US2646269A

US2646269A - Variable speed centrifugal governor for internal-combustion engines and the like

Info

Publication number: US2646269A
Application number: US234222A
Authority: US
Inventors: Jarvis S Jennings
Original assignee: HOOF PRODUCTS Co
Current assignee: HOOF PRODUCTS Co
Priority date: 1951-06-29
Filing date: 1951-06-29
Publication date: 1953-07-21
Anticipated expiration: 1970-07-21

Description

y 1953 J. 5. JENNINGS 2,646,269 VARIABLE SPEED CENTRIFUGAL GOVERNOR FOR INTERNAL-COMBUSTION ENGINES AND THE LIKE Filed June 29, 1951 6 Sheets-Sheet 1 IQI 13155 i I Q I INVENTOR. JARVIS 5. JENNINGS ATTORNEYS July 21, 1953 J. 5. JENNINGS 2,646,269 I VARIABLE SPEED CENTRIFUGAL GOVERNOR FOR INTERNAL-COMBUSTION ENGINES AND THE LIKE Filed June 29, 1951 e Sheets-Sheet 2 J. 5. JENNINGS 2,646,269 VARIABLE SPEED CENTRIFUGAL GOVERNOR FOR INTERNAL-COMBUSTION ENGINES AND THE LIKE July 21,- 1953 i .6 Sheets-Sheet 3 Filed June 29, 1951 INVENTOR. JARVIS 8. JENNINGS TORNEYS Filed June 29, 1951 July 21, 1953 J. 5. JENNINGS .VARIABLE SPEED CENTRIFUGALGOVERNOR FOR INTERNAL-COMBUSTION ENGINES AND THELIKE- 6 Sheets-Sheet 4 1 '"IIIII/IIIIflW/IA'IIIIII/ Will/III]III/II/II/I/II/I/I/IM IIII/Il/I I g 86 :5 3 I 4 l INVENTOR. JARVIS 8. JENNINGS July 21, 1953 Filed June 29, 1951 FOR INTERNAL-COMBUSTION ENGINES AND THE LIKE 6 Sheets-Sheet 5 TOTAL THRUST CDLLAR MQ/EMENT- FULL LOADTO NO LQ D JARVIS S, JENNINGS P If S V// '1Iy 2 5 7 /t/ I 1/ T l 4 M/' I I/I/ O l, R

Q 4 '7 l &

l I l l I I WNTOR ATTORNEY July 21, 1953 J. 5. JENNINGS 2,646,269

VARIABLE SPEED CENTRIFUGAL GOVERNOR FOR INTERNAL-COMBUSTION ENGINES AND THE LIKE Filed June 29, 1951 6 Sheets-Sheet 6 l 8 8 8 E :3 Q 8 g Xi 2 n 5 INVENTOR JARVIS s.' JENNINGS ATTORNEY Patented July 21, 1953 UNITED STATES PATENT OFFICE.

VARIABLE SPEED CENTRIFUGAL GOVERNOR FOR AND THE LIKE INTERNAL-COMBUSTION EN NE Jarvis S; Jennings, Chicago, Ill., assignorto Hoof Products Company, Chicago, Ill., a'corporation of Illinois v Application June 29, 1951,- Serial No. 234,222

g 11 Claims.

V 1 The present invention relates to governors and, more particularly, to an improved variable speed centrifugal governor for internal combustion engines and the like.

It is well understood in the spring governor art that when using springsin which the deflection is proportional to the load, ,to resist the centrifugal'forces in a governor, there can be only a narrow range of speed adjustment at which the governor can control the speed accurately. Various methods have been employed to compensate for the discrepancy between the rates of increase of the spring forces and the -,centrifugal forces at; engine speeds other than that for which the springs are designed, but.

springs of non-proportional deflection rates are very difficult to produce accurately; and the method in which the effective moments of the spring forces are varied in their capacity to resist the centrifugal forces after translation ofthe latter to rotational force about an axis, are productive of heavy bearing loads and consequent frictionsegmental or curved yoke members for adjust ably mounting the ends of two pairs of springs to the intermediate portions of said segmental members, and in which the springs are moved substantially para'llel with the axis of the governor shaft so as to exert a retractive force on a thrust member-or collar slidable on the gov ernor shaft, and inwhich the axes ofthe springs are at substantially equal angles to a plane through the governor shaft axisand the median line of the segmentahmembersh The intermediateportions of said segmental members' are p'ivotally connected to depending levers or other suitable means forchanging the tension of the springs 'softhat'slight variations inthe lengths andlongitudinal displacement of the springs, or

slight' dtaparturebf the pivot connections of the segmental members with the levers from. the

' plane of the governor shaft axis and the median Accordingly, a primary object is to provide a simple, compact, eflicient and economical centrifugal governor for internal, combust on engines, said governor .being' provided with a spring assembly or means for accurately controlling the speed of theengine over a wide range of adjustmentsg'and which imposes a minimum of frictionalload on theworking parts of the governor, thus" insuring a high degree of sensitiv ity and stability of performance under varying operating conditions and loads.

A further object consists iii providing a spring assembly or system associated with the engine governor in such a manner that the spring forces are divided or distributed to facilitate control of the engine speed below the governed speed, ei-

ther manually or by automatic means for idling theengine at low speed when power demands are intermittent.

' assembly forresisting the centrifugalforce of the governor at various speeds, including. a pair of line of the segmental members or yokes, may be compensated;

Another object consists in associating with the centrifugal governor 'and'the spring assembly, an auxiliary spring for normally holding an operating lever against athrust collar axially slidable on the governor shaft, and with a force which is proportionally less with respect to the force exerted by thermain spring system, at the no-load position of the thrust collar, than the force exertedby the auxiliary spring in relation to the force exerted by the spring assembly at the full-load position of the thrust collar. Other objects and advantages of the invention will become apparent from ,the' following description when taken in conjunction with the ac companying claims and drawings.

Referring to the drawings wherein, for the purpose of illustration, are shown several preferred embodiments of the invention:

Figure 1 is a plan view of a variable speed centrifugal governor constructed in accordance with the present invention.

Figure 2 is a longitudinal sectional view taken substantiall along the line 2-2 'of Figure 1.

Figure 3 is a left-"handend view of Figure 1. Figure 4 is a right-hand end view of Figure 1'. Figure 5 is a sectional view taken substantially along the line 5:5 of Figure 2.

Figure 6 is a sideview of Figure l. l Figure 7 is a side view opposite to that of Figure 6.

Figure 8 is a detail perspective view of the spring assembly and parts of the governor shaft and fly-weight structure.

Figure 9 is a detail view of the spring assembly showing in dotted lines the springs distended and assuming a decreasing angle with the axis of the governor shaft, when the governor is adjusted for high speeds.

Figure is a detail view of the thrust sleeve on the governor shaft and in'dotted linesshows the thrust collar -'or member.

Figure 11 is a longitudinal central sectional view of a modified form of governor and spring assembly. I n

Figure 12 is a sectional view takensubstantially along the line l2!2 of Figure 11.

Figure 13 is a sectional view taken substan- V tially along the line l3i3 of FigurelZ.

Figure 14 shows a spring thrustforc'e chart; and

Figure 15 shows an engine performance chart.

Referring to the drawings,- t5 designates the housing of the variable speed centrifugal governor which may be closed at one end by a removable cap 16 secured by the threaded bolts 1! (Fig. l) to the forward or'frontend of the housing. The rear end 18 of the housing is formed with'a central opening ['3 which is in horizontal alignment with a similarly formed opening 20 in the cap [6 (Fig. 2). Extending into the housing l5 so as to be'revolubly mounted therein is the governor shaft 21 which has its rear end journalled in a bearing 22 positioned in the opening I9. th'ewall of the opening 2t! of the cap i6 so as to rotatably receive the shaft 2lwhich' extends outwardly as at 24 from the end of the cap I6 so as to be operatively connected inany suitable manner, not shown, to the'cranl; or drive shaft of an associated engine or the like, so as to rotate at a speed generally equal to or in excess of the speed of the engine shaft. Keyed or nonrotatably connecte'd'to the governor shaft 2i is An annularball'bearing 23 is mounted in 'a'boss 25 having rearwardly curved diametrically disposed arms '26 (Fig. 2), to each of which is pivotally connected a fiy-weight 21 by the pins 28 and the needle-type anti-friction bearings 29. A spacersleeve 3B abuts at one end the boss 25 and has its opposite end reduced as at 3| so as to extend through'the ball bearing '23' and be rotatably mounted therein. The opening .20 is provided with an oil-seal 32'to prevent escape of oil through the shaft opening during the operation of the governor. A thrust s'leeve33 is axially 'slidable on the governor shaft 2| and 'is provided at one end with an "annular flange or collar 34 (Fig. 10) and its opposite end with an annular flange 35. The flanges '34 and '35 on the sleeve 33 are spaced from each other a sufiicient distance to receive between them the opposed swinging members 36 of the'fly-weights 21 (Fig. 2). Each of the fly-weights 2'! has extending inwardly and radially toward the governor shaft 2!, an arm'3'! '(Fig. 2) having a head 38 arranged to engage the outer face of the flange 34 of the sleeve 33. The arms 31 are positioned on opposite sides of the shaft 2| so that when the speed of the shaft 2! is such as to cause the fly-weights 21 to swing outwardly, this movement will simultaneously cause the arms 3'! to press against the flange 34'and move the sleeve 33 axially and rearwardly of the shaft 2!. The flange on the sleeve 33 is spaced from the adjacent end thereof so as to provide a bearing portion 39 (Fig. 10) on which is mounted aconventional thrust collar indicated generally as at 40 and which may comprise

end discs

41 and 42 and an intermediate ball bearing disc 43 arranged to engage complementary annular'raceways 44 "on "the opposite inner facesof the outer "tatably mounted in the housing 15 and is positioned beneath the governor shaft 2| and in front of the yoke member 45. A sleeve 43 keyed or otherwise non-rotatably secured to the shaft 4'Lpreferably has extending upwardly therefrom, spaced arms 49 that project through the elongatedslot' 46 so as to bear against the thrust collar 40 on opposite sides of the governor shaft The rocker shaft 41 extends outwardly from one side of the housing l5 as at 50 '(Fig. '5) and has clamped thereto a spring lever 51 as at 52 and has also connected thereto an actuating lever '53 which may be provided with spaced-depending arms 54 thatstraddle the lever 5! "and are keyed or otherwise clamped to the shaft 41 as at 55 (Fig. '7), so that actuation of either the

lever

51 or 53 willcause rotationof the shaft 47. The upper end of the lever -53 may be provided with vertically spaced openings 56 for the purpose of adjus'tahly connecting the lever 53 through suitable linkage to the throttle valve or the like of the engineor other control part thereof, so "as to regulate the flow of the combustible'mixture from the carburetor to the engine in accordance with the speed of rotation of the engine driveshaft andthe governor shaft 2 l. The lever 51 'isconn'ected to one end of an auxiliary coil'spring 57 as at 58 '(Fig. 7).. The opposite'end of the light-spring 51 is connected as at 59 to a lug or pin 63 extending outwardl from the side of the housing 15.

In order to resistthe thrust resultant of the centrifugal forces at Various speeds of the engine with which the governor is associated, means in the form of a spring assembly or system is operatively connected to the thrust collar or member 43'so as to exert a'retractive force on the thrust collar and thus insure accurate control of the speed of the engine 'over a wide range of adjustments. This spring assembly includes an adjusting'rock shaft 5| (Fig. 5) which is rotatably mounted in the spacedb'earings 62 and '63 of the housing 15, and'ha's'an'outwardly projecting portion 64 to which is clamped or otherwise nonrotatably secured the sleeve 65 of the speed adjusting lever 56 (Fig.5). "The lower end 51 of the lever 65 is arranged to engage a threaded screw '68 carried by a lug .S'B'on the outer side of the housingl5 and which is provided with a polygonaltool-receiving head '53 so as to control or regulate the rotative movement of the shaft Bl' by 'the'a'xial displacement ofthe adjusting screw '68. A locking'nut H may be interposed between the lug 59 and the head 7!! to maintain thescr'ew 68 in'a'fixed adj usted' position. Within the housing I5 the shaftli! has mounted'thereon a pair of spaced depending levers '12, each having a sleeve or hub portion 53 formed with an opening for receiving a set screw 'Hi'to maintain the lever in a fixed position on the shaft 6! (Fig. 5). The lower end of each lever 12 is pivotally'con'nec'ted by a pin 15 to an intermediateportion of a segmental member or adjusting yoke '16 at points substantially in the horizontal plane of the governor shaft 2 i. As shown, the yokes 16 aresemicircular and each has a pair of inclined springs 7-! and -38-connected "at its 'ends as :at :19. The

yoke member 35 which is movable axially on the governor shaft 2 I. The curved-ends of the yoke members it to which the inner ends of the springs E? and F8 are connected, are spaced from the governor shaft 2! and so positioned that the springs ill and 18 are located outside the zone of rotation and movement of the fly-weights 21. The yoke members 16 have a span of at least eight times the normal axial movement of the thrust collar Ml between positions corresponding to the full-load and no-load positions of thegovernor throttle valve lever 53. It might 'be mentioned that the most favorable ratio of the span of the adjusting yokes 16 to the thrust collar 43 move ment, is a function of the ratio of'the initial and the final thrust forces at open-valve and no-load valve positions. In the form of governor dis-' closed, it has been found that a ratio of 8.3 to 1 has obtained desirable and efficient results though a change in the characteristics of the weights will alter this ratio. 1 V 7 As the adjusting yokes 16 are freeto pivot on the pins at a point relatively remote from a line through the points of support of the springs H and 18, slight 'inequalitiesvin the length of the springs and slight departure of the adjusting lever pins 'i5from the plane of the axis of the shaft 2! are compensated sufiiciently to obviate unbalanced lateral pull on the thrust collar 40' and sleeve 33 which might be productiveof undesirablefriction and wear. The spaced arms 49 on the shaft 31' are yieldably held in engagement 7 with the thrust collar 99 by the tension .of {the auxiliary spring 51 on the lever 5|, and this force is little more than what is sufficient tobalance a'ny reflex closing force on the lever 53 due to gas velocity forces on the throttle valve. Thus, the major portion of the force of the springs TI and i8 is directly opposed to the force on the thrust collar so and sleeve 33 so thatthe thrust collar normally is balanced about its axis with little resultant friction. When a low idling device is used, very little power is required to overcome the auxiliary spring 51 and close the'throttle'valve, with the result that no spring-loaded telescoping throttle is required.

It will be seen that in normal operation, the shaft 2! is rotated at or above the speed of the engine shaft and the fly-weights 21 which are This axial displacement of the sleeve 33 also moves the yoke member 45' toward the rear of the housing l5 and at the sametime extends the pair of springs Ti and 18 which are disposed at an acute angleto the governor shaft 2|, so

that the axes of these springs assume-decreasing angles with respect to the axis of the shaft 2|,

orthe plane through the shaft axis and the,

median line of the spring'yokes 16, as clearly shown in dotted lines in Figure 9. This acute angle is the inside angle as contrasted to the outside obtuse angle between a pair of springs such as H or 18.. Thus, it will be seen that the pairs of springs 11 and '18 are movable in a direction substantially parallel with the axis of the shaft 21 and exert a retractive force on the yoke member 45 and the thrust collar 43 to oppose the centrifugal force developed by the radial movement or opening of the fly-weights 21. The auxiliarys'pring 51 normally holds the arms 49 on I the shaft 47 yieldably against the thrust collar 43 with a'force which is proportionally less with respect to the force exerted by the spring assem- 7 ply, at the no-load position of the-thrust collar lfl,

than the force exerted by the auxiliary spring 51 in'relation to the force exerted by the pairs of springs 11 and '18 of the main assembly or system at the full-load position of the thrust collar 40. It is to be understood that the forces referred to are thus exerted at the highest speed for which effect of the auxiliary spring 51.

the governor is designed to operate. It will be seen that the segmental yoke members 16 are pivotally connected to the levers 12 so that slight variations in the lengths and deflection rates of the springs TI and 18, or slight departure of the pins 15 from the plane of the axis of the shaft '2'! and the median line of the yoke 16 may be readily lever may be in, to meet the requirements of various installations, and also to change-the For instance, in the position shown in dotted lines in Figure '7, the spring 51 has the effect of a weaker spring, than in the normal position shown in solid lines. Thus, the moment of force is-a decreasing one in the case of the dotted line position of the spring 51 and an increasing one in the normal position. It has been found that this novel arrangement may efficiently be used either to increase the sensitivity of the governor or to decrease-it, as the best and most efficient operating conditions may require;

Thus, it will be seen that axial displacement of the yokelmember 45 by outward swinging movement of the fly-weightsexp-ands or lengthens the pairs of springs 1'! and 18 so as to cause the application of the resultant of the forces of these angularly sup'portedsprings to be exerted directly on the thrust collar 40 and the sleeve 33 in opposition to the centrifugal force developed by the outward movement of the fly-weights 21. The tension of the auxiliary spring 5'! for normally urging the arms 43 into engagement with the thrust collar Ml, remains constant throughout the range of speed adjustment and the force of the spring?! is a relatively small part of the total spring force; It might be mentioned that this spring tension is usually .a little more than'is required to overbalance the air velocity forces which result in reducing the torque on the butterfly valve shaft ofthe engine or in the case of a valve shaft mounted in plain bearings, the sum of such forces and the frictional drag on the bearingsdue to the rather high loads resultant from the pressure differential on the upstream and downstream sides of the throtle valve when th latter is closed, is reduced to a minimum.

The housing 15 may be provided with the usual oil filling opening closed by the removable plug [3, also a drain plug I4 and the oil level plug 14' (Fig. 1). a

In the form of the invention shown in Figure 8, the shaft 6| instead of beingconnected to'an adjusting lever, such as the lever 66 (Fig. 6) P ev ously described, is shown connected. to a lever 33 in order that the governor may be efficiently used in association with a tractor. The lever 88' is positioned convenient to the drivers seat and provides a wide range of iadjustments when the spring assembly :used witha tractor.

In the modified form of the invention shown in Figures 11, 12 and 13, a single pair of angularly supported or inclined springs 85 are associated with the governor and substituted for the four springspreviously described. Each of the springs 84 is connected at one end as at 85 to a spring adjusting link 85 (Figure 13) which, in turn, is pivotally connected as at $1 to a lever 88 fixed or keyed at its upper end as at.89 to the'rock shaft 90. The front or forward ends of each of the springs 34 are connected as at 9| to the yoke member 92 that is axially slidable on the governor shaft 93 rotatably mounted in the housing 94. The axis of each of the springs is disposed at an acute angle to the axi of the governor shaft and becomesmore acute as the Springs are lengthened. A sleeve 85 is axailly slidable on the shaft 93 and has spaced

flanges

96 and 9! between which is received the movable jaws 98 of the fly-weights 93 that are pivoted as at Hill to a yoke member If)! fixed to a sleeve [02 through which the governor shaft 93 extends so as to be operatively connected to the engine shaft in any suitable manner, not shown. The fly-weights 99 are formed with inwardly disposed arms H33 having pins 464 that engage the flange 96 so as to move the sleeve 95 axially to the left as shown in Figure 11, when the speed of the shaft I02 moves the jaws 98 outwardly to the position as shown in Figure 11. A rock shaft 195 similar to the shaft 4'! previously described, is rotatably mounted in the housing 94 and carries the spaced arms I86 (Fig. 13) which bear against the yoke member 9 2 which, in turn, engage the thrust collar It"! which may be similar in operation to the thrust collar 43 previously described. The plane of the springs 84 and their associated parts, it will be noted from Figure 13 of the drawing, lie in the same horizontal plane as the governor shaft '93 and the springs are so positioned so as not to contact either the fly-weight jaws 93 when extended to assume a more acute angle and the position as shown in Figure 11 during the operation of the governor.

It will be noted that in all forms of the invention shown, the spring assembly or mounting is so constructed and associated with the governor shaft to increase the rate of the effective axial resultant of the spring forces when the yoke member on the governor shaft is displaced axially and the springs extended to assume decreasing angles with respect to the axis of the governor shaft for the purpose of increasing the governed speed.

Theeffective axial resultant'force of the four springs as disclosed in Figure 2 will be four times the tension-of the individual springs multiplied by the cosine of the angle between the axes of the springs and the plane of the axis of the governor shaft through the median line of the spring mountings.

The forces exerted on the thrust collar, of

on the throttle valve.

course, can be readily computed by tests at suitable'rotativespe'eds at the full-load and noload positions of the thrust collar. The flyweights must be so proportioned that the force for full-load position is more than 55% of the force at .no-load position. Moreover, calculations :may be made for the highest rotative speed of the governor shaft 2! required for control of the largest engineon which the governor may be-used. The .samegovernor unit with the same springs may be .used for many installations using lower rotative speeds for smaller engines employing smaller throttle valves. In this way, a standardunit-canbe made with the advantages from -:a cost-standpoint, offlarger and more economical ,production of .a single model.

Usingfly-weights, such as shown, it has been found that=a spring assembly or .attachment in which the outside angle of each pair of springs approximates 94 for the highest .speed adjustment atno-load position, gives satisfactory results at lower speeds when the characteristics of the auxiliary spring .51 are selected to-overbalance the reactive force on the throttle actuating .lever 53-due to gas velocity .closing forces Variations in theauxiliary spring .5! are theonly ones required for various installations and it is to be observed that several speed adjustment, is somewhat less than the proportion at those positions, for high-speed adjustment. This .is necessary because the required rate of throttle valve opening with increasing loads .is somewhat less at low engine speed than at high speed, thoughnot sufficiently less to give satisfactory results when using a spring of uniform deflection rate at various adjustments. 'At cut-01f at low speed adjustment the valve will start to close slightly early, but forlO or 15 degreesof movement its throttling effect will 'bevery slight. vIt will be seen that the auxiliary spring "5'1 coacts with the main spring assembly to provide a complete system of control. Moreover, by virtue of the adjustability of the auxiliary spring 5?, it has been found to be of great value in special applications at fixed speeds.

In'Figure 14, the ordinates represent the total thrust collar movement and the abscissae indicate the thrust in pounds, so that the forces are plotted against the travel of the thrust collar along the governor main shaft. The open valve position is represented .at the left and the noload valve position at the right. The spring force curves are lettered 'N,,P, .S, R, O, M and T, and are numbered l to 8, inclusive. These lines are dotted and solid and arranged in transverse ,pa'irs, the .lower ordotted line of each pair representing the mainspring system, the upper solid line the totalforce including the auxiliary spring force. It will'be noted that theauxiliary spring .force in'the numbered curve lines are the same values showing the performance of variable speed units'without change in the auxiliary spring "tension or in the position of the spring service.

9 level. The spring thrust force. is indicated on this chart. The transverse dotted and solid lines I and indicate a maximum of 3000 R. P. M.;

7' the transverse lines 2 and '6 a maximum of 2302 R. P. M.; transverse lines 3 and l a maximum of 1656 and transverse lines 4 and '8 a maximum of 1152 R. P. M.; the transverse lines NT and NM a maximum of 2687 R. P. M.

The lettered curves show the effect of changing the auxiliary spring arrangement for more accurate performance at a certain speed. The lines PO and NM represent the same adjustment of the auxiliary spring as in the other curves and the lines SR and NT show the effect of adding tension in the auxiliary spring and changing the position of the auxiliary spring lever. The effective deflection rates of both the main spring system and the auxiliary spring .system, on a pounds per inch basis, are diminished, as is required to make the governor more tion are .251, .265, .277 and .287 inches, respec- 'tively. From these figures and the lengths and deflectionrates of the springs, the thrusts are readily computed. The forces plotted are for a single spring of the main spring system and, accordingly, to keep the correct proportion, onefourth of the auxiliary spring tension is shown in each case. The engine performance chart shown .in Figure 15 is correlated with the spring force chart, the points at the left side of the force diaphragm showing the forces for wide open throttle, from which are computed the speeds at which the governor valve starts to close. It will be noted that at some speeds, with normal auxiliary setting, the governor valve can close slightly without affecting the power in the load range used in industrial engines. g

The ordinates in this chart represent the .R. P. M. of the engine, while the abscissae indicate the H. P. The oblique line A shows the horse-power of the engine at all speeds with open throttle, and the nearly vertical or upright lines B show the speeds at which the engine operates under reduced loads at various governor settings. With a 1.25 to 1 ratio of governor shaft to engine shaft speed, the 3000 R. P. M. speed of the governor shaft corresponds to 2400 R. P. M. engine speed. With some other ratio, such as 1.5 to 1,

vention shown are merely illustrative and that I claim: 1. In a centrifugal governor, a housing, a governor shaft rotatably mounted in the housing,

centrifugal means connected to said shaft so as to be operable by the speeds thereof, a spring assembly for resisting, the thrust resultants of the centrifugal operation of the governor at various speeds, said spring assembly including a supporting shaft mounted in the housing, at least one pair of springs disposed on opposite sides and at an angle relativetothe governor shaft, said springs having inner and outer ends, a yoke member axially slidable on the governor shaft, the inner ends of said springsbeing connected to said yoke member, means pivotally connecting the outer ends of the springs to said supporting shaft, and yieldable means for normallyurging the thrust member axially toward the centrifugal 7 means.

2. In a centrifugal governor, a housing, a governor shaft rotatably mounted in the housing, centrifugal means connected to said shaft so as to be operable by the speeds thereof, a spring assembly for resisting the thrust resultants of the centrifugal operation of the governor at variousspeeds, said spring assembly including a rock shaft mounted in said housing and at an' angle relative to the governor shaft, at least one pair of springs disposed on opposite sides and at an acute angle relative to the governor shaft, a yoke m'ember axially slidable on the governor shaft, the

converging ends of" the springs being connected to said yoke member, means pivotally connecting the diverging ends of the springs to said rook shaft, an axially displaceable thrust member on the governor shaft between the centrifugal means and said yoke member, and yieldable means for normally urging the thrust member axially toward the centrifugal means.

3. In a centrifugal governor, a housing, a governor shaft rotatably mounted in the housing, centrifugal means connected to saidshaft so as to be operable by the speeds thereof, a spring assembly for resisting the thrust resultants of the centrifugal operation of the governor at various speeds, said spring assembly including a rock shaft mounted in said housing and disposed transversely of the governor shaft, at least one pair of springs disposed on opposite sides and at an acute angle relative to the governor shaft, a

yoke 'rh'ember axially slidable on the governor the range of adjustment 3 would be reduced,

while the accuracy of the governor at the various speeds would be increased. The broken lines MN and TN correspond to thebroken lines inthe force diagram, and show a marked change in performance characteristicby a change in the auxiliary spring and lever setting. 'The dotted It will be understood that the forms of theinable means for normally urging the thrust mem- .ber axially toward the centrifugal means, said spring meansbeing operable when adjusted for increase in the speed of rotation of the governor shaft to assume decreasing angles relative to the shaft axis as the speed of the governor shaft increases.

4. In a centrifugal governor, a housing, a governor shaft rotatably mounted in the housing,

centrifugal means connected to said shaft so as to be operable by the speeds thereof, a spring assembly for'resisting the thrust resultants of the centrifugal;operation'pf the governor at various speeds, said spring assembly including a rock shaft, spaced pairsof co actingsprings disposed on opposite sides and at an acute angle relative to the governor shaft, a yoke: member axially slidable on the governor shaft, the con.- verging ends of the springs being connected to said yoke member, means pivotally connecting the diverging end of the springs to said rock shaft, an axially displaceable thrust member on the governor shaft, and yieldable means for normally urging the thrust member axially toward the centrifugal means.

5. In a centrifugal governor, a housing, agovernor shaft rotatably mounted in the housing, centrifugal means connected to said shaft so as to be operable by the speeds thereof, a spring assembly for resisting'the thrust resultants of the centrifugal operation of the governor at'various speeds, said spring assembly including: a, rock shaft, a pair of inclined springs disposed at an acute angle relative to the governor shaft and positioned on opposite sides-thereof, a yoke member axially slidable on the governor shaft, the converging ends of the springs being connected to said yoke. member; link means pivotally connecting the diverging ends of'the'springs to said rock shaft, an axially displaceable thrust member on the governor shaft; and: yieldable means for normally urging the thrust member axially toward the centrifugal means.

6. In a centrifugal governor, a rotary governor shaft, fly-weights pivotally mounted on saidshaft so as to be movable radially thereto, a sleeve axially slidable on said shaft and having spaced annular flanges, said fly-Weights normally being positionedbetween said flanges, means operativelyconnecting the -liy-weights to one of and axially slidable on the governor shaft so as to engage and be movable with said thrust member, a rock shaft mounted in said housing and having an arm engaging said thrust member, an auxiliary spring connected at one end to said housing, and meansv operatively'connecting, the

opposite end. of said auxiliary spring. to said rock shaft for normally opposing; theiorceof the flyweights and arranged to be. overcome thereby when the speed, offthe governor shaft moves the fly-weights outwardly relative to. the governor shaft.

'7. In a centrifugal governor, arotary governor shaft, fly-weights pivotally mounted on said shaft so as to be movable radially thereto, a sleeve axially slidable on said. shaft and having spaced annular flanges, said fly-weights normally being positioned between said flanges, means operatively connecting the fly-weights to one of said flanges so that radial outward movement of the fly-weights displaces axially the sleeve, a thrust member on said shaft and engaging the other of said flanges, a spring assembly for resisting the thrust resultants of the centrifugal operation of the governor at various speeds, said spring assembly including two pairs of springs, each pair of springs having converging outer ends, a yoke member axially slidable on said governor shaft, means connecting the outer ends of said pairs of springs to said yoke member, a

rock shaft disposed transversely relative to. said.

governor'shaft, a pair of spaced depending levers fixed to said rock shaft so as to be movable therewith, spaced segmental members pivotally connected intermediate their'ends to said levers, the inner ends of said pairs of springs being connected to said segmental members, an actuating shaft rotatably mounted in said housing and having an arm engaging said thrust member, yieldable means connected to said actuating shaft for normally urging said arm against the thrust collar, and said pairs of springs being disposed at an angle to the axis of the governor shaft and displaceable to assume decreasing angles with respect to the governor shaft axis upon axial displacement of the yoke member by the radial movement of the fly-Weights upon increase in speed of the governor shaft.

8. A spring assembly for variable speed centrifugal governors having a governor shaft, said assembly including an actuating rock shaft having spaced arms pivotally connected thereto and disposed transversely of the governor shaft, a yoke member axially slidable on the governor shaft, and inclined springs connected to said arms and said yoke member, said springs being disposedon opposite sides of the governor shaft and arranged to assume decreasing angles with respect to the governor shaft axis upon axial displacement of the yoke member.

9. A spring assembly for variable speed centrifugal governors including an actuating rock shaft, apair of spaced depending levers keyed to said rock shaft, a segmental member pivotally connected intermediate its end to each of said levers, a transversely disposed yoke member axially slidable on the governor shaft, spaced pairs of inclined springs connected at their forward ends to said yoke member, one pair of the springs being connected at their rear ends to the ends of a segmental member, the other pair of springs being connected to the ends of the other seg mental member, and said pairs of springs being disposed on opposite sides of the governor-shaft and arranged to assume decreasing angles with respect to the governor shaft axis upon axial displacement of the yoke member.

10. A governor of the class described including a housing, a governor shaft rotatably mounted in the housing, fly-weights pivotally connected to said governor shaft and movable radially and outwardly thereof when the shaft reach s a predetermined speed, a thrust collar axially slidable on said governor shaft and arranged normallyto engage the fly-weights for opposing the centrifugal action thereof, a yoke member slidable on said governor shaft and engaging said thrust collar so as to be displaceable therewith,

7 an actuating shaft rotatably mounted in the I'lOllSlIlg and extending transversely of the governor shaft, said actuating shaft having an arm engaging said thrust collar for normally opposing the centrifugalaction of the fly-weights, an operating lever connected to said actuating shaft, yieldable means connected to the housing and said actuating shaft for urging said arm against said thrust collar, a spring assembly including a rock shaft mounted in said housing for controlling the speed of the governor shaft, at least one pair of springs disposed on opposite sides and at an acute angle relative to the governor shaft, said springs having inner and outer ends, the inner ends of said springs being connected to .said yoke member, means pivotally connecting the. outer ends of the springs to saidrock shaft,

13 and means for angular adjustment of the rockshaft.

11. A governor of the class described, including a housing, a governor shaft rotatably mounted in the housing, fly-Weights pivotally connected to said governor shaft and movable radially and outwardly thereof when the shaft reaches a predetermined speed, a thrust collar axially slidable on said governor shaft and arranged normally to engage the fly-weights for opposing the centrifugal action thereof, a yoke member slidable on said governor shaft and engaging said thrust collar so as to be displaceable therewith, an actuating shaft rotatably mounted in the housing and extending transversely of the governor shaft, said actuating shaft having an arm engaging said thrust collar for normally opposing the centrifugal action of the fly-weights, an operatinglever and an angularly adjustable spring lever connected to said actuating shaft, yieldable means connected to the housing and said spring lever for urging said arm against said thrust collar, a spring assembly including a rock shaft mounted in said housing for controlling the speed of the governor shaft, means operatively connecting said assembly to said yoke member, and means for angular adjustment of the rock-shaft.

JARVIS S. JENNINGS.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 694,948 Davis Mar. 11, 1902 1,576,933 Romeyn Mar. 16, 1926 2,544,352. Y Phelps et' a1.: Mar. 6, 1951