US2368995A

US2368995A - Governor

Info

Publication number: US2368995A
Authority: US
Inventors: Mallory Marion
Original assignee: Individual
Current assignee: Individual
Priority date: 1943-01-21
Filing date: 1943-01-21
Publication date: 1945-02-06
Anticipated expiration: 1962-02-06

Description

Feb. e, 1945.

M. MALLORY 2,368,995

GOVERNOR Filed Jan. 21, 1943 z ,I Hi

INV NTOR.

engine speeds.

Patented Feb. 6, 1945 UNITED STATES PATENT OFFICE GOVERNOR i Marian Mallory, Detroit, Mich. Application January 21, 1943, Serial No. 473,()62

9 Claims. (01,123-103) This invention relates to a governor for controlling the speed of an internal combuston engine.

It is the object of this invention to produce a governor for controlling the speed of an internal combustion engine which is considerably more eflicient in operation and more simple in structure than governors heretofore known.

The invention also contemplates a, 'governor which is particularly -we1l adapted for installation between the carburetor and engine of an engine burning carburetted mixture.

The drawing is a Vertical section partly -in eleva tion showing my governor used with a carburetor.

Referring more particularly to the drawing there is shown a carburetor l having an air inlet 2, a fuel nozzle 3, a venturi 4 and a manually controlled throttle valve 5 of the conventional butterfiy type. The governor comprises a housing 6 mounted at the outlet end of the carburetor and between the carburetor and the engine. Th ordinary engine has a carburetor with a venturi large enough to pass sufiicient charge at extreme high Such a carburetor, due 'to its 'being so large, has Very low suction at low engine speed. The suction created by fluid flow through the venturi of such a large carburetor would be too low to control my type of governor valve, especially if the engine is to be governed at low speed.

For example, supposing an engine had acar-1 buretor on it that was large enough to, permit' a full charge to flow into the. engine at 3000 governor speed, the smaller 'will be the inside diameter of the choke ring 1, and vice versa. This choke ringmaintains a higher velocity past orifice 24, as well as higher; ctionat orifice 9 'even though the carbure'tor I isge and both the carburetor throttle 5 and governor throttle !0 are wide open.

If it were not`for the choke ring, and the engine was governed at 1000 R; l?. M., the speed of the engine perhaps would run up -to 2000 R. P. M. before enough suction was created in the intake passgeway to start the governor valve ,ID to close. The speed would drop to 1000, but there would be the 1000 o`verrun speed, which would be objectionable as well as cause the speed of the engine to surge.

Even though conduit 23 and oriflce 24 are omitted, very good resultscan be btained by using only conduit !9 and orifice 8, becausethe' choke ring 'l main'tains sufficient vacuum at low engine speeds to start the governor valve lo to close and-prevents excessive surgin'g of the ver nor valve !0, because the choke ring 'I keeps the vacuum around orifice 9 mor stabilized. For example; thechoke ring -l'prevents a complete collapse of the vacuum around orifice 9 when the governor valve o and throttle valve 5, 'are wide open. 'Howeven I p-efer using orifice 24 and Conduit 23 in conjunction with, conduit !9 and orifice &because with this setup the-governmvalvelfl operatesmuch .smoothe due to the fact that 'when throttle valve and governor valve 10 starts 'toward an open position, the vacuum R. P. M. engine speed and it was' desired to use* my governor principle to govern the engineat 1000 R. P. M. If the'throttle valve 5 in the carburetor was opened wide at low engin speed, the air would flow in so freely there would be velocit; y rifice 24 prevents such arapid drop inthevacum.

The governorhou'sing is provided with a .gov-

ernor'throttle'valve |0 of the butter-fly type/fixed on'shaft Il which i journaled in housing 6,

little vacuum created by Venturi suction, as well as little vacuum created in the passageway 8 be tween the Venturi and engine. would be not enough suction created" in the suo'- tion device IE to overcome spring I 3 and start governor valve lll to move towards a closed position until the engine reached a speed far beyond the 1000 R. P; M. at which it was to be overned.

In order to obta'in a higher suction' so that my governor will start to close at an earlier engine speed, I provide the inlet end of housing 6 with a choke ring 'I The inside diameter of this ring can be varied to suit the conditions at which the engine speed is to be governed. Thelower the Nturally, there I arin l2t"is fixed on one end of shaft II on the outside of housing 5. A tension spring |3 having oneend fixed to the housing .6 as at I4 and the other end fixed to the arm |2 as at [5 tends to hold valve lo open. Valve !0 is also'unbalanced ,so that the manifold suction or velocity of the fuel mixture fiowing througl' the passageway 8 tends at all times-to open or hold valve !0 open. In other words, the area of the portion of valve lo'belo-w shaft ll, as shown in the drawing, is greater than the 'area of that'portion of valve o above the shaft I'I The governor is provided with a suction device comprising a housing !6, a flexible diaphragm I'l connected to arm I 2 by rod l8. The inside of housing !6 to the right of diaphragm Il is open to atmosphere whereas the inside of housing s to the left of the diaphragm I 'l commun'icates with orifice 3 by means of conduit e and communicates with atmosphere through conduit 40. An adjusting valve comprising a. housing 20 anda needle valve 2| is mounted in conduit !9 for controlling the vacuum impressed on the suction device !6. The needle valve 2l has a screw or threaded fit in housing 20 so that it can be adjusted relative to orifice 22 to control the efi'ective size of that orifice. Preferably, but not necessarily, conduit !9 is also connected into Venturi or choke ring 'I by conduit 23. It should be noted that adjusting valve 2| is inserted in conduit |9 between suction device IS and orifices 9 and 24. Thus, by screwing valve 2I inwardly to restrict orifice 22, the vacuum impressed on diaphragm I 'I is decreased, and by screwing valve 2| outwardly to enlarge the efl'ective size of orifice 22, the vacuum impressed on diaphragm I'I is increased. Communication between suction device IE and atmosphere through conduit 40 is controlled by a centrifugal valve. The centrifugal valve includes a housing 25, the interior of which communicates with atmosphere through orifice 26, a. rotary shaft 21 which may be the ignition distributor shaft, a diametrical passageway 23 in the shaft which communicates with a circumferential passageway 29 at all times. Passageway 20 communicates with axial passageway'30 in shaft 21 and with chamber 3l in valve housing 32 rigidly mounted on ,the upper end of shaft 21 to rotate therewith. Shaft 21, of course, is rotated in accordance with the speed ofthe 'engine. Chamber 3| is provided with an orifice 33 which communicates with the inside of housing 25 and with atmosphere through port 26. This orifice 33 is controlled by a. conical valve 34 provided with a groove 35 to permit communication between passageway 30 and port 33. Tension spring 35 tends at all times to hold valve 34 oil seat 33. The tension of spring 35 can be varied by turnin of adjusting screw 31. The centrifugal valve is 'shown in my copending application Serial No. 466,961.

The operation of this device is as follows: The velocity of the fuel mixture flowing through choke ring 'I and past orice 9 creates a vacuum in conduit |9. Vacuum is' increased where a branch conduit 23 is used to connect conduit !9 with orifice 24 in choke ring 1. Howev'er, this vacuum in conduit |9 is not impressed upon suction device !6 as long as centrifugally unbalanced valve 34 is open to bleed conduits |9 and 40 to atmosphere. Valve 34 is set to close at a predetermined engine speed depending upon 'the speed at which it is desired to govern the engine. 'As soon as the engine reaches its governed speed. valve 34 does close orifice 33 but onlymomentarily so that enough suction or vacuum will be created in the suction device to start valve moving towards closed position. As soon as valve !0 moves toward closed position the vacuum increases in conduit 30 and chamber 32 and holds valve 33 a slight distance ofi from its seat. The centrifugal force of the rotating valve 34 tends at all times to close the valve but this force is counteracted by the tension of spring 36 plus the u ton acting on valve 34. The velocity or vacuum imposed on valve |0 as it closes, due to the fact that valve I0 is unbalanced, opposes the vacuum impressed on diaphragm l'l which tends to close valve Io. This arrangement prevents valve l0 from plastering closed and also prevents surging the speed of the engine.

It s also important that the ,suction orific 9,

as well as orifice 24 when used, are located in the intake passageway 8 through which all of the fuel mixture charge for the engine passes. All of this charge creates a much higher suction on the orifices 9 and 24 than would be th case if only a portion of the charge fiowed by these orices.

As the suction device !6 swings valve !0 toward closed position, the charge to the engine is cut down to maintain the governed speed. If the speed of the engine begins to decrease due to an increased load, the manifold vacuum will drop and valve 34 will also move further open to increase the eective area of orifice 33 air bleeding suction device IE. Thi causes a decrease in the vacuum in suction device ls and permits tension spring l3, plus the engine or manifold pull on unbalanced valve ID, to move valve |0 toward open position to again increase the charg fiowing into the engine.

I claim:

1. A governor for controlling the speed of an gally unbalanced valve for controlling said air bleed to atmosphere and arranged to shut ofl' the air bleed when the engine reaches a predetermined speed whereby a vacuum is impressed on the suction device which tends to move the throttle valve toward closed position, a restriction in said conduit between the intake passageway and the suction device adjustable to control the vacuum impressed upon said suction device, and a. second conduit connected into said first mentioned conduit between the restriction and the intake passageway and connected into the intake passageway on the atmosphere side of said throttle valve.

2. A governor for controlling the speed of an internal combustion engine including an intake passageway, a throttle valve mounted in said passageway, a suction device connected to said valve for controllin the opening and closing of the same, a conduit connecting the suction device into the intake passageway on the engine side of said throttle valve, an air bleed directly to atmosphere for said suction device, said air bleed being independent of said intake passageway, a centrifugally unbalanced valve for controlling said air bleed to atmosphere and arranged to shut oil the air bleed when the engine reaches a predetermined speed whereby a vacuum is impressed on the suction device which tends to move the throttle valve toward closed position, said governor valve being uibalanced so that fluid flow through the intake passageway and engine suction tends to open said valve in opposition to the vacuum impressed upon the suction device which tends to close the throttle valve and a second conduit connecting said suction device With the intake passageway on the atmosphere side of said throttle valve.

3. In combination with an internal combustion engine having a carburetor and a throttle valve therein, a governor including a housing having a passageway therethrough mounted between the carburetor and the engine, a governor valve `mounted in the passageway in said housing, a

sageway of said housing on the atmosphere 'side of the governor valve, an orifice in said venturi, a second orifice in the housing on the engine side of said governor valve, colnduits connecting said orifices With said suction device, a valve mounted between said orifices and the suction device adjustable to control the communication between said orices and the suction device, a connection between said suction device and the governor valve whereby the vacuum impressed on said suction device tends to close said governor valve, an air bleed to atmosphere for said suction device, and a centrifugally unbalanced valve controlling said air bleed, said centrifugally unbalanced valve tending to close said air bleed when the engine reaches its governed speed whereby the suction device tends to move said governor valve toward closed position.

4. In combination with an internal combustion engine having a carburetor provided with a throttle valve, a governor in the form of a housing having a passageway therethrough and mounted between the engine and the carburetor, a governor valve in said housing, a suction device connected to said governor valve, a conduit connecting the suction device with the intake passageway on the engine side of said governor valve whereby themanifold suction acts on said suction device and tends to close said governor valve, an air bleed to atmosphere for said suction device including a centrifugally unbalanced valve arranged to close when the engine reaches a predetermned speed whereby the manifold vaccum impressed on the suction device tends to move said governor valve toward closed position, a restriction in said governor housing on the atmosphere sideof the governor valve for increasng the suction acting on said suction device, and a second conduit communicating with the suction device and having one end terminating in said restriction whereby suction created by the fluid flow through said restriction is also impressed on the suction device to control the governor valve.

5. A governor for controlling thespeed of an internal combustion engine comprising a governor valve housing, a governor valve in said housing, a suction device for controlling said valve, an orifice in said housing located between the governor valve and the engine, an orifice in said housing located between said governor valve` and atmosphere, a conduit connecting said orifices together, a second conduit connecting said first named Conduit to the suction device,`a restriction in said second conduit, a third conduit connecting the suction device to atmosnhere and a centrifgal valve controlling said third Conduit and tending to close the same to atmosphere when the engine reaches its governed speed whereby the suction device tends to move said governor valve toward closed position.

6. In combination with an internal combustion engine having a carburetor provided with a passageway therethrough, a throttle valve .in said ca rburetor passageway, a governor in the form of a housing having a na ssageway therethrough and arranged to be positioned between the carburetor and the engine. the said passageways forming an intake passageway for the motive fluid, a governor valve in said housing, a suction responsive device. a mechanical connection between the suction device and the said governor valve, a'conduit connecting the suction device with the passageway in the governor housing on the engine side of the governor valve whereby the intake passageway suction acts on said suction device and tends to close said governor valve, a restriction positioned in the said intake passageway between the carburetor throttle valve and the governor valve in the form of a member having an opening therethrough smaller than the cross sectional area of the carburetor passageway whereby the vacuum is raised in the intake passageway on the engine side of said restriction to thereby increase the suction acting on said suctiondevice, said restriction creating a vacuum in the intake passageway on the engine side of-said restriction even when the governor valve and the throttle' valve are substantially'wide open.

7. In combination with an internal combustion 1 engine-having a carburetor provided with a pas sageway therethrough, a throttle valve in said carburetor passageway, a governor in the form of a housing having a passageway therethrough and arranged to be positioned between the carburetor and the engine, the said passageways forming an intake passageway for the motive fluid, a governor valve in said housing, a suction responsive device, a mechanical connection between the suction device and the said governor valve, a conduit connecting the suction device with the passageway in the governor housing on the engine side of the governor valve whereby the intake passageway suction acts on said suction device and tends to close said governor valve, a restriction positioned in the said intake passageway between the carburetor throttle valve and the governor valve in the form of a member having an opening therethrough smaller than the cross sectional area of the carburetor passageway'whereby the vacuum is raised in the intake passageway on the engine side of said restriction to thereby increase the suction acting on said suction device, and a second Conduit communicating with the suction device and 'having one end terminating in the intake passageway upstream from said governor valve and in the area subjected to the vacuum created by said restriction whereby when the vacuum decreases in the intake'passageway on the engine side of the governor valve due to the governor valve moving toward Wide open position 4 the velocity of the motive fluid flowing through said restriction will maintain a sufliciently high vacuum around the end of the second conduit which terminates in the intake passageway to control the opening of the governor valve and effect a smooth'opening of the same.

8. In combintion with an internal combustion engine having a carburetor provided with a passageway therethrough, a throttle valve in said carburetor passageway, a governor in the form of a housing having a passageway therethrough and arranged to be positioned between the carburetor and the engine, the said passageways forming an intake passageway for the motive fluid, a governor valve in said housing, a suction responsive device, a mechanical connection between the suction device and the said governor valve, a Conduit connecting the suction device with the passageway in the governor housing on the engine side of the governor valve whereby the intake passageway suction acts on said suction device and tends to close said governor valve, an air bleed to atmosphere for said suction device including a centrifugally unbalanced valve tending to close said air bleed when the engine reaches its governed speed a restriction positioned in the said intake passageway between the carburetor throttle valve and the governor valve in the form of a member having an opening therethrough smaller than the cross sectional area of the carburetor passageway sageway therethrough, a throttle valve in said carburetor passageway, a governor in the form of a housing having a passageway therethrough and arranged to be positioned between the carburetor and the engine, the said passageways forming an intake passageway for the motive fluid, a goverl nor valve in said housing, a suction responsive device, a mechanical connection between the suction 'device and the said governor va1ve, a Conduit i connecting'the suction device with the passageway in the governor housing on the engine side of the governor valve whereby the intake passageway suction acts on said suction device and tends i to close said governor valve, an air bled to atmosphere for said suction device including a centri'fugally unbalanced valve tending to clossaid air bleed when the engine reaches its governed speed, a restriction positioned in the said intake passageway between the carburetor throttle valve and the governor valve in the form of a member having'an opening therethrough smaller than the cross sectional area of the carburetor passageway whereby the vacuum is raised inthe intake passageway on the engine side of said restriction to thereby increase the suction acting on said suction device, and a second conduit communicating with the suction device and having one end terminating in the intake passageway upstream from said governorvalve and in the area subjected to the vacuum created by said restriction whereby when the vacuum decreases in the intake passageway on the ngine side of 'the governor valve i due to the governor valve moving toward wide open position the velocity of the motive fluid flowing through said restriction will maintain a sufci'ently high vacuum around the end of the second Conduit which terminates in the intake passageway to control' the opening of the governor valve and effect a smooth opening of the same.

"MARIO-N MALLORY.