageable by the tails I6 and also is provided in transverse relation with the stop portions 22 engageable by the tails 20. The sleeve 23 is capable of rotation as well as sliding movement on the shaft I0.

It includes an enlarged lower portion or collar formation 24 which is engaged at all times by the portions I9 and during a portion of the time by the portions I5 of the respective high and low speed weights I1 and I3. The opposite end of the sleeve is provided with a collar 25 and the extended portion 23a rotatably supports a portion of an anti-friction bearing structure 23, the face 23a of which is normally engaged by the two arm portions 21 of a straddling lever 28 carried by or rigid with a rock shaft 29. This rock shaft is the main power shaft, as it were, of the governor and it is to be noted that there is a load spring associated therewith as hereinafter pointed out and which normally constrains the lever portion 21a into contact with the face 26a so that as the sleeve is moved longitudinally on shaft I0, the shaft 29 is correspondingly rocked and when the sleeve is returned toward its original position by the load spring, the shaft 29 correspondingly returns therewith.

The operation of this form of weight structure may be briefly set forth as follows:

When the engine speed attains a predetermined speed, such as the idling speed or low idle, the high and low speed weights have moved outwardly on their respective pivots and the portions I5 and I9 have moved the thrust sleeve in accordance with the outward movement of said weights until the weights I3 engage by means of tails I6 .the stop portions 2|. This amount of sleeve movement is approximately This constitutes the low speed control position. If the engine continues to accelerate or race at a speed higher than the low speed rate, the weights I3 have no further outward movement but weights I! continue their outward movement under such additional centrifugal force incident to such increase of speed rotation. As a result, the portions I9 cause the sleeve 23 to continue its longitudinal movement for another /i". In other words, the weights I! are effective throughout the /2" range of movement of the sleeve whereas weights I3 are effective only for the initial 14" movement of said sleeve. This is one form of weight structure or centrifugal assembly suitable or adapted for power supply to the governor mechanism proper, hereinafter to be described.

Another form of weight structure is a simple Z-Weight or fiyball assembly utilizing but a pair of like weights, such as weights II, it being remember that weights I! are effective throughout the entire range of sleeve movement. In this respect this last mentioned centrifugal arrangement or flyball assembly is conventional to all fiyball assembly arrangements except the range of longitudinal movement is doubled and instead of the conventiontal governor, or more especially the fiyball assembly thereof having a range of movement of but A", which is now standard practice, the range of movement is so that this fiyball assembly is effective at what corresponds to low idle engine speeds as well as high speeds.

This pair of weights serves a dual purpose. First, they operate through the low idle range on the first half of the total sleeve movement and secondly, they operate through the high or top governing range on the second or remaining half of sleeve movement. It will be seen by the above in this form the weights must have approximately twice the normal movement as compared with standard governor weights, it, of course, being understood that in both forms of fiyball assemblies the governor weights are revolved in the conventional manner and that the weight R. P. M. is in direct relation to the motor R. P. M.

at all times, being driven either directly from the motor at motor speed or through a reduction drive or being driven indirectly from the motor through the fuel pump drive and thus proportional to the motor speed at all times.

Both forms of flyball assemblies previously described, have been suitable for instant governor operation, although the form illustrated and initially described herein in certain instances has certain advantages over the other and second form of the invention described.

It will be recalled that rock shaft 29 is the governor power shaft. In other words, the governor control arrangement is actuated in response to the movement of this shaft. Herein in the several figures it may be assumed that the rock shaft of the governor structure per se is the same as the shaft 29 herein illustrated in Figs. 1 and 2. If desired, however, whenever it is essential or necessary by reason of clearance, accessory adjustments, et cetera, this rock shaft may through a lever and linkage arrangement operate another rock shaft and such movement will be proportional to the movement of rock shaft 29. The other rock shaft in that event will be the governor rock shaft. As stated herein, this rock shaft 29 is extended herein so as to be directly incorporated in the governor structure per se.

Reference now will be had to Figs. 3 to 6, inclusive, wherein one embodiment ofthe invention is illustrated. This embodiment of the invention permits the full use of the throttle lever between low or curb idle speed and road speeds without encountering any weight pressures at any speed when the invention is used in .conjunction with the manually operable throttle more particularly in automotive applications wherein a Diesel engine is the source of power.

It may be here stated that the embodiment illustrated in the aforesaid figures is the first form of the inventiondeveloped and while satisfactory for many purposes and applications, it is not universally satisfactory as is the subsequent form of the invention shown in Fig. 7 and the other figures sequentially thereof.

It is to be understood that Figs. 4, 5 and 6 do constitute a representation of the basic form of the invention shown in .Fig. 7 except as otherwise noted.

In Figs. 3 to 6 inclusive, the numeral 36 indicates the fuel pump for a Diesel engine and the numeral 3! indicates the so-called pump or rack shaft thereof, which when moved in the direction of the arrow, moves to the full load positionin other words, supplies the .maximum amount of fuel to the engine cylinders and when moved to the leftsee Fig. 3-reduces the amount of fuel supplied to the engine or entirely cuts ofi the amount of fuel thereby stopping the engine, when maximum movement to the left has been effected.

Fig. 6 illustrates a drive structure interposed between the governor and the fuel pump operating mechanism and the gear 32 is the power member for the weight assembly previously described.

In Fig. 5 it will be noted that the casting 33 includes the opening 34 for pump shaft accommodation, the opening 35 being for the power application accommodation. Secured to this casting is the housing 36 provided with a suitable drain as at 31 in the event it is desired to enclose the mechanism completely or partially and submerge the same in lubricant. The flyball assembly .or weight mechanism is housed in the portion which is generally indicated by the numeral 38 and the power, as stated, is derived from the gear 32. Herein the numeral 29 indicates the main rocker shaft.

When the flyball weights start to expand, the shaft 29 rotates counterclockwise-see Fig. 3- andiif dual pairs of weights are employed, the second set of weights becomes effective to continue the counterclockwise rotation of shaft 29 the additional amount or distance incident to the expansion movement of the second set of weights or in the single pair of weight application incident to the continued separation or expansion movement of the single pair of weights. As before state, this rock shaft is the source of power for the governor.

The lever 39 is the master lever and is rigid with said shaft 29 as indicated at 40. Lever 39 includes the extension 4! and includes the lateral offset portion 42 in this form of the invention, this "offset portion being omittedin the form of the invention shown in Fig. '7. Loosely mounted on the shaft '29 to the extent that it may independently rotate with reference to the shaft, is a lever 63. This is of full floating character so far as shaft 29 is concerned. The lever 39 includes an adjustable pickup in the form of bolt 44 and lock nut '45. An adjusting bolt '48, locked by nut 41 and carried by the lever 39, controls the position of the floating lever 43. The lever 39 also mounts an eye member 68 with an elongated threaded body portion 49 which is adjusted relative to the body portion of the lever as by the lock nuts 50. This forms a spring eye adjustment to assist in adjusting the idle position of the governor for idle running of the engine. The lever 39 supports the oppositely projecting stud .51.

The floating lever 43, before mentioned, is held in position by the'spring 52 which is connected to said floating lever at the ear 53a, the other end of the spring in thi form of the invention being connected to the lateral offset portion 42 of lever 39. This spring tends to hold the floating lever 43 against the adjustable stop 49 of the lever 39. When the position of the floating lever 43 is changed, the spring 52 is extended and such position change can be affected up to the point where the downwardly extending contact portion 53 of lever 33 is in direct contact with the adjustable member '44 carried by lever 39.

The so-called idling speed adjusting spring is indicated by the numeral 54 and one end 55 is secured to the eye 48 carried by the lever 39. The otherend of the spring 55 is carried by the eye 51 which has an elongated threaded extension 53 and the same mounts a nut 59 for adjustment purposes. Interposed between the casting or housing 36 and the shoulder 51a. is a spring 69.

The main or high speed spring assembly adjustment includes a yoke 6| including parallel slots 92 therein in which ride the oppositely projecting ends of the stud 5|. The opposite end of the yoke 6i has anchored, as at 63, to its one end of a main spring 64, the other end being similarly anchored to a member 65. This member 65 is axially threaded to receive an elongated threaded member 66, the position of which is'adjusted or locked by the nut 51'. 69 extends into the spring and engages portion .98 of the member Bl when the main spring is compressed. The other end 69 of the member 66 lies between theears 10 of the member H and The member=v the two members are pivotally connected together as at I2. This member II is elongated and exteriorly threaded as at I3 and nuts I4 and 175 are secured thereto on opposite sides of the housing 36, as shown.

When the spring holders 65 and 63 are screwed into the coils of the spring 64, the aforesaid changes the rate of the spring by decreasing the number of operating coils of said spring. Similarly unscrewing these members increases the number of operating coils or turns of said spring 6d. screwing the member 66 into the member E35 and against the stop 68 will determine the amount of preloading that is desired on the main spring 64. The adjustment I3 places the entire spring assembly in proper adjustment in relation to the stud in the elongated slots 62 in the spring holder 63.

The floating lever 43 is herein shown attached to the pump control through suitable linkage. Herein a pair of links I8 is secured by pin TI to the upper end of the lever 43 and are positioned at opposite sides thereof. In like manner, these links at the opposite ends are connected to the end I8 of the pump rack shaft 3| and secured thereto as at I9.

There also is shown in Fig. 3 a speed control or throttle lever 80 to which the accelerator structure may be connected. Also, there is illustrated a shut-off lever 8|. These are shown mounted on the shafts 83 and am, respectively. Lever 89 is pinned to shaft 83 at 84. Inte-riorly shaft 83 mounts collar 88 pinned thereto as at 85. The shut-01f lever 8| operates an arm 82, carried by shaft 8Ia, which moves lever 43, links I6 and rack rod 3| to cut-01f position.

A torsional spring or spring 85, see Figs. 3 and 3A, is interposed between the throttle lever 80 and the floating lever 43. This spring includes a spring strap that is connected with slip-fit arrangement to pin 81 on a collar 88. The opposite end of said torsional spring is anchored as at 89 by surrounding pin 90 carried by the lever 43. Levers 89 and BI, as shown in Figs. 4 and 5, are exteriorly mounted with respect to casting 36.

The operation of this form of the invention is substantially as follows:

Starting with a dead motor, the idling spring 54 holds the weights closed when the motor is not running. This constitutes a wide open throttle on the pump. Therefore, this device starts a motor with a wide open pump, or full throttle. This is desirable. When the motor starts to run and comes up to idling or low idle speed, the Weights I3 and spring 54 through the lever 39 and the lever 43. During the idling period, the spring 52 causes the

levers

39 and 43 to act as a single unit. It must be understood that during this idling period the speed change lever 80 is in a position somewhat near the shut-off position shown in dotted lines.

As the lever 80 is moved toward a full load position, the torsional spring 85 picks up the lever 43 and moves it towards a wide open pump position. In doing so, it extends the small spring 52. As the motor speed increases, the idling weights I3 go out against the stops 2| and the weights I'i follow them out to the same distance. The weights are automatically stopped at this point because of the fact the stud 5I has moved with the lever 39 until it just contacts the other end of the elongated slots 62 in yoke BI. The weights I'I being much lighter in mass than weights I3, there must be a considerable increase of R. P. M. before these weights can overcome the load im- II expand against the idling.

posed on the spring 64 by means of adjustment of bolt 66 through spring holder 65. When the R. P. M. is built up to this point and weight energy overcomes the spring energy, the lever 39 moves still further under the influence of weights I1 and the adjustment 44 picks up the lever 43 and starts to shut ofi or govern the pump. Now, it will be seen that at any point between the low idle and the high governed idle, the rack shaft 3| of the pump 30 can be moved at will and manually from one position to another position Without working against any weight pressures at all. It will be also seen that when the governor is under the influence of the high speed weights H, the only spring pressures encountered will be the spring 85 which need only be enough to overcom the spring 52.

Reference now will be had to Fig. '7 particularly with reference to structural details and Figs. 8 to 11, inclusive, for operation details, the latter being shown more or less diagrammatically illustrated in view of the detailed illustration of the parts and their construction in Fig. '7. Whenever and wherever possible in Fig. '7, numerals of the 100 series similar to numerals of the primary series will indicate parts in Fig. 7 similar or identical to those in Fig. 3 and which the primary series of numerals correspondingly indicate in Fig. 3. Proper explanation accompanying any change in form or location of said parts in Fig. 7, as compared to the corresponding parts illustrated in Fig. 3 will be recited also in detail. The form of the invention illustrated in Fig. 7 is very similar to that illustrated in Fig. 3. It is noted the preferred form, Fig. '7, is capable of operating at much higher engine speeds with perfect satisfaction, whereas the form of the invention shown in Fig. 3 was capable of operating with perfect satisfaction at low engine speeds but did not produce the desired perfect results at high engine speeds; hence, the preferance stated.

The chief distinction in Fig. '7 is that the small coil spring, previously interconnected between the lever 39 and the floating lever 43, in this form of the invention, is not connected to the lever secured to therock shaft but is secured to the governor case at one end, and, of course, is secured at its opposite end to the floating lever. Furthermore, this form of the invention is capable of modification to easily transform the same into a variable speed governor by the addition of another spring to which reference will be had hereinafter.

More particularly, it is to be observed that the spring I52 herein which is connected at I53a to the floating lever I43, has its opposite end connected to the eye I42a of the adjustable anchorage I42, the same being locked in adjusted position by the nut I93, the throttle member extending through the casting for that purpose.

Thus shut-off lever IBI in this form of the invention is shown carried externally on the shaft I8Ib that extends through the governor casing. lnteriorly of the casing, there is rigidly secured, as at IBIa, on said shaft IBIb, a depending portion I82 that terminates in a lateral portion ISZa. This lateral portion is adapted to engage the right hand edge of the floating lever I43 in order to force the floating lever counterclockwise, thus forcing the links IIE to the left and the rack shaft I3I to the left therewith. This is in cutoff direction. The dotted line position shows the cutoif position of the shut-off lever I8I The full line position shows the shut.- off lever I8I ineffective for control of the pump rack shaft I3 I.

The full line representation of the lever or throttle I80 shows said lever in the wide open trated the following additions and modifications:

Shaft I83 has pinned thereto as at I93 a lever arm I9I having an eye portion I92 therein at itsouter end. One elongated angular end I94 of a spring I95 is secured therein. The other angular end of this spring, and indicated by the numeral I96,

is seated in the aperture or eye formation I8"! as an integral part of the stop I44. These constitute the only changes required to make the governor an all-purpose governor.

It will be noted the idlingspring I54 is adjustable for regulation at I48 and for speed at I58. The main spring I64 is associated with one spring load adjusting member I66 and a spring assembly positioned adjusting member I73. By referring to the previous description for the, form of the invention shown in Fig. 3, the arrangement of the other parts shown in Fig. 7 will be obvious.

Operation as an automotive governor When the governor shown in Fig. 7 is to be used in an automotive set-up, the spring I95 is not utilized. Of course, the arm I9I. may be included or omitted and it, is not necessary that member I9'I-I44 be an adjustable eye construction. It may be an ordinary. bolt as shown. in Fig. 3. Fig. 7 represents the position of the parts when the motor is not running. This same position is illustrated in Fig. 8. The idling spring I54 then is holding the metering shaft I3I in full throttle position by means of the lever I39, spring eye I49, adjusting bolt I45, minor spring I52 and floating lever I43 through the linkage I16.

When the motor is started and is running at 5 an idling speed, of say 400 R. P. M., the levers I39 and I43 act as an integral unit, shutting off the fuel and only allowing sufficient fuel to operate the motor at the idling speed. This position of the parts is illustrated in Fig. 10. When the levers I39 and I43 have moved counterclockwise to the low idling position, it will be noted the stud or pin I5I has taken a position in the opposite end of the slots I62 in yoke member I6I see more particularly Fig. 7 and compare with. Fig. 10. The movement of this pin in these slots in the spring holder I63 is equivalent to the first half of the weight lift or travel of the second form of weight assembly described, or that portion of the weight lift or sleeve travel accomplished by the weights I3 and H in the centrifugal assembly shown in Figs. 1 and 2. This is necessary to accomplish a satisfactory low idle control.

At low speeds, the levers I39 and I43 cannot advance beyond the position which is allowed or provided for by the slots I62 in the member I6I, because of the preloading of the main spring I64 in the main spring assembly, this preloading being obtained by means of the member I56 and:

its positioning being adjusted by means of the member I13. It will be seen this main spring assembly, including the parts last mentioned, is also an adjustable weight stop inasmuch as it prevents the weights of the centrifugal assembly .from further functioning until top motor speed is attained. This statement refers to the second form of weight assembly described but not illustrated.

While the motor is idling, the speed-change lever I is positioned, as indicated by the dotted lines in Fig. 7 and this also is shown in Fig. 10. When this control lever is in such position, the torsional spring or spring I is not functioningthat is, it is not effective for fuel control.

When the throttle lever I88 is moved counterclockwise or to the position shown by the solid lines in Fig. 7, the torsional spring I85 forces the floating lever I43 to full throttle position, working against the energy exerted by the spring I52. At this point the lower end I53 of the lever I43 contacts the adjusting screw I44 and is restricted from further relative movement.

The motor now will. start to speed up due to full throttle being applied and will continue to accelerate until the governor Weights of the centrifugal assembly develop enough energy to overcome the preloading, especially in the spring assembly including the main spring I54. The stud or pin I5I then extends the spring I54 and governing again is accomplished at the top engine speed for which the several springs, et cetera, are adjusted.

It will thus be seen that by this arrangement the operator has full control of the fuel metering shaft position while the motor is running and at all positions from low idle speed to top governor speed, at which latter point the governor automatically takes over the engine control from the operator.

It also will be noted the only pressure required on the throttle lever I80 to maintain top speed of the engine is that required to overcome the energy includedin the small spring I52.

Full range governing vehicle governor In this type of operation, the spring I interposed between the throttle lever and lever I39 is employed. However, the torsional spring or spring I85 is removed. Also, the main load spring structure is removed. The levers I39 and I43 are solidly connected together by running up the adjustments I46 and I44. The idling spring I52 may or may not be employed, depending upon the requirement for operation. The small spring I52 is also removed.

With these changes, it will be observed that any movement of the throttle lever in a clockwise direction will extend the spring I95, forcing the lever I39 together with lever I43 to full throttle position. The motor thereupon will speed up until the governor weights of the centrifugal assembly develop enough energy to overcome the spring energy in the spring I95 increasing or decreasing spring tension of the spring I95 by shifting the poistion of lever arm I84, and through a shifting of the position of the throttle lever I89 will thereupon determine the motor speed and give governing action at all speeds within the limits of the spring I95.

Operation as constant speed governor Referring to Fig. 7., the torsional spring or spring connection I85 is removed. Likewise, the spring I95 is removed. Furthermore, the spring is accomplished by the adjustment at the op- 10} posite end of this substituted spring to eye I48 at I49I50.

It is to be observed that in all three cases or applications of this type of governing structure,

the shut-off lever I8I operates in exactly the same manner and shut-off or engine stopping may be accomplished.

While the invention has been illustrated and described in great detail in the drawings and foregoing description, the same is to be consid 2 ered as illustrative and not restrictive in character.

The several modifications described herein as well as others which will readily suggest themselves to persons skilled in this-art, all are con- 2 sidered to be within the broad scope of the invention, reference being had to the appended claims.

The invention claimed is: 1. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control through a, control rod, a throttle lever, and centrifugally operable mechanism effective at predetermined engine speed for control purposes,

the combination of a lever adapted for fuel pump control rod connection, a third lever, a shaft coaxial with the last mentioned lever, the third mentioned lever being rigid with the shaft, means operatively connecting the throttle lever and fuel pump rod connected lever together, the centrifugally operable mechanism actuating said shaft and the lever rigid therewith for movement of said lever responsive and proportional to engine speed above the predetermined speed, a spring connected to the fuel pump rod connected lever and normally constraining said fuel pump rod-l5 connected lever toward non-fuel supplying position, a second spring structure operatively connected to the shaft rigid lever and normally constraining that lever toward fuel supplying position in opposition to the centrifugal mechanismffio and other means operatively connecting under predetermined engine speed conditions, the second and third mentioned levers together for conjoint movement.

2. In a multi-purpose governor structure par-" ticularly adaptable for Diesel fuel pump control through a control rod, a throttle lever, and centrifugally operable mechanism effective at predetermined engine speed for control purposes,

the combination of a lever adapted for fuel pump' '30 control rod connection, a third lever, a shaft coaxial with the last mentioned lever, the third mentioned lever being rigid with the shaft, means operatively connecting the throttle lever and fuel pump rod connected lever together, the centrifugally operable mechanism actuating said shaft and the lever rigid therewith for movement of said lever responsive and proportional to engine speed above the predeterminedspeed, a spring I connected to the fuel pump rod connected lever 7 and normally constraining said fuel pump rod connected lever toward non-fuel supplying position, a second spring structure operatively connected to the shaft rigid lever and normally constraining that lever toward fuel supplying posi- A suitable heavier 5,

'tion in opposition to the centrifugal mechanism,

and other means operatively connecting under predetermined engine speed conditions, the second and third mentioned levers together for conjoint movement, the last mentioned means being arranged to permit relative independent movement between the second and third mentioned levers within the operation range of said .last'mentioned means.

3. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control through a control rod, a throttle lever, and centrifugally operable mechanism effective at predetermined engine speed for control purposes, the combination of a lever adapted for fuel pump control rod connection, a third lever, a shaft coaxial with the last mentioned lever, the third mentioned lever being rigid with the shaft, means operatively connecting the throttle lever and fuel pump rod connected lever together, the centrifugally operable mechanism actuating said shaft and the lever rigid therewith for movement of said lever responsive and proportional to engine speed above the predetermined speed, a spring connected to the fuel pump rod connected lever and normally constraining said fuel pump rod connected lever toward non-fuel supplying position, a second spring structure operatively connected to the shaft rigid lever and normally constraining that lever toward fuel supplying position in opposition to the centrifugal mechanism,

and other means operatively connecting under predetermined engine speed conditions, the second and third mentioned levers together for conjoint movement, the last mentioned means being arranged to operatively unite the second and third mentioned levers together for simultaneous movement.

4. In a, multi-purpose governor structure particularly adaptable for Diesel fuel pump control through a control rod, a throttle lever, and centrifugally operable mechanism effective at predetermined engine speed for control purposes,

' the combination of a lever adapted for fuel pump operatively connecting the throttle lever and fuel pump rod connected lever together, the centrifugally operable mechanism actuating said shaft and the lever rigid therewith for movement of said lever responsive and proportional to engine speed above the predetermined speed, a spring connected to the fuel pump rod connected lever and normally constraining said fuel pump rod connected lever toward non-fuel supplying position, a second spring structure operatively connected to the shaft rigid lever and normally constraining that lever toward fuel supplying position in opposition to the centrifugal mechanism, and other means operatively connecting under predetermined engine speed conditions, the second and third mentioned levers together for conjoint movement, the first mentioned connecting means being arranged for selective connecl tion, movement of the throttle lever in one direction for fuel reduction purposes rendering the first mentioned connecting means inoperative, throttle lever movement in the opposite'and fuel increasing direction rendering said first mentioned connecting means operative for imposing governor control at open throttle positions under predetermined engine speed conditions.

5. In a multi-purpose governor structure par- 5 ticularly adaptable for Diesel fuel pump control,

the combination of a lever adapted for fuel pump control rod connection, a second lever, an operating shaft coaxial with both levers, means operatively connecting together under predetermined engine speed conditions said levers for conjoint operation, a throttle lever, spring means connecting the throttle lever to one of the other levers, and a centrifugally operable mechanism operatively associated with the shaft and effective at predetermined engine speed for shaft and lever movement responsive and proportional to engine speed.

6. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control, the combination of a lever adapted for fuel pump control rod connection, a second lever, an operating shaft coaxial with both levers, means operatively connecting together under predetermined engine speed conditions said levers for conjoint operation, a throttle lever, spring means connecting the throttle lever to one of the other levers, a centrifugally operable mechanism operatively associated with the shaft and effective at predetermined engine speed for shaft and lever movement responsive and proportional to engine speed, and a shut-off lever arranged for fuel pump control rod movement to shut-off position and through the first mentioned lever.

'7. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control, the combination of a throttle lever, a dual lever construction, a portion of which is operatively connected to the fuel pump control rod for governor control thereof, an operating shaft for the dual lever construction, means connecting the throttle lever to the dual lever construction, spring means for load purposes operatively connected to the dual lever construction, and a centrifugally operable mechanism operatively associated with the shaft and effective at predetermined engine speed for shaft and dual lever movement responsive and proportional to engine speed.

8. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control, the combination of a throttle lever, a dual lever construction, a portion of which is operatively connected to the fuel pump control rod for governor control thereof, an operating shaft for the dual lever construction, means connecting the throttle lever to the dual lever construction, spring means for load purposes operatively connected to the dual lever construction, said throttle and dual lever connecting means being of resilient character, and a centrifugally operable mechanism operatively associated with the shaft and effective at predetermined engine speed for shaft and dual lever movement responsive and proportional to engine speed.

9. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control, the combination of a throttle lever, a dual lever construction, a portion of which is operatively connected to the fuel pump control rod for governor control thereof, an operating shaft for the dual lever construction means connecting the throttle lever to the dual lever construction, spring means for purposes operatively connected to the dual lever construction, said throttle and dual lever connecting means being of resilient character and having operative connection with the throttle lever permitting throttle lever movement in the cutoff direction without affecting dual lever construction movement and movement in the opposite direction beyond a predetermined throttle position affecting dual lever operation,

and a centrifugally operable mechanism operatively associated with the shaft and effective at predetermined engine speed for shaft and dual lever movement responsive and proportional to engine speed.

10. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control through a control rod, a throttle lever, and centrifugally operable mechanism effective at predetermined engine speed for control purposes,

the combination of a lever adapted for fuel pump control rod connection, a third lever, a shaft coaxial with the last mentioned lever, the third mentioned lever being rigid with the shaft, means operatively connecting the throttle lever and fuel pump rod connected lever together, the centrifugally operable mechanism actuating said shaft and the lever rigid therewith for movement of said lever responsive and proportional to engine speed above the predetermined speed, a spring connected to the fuel pump rod connected lever and normally constraining said fuel pump rod connected lever toward non-fuel supplying position, a second spring structure operatively connected to the shaft rigid lever and normally constraining that lever toward fuel supplying position in opposition to the centrifugal mechanism, other means operatively connecting under predetermined engine speed conditions, the second and third mentioned levers together for conjoint movement, and a lost motion connection between one of the spring structures and its associated lever.

11. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control through a control rod, a throttle lever, and centrifugally operable mechanism effective at predetermined engine speed for control purposes, the combination of a lever adapted for fuel pump control rod connection, a third lever, a shaft coaxial with the last mentioned lever, the third mentioned lever being rigid with the shaft, means operatively connecting the throttle lever and fuel pump rod-connected lever together, the centrifugally operable mechanism actuating said shaft and the lever rigid therewith for movement of said lever responsive and proportional to engine speed above the predetermined speed, a spring connected to the fuel pump rod connected lever and normally constraining said fuel pump rod connected lever toward non-fuel supplying position, a second spring structure operatively connected to the shaft rigid lever and normally constraining that lever toward fuel supplying position in opposition to the centrifugal mechanism, and other means operatively connecting under predetermined engine speed conditions, the second and third mentioned levers together for conjoint movement, the first mentioned means connecting the throttle and pump control rod connected levers including a yielding member normally resisting separation movement between said last mentioned yielding member connected levers.

12. In a multi-purpcse governor structure particularly adaptable for Diesel fuel pump control through a control rod, a throttle lever, and centrifugally operable mechanism effective at predetermined engine speed for control purposes, the combination of a lever adapted for fuel pump control rod connection, a third lever, a shaft coaxial with the last mentioned lever, the third mentioned lever being rigid with the shaft, means operatively connecting the throttle lever and fuel pump rod connected lever together, the centrifugally operable mechanism actuating said shaft and the lever rigid therewith for movement of said lever responsive and proportional to engine speed above the predetermined speed, a spring third mentioned levers together for conjoint. r movement, and another spring means normally constraining one of the first two mentioned levers toward the other of the first two mentioned levers.

13. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control through a control rod, a throttle lever, and centrifugally operable mechanism effective at predetermined engine speed for control purposes,

the combination of a lever adapted for fuel pump control rod connection, a third lever, a shaft coaxial with the last mentioned lever, the third mentioned lever being rigid with the shaft, means operatively connecting the throttle lever and fuel pump rod connected lever together, the centrifugally operable mechanism actuating said shaft and the lever rigid therewith for movement of said lever responsive and proportional to engine speed above the predetermined speed, a spring connected to the fuel pump rod connected lever.-

and normally constraining said fuel pump rod connected lever toward non-fuel supplying position, a second spring structure operatively connected to the shaft rigid lever and normally constraining that lever toward fuel supplying position in opposition to the centrifugal mechanism, other means operatively connecting under predetermined engine speed conditions, the second and third mentioned levers together for conjoint movement, another spring means normally.

constraining one of the first two mentioned levers toward the other of the first two mentioned levers, and a lost motion connection between one of the first two mentioned levers and its associated spring structure.

14. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control through a control rod, a throttle lever, and centrifugally operable mechanism effective at predetermined engine speed for control purposes, the" combination of a lever adapted for fuel pump control rod connection, a third lever, a shaft coaxial with the last mentioned lever, the third mentioned lever being rigid with the shaft, means operatively connecting the throttle lever and fuel pump rod connected lever together, the centrifugally operable mechanism actuating said shaft and the lever rigid therewith for movement of said lever responsive and proportional to engine speed above the predetermined speed, a spring connected to the fuel pump rod connected lever and normally constraining said fuel pump rod connected lever toward non-fuel supplying position, a second spring structure operatively connected to the shaft rigid lever and normally constraining that lever toward fuel supplying position in operation to the centrifugal mechanism, and other means operatively connecting under predetermined engine speed conditions, the second and third mentioned levers together for conjoint movement, means for adjusting the initial position of one of the spring structures, and other means for adjusting the strength of said adjustably positioned spring structure.

15. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control through a control rod, a throttle lever, and centrifugally operable mechanism effective at predetermined engine speed for control purposes, the combination of a lever adapted for fuel pump control rod connection, a third lever, a shaft coaxial with the last mentioned lever, the third mentioned lever being rigid with the shaft, means operatively connecting the throttle lever and fuel pump rod connected lever together, the centrifugally operable mechanism actuating said shaft and the lever rigid therewith for movement of said lever responsive and proportional to engine speed above the predetermined speed, a spring connected to the fuel pump rod connected lever and normally constraining said fuel pump rod connected lever toward non-fuel supplying position, a second spring structure operatively connected to the shaft rigid lever and normally constraining that lever toward fuel supplying position in operation to the centrifugal mechanism, and other means operatively connecting under predetermined engine speed conditions, the second and third mentioned levers together for conjoint movement, means for adjusting the initial position of one of the spring structures, other means for adjusting the strength of said adjustably positioned spring structure, and a lost motion connection between said dual adjustable spring structure and its associated lever.

16. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control 7 through a control rod, a throttle lever, and centrifugally operable mechanism effective at predetermined engine speed for control purposes, the combination of a lever adapted for fuel pump control rod connection, a third lever, a shaft coaxial with the last mentioned lever, the third mentioned lever being rigid with the shaft, means operatively connecting the throttle lever and fuel pump rod connected lever together, the centrifugally operable mechanism actuating said shaft and the lever rigid therewith for movement of said lever responsive and proportional to engine speed above the predetermined speed, a spring connected to the fuel pump rod connected lever and normally constraining said fuel pump rod connected lever toward non-fuel supplying position, a second spring structure operatively connected to the shaft rigid lever and normally constraining that lever toward fuel supplying position in operation to the centrifugal mechanism, and other means operatively connecting under predetermined engine speed conditions, the second and third mentioned levers together for conjoint movement, means for adjusting the initial position of one of the spring structures, other means for adjusting the strength of said adjustably positioned spring structure, a lost motion connection between said dual adjustable spring structure and its associated lever, and an adjustable stop arrangement included in said dual adjustable spring structure.

17. A multi-load full range governor, including centrifugal mechanism including centrifugal operable means progressively effective for successive progressive control, a shaft rockable by said mechanism, a multiple lever construction mounted upon said shaft and responsive to and operable by said centrifugal mechanism only through said shaft and having operative connection with an engine fuel controlling member, spring means independent of the centrifugal mechanism for controlling the idling range of the engine and operatively associated with the multiple lever construction, other spring means also independent of the centrifugal mechanism and operatively associated with the multiple lever construction for controlling the remainder of the range of engine operation, and a lost motion connection between the last mentioned spring means and the lever construction permitting first mentioned spring means control independent of second mentioned spring means control for low speed range control.

18. A multi-load full range governor, including centrifugal mechanism including centrifugal operable means progressively effective for successive progressive control, a shaft rockable by said mechanism, a multiple lever construction mounted upon said shaft and responsive to and operable by said centrifugal mechanism only through said shaft and having operative connection with an engine fuel controlling member, spring means independent of the centrifugal mechanism for controlling the idling range of the engine and operatively associated with the multiple lever construction, other spring means also independent of the centrifugal mechanism o of the centrifugal operable means until increased engine speed becomes effective through increased centrifugal force upon the remainder of the weight mass for the operation of the lost motion connected spring means. I

19. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control, the combination of lever means adapted for fuel pump control rod connection, a throttle lever connected thereto for engine control, an operating shaft for said lever means, a centrifugally operable mechanism operatively associated with the shaft and effective at predetermined engine speed for shaft lever means movement responsive and proportional to engine speed, a spring construction, and a lost motion means between the spring construction and lever means, said spring construction including a spring operatively connected at one end to the last motion means, an adjustable anchorage at the opposite end, of the spring, turn varying anchoring means therefor for spring length and rate of spring variation, and an adjustable connection between the spring and the adjustable anchorage for spring load variation.

20. In a multi-purpose governor structure particularly adaptable for Diesel fuel pump control, the combination with a speed responsive control for the fuel pump control rod and a manually operable control for the rod, each control including a lever, of another lever coaxial with one of the other levers but movable relative thereto, means normally constraining each coaxial leverto predetermined position, a lost motion connection between the coaxial levers, and means connecting the manually operable control lever to one of the coaxial levers, the latter having direct connection to the pump rod.

WALTER E. BENJAMIN.