US2393556A - Governor - Google Patents

Description

Jan. 22, 1946. QLSON AL 2,393,556

GOVERNOR Filed Jan. 8, 1944 2 Sheets-Sheet 1 Elmer 02am )[ili'op JfiiZZZer INVENTOR I BY. w

Jan. 22, 1946- E. OLSON ET AL 2,393,556

GOVERNOR Filed Jan. 8, 1944 2 Sheets-Sheet 2 [Zmcr 025012 & 1/1720]: clfi izllfl 1 N VEN TOR Patented Jan. 22, 1946 GOVERNOR Elmer Olson, Ferndale, and Milton J. Kittler, De-

troit, Ml Earl Holley ch., assignors to George M. Holley and Application January 8, 1944, Serial No. 517,592

1 Claim.

The object of this invention is to modify the action of a centrifugal governor so that it is responsive-to both the. revolutions per minute of the engine. and to the rate of --change of the number of revolutions per minute; If a centrifugal governor is u'bjected to a severe test, that isxto say, if the load is completely thrown ofLat a.

given instant, theengin'e necessarily increases beyond the governed speed because when theengine reaches the governed speed, it is accelerthe governor acts; the engine speed exceeds the governed speed. This difference between the gover'ned speed and the actual speed at which the engine is checked by the governor when the load is thrown off is known as the over-run. Obviously it is desirable that the normal governed 7 ating and therefore during the period of time that speed should not differ greatly from the governed speed when the engine is accelerated.

During acceleration; in addition to centrifugal force there is available the inertia force andtherefore it is desirable to make the centrifugal and the inertia forces cooperate so that the governor acts promptly and before the engine has reached any excessive speed. The acceleration H engages with the right-hand side of a block v forces are utilized to anticipate the action of the centrifugal forces.

Fig. 1 shows thegeneral arrangement of our invention.

Fig. 2 shows the cross-sectional plan view on the plane 2-2 of Fig. 1.

Fig. 3 shows the elevation of Fig. 2.

In Fig. 1, a carburetor is shown on the right hand side having a float chamber l0, and a fuel nozzle I l discharging through the low-speed passage l2 into the outlets l3 and I4, and thus into the mixture outlet adjacent to the upstream lip of the butterfl throttle valve IS. The fuel nozzle l6 supplies the fuel for high speed operation. A restriction H, in the throat of the venturi in the air entrance, communicates with the restriction l8 located in the mixture outlet, through the bypass 2l. This bypass 2| communicates with a passage 20, through an orifice which is controlled by an adjustable needle valve Ill. The vacuum in the venturi and in the mixture outlet are jointly communicated past this adjustable. restriction IE to a chamber 21, the right hand wall of which is formed by a diaphragm 25. A link 26 is connected to the throttle l5, which is also controlled by a tension spring 23. The result is that the throttle is held wide open by the spring I and controls an atmospheric vent C shown in Fig. 2 which supplies atmospheric pressure through the pipe J to passage 20 at low speed and hence permitsthe throttle IE to become wide open.

For manual control below governed speed, a rod 28 engages with the element 29 mounted on the throttle. l5, 'and positively closes the throttle. When the critical speed of theeng-ine is exceeded, the air vent leading to passageJ is closed, and the vacuum is permitted to build up in the chamber 21 and the throttle I5 is closed automatically.

Fig. 2 shows our specific invention in which a centrifugal weight A stretches a spring Bandcloses an orifice C. The orifice C communicates through thepassage D with the atmosphere at vent E.v The valve Fis normally open but may be closed by inertia forces. The parts A, B and C, are all contained in a block U rigidly connected to the shaft 22. Looselymounted on the shaft J .are two plates L and M, which hold between them two similar weights GG. A spring U (Figure 2).which is pushed. against a stop S,

which engages with the left-hand side of the block U. A pin R is carried by the rocking levers Nand O. Lever O is pivoted at P to the plate L. Lever N ispivoted at Q to the plate M. An opening T in the plates L and M permits some movement of the pin R, relative to the plates L and M.

Operation On the plates L and M are mounted the rocking plates N and O, which carry the pin R. The weights GG are also carried by the plates L and M, so that any movement of the weights relative to the shaft 22 and block U, causes the pin R to move the valve F and cut off communication between the opening E and passage D.

In the view shown in Figure 2, rotation is clockwise. Hence, the valve F is closed during acceleration because the weight G lags behind the engine driven parts and moves the valve F downwardly, cutting ofi communication between the shaft passage J connected to the inlet vacuum and the atmospheric vent E. The spring H is compressed during acceleration, so that during acceleration the vacuum admitted through the center of the shaft passage J into the chamber K, is cut off from the atmosphere just as it is at high speed by the centrifugal weight A, so that the governor responds both to high engine speed and to excessive acceleration. This causes the throttle to close so that when the load is thrown oi! and the engine tends to race, the inertia element anticipates the action of the centrifugal element, so that the over-run is reduced.

What'we claim is: C In a centrifugal governor for an internal combustion engine having throttle and a spring adapted to open said throttle, manna] means for closing said throttle, automatic ineans tor closing said throttle responsive to the suction in'the 1 air entrance to said engine, an atmospheric air 1 trifugally operated means for closing said atmospheric air vent, inertia responsive means adapt ed to also close said atmospheric vent, so that whenever the rate of acceleration exceeds a given value the throttle is closed.

" EIMER OLSON.

MILTON J. KI'I'ILER.

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