US2378178A - Governor - Google Patents

Description

June 12,1945. A. N. BLAZER GOVERNOR Fi led Aug. '17, 1943 A. m m m wmw 1 ATTORNEY loads.

Patented June 12, 1945 UNITED STATES PATENT "OFFICE I .GQVERNOR Almer Newton Blazer, Mes calero, N. Mex. Application August 17, 1943, Serial vNo. 499,003

7 Claims.

' This invention relates to governors.

An object of the invention is the provision of a governor which is particularly adapted to maintain the proper supply of fuel to the engine wherein a constant speed is maintained. Another object of the invention is the provision of a governor on which all of the elements of the governor are supported on. a single shaft, thereby avoiding complicated gearing.

A further object of the invention is the provision of a governor for controlling the now of fuel to an internal combustion engine in accordance with the needs, in which the speed adjustments for the engine arestabilized automatically when the adjustments have been completed by the governor. i

A still further object of the invention is the provision of a sleeve-spool friction gear typeof governor for limiting automatically the function of the governor in accordance with the capacity of an internal combustion engine This invention will be best understood from a consideration of the following detailed description, in view of the accompanying drawingforming a part of the specification; nevertheless, it is to be understood that the invention-is not confined to the disclosure, being susceptible of such changes and modifications as define no material departure from the salient features of the invention as expressed in the appended claims.

In the drawing: Fig. 1 is a plan view of a centrifugal governor with accessories constructed-according to the principles of my invention. 4

Fig. 2 is a side view of the same.

Fig. 3 is a transverse vertical section along the line 3-3 of Fig. 2. x

aken

Referring more particularly to the drawing, l-

generally designates a bracket which has a. portion I l, adapted to be secured by means of bolts passing through perforations l2, formed-in the I perforations in the flanges. a

The bracket has a lateralaextension zfl adj acent its" outer end, anda pairzof spaced. ears-21 exat varying The split ring .I 6 has an. internal passage which is threaded to receive the threads of a sleeve 25 which has a manipulating. disk 26. This sleeve has a longitudinal passage forming a bearing for the governor shaft 15. The sleeve 25 may be adjusted longitudinally of the split ring l5 by rotation of the disk 26 for a. purpose which will be presently explained.

The governor element per se. is generally designated by the numeral '30 and includes ancollar 3|. with a pair of diametrically spaced. cars 32 in which the. inner ends of theusual weighted arms. 33 are pivotally connected as shown at 34. Weights 35 are secured to the outer ends. ofthe arms 33. I

The collar 31. is firmly attached to the governor shaft l5, byuset screws or otherwise, and abuts on the inner endof the threaded sleeve 25.- .A

set collar 26 4s abutted. on the outer end of the sleeve 25 and is, also firmly secured to the governor shaft l5 whereby the threaded sleeve- 25 becomes a. double thrust bearing to determine the longitudinal position. of the shaft 15 and. th governor 30 thereto attached.v

A link 36 is connected with each. arm 33 by a pin 31. These. links extend inwardly from the arms andare pivotally connected at 38 to cars 39 diametrically disposed on the inner end of the sleeve 40. The sleeve 40, slidably fitted to the governor shaft 15,.- is keyed with a feather to limited in longitudinal movement. spring 4i surrounds the shaft l5 andhas one end in contact with the collar 3| while the other end contacts-theinner end ofv the sleeve 41].. The spring will at all times tend to force the sleeve to the left in Fig. 1, and. in the direction indie cated by the arrow in said figure so that the weights .35 tend to movev towards each other and this. is. particularly true when the speed of rotation of. the shaft S-falls below a'p're-determined I rate.

A friction gear 45 has 'an integrally formed collar 46: resting on theportion l3 ofthe bracket Ill. This gear is secured to a shaft 41 which has abearing '48 in the portion [3 ofthe bracket.

A plug valve 50 is secured to the lower end of the shaft 41 and is enclosedwithin a casing 5| incorporatedwithin a fuel supply pipe 52.

A friction. disk 53 is 'mountedon the inner end of the sleeve 40 adjacent the periphery of the gear 45. A second friction disk 54 is secured to the outer end of the sleeve 40 adjacent the bearing 14 on the bracket (0. These disks are adapted to engage the periphery of the gear 45 alternately. These disks, however, do not at any time come into engagement with the periphery of the cut-away portion 55 of the gear 45. The cut-away portion, as shown at 56 and'5l, forms shoulders on the disk for a purpose which will be presently explained.

A friction valve gear 45 is mounted in the bracket member l3 of the bracket H3, adjacent to the sleeve 48, of such diameter as will permit alternating contact of the friction disks 53 and 54 with the periphery of the said gear 45 but without contact when centered on the sleeve 40.

It will be noted that the sleeve 48 is pro- Vided with a pair of spaced collars 58 and 59, and the opposite ends of these collars are tapered with the inner ends being spaced from each other to form a tapered groove to receive a complementarily tapered portion 60 of a weighted arm 6! which is pivotally mounted on a pin 62 carried by the bearings 22 on the: ends of the ears 2|. Collars 63 which form a long bearing and which are mounted on the pin 62 maintain the arm GI in such position that it will fall into the central groove 54 formed by the oblique sided portions of the collars 5B and 5 9 when these collars are in alinement with the center of the friction valve gear. At the time of assembling the valve 50, the shaft 47 and the friction valve gear, with an aperture H of the valve 50 is alined with thefuel supply pipe 52, and the friction valve gear, positioned with the shoulders 56 and 5? .equidistant from a brake member 18 when the arm 6| lies in the groove 64. A pulley B5 is secured to the inner end of the shaft i5 and is driven by a belt from a revolving part of the engine. It will be seen from this construction that all of the elements of the governor and its associated parts are carried by the shaft I5 which in turn is supported by the bracket III. The sleeve 40 is splined to the shaft I5 so that it may be moved back and forth and revolved simultaneously by said shaft for rotating the disks 53 and 54 whereby when one of these disks is moved into contact with the periphery of the gear 45, said gear will be revolved for operating the valve 50 to closed or open position or to intermediate positions. It is to be borne in mind that when the valve 50 and likewise the disk 45 has been moved through 90 degrees from its position shown in Figs. 2 and 3, said valve will be.

closed; This is true whether the disk 45 is moved in one direction or in the opposite direction. The closed position for the valve 50 in either direction of rotation will be determined by the shoulders 56 and 51 when said shoulders engage the upstanding or bent portion T of the arm 6|, so that the gear 45 will be held against further rotation. When the shaft I is rotated, in either direction, a point of equilibrium is induced between the centrifugal force of the governor arms 33 and the tension of the spring 4!. This point is constant in position at. any constant speed of the governor, but varies, longitudinally, with any change of the speed of the governor. This point I have designated the normal for any given speed of the engine.

Adjustment of the threaded sleeve to the left in the threaded passage It will move the governor to the left, together with the shaft l5 and the sleeve 40, in the direction of the arrow in Fig. 1, ,by the increased tension on the spring 4!, to open the valve 50 to the extent required to increase the speed of the engine, and thereby the governor, increasing the centrifugal force to withdraw the sleeve 49 at the normal of the newly adjusted position, whereby the aperture ll of the valve 55 is stabilized by the brake member 10. On the other hand, adjustment of the threaded sleeve to the right reverses the effect, reducing the tension on the spring 4|, closing the valve 50 to the newly adjusted position and stabilizing the normal at the reduced speed. After the proper adjustment of the sleeve had been made, the bolt I8 which had been previously loosened is then tightened to retain the sleeve 25 in its adjusted position.

With the elements shown in their respective positions, it will be noted that the disks 53 and 54 are out of contact with the periphery of the disk and the weighted arm BI is resting in the groove 64 on the sleeve 46. These positions of the elements are maintained until disturbed by a change of speed of the governor, by change of load or pressure on the engine, or otherwise, which is automatically corrected by the governor, as described.

The independent throttle is provided for starting and stopping the engine, and may be used, incidentally, to approximate a desired normal. The reduced speed, as the engine stops, causes the governor tov open the valve to full capacity, whereby the full volume of the fuel supply is available for starting the engine under load, and as the engine gains speed, is automatically adjusted and stabilized by the'governor at the normal of the previous adjustment.

This normal is referred to the valve 50 by the automatic action of the governor through the sleeve 40, friction gear 45, and valve shaft 41, adjusting the opening H in the valve 50 according to the requirements of the engine at the ad- J'usted normal.

The normal is now stabilized by the clamp screw l8 on the threaded sleeve 25, and the independent throttle fully opened, referring control of the engine speed to the valve 50 of the governor assembly.

An increased speed of the engine, through reduction of load, pressure on the engine, or otherwise,. increases the centrifugal force of the weighted arms 33 of the governor 30 and withdraws the sleeve 40 against the tension of the spring 4! by the links 36, raising the arm Bl of the brake member 70 on the oblique side 58 of the groove 64 to release the brake member :0 from contact with the reduced section of the periphery of the friction. gear 45, and contact the friction disk 54 with the periphery of the friction gear 45 to reduce the opening in the valve 50, through the valve shaft 41, until all the governing parts resume their normal positions, through the reduced flow of the fuel to the engine through the valve 50.

A reduced speed of the engine reduces the centrifugal force of the weighted arms 33 of the governor 30, whereby the tension of the spring 4| advances the sleeve 40, raising the arm 61 on the face 59 of the groove 64, to release the brake member 10, and contact the friction disk 53 with the periphery of the valve gear 45, to open the valve .50 to a point where the normal is restored and the opening of the valve 50 is again stabilized at the normal'for the engine speed.

It is apparent by this construction, 'that the goverhorprovides a normal point of equilibrium for anyspeed withinthe capacity of the engine,

asserts which whenreierred to theopening of the sup screw l8 on the threaded sleeve 25'and maintainedby the action-of theslieeve 40' on the fuel supply valve 50 of thefengine through the valve shaft 41, and 'automaticallystabilized by the brake member The engine is stopped'and started by the independent throttle, and resumes th adjusted speed automaticallm' under any load orpr'e'ssure onthe engine, and may be: changedb'y' manipulation (of the sleeve 25"to any speed withinthe capacityof the engine whileinniotiom- In operation with theengine in mot-ion, the crown belt pulley drive '65 driven from the -n-' gi-ne shaft rotates the governor shaft in a defined relation-to the engine-speed and'atany speed of the governor shaft an equilibrium 'eXis-ts be tween the centrifugal force of the weights35 and the spring il. At this time, the 'sleevefdll is stationary on the shaft.

When the shaft is adjusted by the governor, the central groove will be centered on the valve'gear 45 and the brake mem'ber'Bl will lie in the groove 64 thereby stabilizingthe flowof' the fuel tothe enginethroughthevalve 50.

If the speed "of the engine is too great, the centrifugal force of the weights 35 will move the sleeve inwardly and the brake member is thus raised by the collar 58, so that the friction disk 54 will engagethe periphery of the valve gear 45 as has been previously explained.

1 when w adjusted by. the goverply verve of the engine is'stab'il-iz'ed bythe clamp opposed to centrifugal force' tending to maintain the disks out of contact with the gear, said sleeve having a: circumferential groove, aweig-hted arm pivoted-at one end on the bracket, the free end of the arm being received: by the groove. when said groove is alined with the center of the gear, and means for causing rotation of the sh'aftn 2. A centrifugal governor comprising a shaft,

' a. bracket supporting the. shaft, a sleeve slidable the gear and adapted -to engagesaid gear alternately when the sleeve. is. oscillated by the governor,;the governor including a resilient means op osed to centrifugal force tending tomaintain the disks'out of contact withthe gear,said sleeve having rig-circumferential groove, a weighted arm When the speed of the engine is reduced, the

spring 4| reverses the movement of the sleeve 40 and the friction disk 53 engages the periphery of the valve gear and thus rotates the va1ve50 to a point where the flow of fuel to the engine is the amount required to produce the speed of the governor as adjusted.

The speed of the engine is determined by the longitudinal position of the governor, with relation to the Valve gear 45, which is controlled by adjustment of the threaded sleeve 25 to centralize the sleeve 40 on the valve gear when the governor is in the desired, normalized position, but such adjustment is always made withthe view of locating the groove 64 in the sleeve 40 in.aline ment with the free end of the brake lever =6l so that the free end of said lever can fall into the groove. The change in adjustment of the member 25 can be made during the time when the engine is idle or when the governor is in opera-: tion.

It will be seen by this construction that a slight change of the engine speed will show by a slight contact of the friction gear for a slight correction of speed while a greater changeof the speed of the engine will apply a greater amount of power in proportion to the work to be done. Thus, full throttling to idling is accomplished almost as quickly asaslight change.

I claim:

1. A centrifugal governor comprising a shaft, a bracket supporting the shaft, a sleeve slidable on one end of said shaft and feathered thereon, a valve gear below the sleeve, said governor including links connecting weighted arms thereof to the sleeve and mounted on the other end of the shaft, friction disks connected to the sleeve at diametrically opposite points on the gear, said friction disks being spaced from the periphery of the gear andv adapted to engage said gear alternately when the sleeve is oscillated by the governor, the governor including a, resilient mean s pivoted at oneendon -the'br'acket, the fre-e'end of the arm' being receivedrby the groove when said groove is alined with the. center. of: the gear, and means for causing rotation'of .the'shaft.

3. A. centrifugal governor comprising ashaft, means for supporting said shaft, a: sleeve having an annular groovemidway ofv its ends and slidably keyed to said shaft, a gear carried by the supporting means with the axis of the gear alining with the center of the groove, a weighted arm pivoted at oneend, the free end of the arm resting in the groove when said groove is alined with the center of said gear, the governor includingcentrifugally operated arms with links connecting the arms with sleeve, a resilient means opposed to the centrifugal force acting on the sleeve tending to maintain the annular groove in alinement'with the center of the gear, means on the sleeve adapted to engage alternately diametrically opposite points on the gear for caus- I ing rotation of the gear in opposite directions, and means for causing rotation of the shaft. v

4. A centrifugal governor comprising a shaft, means for supporting said shaft, a sleeve. having an annular groove midway of its ends and slid ably keyed to said shaft, a gear carried by the supporting means with the axis of the gear alining with the center of the groove, a weightedarm pivoted at one end, the free end of the arm resting in the groove when said groove is alined with the center of said gear, the governor including centrifugally operated arms with links connecting the arms with the sleeve, aresilient means opposed to thecentrifugal force acting on the sleeve tending to maintain the annular groove in alinement with the center of the gear, means on the sleeve adapted to engage alternately diametrically opposite points on the gear for causing rotation of the gear in opposite directions, cooperating means between the gear and arm for limiting rotation of the gear in two directions, and means for causing rotation ofthe shaft.

5. A centrifugal governor comprising a shaft, means for supporting said shaft, a sleeve having an annular groove midway of its ends and slid ably keyed to said shaft, a gear carried by the supporting means with the axis of the gear alining with the center of the groove, a weighted arm pivoted at one end,the free end of the arm resting in the groove when said groove is alined with the center of said gear, the governor including centrifugally operated arms with links connecting the arms with the sleeve, a resilient means opposed to the centrifugal force acting on the sleeve, tending to maintain the annular groove in alinement with the center of the gear, means on .the sleeve adapted to engage alternately diametrically opposite points on the gear for causing rotation of the gear in opposite directions, a'

shoulder on the gear at each side of the arm adapted to engage the arm for limiting angular rotation of the gear in one direction or in the opposite direction, and means for causing rotation of the shaft.

6. A valve operating mechanism comprising a shaft adapted to be revolved at varying speeds, a bracket for supporting the opposite ends of the shaft and provided with a lateral extension, an arm extending transversely over the shaft and having a bent portion pivoted on the free end of the extension, a sleeve slidably keyed on the shaft and provided with an annular groove to receive the free end of the arm tending to maintain the sleeve in a predetermined position, a governor mounted on the shaft and having centrifugally-operated arms connected to the sleeve for causing oscillation of said sleeve, a spring acting against the centrifugal force on the arms, a gear associated with the sleeve for actuating the valve, spaced means on the sleeve rotated thereby and adapted to engage alternately dia metrically opposite portions of the periphery of the gear when the sleeve is reciprocated for causing the gear to be rotated in opposite directions.

'7. A valve operating mechanism comprising a shaft adapted to be revolved at varying speeds, a bracket for supporting the opposite ends of the shaft and provided with a lateral extension, an arm extending transversely over the shaft and having a bent portion pivoted on the free end of the extension, a sleeve slidably keyed on the shaft and provided with an annular groove to receive the free end of the arm tending to maintain the sleeve in a predetermined position, a governor mounted on the shaft and having centrifugallyoperated arms connected to the sleeve for causing oscillation of said sleeve, a spring acting against the centrifugal force on the arms, a gear associated with thesleeve for actuating the valve, spaced means on the sleeve rotated thereby and adapted to engage alternately diametrically opposite portions of the periphery of the gear when the sleeve is reciprocated for causing the gear to be rotated in opposite directions, said gear having a shoulder at each side of the arm and engageable with the bent portion of the arm for limiting the angular rotation of the gear in either direction.

ALMER NEWTON BLAZER.

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