US2372179A - Governor - Google Patents

Governor Download PDF

Info

Publication number
US2372179A
US2372179A US39771441A US2372179A US 2372179 A US2372179 A US 2372179A US 39771441 A US39771441 A US 39771441A US 2372179 A US2372179 A US 2372179A
Authority
US
United States
Prior art keywords
governor
pressure
piston
fuel
bore
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
Inventor
Herbert C Edwards
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Timken Roller Bearing Co
Original Assignee
Timken Roller Bearing Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Timken Roller Bearing Co filed Critical Timken Roller Bearing Co
Priority to US39771441 priority Critical patent/US2372179A/en
Application granted granted Critical
Publication of US2372179A publication Critical patent/US2372179A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D1/00Controlling fuel-injection pumps, e.g. of high pressure injection type
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2700/00Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/02Controlling by changing the air or fuel supply
    • F02D2700/0269Controlling by changing the air or fuel supply for air compressing engines with compression ignition
    • F02D2700/0282Control of fuel supply
    • F02D2700/0297Control of fuel supply by control means in the fuel conduit between pump and injector
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00Fluid handling
    • Y10T137/7722Line condition change responsive valves
    • Y10T137/7837Direct response valves [i.e., check valve type]
    • Y10T137/7904Reciprocating valves
    • Y10T137/7922Spring biased
    • Y10T137/7929Spring coaxial with valve
    • Y10T137/7931Spring in inlet

Description

Mmh27, 1945.v H QEDWARDS 2,372,179

GOVERNOR Filed June 12. 1941 2 Sheets-Sheet 1 w v f4' /0 l l Z I fz I I /A/l/EA/Toe: "'5 f4 Patented Mar. 27,-

UNITED "STATES" PATENT j orrlgc GQVEltliloltf Herbert C. Edwards, Massillon, Ghio, signor-t0 The Timken 4Rollei' Bearing Ohio, a corporation o! 0hio Company, Canton,

Appucatidn June iz, 1941, serial' No. 397,714

V4 Claims. (Cl.V 264-14) This inventlonrelates to hydraulic speedgovernors for internal combustion engines, particu- Alarly compression ignition engines ofthe-type having fuel injection systems including a fuel injection pump 'wherein part, of the fuel entrapped. in the pump during the workingstroke thereof is vdiverted through a by-pass to thereby vary the output of `the pump and thus regulate the speed of the engine. The principal object of the. invention isr'a governor that willutilize the A by-pass pressure of such fuel injection pumps for automatically controlling the speed of Athe engine.

ments of parts hereinafter described and claimed.

- companylng drawings is adapted to be the size of the discharge ori'ce passageway in the' governor.

The `hydraulic governor illustrated in elthe acbodied in the fuel supply system'ofv acompre tion-engine for automatically regulating the speed of the engine by controlling the-volume of i fuel delivered thereto by the injection pump, 0f which only the oscillatory-fuel feed control sector pinion El, themanually operable horizontal control shaft 82 therefor and the'fuel by-pass' "conduit 38 are shown.` Said fuel injection-'pump L Other objects are simplicity and cheapness of is of the type wherein the quantity of fuel delivered'thereby to the engine is controlled by per- In the accompanying drawings, which form I part of this specification and wherein likesymbols refer to like parts wherever they occur,

Fig. 1 is a top plan view' of a hydraulic speedA governor embodying my invention,

Fig. 2 is an end elevational view of said gov;

ernor,

Fig. 3 is a side. elevational view of said governor, l

Fig; 4 is'an enlarged central vertical longitudif nal section through said governor'on the line 4-4 in Fig. 2, showing, the governor connected to the fuel feed control pinion and by-pass passageway of a fuel injection pump,

Fig. 5 is la horizontal section on the line 5-5 in Fig. 4, I

Fig. 6 is a horizontal section on the line 6--6 in Fig. 4,

Fig. 7 is a horizontal section on the-line ",l-l in Fig. 4,

` Fig. 8 is a perspective view of the link-which piston to the sector pinion connects the governor of the pump,A -r

Fig. 9 is a top plan view of the throttle valve, Fig.y l0 is an edge viewy of said valve,I

Fig. l1 is a top plan view of the innermernber of the breather lcap,`

Fig. 12 is aside elevational view of the lower end portion of the throttle shaft,

.Flg. 13 is a bottom plan view of said throttle Y. shaft, Fig. 14 isa side elevational view, partly in longltudinal section, of one of the retaining plates 'mittingpart of the fuel trapped inthe pump during'the working stroke thereof to-escape through the by-pass conduit 38, and the quantity of. fuel Vby-passed, and consequently the amount of the fuel delivered to the engine, is regulated by means ol? the sector pinion 8l. For a-further description ofA a pump with such by-passregula'- tion,reference is made to my cmpending application, Serial N0. 364,232, led November 4, v1940,

for patent for Fuel injection pump, the-present governor being designed particularly for use with the pump of said appllcatiom- 'Ihe present governor comprises a. housing l having an outstanding flange 2 at one end thereofl adapted to be rigidly secured-to one end of the fuel injection pump Iof 'my co-pending application, lSerial No. 364,232. 4The housing I has a chamber 3 in the lower portion thereof that opens through the pump opposing end ofsald housing and is adapted to 'communicate with the oil reser voir of said pump and receive the adjacent end of the cam shaft thereof. The housing l has a horizontal-bore 4 therein above the chamber ,3, which bore is located in the plane of and at right angles to the axis of the control shaft 82 and opens through the pump opposing end of said. housing and is adapted to slidably 4support a piston 5 which cooperates with said bore to form 'a pressure space or chamber 'la inwardly of said piston. .The housing I has a passageway 8 thereiny above the b ore 4, which passageway ex-r vtendsinwarclly from the pump opposing end of saldhousingwhere it is suitably. connected to and forms a continuation of '38 of the pump.

y'lfhepassageway '6* leads lnwardly'from the pump opposingend of the-housing at a downfor the pivotpin that cox'mectsv the piston actuated link to the sector pinion; and

Fig. 15 is a diagram illustrating the dinerent ward inclination and openslnto a vertical passageway 1, whose lower end opens into4 the' pres-=I sure space or chamber la. .The upper end of the vertical passageway l opens through an orifice 'la of theby-pass ignif the by-pass conduit into the bottom'of a vertical bore 8, whichleads downwardly through an upstanding boss 9 on the upper end of the'housingV I, said orifice being* offset from the vertical axis of said bore. The

thereof. .The horizontal passageway I communicates at its outer en-d with a conduit or pipe II for returning the by-pass fuel to the-supply tank -(not shown) for the fuel injection pump.`

Seated on the bottom of thevertical bore 8, which communicates With the upper end of the vertical passageway 1, is a throttle valve comprising a circular disk I2 having a diametral groove I3 in the upper surface thereof and a pair of relatively deep V-shaped notches I4 in the peripheral edge thereof disposed one on each side of said groove. The peripheral notches I4 in the rotary throttle valve I2 are adapted, when in communication with the upper end of the vertical passageway 1, to establish communication between said passageway and the portion o f the vertical bore 8 in which said valve is located. The v-shape of the notches I4 in the edge of -the throttle valve I2 permits the size of the opening between the upper end of the vertical passageway 1 and the bottom of the vertical bore 8 to be varied when the valve is rotated in said bore.

The throttle valve I2 is rotated by means of a shaft\|5 mounted in the vertical bore 8 concentric therewith. The lower end of the throttle valve shaft I5 has an enlarged' cylindrical portion I6 with a downwardly opening central cylin- I -drical recess I1 therein; and this enlarged cylindrical portion has a rotary fit in the vertical 4bore 8 opposite the horizontal passageway I0 leading therefrom and 4has diametrically opposed lugs I8 at its lower end that seatl in the diametral groove I3 in the upper face of the throttle valve I2; whereby said valve is forced to rotate with said throttle shaft. Communication is lestablished between the horizontal outlet passageway end portion ls of the throttle shaft, is through radial passageways I9 therein that lead from said recess and open into an external annular groove 2p. formed in said enlarged lower end portion of .said shaft .opposite the inner end of said outlet passageway. l

The throttle Valve I2 is pressed against its seat in the bottom of the bore 8 by means of a coil compression spring 2| located in the central downwardly opening recess I1 tin Athe enlarged lower end II4 of the throttle kshaft I5. 'The upper or stemy portion of the throttle shaft rotates in a,

bushing 22 located in the housing by means of a set screw 23 which is threaded radially into the bushing Z2 but-projects out through a radial hole in the boss 9. The upper end of the bore is counterbored, as at 24, to receive the bushing 22, whose lower end portion is counterbored to receive oil and dust seals in the form of felt bushings 25 that-aresleeved on the stem vportion of the throt- .tle shaft` I5. A washer'26 issleeved on the stem lower end portion I6 of said= shaft. The outer,

marginal portion o f the washer 26 seats on the annular shoulderformed by the "counterbored ing 22 with its lower end in abutting relation to the upper surface of the outer marginal portion of said (washer.

The upstanding cylindrical throttle shaft receiving boss 9 at the top of the housing I has its upper end portion reduced, as at 28, to receive a split ring 29 which is rmly clamped around said boss by means of. a. clamp screw 30. The reduced ring receiving upper end portion 2a of the boss 9 is also slit vertically, as at 3l, so that tightening of the split ring 29 causes the split portion oi' the boss to clamp the bushing 22 and prevent or take up any looseness of said bushing in the counteiibored upper end portion 24 of the bore 8 in said boss.

The throttle shaft I5 extends above the upper end of the bushing 22 and has a throttle lever 32 xed thereto. The cooperating portions of the shaft I5 and lever 32 are provided with in tertting longitudinal ribs and grooves 33, whereby said lever may be angularly adjusted on said shaft. The hub portion of the lever 32 is split and provided with a clamping screw 34 for locking said lever to the shaft I5 in the desired position of angular adjustment. The hub portion of .the throttle lever 32 has a lug 35 projecting laterally therefrom through which is threaded a stop screw 3B; and the split clamping ring 29 has an upstanding lug 31 thereon that is disposed in the path of travel of said stop screw and serves to limit the swinging movement of said lever in one direction. When the lever 32 is swung in the opposite direction, the arm thereof abuts against the upstanding lug 31, which thus limits the swinging movement of said lever in suc direction.

The governor housing I has a vertical passageway 39 leading downwardly through the upper end thereof into the interior .thereof through which oil may be poured for lubricating the injection pump.' This passageway also serves as a vent for the governor and also for the injection pump controlled thereby. The passageway 39 has a tube 40 pressed in the upper end thereof i that extends upwardly therebeyond and is adapted to receive a breather cap 4I. This cap comprises a downwardly opening outer shell member 42 and a smaller downwardly opening inner shell memy outwardly to form a hollow annular rib 41 adapted to snap over an external peripheral bead on the breather tube 40. By this arrangement, the cap 4I is adapted for giving attachmentgto and detachment from the breather tube 4l'. c

'I'he piston 5.- which works in the horizontal `bore or cylinder 4 in the governor-housing I, is

anl outwardly opening cup-shaped piston having y .an axial opening 48 in the end wall thereof adapted to receive aconnecting stud 49 having a threaded shank portion 50 thatextends inwardly beyond said end wall and a head portion 5I that ,is disposedninside of said' piston. A gasket is sleeved on the stud 4I between the head portion .l I thereof and the lopposing`fa :e of the end wall of the piston l,- a split lock washer 52 is mounted o n said stud on the opposite face of said end A K'wall, and a ring n ut Il is threaded on the threadedshank II of said stud and serves to rigidly secure the latter to said piston. The piston I has a rubber packing ring II fixed tothe end wall thereof.' This rubber packing ring snugly iits the cylindrical wall of lthe pressure space vor chamberx Ia and is tightly clamped by the nut 6I to the end wall of the piston-I around the stud receiving opening -thereinf-thereby preventing leakage from said chamber around said piston and through said opening.

Inward sliding movement of 'the piston I is limited by an adjustable stop in the form of a` screw u that 1s threaded inte a threededbere p wvided therefor in the governor housing with'its inner end extending through the inner end wall of the pressure space or chamber in position to be engaged by the inner end face of the clamping nut Il. This stop screw-is locked in the desired position of adjustment by means of a .castellated nut 5I. which .bears against and is held against rotation on said screw by a cotter pin Il. Leakage of fuel around the-stopjvscrew II is prevented by -a rubbensealing ring or' washer that is held under compressiony by the nut II in a, recess formed by a counterbore at the-outer end .of the stop screw receiving bore.

The pressure of the by-passed fuel in the chamber Ia tends to forcethe piston I outwardly in the bore or cylinder Ia against the the pressure of a coil compression spring Il, one end of which seats against the end wall of the piston and the other end of which seats against Ja seat II provided therefor in the bore outwardly of the piston. The spring seat member II is held in the'outer end of the bore I by means ot a split retaining ring Ii that is snapped in an annular groove' provided therefor in s'aid bore.. As shown in the drawingsi the. spring seat member II is in the form of a cylindrical shell located directly below the breather and oil' passageway I9. The inner end portion of the tubular spring seat I0y is-reduced to provide a seat for the spring I9 and to establish communication between the breather passageway I9 'and the outer end of thebore I: and the larger outer end of saidspring seat is cut away so as ynot to block said breather passage way and to provide a series of .circumferentially i spaced lingers I2 that .seat in-said outer end of said bore. Y f Outward movement of thelpiston I in the bore is .further resisted by a coil tension spring II. one end of lwhich'is threadedon thewthreaded shank II of the studA II and the' other end of whichk is threaded on an exteriorly threade'dfsleever tins II that is sleeved on an adjustingscrew II that; is threaded through the governor housing I .in axial .alinement with said .stud. The diustins screw 65 has 'a'.headed innerend II that is dis- DOSedln the chamber Id or a smaller axial extension 4b thereof; and the idle or surgespring com hector* sleeve or ring II is sleeved'on said screw' and is held in abutting relation toj said head by the tension of said spring.' The surge spring adjusting screwII lhas l. castellateddock nut I1 asvaire horizontal pivot pin 1i.' The other end .of

hub of the sector pinion. and is pivotally se- 'cured to said lug by means of a pivot pin 96 'that extends through registering holes 96a pro- Vvided therefor in said link and in the bifurcated portion of said lug above the level of the rotary axis ofthe sector pinion 8|. The pivot pin 96 has an axial bore extending therethrough from end to end thereof. This tubular pivot pin has a head at one end, whichV seats against one side ffthe lug 95, while the other end of said pin terminates beyond the other side of said lug.

'The pivot pin 96 is held in Vposition by means m' of two spring steel retaining plates 91, that are secured at one end to the respective side faces of the lug 95by screws 98 extending through openings provided therefor in the respective links and washers 98a interposed between said links a. and said lug and are threaded into opposite ends of a hole 95a that extends through said lug from side toside thereof. The retaining plates 91 have conical bosses 99 in their other ends that seat in the adjacent ends of the axial bore-in the pivot pin 96. The pivot pin 96 may beinserted in andA removed from the housing I 'through openings la that open into the be# from opposite sides of said housing and are closed by threaded'plugs lb.' As shown in the drawings, the bifurcated portion of the retaining plate supportinglug 95 on the hub of the sector pinion 46l has a second pair of alined holes 96b that are similar to the holes 96aand o. are-located below the level of the sector pinion axis. The upper pair of holes 96a are used for the pivot pin 96 where proper governor control of the injection pump requires rotation` of the l sector pinion-i in one direction, While the lower y pair of holes 96h are used when said pinion must u', be rotated in the opposite direction.L As shown in the drawings, the link l0 has a fiat face 19a at the inner end thereof adapted to bear against f the head 5| of the stud I9 and thus maintain the pivotal connection 96 between said link and'v 5 the sector pinion 8l above the level of the axis 1 of the latter, When the pivot pin 96 is engaged with die 1ower set of heies seb, the nnk 1o is inverted and the flat end AIlia thereof serves to maintain said pin below the level of the axis ofin the sector lpinion Il. l f

As stated above, the quantity of fuel delivered to the engine by the fuel injection pump is regulated byA the quantity of fuel that is diverted' from the pump chamber tothe pressure chamha ber Ia of the governor; and the quantity of such -by-pa`ssed fuel lis controlled by the sector pinion Il and is equal to the difference between the total displacement of the injection pump and the governor decreases. The; amount of fuelfbypassed to the governor will also vary in all posis tions of manual adjustment of the by-pass conthreaded thereon Ainabutting!:relation tothe-end -ftr`ol sector pinion Il,

. face of the housingv i; vand relative rotary moved ment of said nut and-screw is prevented by means voi'. a cotter' keys@ Leakage around the adjusting L screw `II is prevented by. means of a rubber .sealo ing ring IIthatis heldunder .compression bythe c 1'. nut I1 in a! recess formed by axcounterborefin the outer of the bore for `said screw.

The head!! of thesturl nis bifurcated to receive one Jend-of a'- link 'll'which is pivotally..

secured to said bifurcated portion bymeans of a .-Th'e fuel pressureon the piston varies accordn ernor for actuating the fuel quantity control sec the link II fits in a bifurcated radial lug 95 on the' ing. to the square of/.the speed of the'pump cam shaft; and when there is no hydraulic pressure.y

piston against theadjustable stop pin 5I and the tor pinion 8i of theipump through the piston 5 and connecting link 10 in accordance with the speed of the engine. The engine is set for the desired speed by manually adjusting the fuel feed control sector pinionl of the pump; Vand in each speed setting'which corresponds to a particular orifice opening 1a, the sector pinion is automatically adjusted according to the speed.

and load conditions of the engine by the varying by-pass pressure transmitted to the sector gear. operating piston 5 of the governor. A predetermined pressure in the by-plss system forces the piston 5 away from the stop 55 and against the pressure of the spring 59 and rotates the fuel feed control sector pinionl in the direction of decreased fuel supply. When the pressure in the by-pass system falls below such pre- .to control the fuel feed control sector 'pinion 8i of the pump, thereby providing a pressure curve in the by=pass system which varies according to the square of the speed for each size of throttle orifice. Each size of throttle orifice 1a produces a different by-pass pressure curve which starts from zero but takes a different path as the speed rises. If the orifice la is large and allows the bypass fuel to 1eak out without much pressure rise,-

a. higher speed will be required to obtain a certain pressure than if thesize of the orifice is smaller. Thus, as shown in the diagram of Fig. 15, for each position of the throttle or orifice control valve i2 there is a. different curve of piston hydraulic pressure plotted against Vthe speed. In this diagram, the number of revolutions per minute of the engine are shown as abscissa and the hydrauasc/aire from the spring-extended or full throttle 'posi-l tion to the spring compressed or no throttle position,`which is reached at about 2,100 revolutions per minute. It will be seen,l therefore, that in the area belowthe spring extended position, the pump is always in full throttle adjustment, while in the area above the spring compressed position the pump is always pumping a minimum quantity of fuel. The area between these two lines represents the operating range of the fuel injection pump. For example, the dotted line D just below the spring compressed position on the diagram indicates 'a throttleposition where just enough fuel is being pumpedl to the engine to overcome the friction thereof; and this throttle position would be the idling position of the engine regardless at what speed it occurred. In the normal operation of the engine, this idling position would occur somewhere between 400 and 450 revolutions per. minute.

When the orifice 1a is entirely closed,I while the engine is operating at extremely high speed, a pressure builds up in th by-pa'ss system/in excess of that required to operate the governor.

'pressure relief valve; that is', said valveis forced f y upwardly off its seat by the excess pressure, therearound the adjustablepiston stop pin 55 and the adjustable anchor pin v615 for the extension spring 63 by means of the compressible sealing washers y 5B and 59, respectively. The spring supporting lic pressure werkingen the governor 'piston is shown as ordinate. As shown in said diagram,`

the first constant pressure line above the zero line indicates the pressuresprodu'ced by the governor spring 59 in its extended position; and.

the second constant pressure line indicates the pressure when said spring is compressed. If the throttle valve I2 is in nearly closed position, a curve B would result. The pressure curve B might indicate the idling position of the throttle, and the full load throttle position with the spring 59 extended would be reached at about 400 revolutions per minute. Any further increase -in speed with the throttle orificenearly closed obtained; andfull throttle or spring extended -position is reached at an lengine speed of about 2,000 revolutions per minute. When this pressure is reached; the spring 59 starts to compress s. and reduce thequantity of fuel supplied to the engine, thus permitting more by-pass fuel to enter the governor. This action, of course,vagain increases the pressure more rapidly with speed during a fixed nozzle discharge condition. Ac-

cordingly, the hydraulic pressure plotted againsty the revolutions per minute followsa steep line C' bushing 64 slides free on the spring adjusting screw 65 throughout thegreater portion stroke of the piston 5; and the idle spring 8! comes into play when the main governor spring 59 is almost fully compressed. 'Ihe screw 55 may be adjusted axially so that the portion of the stroke on which the idle spring acts can be adjusted to suit As' stated above, the fuel pressure on the gov-l ernor piston 5 varies in accordance with .the

square of the speed of rotation of the pump cam` shaft. accordingly, in'order to obtain closel governor regulation without the use of` a piston operating spring having a-variable rate. of deflection, the variable motion link connection 15 between the piston 5 and -the sector pinion It isprovided, which connection forms a crank arm that is long enough to transmit ample turning movement to the sector pinion and, atthe'same.

,and may be angularly adjusted relative'thereto: said throttle lever is mounted on splines Il on the throttle shaft I5',- thus permitting said lever to be angularly adjusted relative to said shaft for operation by'a pedal o'r hand operated mechanism ,movement of said regardless of-the direction of mechanism.

Obviously, the lhereinbefore governor admits of considerable modification without de parting from thev inventiong Therefore, -I do as'zaire not wish to be limited to the precise details of f construction shown and described, except'as re' quired by the scope of the appended claims.

What I claim is: l. A speed governor for an-internal combustion engine having a fuel feed control member Y and a source of iiuid pressure varying with the engine speed, said governor comprising a housing,y

a cylinder in said housing, a piston positioned within said cylinder for reciprocal movement, a

conduit connecting the source and said cylinder,

justable throttle valve cooperating with said' orince for .changing the size thereof to therebyv change the rate of lpressure variation in saidcylinder, mechanical means for adjusting said resilient means,said throttle valve being arranged and constructedas a spring pressed check valve so that said valve will open when pressure within said cylinder exceeds a predetermined Pressure.

and a source ofiiuid pressure varying with the engine speed, said governor comprising a'housing, .9, cylinderl in said housing, a piston positioned within said cylinder for reciprocal movement, a conduit connecting the' source and said cylinder, resilient means tending to move said piston in one direction, the pressure in said cylinder tending to move said piston in opposition to said resilient means, an outlet orice in said housing having communication with said cylinder for relieving the pressure therefrom, a bore in said housing communicating with said orifice andI a discharge passageway 4leading from said bore, a manually adjustable rotary disk valve mounted in said bore for throttling said orifice to thereby change the rate of pressure variation in said cylinder, said disk valve having an annular peripheral groove communicating with said discharge passageway for constantly relieving pressure within said cylinder in accordance with manual adjustment of said valve, and mechanical means 2. A speed governor for an internal combustion engine having a fuel feed control member and a source of fluid pressure varying with the en gine speed, said governor comprising a housing,

Va cylinder in said housing, a piston positioned for adjusting said resilient means, said rotary disk valve being arranged and constructed as a .spring pressed check valve so that said vailvewlll 'open when pressure within said cylinder exceeds a lpredetermined pressure.

4. A speed governor for an interna1 combustion within said cylinder for reciprocal movement, a

,conduit connecting the lsource and said cylinder, resilient means tending to move said piston in housing communicating with said orifice and a` discharge passageway leading' from said bore, a

manually adjustable rotai, disk valve mounted in said bore for throttling said orifice to thereby vchange the rate of pressure variation in said cylinder. mechanical means-for adjusting said resilient means, said rotary disk valve being arranged and 4,constructed as a spring pressed check valve so that said valve will openwhen pressurewithin said cylinder exceeds a predetermined pressure.

3. A speed governor for an internal combustion engine having a fuel feed control member 'a source of fluid pressure .varying with the engine speed, said governor comprising a housing, a cylinder in said housing, a piston positioned within said cylinder for reciprocal movement, a conduit connecting the source andsaid cylinder, resilient means tending to move said piston in one direction, the pressure in said cylinder tending.

to move said piston in opposition to said resilient means, means on said housing and `v-extending within said cylinder` for limiting the extent of movementof said piston in said cylinder, an out- 'let orifice in said housing having communication HERBERT c. EDwARDs.

US39771441 1941-06-12 1941-06-12 Governor Expired - Lifetime US2372179A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US39771441 US2372179A (en) 1941-06-12 1941-06-12 Governor

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US39771441 US2372179A (en) 1941-06-12 1941-06-12 Governor

Publications (1)

Publication Number Publication Date
US2372179A true US2372179A (en) 1945-03-27

Family

ID=23572344

Family Applications (1)

Application Number Title Priority Date Filing Date
US39771441 Expired - Lifetime US2372179A (en) 1941-06-12 1941-06-12 Governor

Country Status (1)

Country Link
US (1) US2372179A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2708921A (en) * 1950-03-21 1955-05-24 Daimler Benz Ag Control device for combustion engines

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2708921A (en) * 1950-03-21 1955-05-24 Daimler Benz Ag Control device for combustion engines

Similar Documents

Publication Publication Date Title
US9322331B2 (en) Connecting rod for two stage variable compression
US3485225A (en) Rotary distributor fuel pump
US2330650A (en) Charge former
US2841372A (en) Apparatus for delivering combustible mixture to an internal combustion engine
US2369397A (en) Variable speed governor
US3371658A (en) Priming method and arrangement for fuel feed system
US3638631A (en) R.p.m. regulator for fuel injection pumps
US3906916A (en) Fuel injection apparatus for internal combustion engines
US2450535A (en) Means for automatically controlling the supply of liquid fuel to a prime mover
US1473303A (en) Fuel control for internal-combustion engines
US2299234A (en) Hydraulic pump and control means therefor
US2219488A (en) Liquid pressure remote control system
US2160735A (en) Metering pump
US2674236A (en) Fuel injection pump
US3977384A (en) Internal combustion engine oil pressure loss safety device
GB1120083A (en) Governor for fuel injection pump
US2604756A (en) Fuel supply system for internalcombustion engines
US2364817A (en) Regulating device
US2259693A (en) Fuel governor for internal combustion engines
US2313264A (en) Fuel supply system
US2446497A (en) Fuel injection apparatus
US1993759A (en) Fuel injection pump
US3640258A (en) Governor for internal combustion engines of injection type
US2296213A (en) Engine speed governor
US2794397A (en) Fuel injection pump