US2317022A - Wide range centrifugal governor - Google Patents

Description

April 20, 1943- l w. a BENJAMIN. 2,317,022

WIDE RANGE CEHTRIFUGAL GOVERNOR Filed Hay 15. 1942 /lrab Il l zo 2Zl l zz /661 INVENTOR.

Patented Apr. 20, 1943 TNIDE RANGE CENTRIFUGAL GOVERNOR Walter E. Benjamin, Anderson, Ind., assigner to Pierce Governor Company, Anderson, Ind., a

corporation Application May l15, 1942, Serial No. 443,112

11 Claims.

This invention relates to a wide range governor suitable for Diesel engines and is associated more particularly with the fuel pump thereof and specically the pump rack shaft.

This invention is directed to a combination idling and overspeed speed governor.

The chief object of this invention is to obtain fuel governing at idle speeds, full throttle control at speeds thereabove up to predetermined overspeed, and at that overspeed to automatically govern to prevent destructive and unauthorized engine speeds, the invention in the last instance giving the desired percent of regulation selected by the motor manufacturer.

One chief feature of the invention is the proviM sion of dissimilar weight means, all weight means being operatively effective at idle motor speeds to insure adequate torque to properly actuate the pump shaft so that it is responsive to the slightest change in motor speed at low idle. Above the idle speed one weight means only remains operatively effective for overspeed -control purposes, the other. or others, being locked out of operation whereby destructive weight forces are held to a minimum.

Two forms of dissimilar weight means are illustrated by way of example only.

Another chief feature of the invention is the toggle type connection between the main linkage of the governor and the over speed control lever and the peculiar action of the aforesaid throughout the range of governor operation to attain the objective specied, all as hereinafter set forth.

Other obje-cts and features of the invention will be set forth more fully hereinafter.

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

In the drawing, Fig. 1 is a longitudinal sectional view through the governor. The section, however, is broken, that is, it is not taken in a single plane.

Fig. l-A is an enlarged sectional View taken on line A-A of Fig. 1 and in the direction of the arrows.

Fig. 2 is a transverse sectional view through the governor. This section also is of broken character, and is of a left hand governor as distinguished from the right hand governor of Figures 1 and 3.

lli)

i. (JIJ Fig. 3 is a similar longitudinal section but look- Fig. 6 is a similar view of the same embodiment but of a weight form included but not specically illustrated in Fig. 5.

The dissimilar weight structures illustrated in Figs. 5 and 6 are also illustrated and described in copending allowed application Serial No. 366,653 filed November 29, 1939, now Patent No. 2,290,797 dated July 2l, 1942, but not specifically claimed therein.

Reference is to be had to the aforesaid copending application for an understanding broadly of the connection of the governor illustrated herein, to a Diesel fuel pump for a Diesel engine or motor.

The housing in the present instance includes a bracket portion Hl with a flange Ilia. This forms the end of the housing that is secured to th-e fuel pump. It has an opening II which is in alignment with the pump rack shaft. t also has an opening I2 that receives a shaft that extends into the bracket portion l@ that closes the bio-dy portion I3 of the governor housing.

A gear i4 is suitably connected to the pump drive shaft or an equivalent shaft, and this gear I4 meshes with a pinion I5 carried by a speed shaft I6 mounted in bearings I'I and I8 at opposite ends of the governor housing structure. A cap I9 closes the top of the housing. This cap also mounts a short shaftl 2i) which externally mounts a lever 2|, same being the shutoff lever. Internally said short shaft mounts an arm 22 that is adapted to be associated with a lug 23 carried by the member 24 pivotally connected at 25 to the main operating lever 25 of the control linkage. L

The portion 24 is internally threaded to receive the threaded end of a ra-ck shaft connecting member `2'! and the same is adjustably associated` therewith as well as rigidly associated therewith by said nut 23. The portion designated by the numeral 29 is the smoke stop structure and the same is arranged as at 35 for connection to the pump rack shaft. A nut 3| is also mounted on the threaded member 21 and it and the member are radially drilled to receive a wire 32 that is adapted to pass thro-ugh an aperture 33 on a locknut 34 of the smoke stop structure. A lead seal 35 secures the ends of the wires together; hence, the smoke stop adjustment cannot be changed without destroying the seal arrangement, thereby insuring against tampering without indicating subsequent adjustment.

The lever 26 is pinned as at 36 to a shaft 31. This shaft 3l is rotatably supported in bearings 38 spaced apart and each being pinned as at 39 to a parallel shaft 46. This shaft is rotatably supported in bearings 4I at opposite sides of the governor housing and one end of the shaft 46 projects therefrom as at 42 and mounted thereon is the throttle lever 43. Note the shaft 31 is not pinned to the bearing elements 33.

Since shaft 40 is the throttle shaft, there is providedsee Fig. 1-an adjustable stop 43a, same being adapted for engagement to limit lever arm movement 25 and this is the wide open throttle adjustment. Floating on the shaft 46 is a spring loaded lever 44 having a tail portion 45 adapted to engage an adjustable stop 46 in the base of the governor housing. The upper end of this L-shaped lever 44 has an angular extension 41 about which is coiled one end of a load spring 48. The other end of the load spring is receivable by the recessed threaded member 49, the same being threaded into the aperture 56 and locked in longitudinal adjusted position by the locknut 5l. This adjustment last mentioned is the high speed setting and is usually sealed by the motor manufacturer after the engine has been tested and the governor has been associated therewith under test and said sealing arrangement may be of a similar character to that previously described for the smoke stop sealing arrangement.

Referring more particularly to Figs. 2 and 3, it will bel noted that the end of the shaft 31 is threaded as at 52 and mounted therein is the threaded end 53 of an eye structure 54 that mounts one end 55 of the idle adjustment structure. The spring 56 has its opposite end 51 connected to the rotatable member 58 carried by the member 59 in turn supported as at 69. The idle adjustment structure is indicated broadly at El and in this manner the position of the member 59 or more particularly the member 58, may be moved toward and away from the end of the governor housing that mounts the load spring. The actual distance of the spring 56 may be adjusted by turning the member 58 in the member 59. Turning it to the right or clockwise will cause the member 53 to thread down into the shaft 31. This stretches the spring 56 and makes the device more sensitive at idle speeds. Turning this member 58 to the left elevates the anchorage 53 relative to the shaft 31 and thus permits the spring to have less tension and accordingly, the adjustment is of more stable character. It is preferred that the adjustment be such that but little, if any, surge in the governor at idle speed will occur.

Reference now will be had more particularly to the speed responsive shaft and the weight mechanisms associated therewith. Pinned to the speed shaft I6 as at 62 is a base structure 63 which herein is shown provided with two pairs of spaced ears 64 and in the same is mounted theY shafts 65. Mounted on each shaft 65 are two dissimilar Weights, one being indicated by the numeral 66, same being the short-nose weight, and the Yother being indicated by the numeral 61, same being the long-nose weight. Both weights are coaXially mounted on the same shaft. The masses of these weights are different. Preferably the two short-nose weights are mounted, as it were, in diametrical relation relative to the shaft i6 and in like manner, the long nose Weights'are similarly mounted relative thereto, same being for better balance.

Rotatably and slidably supported on the shaft I6 is a sleeve 16. This sleeve 10 is reduced as at 1I to provide clearance for the weight structures pivoted on shafts 65. In other words, the weight portions when the weights are collapsed do not engage the sleeve 10 when the shaft I6 is rotated at a speed below that at which centrifugal force becomes operative to move the Weights outwardly.

The sleeve 10 mounts an anti-friction collar arrangement 12 and this collar normally bears against the bifurcated portions 13 of the member 14 which is mounted on shaft 31 and which portions straddle shaft l5.

The weight outlines and particularly the lengths of the noses is shown in Fig. l, the noses being indicated by the numeral 66a and 61a. It will also be observed that these weights have tail portions 66h and 61h, respectively. As shown in Fig. 1, the short nose weights have moved outwardly responsive to centrifugal force by pivoting on the shafts 65 and their noses 66a have advanced as far as possible toward the anti-friction structure 12, such advance movement being limited by stop 66h.

It will be apparent then that the weights 66 can move outwardly no farther despite any increase in speed of shaft I6. However, weights '31 can move outwardly further and will do so as speed increases until their tail portions or stops 61h also engage the base structure and "arther outward movement is prevented. Between these eXtreme positions the long nose weights are effective for additional longitudinal travel of sleeve 1D on the shaft I6. Thus, at low speeds both weights move outwardly under centrifugal force until the short nose weights are prevented from further outward movement.

Thereafter the long nose weights continue further outward movement until they in turn are prevented from further outward movement.

Referring to Figs. 2 and 1, it will be noted that the lever 44 floatingly mounted on the shaft 46 has a branch 15 and extending forwardly from the branch 15 and the lever 44 are the spaced abutments 16. These abutments lie parallel to the shaft I6 and in eifect are positioned at 0pposite sides thereof as shown by dotted lines in Fig. 2. The forward ends of these abutments 16 are adapted to be engaged by the portions 13 of the bifurcated lever 14, when the sleeve 10 is moved toward the lever 44 under the inuence of the long nose weights. Normally at no load and with the weights collapsed, there is approximately 1A." difference or clearance between the parts 13 and 16. Hence, all the low speed or idle speed ranging is accommodated in this 1A travel of the sleeve 10 and the opposi force is that exerted by the spring 56, having the several adjustments previously mentioned. The high speed or overspeed range of the governor is accommodated by the load spring 48 also adjustable. It is to be observed that the stop 46 limits the permissible movement of the lever 44 toward the weights and in this manner the gap between the parts 13 and 16 may be accurately adjusted.

Referring to Fig. 4, it will be observed that clockwise rotation of the lever 2| will result in similar movement ofmember 22 and reverse movement will result in the member 22V picking up the abutment or lug 23 and moving the pump shaft to closed position. It will also be noted that the 1A travel range isample for idle regulation, and that the weight arrangement is such that by reason of its balanced construction, that destructive forces incident thereto Vare reduced to a minimum. Furthermore, this gov ernor structure permits operative or manual control of the fuel pump through the throttle lever 43 illustrated, or any other convenient throttle structure connected to shaft 42 and external of the governor housing.

One peculiarity of operation will now be set forth as follows: With lever 44 in the position shown in Fig. l and the members 38 in similar position it is quite evident that there is no load in starting position. As the weights move out under the action of centrifugal force, the sleeve will move to the right on shaft l and cause the bifurcated structure 14 to tilt clockwise around the axis of shaft 3T, and since structure '14 is secured to shaft 3l at 14a, the lever 26, also secured thereto, will also tilt clockwise. thus reducing the fuel supply.

When this action has been accomplished, further movement of the sleeve 'lil toward the right in l, will pick up lever 44 and move the latter in opposition to the force exerted by` the .load At the same time the entire structure has moved about the axis of shaft 1li)k and not about the axis of shaft 31. Thus, the result is a transference of pivotal action from one shait center to the other shaft center.

With this form of the invention, the engine starts at full fuel position of the throttle arm 43. As the up under idle conditions, the lever tilts clockwise-see Fig. 1- which pulls back on the fuel rod. This continues until Contact with lugs "it is obtained. Further sleeve travel. then causes movement of lever but in so doing the previous toggle structure breaks back to its original condition and in so doing the rack shaft arm rod is pushed out to its original position and when this has occurred the governor takes over for high speed or overspeed control. llt will be noted that the shaft Fs? moves clockwise toward the stop and in so doing, under normal conditions, sufcient clearance is provided to insure governor operation for high speed control. The adjustment effected by the 315 is in accordance with the R. P. M. desired.

Reference now is had to the upper left hand portion of Fig. l Fig. l-A relative to the smoke stop structure. The sleeve 129 contacts the face of the Diesel pump at full load speed. The amount of full fuel is by adjustment of part E35 and is locked bv out The pump fuel metering rack shaft i3! attached to part IBS by means of the floating pi which allows the whole assembly to oscillate through the arc of travel of the governor lever. The balance of the assembly is essentially a linkage adjustment that is necessary in any governor connection to a pump.

By using twenty threads per inch on sleeve IZB and portion 29 of member ist, it is evident that one complete rotation of the sleeve will advance this part .D50 inch; by further placing len equally spaced marks on the bevel of the sleeve, this .050 can be further equally divided to increments of .005, making possible a micrometer adjustment for a smoke stop.

All this makes it possible for an engine manufacturer to predetermine the correct position of the smoke stop on the engine and eliminate a. lot of cut and try experimentation.

Referring to Figs. 5 and 6, herein the governor mechanism, other than the centrifugal weights, the base support therefor, the noses and tails thereof and the longitudinal slidable and rotatable sleeve, is omitted. This form of the invention differs from that illustrated in the preceding figures in that herein four weight supporting shafts are provided and upon two parallel shafts are mounted the short nose weights and upon two other parallel shafts tranverse to the rst mentioned shafts, are mounted the long nose weights. Numerals similar to those utilized heretofore to designate like or equivalent parts in Figs. 1 to 4, inclusive, but increased by one hundred, are utilized to designate like or similar parts in Figs. 5 and 6.

As previously set forth, there are four weights disclosed in both embodiments of the invention but in the first embodiment two shafts only are utilized while in the second embodiment, four shafts are utilized and in this connection the weights of the same type are in each instance positioned diametrically opposite each other, there being but two of each type utilized in the centrifugal part of the mechanism.

While the invention has been illustrated and described in great detail in the drawing and foregoing description, the same is to be considered 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 considered to be within the broad scope of the invention, reference being had to the appended claims.

The invention claimed is:

1. In a governor for Diesel engines having a fuel pump with a control member, the combination of a plurality of dissimilar` weight means, a shaftl responsive to engine speed for rotating said means to subject same to centrifugal force, a control member subject to weight means movement under centrifugal force, a lever operatively interposed between said control members, means normally constraining the lever to predetermined position in opposition to said weight movement, another lever, means normally constraining same to predetermined position, said second lever being responsive to the centrifugal movement of one of the weight means, following the preceding lever response, and means operatively connecting both levers together for irst mentioned lever operation initially independent of the second mentioned lever conjoint operation.

2. In a governor for Diesel engines having a fuel pump with a control member, the combination of a plurality of dissimilar weight means, a shaft responsive to engine speed for rotating said means to subject same to centrifugal force, a control member subject to weight means movement under centrifugal force, a lever operatively interposed between said control members, means normally constraining the lever to predetermined position in opposition to said weight movement, another lever, means normally constraining same to predetermined position, said second lever being responsive to the centrifugal movement of one of the weight means, following the preceding lever response, and means operatively connecting both levers together for rst mentioned lever operation initially independent of the second mentioned lever and conjoint operation, said connecting means having a toggle type arrangement therein.

3. In a governor for Diesel engines having a fuel pump with a control member, the combination of a plurality of dissimilar weight means, a shaft responsive to engine speed for rotating said means to subject same to centrifugal force, a

control member subject to weight means movement under centrifugal force, a lever operatively interposed between said control members, means normally constraining the lever to predetermined position in opposition to said weight movement, another lever, means normally constraining same to predetermined position, said second lever being responsive to the centrifugal movement of one of the weight means, following the preceding lever response, and means operatively connecting both levers together for first mentioned lever operation initially independent of the second mentioned lever and conjoint operation, said connecting means comprising a floating axis shaft, a xed axis shaft, one shaft supporting one lever and the other shaft supporting the other lever, and arm means therebetween pivotally mounted on one shaft and xed to the other shaft.

4. In a governor for Diesel engines having a. fuel pump with a control member, the combination of a plurality of dissimilar weightmeans, a shaft responsive to engine speed for rotating said means to subject same to centrifugal force, a control member subject to weight means movement under centrifugal force, a lever operatively interposed between said control members, means normally constraining the lever to predetermined position in opposition to said weight movement, another lever, means normally constraining same to predetermined position, said second lever being responsive to the centrifugal movement of one of the weight means, following the preceding lever response, and means operatively connecting both levers together for first mentioned lever operation initially independent of the second mentioned lever and conjoint operation, said connecting means comprising a floatingV axis shaft, a fixed axis shaft, one shaft supporting one lever and the other shaft supporting the other lever, and arm means therebetween pivotally mounted on one shaft and fixed to the other shaft, the floating axis shaft being rigid with the rst mentioned lever.

5. In a governor for Diesel engines having a fuel pump with a control member, the combination of a plurality of dissimilar weight means, a shaft responsive to engine speed for rotating said means to sub-ject saine to centrifugal force, a control member subject to weight means movement under centrifugal force, a lever operatively interposed between said control members, means normally constraining the lever to predetermined position in opposition to said weight movement, another lever, means normally constraining same to predetermined position, said second lever being responsive to the centrifugal movement of one of the weight means, following the preceding lever response, and means operatively connecting both levers together for first mentioned lever operation initially independent of the second mentioned lever and conjoint operation, said connecting means comprising a floating axis shaft, a fixed axis shaft, one shaft supporting one lever and the other shaft supporting the other lever, and arm means therebetween pivotally mounted on one shaft and fixed to Ythe other shaft, the arm means being rigid with the fixed axis shaft.

6. In a governor for Diesel engines having a fuel pump with a control member, the combination of a plurality of dissimilar weight means, a shaft responsive to engine speed for rotating said means to subject same to centrifugal force, a control member subject to weight means movement under centrifugal force, a lever operatively interposedv between said control members, means normally constraining the lever to predetermined position in opposition to said weight movement, another lever, means normally constraining same to predetermined position, said second lever being responsive to the centrifugal movement of one of the weight means, following the preceding lever response, and means operatively connecting both levers together for first mentioned lever operation initially independent of the second mentiond lever and conjoint operation, said connecting means comprising a floating axis shaft, a fixed axis shaft,

one shaft supporting one lever and the other shaft supporting the other lever, and arm means therebetween pivotally mounted on one shaft and fixed to the other shaft, the oating axis shaft being*` rigid with the first mentioned lever and the arm means being rigid with the xed axis shaft.

7. A governor as dened by claim 1, characterized by the dissimilar weight means comprising a plurality of pairs of weights, the weights of each pair being substantially identical and diametrically positioned relative to the axis of weight rota.- tion, same being transverse to the pivotal axis of each weight.

8. A governor as defined by claim l, characterized by the dissimilar weight means comprising a plurality of pairs of weights, the weights of each pair being substantially identical and diametrically positioned relative to the axis of weight rotation, same being transverse to the pivotal axis of each weight, one pair being of long nose character and another pair being of shorter nose character.

9. A governor as dened by claim 1, characterized by the dissimilar weight means comprising a plurality of pairs of weights, the weights of each pair being substantially identical and diametrically positioned relative to the axis of weight rotation, same being transverse to the pivotal axis of each weight, one pair being of long nose character and another pair being of shorter nose character, the long nose weights each having the greater total mass.

l0. A governor as defined by claim 1, characterized *by the dissimilar weight means comprising a plurality of pairs of weights, the weights of each pair being substantially identical and dia-metrically positioned relative to the axis of weight rota- WALTER E. BENJAMIN.

Images