US2669983A

US2669983A - Governor mechanism

Info

Publication number: US2669983A
Application number: US168668A
Authority: US
Inventors: Virgin C Reddy; Jr Carlton J Willrich
Original assignee: Motors Liquidation Co
Current assignee: Motors Liquidation Co
Priority date: 1950-06-17
Filing date: 1950-06-17
Publication date: 1954-02-23
Anticipated expiration: 1971-02-23

Description

Feb- 23, 1954 v. c. REDDY ET AL GOVERNOR MECHANISM 2 Sheets-Sheet 1 Filed June 17, 1950 Gttornegs f N NN N.

Feb@ 23, 1954 v. c. REDDY ET Al.

GOVERNOR MECHANI SM 2 Sheets-Sheet Filed June 17, 1950 3 mentors` C fed Patented Feb. 23, 1954 Jie., Allenlak, VMich., .-assignurs to General Motors- Qorporation, Uetrg. Mich.. a, corpora! tiener; Delaware,

Appl-manon Juneiu, 195o;l serial Nq. '16s-,ses 110mm. (o1. wenn.)

This invention genorally'selates to governor-afpparatus and vmore particularly to'. improvements 'in governory apueraitus4 for 'diesel engines.

Ijn dieser engine-'operation the amount Ioii -fzuel supplied the engine is proportionalfto-the engine torque. With high speed diesel engines. ortho two-cycle type ini an air `scavenging and charging- 'blower and' nighpressure fuel iniiecf tion puin-ps are driven bythe engine,- theA amount of 'fuel' supplied tothe-engine is `usually set by man-ralf whim meer-1s,- afnd the .fuel is-.muted at low 'and atvhighen-g-i-ne speeds corresponding :to idling and maximum speed of the engine by an eng-ine driven governor mechanism. These. enfg-iries `are usually-supplied with excess' scavenging and charging air throughout 'the operating speedrange or the engi-'ne and' the injection pumps are designedto suppl-yy properv amounts-of fuel 'for the air-suppliedat each engine-speed.. in that the ramount and pressure ofthe air supplied by the biower and also the pressure and leakagefof fue-1 in the fuelinjeotio-rr pumps vary' withengine speed, there a tendency tovsuppl'yv excess fuel tothe'- engine at oertainspeeds resultingv in: in.-

complete combustion andi smoking or the engine.

Between idle and maxim-um enginerspeed where the amount of fuel supplied the eng-ineiand' therefore l'trie torque and speed tneengine 'are-un.- der v,controlof tho-.manual control' means,

engine may be easily overloaded by-excesslfue'l wop-lied thereto. 'ruis'likewiseresumeA mi'ncoin-plete combustion and smokingv ofthe engine. The principe-I- objeot of the invention accorde ingly is to pro-vide simple engine fuer and torque eontrol mechanism whereby thefuei supplied the eng-ine and therefore the engine torque is controlled at eachsetting of the manuali control ineens to prevent overloading of the engineand to provide efiont-engine operation etJ alll availiabl'e speedsv and' loads of the engine.

' The engine fuel and torque'eontrol mechanism by' which the above object is: aocon'ipli'siied vwill become apparent by referenceA to. Ythe following detaileddescription and. drawingsv illustrating-:the details of' this mechanism'.

Figure 'I s: a verticali elevation of the governor with vparts shown broken away and in. section.

Figure 2 is an; enlargedvievf takenonline 2-,2"'of Figure 1 with parts shown broken-'away and i?? 53u91?,-

Fieure 3' err enlarged View' teken' 0n line 3%3 @r ,Figure wie: paus shown breken was' and .iin section- AS' best illustrated in Figure 1.', the governor comprises a housing l having an opening in one end. shown closed' by removable: bearing oap 3 including an anti-friction bearing 5 rotatably supporting 4an engine driven governor shaft Governor weights are yshown lpivo-ted by means oi pivotpins 9 to a vweightcarrier Il secu-red on the-.shaft '1. Twoy .sets of governor weights are shown, namely. a set of low speed weights 13 and asetof' high: vspeed weights i5. Each 'oi these weights-.is provided with stops indioated at It` and l5' which engage Athe weight carrier i I to limit-outward centrifugal movement there of..

`ifcrllow adjustable abutment members i1-y 4and .mare sho-wn threaded the outer and ends: of an opening-211m the governor case-"corh axiar with the governor snai-t 'I'. The outer abutment member I'ISv is prcW-idedl with an interna-1 iifange .23 the outer end serving asa-seatl "for whig-hspoedgovernor spr-ing E5. The innerabutb ment member 'VII is'y 'provided' at the inne-r end with an internal flange ZT vagainst which the extnozl flange '2S' of fai-sleeve 3`I is urged by the high *speed` spring 25; the inner en-d of which is shown in eontactfwitshg the sleeve Hang-e 29'. The sleeve Misslidabe a-xi-al'ly outwardly in the aligned Vbore'sfin the vajbtrtinentmembers 111-' and garage-'inst' the action of the high speedspring 25.

`Another hollow' abutment $3 is-adjustably threaded intorno'- out'er end' or .the sleeve 3`| and is shown'- engagedf by: a seat' 341 for theouter' end of anntermediatorspring :ji-5. The inner end of the intermediate. spring' 35 bears on a frange. 3'1 ofv ai hollowspring rseat member '3S having an external lflange M" urged by the spring 35' 'into engagement with -a ena-p1 ring $3 in an internal groove in the? inner; endof' sleeve 31| so that the reduced? diameterinner' end' portion 45- of` the hollow'` .spring seat 391-, forming the flange 411, projeots inwardly' from the-sleeve 3|;

Ae" .abutment- 'siem 41 adiustebly threaded at the outerend into the hollowA abutment@ and is shown grovided with e .redud diameter' meer es@ rr'ifm supporting e Swing' Seat i3 fg?" m@ 'Ulf/Nered Oi' @1l-19 5.96691'- Spllg' 5| the en@ .Off whbh bears en essa-ti "5.3 Seuredir the elle of e governor .Sleeve 55- which, is rotatable. and axially slid'able on the governor snai-t1'. i

A thrust-bearing 51 iS- rleedthe governor shaft. 'L-:YrdjacentA theinner end of the governor .leere 55,- 'The hiel@ weed governor Weightsl5..

are Provided with lingers 5'9- beeme esmero-,1e meer ef the thrust beerine 51. and' with the. lf aIldgDS/eljnor at' rest the idle spring v51 ingesthe sreve 51.5 to the "right and linger-'sl 5'9] and the high speed governor weights I clockwise about the pivot pins 9. This causes the high speed weights I5 to contact the stops 5I on the low speed weights I3 and urge the stops 63 on the low speed weights into contact with the governor sleeve 55 as shown in Figure l. It will be noted that lock nuts 55, 5l' and 55 are provided to lock the adjustable spring abutments I9, 33 and :il after they are adjusted.

The governor sleeve 55 is shown provided with,

an external groove 7| into which project two pins 13 secured in the ends of a fork-shaped lever` i5. The fork-shaped lever 'l5 is secured to the lower end of a vertical shaft Vi rotatable in bearing 13 in the housing I. .On the upper end of the shaft 'il' is secured a lever l@ so that this shaft 'il and the levers 'i9 and 'i5 are moved angularly in response to variations in speed of the engine. As best shown in Figures l-and 2, a pin 5| is secured in the outer end of the lever 19 and projects vertically7 upwardly through an opening in a floating bell crank lever 53. One end of the floating bell crank lever 33 is pivoted by a pin Sli to a link 35 serving in a well-known manner as a fuel control link for the engine fuel injectors, not shown. A buffer spring 8l is placed between the pivoted end of the link 235 and a spring seat 89 adjustably threaded in an opening in governor case I and locked thereto -by means of a lock nut 9|. other arm of the floating bell crank lever S3 has a roller 53 rotatably supported on a pin 55 secured thereto. A fuel stop 5l is adjustably threaded in the governor case i and is looked thereto by means of a lock nut 98. rl"he.inner end of the fuel stop 97 is provided with a tapered ramp portion 99 and is shown in Figures 2 and 3 extending adjacent the roller 93 on the floating bell crank lever 33 for contact by this roller.

The upper end of the governor case is provided with an opening and a governor cap lGI is secured to the case I and covers this opening. A shaft |53 is rotatably supported about a vertical axis in bearings H35 in the cap and has a lever Idd secured to the lower end thereof advjacent the floating bell crank lever 33 within the governor case. An external lever III is secured to the upper outer end of the shaft |63 for operation by either a hand throttle lever or the accelerator pedal, not shown, by suitable connections, not shown. An upstanding pin H3 Vis secured to the floating bell crank lever 53 adjacent the pivot pin 3| on the lever '59.' The pin i I3, as best shown in Figure 3, is located aol-- jacent a downwardly extending vertical abutment face l Iii of the lever IGS. 5 is secured at one end by a stud H5 to the outer end of the vertical face H of the level' YIGS! and the opposite end III of this springris hook-shaped and engages the pin |I3 on the floating bell crank lever and urges this pin into engagement with the vertical abutment face i Ill .of the lever los.

As best seen in Figure 2, a limit pin H8 is secured on the 'lever |09 adjacent the hook-shaped Vend Ill of the leaf spring |I5 thereon to limit movement of this end of the spring away from the abutment face H5 of the manually operable lever |09.

' An upstanding pin |2I is secured to the outer 'end of the lever |09 as best seen in Figures l and12, The pin |2I is shown in Figure 2 in an 'engine idle control positionin contact with one "'siidenI'23 of a notch in a detent plate |25 which ispivoted on a pin |27 to the governor cap IDI.

The outer end of the The pin |2| on the lever |05, when moved clockwise as viewed in Figure 2 to the full speed and torque control position, contacts the other side of the notch in the detent plate |25.

A spring ISE is secured between the detent plate |25 and the cap IGI of the governor housing and holds one end of a slot |33 in the detent plate in contacty with the stop pin |35 secured to the cap IGI. Another shaft i3? is pivo'ted .about a vertical axis in bearings |39 in the cap,

as best seen in Figures l and 2, and has a lever IiI 'secured to the lower end adjacent the detent plate |25 in the governor housing. A pin |43 is A leaf spring secured to the outer end of the lever IllI and extends into a slot It in the detent plate |25. A manually operable lever is secured to the outer end of the shaft |31 for moving it clockwise to cause clockwise movement of the detent plate by the pin |t3 acting in the slot |413 therein so that the pin I2I of the other manually operable lever i539 may then be moved counterclockwise into a detent notch |41 in the detent plate |25 which constitutes an engine shutdown control position for the manually operable lever III.

As best seen in Figure l Vwith the engine shut down, the low and high speed governor weights i3 and l5 are in the position shown and the engine is started in the following manner.

The manually operable external lever III, shaft |53 and lever |59 are moved clockwise from the engine shutdown position through and beyond the engine idle control position as shown in Figures l and 2. This Causes the pin I2I on the lever it to exert force on the lower side of the slot Edi of the detent plate |25 and moves this plate clockwise against the force of the spring i3! and allows the pin to enter the adjacent slot in the detent plate and be positioned between the sides |23 and |29 of this slot which sides, as mentioned, constitute the idle and the full speed and torque-setting positions of this pin and the manually operable levers II| and 'it connected therewith. This clockwise rota tion of the shaft |53 and lever |59 causesthe hook-shaped end II'| of the leaf spring II5 on the lever I 0S to exert force on the pin II3 on the floating bell cranklever 83 and moves it counterclockwise about the pivot pin 8| of the speed responsive lever 79 which is now stationary with the'engine at rest and the weights I3 and i5 in the position shown in Figure 1. Counterclockwise movement of the floating bell crank lever S3 continues until the roller 53 thereon contacts the adjacent tapered fuel stop 91 and the extent of this movement causes the right end of the floating bell crank lever 83 to move .the fuel control link 85 in the direction of the arrow shown in Figure 3 to increase the engine fuel for starting, After starting of the engine the lever |59 is returned to the idle position and the pin |2I thereon contacts the side |23 of the notch in the detent plate |25 to position the lmanually operable levers |59 and i in the idle speed and torque-setting position as best shown in Figure 2. Starting of the engine causes outward movement of the low and high speed governor weights I3 and l5 and movement of the ,governor sleeve to the left against the action of the idle speed spring 5I and with the manual levers it and Il! in the idle position and the veng-ine operating at idling speed, the spring seat v53 on the governor sleeve 55 is'displaced only `a slight distance from the adjacent reduced Adiameter portion l5 of the hollow intermediate spri'rigseat member 39. Also with the engine will then be moved counterclockwise as viewed in Figures 2 and 3 with reference to the manually operable lever |09. A downward force is accordingly applied to the left end of the floating lever 83 and this end of the floating lever will move downwardly and the roller 93 thereon will accordingly roll toward the larger diameter tapered portion 99 of the fuel stop 91 against the action of the leaf spring H5 on the manually operable lever |09 on which the pin H3 of thefloating lever now bears. This combined downward movement of the left end of the floating lever and movement of the roller 93 thereon relative tothe fuel stop causes downward and slightly clockwise movement of the floating lever relative to the pin 8| which causes bending of the spring l5 and downward movement of the fuel control link 8'5 to reduce the fuel supplied the engine and prevent overloading and smoking thereof.

With the engine operating at any constant I available speed and torque between idle and full values, should the load on the engine decrease, the speed will increase and the governor operated lever 19 will be moved clockwise and the pin 8| thereon will cause upward movement of the left end of the floating bell crank lever 83. The pin ||3 on the floating lever will accordingly now be fulcrumed on the abutment face i4 of the manual lever |09 and the floating bell crank will rotate clockwise causing downward movement of the fuel control link 85 to reduce the engine fuel and also causing the roller 93 to move away from the fuel stop 31. The engine fuel is accordingly reduced to prevent overspeeding of the engine.

It will be apparent that with the engine operating at any available value of speed and torque between idle and full values, the governor mechanism acts either on an increase in engine load or an increase in engine speed to reduce the fuel supplied the engine to prevent overloading and smoking thereof or to prevent overspeeding of the engine.-

With the manually operable control lever |99 in the full speed and torque-setting position and slight rise in engine speed above full value the l..

high speed weights I3 move the governor sleeve and seat thereon to the left into contact with the sleeve 3| and move it to the left against the force of the high speed governor spring 25. Movement of the governor sleeve to the left again causes clockwise movement of the lever 19 and pin 8| thereon on which the left end of the -lloating lever 83 is pivoted. This causes upward movement of the left end of the floating lever 83 and the pin l I3 thereon is fulcrurned on the abutment face llt of the manual lever ||l9 causing the right end of the floating lever to move the fuel control link 85 downwardly to decrease the engine fuel and speed thereof. The roller 93 on the lever 33 at this time is also moved away from the fuel stop 91. The above operation prevents overspeeding of the engine.

The linkage arrangement provided permits a reduction in the engine fuel and its speed at will,

upon 'counterclockwise operation of the manually operable levers toward idle andv shutdown positions. Counterclockwise movement of the manual lever |99 as viewed in Figures 2 and 3 causes the abutment face H4 thereof to contact and move the pin H3 on the floating lever 33 downwardly about the pivot pin 8| on the governor operated lever 19. The roller 93 on the floating lever 83 is accordingly moved away from the fuel stop and the fuel control link is moved downwardly to reduce the fuel supplied the engine and slow it down to idling value or to shut the engine down.

The above-described engine control means permits the engine fuel to be set by manual means to shut down the engine or to cause operation thereof between idle and maximum values of speed, torque and output and the fuel stop and engine speed responsive control means associated with the manual means prevents overspeeding and overloading of the engine at any operating speed and torque value set by the manual means. The form of the adjustable stop 91 shown tends to reduce the fuel supplied the engine more at the lower operating speeds than at higher speeds to prevent smoking of the engine at lower speeds. The form of the adjustable fuel stop may of course be of any desired form to limit the fuel supplied the engine in order to prevent overloading and smoking of an engine of either the two or four-stroke cycle compression ignition type at any particular speed value or over a given operating range in which overloading and smoking occurs.

We claim:

l. In an engine control mechanism, the combination of a floating actuating lever for an engine fuel regulator, a lever movable in response to the engine speed and operably connected to the floating lever, a for-med stationary stop engageable by the floating lever to modify the movement thereof, said floating lever being pivotable on an axis translatable relative to said stop, and a manually operable lever movable freely from idle to full speed and torque position having spring means thereon engageable by the floating actuating lever and deflectable by the lever movable in response to the engine speed upon a speed reduction to cause movement of the said actuating lever along the formed stop and a reduction in fuel supplied the engine to prevent overloading and smoking of the engine. l

2. In an engine control system, the combination of a floating actuating lever for an engine fuel regulator, a lever movable in response to variations in the engine speed, a. formed stationary stop located adjacent the floating lever movable freely from idle to full speed and torque position, said fioating actuating lever being pivotable on an axis translatable relative t0 said stop, a manual speed and fuel-setting lever having means thereon urging the floating actuating lever into engagement with the formed stop to modify movement of the actuating lever and fuel supplied the engine by movement of the lever azeeaese i movable in response `to variations inthe .engine speed.

3.. In :an engine control mechanism, the :combination of an actuatinglever for .an .engine fuel regulator having abutment .and oilower portions, a governor actin response to the l'engine speed and having Aa lever movable A`tl'iereby and 0138121515/ connected to the actuating lever, a manually nperable control lever having an abutment 'portion l 4L a compression ignition :engi-ne control mechanism, the combination of Aan actuating lever for an engine fuel regulator, said actuating lever rhav-ingy pivot Iand follower-portions, an -engine governor having a lever operable angularly thereby in response yto Jengine speed variations, a manually operable fuel-setting lever having an abutment surface and a spring thereon urging the actuating lever pivot portion into contact with the abutment lsurf-ace :of the manually operated lever, a for-med vstationary stop located adjacent to and contactable by the follower por tionof fthe'actuating lever when-the fuel supplied the engine under control of the governor causes operation of Athe engine 'at its available speed and torque without smoking as set by the manually operablenf-uelesetti-ng lever, said governor operat'edflever acting in response to overloading and underspeeding of the engine to move the actuating lever to 'reduce the "fuel supplied-'the engine by deiiecting the spring `on the manual lever thereby causing the follower portion of the actuating lever to be retained Contact and .I

movedv along the stop, said governor acting upon an overspeeding and underloading from the available speed and torque to move the actuating lever with the pivot portion thereon in engagement with the abutting surface of the manual lever to move the follower out of contact with the stop and to reduce the engine fuel.

5. In an engine control system, the combination of an engine driven shaft, governor weights pivoted thereon, springs opposing outward movement of the weights upon an increase in engine speed, a lever operated by the weights, an engine fuel regulator actuating lever operablv connected to the weight operated lever, a, formed stop adjustably mounted adjacent the actuating lever, a manually operable engine speed and fuel-setting lever contactable with the actuating lever for l moving the actuating member along the stop 1 0 means vam'l'aganst the force of the spring .means to reduce the fuel supplied the engine.

6. In :a compression ignition fuel ,control system, the combination .of :an engine .driven shaft,.

low and high speed governor weights pivoted `on the shaft, ran idle .speed spring opposing outward movement .ofthe low and high .speed weights to control idle speed koperation of the engine, .stops on the low speed weights to stop outward movement thereof .slightly above vthe idle speed value,

an 'intermediate speed spring acting in combination with the. idle spring to .oppose further outward movement of the high speed Weights to control the engine in the availablespeed and torque range, a highk speed governor spring opposing further outward movement of the high speed weights 'li-mit 'maximum vspeed of the engine, a. governor'lever operable by the weights, yanengine` fuel regulating lever operatively connected tothe weight operated leve-r, a formed adjustableY stop located adjacenty the actuating lever and engageable thereby to modify movement thereof in. order to prevent excess fuel being supplied the engine and smoking thereof, .and a manually operable lever having spring means `thereon .and movable from an engine shutdown position `to :an idle position to move the fuel regulating lever 'by the yspring means thereon to increase the engine fuel to the idle value. and to position the fuell regulating lever adjacent the stop .means for operation Vby the low and hig-h speed 'weights vvto control engine fuel and maintain idle :speed of the engine, said manually operable lever being movable from idle 'toward a `maximum.speedfposition to 'cause movement-fof the fuel regulating lever by the spring means thereon into Icontact with the stop means :thereby limiting the inmediatespr-ings :and the bent spr-ing means caus" ing movement of the yfuel regulating leveralong they stop :mea-ns '-to'increase the fuel 'to the engine without overloading and smokingffo'f the engine,

said high speed weights acting upon an increase in the engine speed above that set by the manual lever between idle and maximum moving the weight operated lever to contact and move the fuel regulating lever to reduce the engine fuel, said manually operable lever upon movement toward the shutdown position contacting and moving the fuel regulating lever to reduce the engine fuel.

7. In an engine control system, the combination of a iioating bell crank lever having one arm operatively connected to an engine fuel regulator at the outer end and a fulcrum pin adjacent the outer end and the other arm having a follower roller thereon, a lever movable in response to the engine speed pivotally connected to the floating lever at the junction of the arms thereof, a tapered stop adjacent the follower roller contactable thereby, and a manually operable speedsetting lever angularly movable adjacent the fioating bell crank lever and having an abutment and a spring thereon, said spring contacting the fulcrurn pin and urging the pin into Contact with the abutment, said speed-setting lever when moved to decrease the engine speed setting moving the fulcrum of the floating bell crank lever by the abutment thereon to decrease the fuel supplied the engine and when moved to increase the engine speed setting moving the fulcrum pin by the spring to retain the follower roller in engagement with the tapered stop for further move ment thereon by the speed responsive lever upon an increase in engine speed.

8. In an engine control system, the combination of a bell crank lever having a follower roller on one arm and the other arm operatively connected to an engine fuel control link and having a fulcrum pin thereon, a tapered stop adjustably mounted adjacent the follower roller, a lever movable in response to changes in engine speed pivotally connected to the bell crank and a manually operable speed-setting lever having an abutment portion and aspring thereon urging the bell crank fulcrum pin into contact with the abutment portion of the speed-setting lever, said spring being deflectable upon movement of the speed-setting lever toward an increased speedsetting position to move the bell crank to increase the engine fuel and to move the follower roller on the bell crank into contact with the stop and limit this increase in fuel, the speed responsive lever acting upon variations in speed of the engine to move the .bell crank with the roller thereon along the stop and limit the change in fuel supplied the engine and prevent overloading and smoking thereof.

9. In an engine control system, the combination of a bell crank lever having a follower roller on one arm and the other arm operatively connected to an engine fuel regulator and provided with a fulcrum portion, a speed responsive lever pivotally connected to the bell crank and movable by changes in the engine speed and a speed-setting lever having an abutment and a spring thereon located on opposite sides of the fulcrum pin of thel bell crank, said speed-setting lever moving the bell crank follower roller into contact with the tapered stop through engagement of the spring and fulcrum portion relative to the speed responsive lever for subsequent movement of the bell crank by the speed responsive lever to increase the fuel supplied by the engine with the follower roller retained in engagement with the stop by the spring to control the increase in fuel 4 supplied the engine.

lf3 10. In an engine control mechanism, the combination of a floating actuating lever for van'-` engine fuel regulator, governor means operably engaging and moving the same to control fuel J supply to the engine responsive to engine speeds, a

formed permanent stop engageable by said floating lever limiting the movement thereof responsive to its movement by said governor means;

ment with said formed stop whereby to permit` said governor means to modify the movement of the floating actuating lever and fuel supplied to the engine responsive to variations in engine speed at any position of said manually operable lever.

l1. A control mechanism for an engine having.

an engine fuel regulator comprising, in combination, an engine driven governor shaft, governor Weights revolved by said shaft, a governor sleeve slidable axially of said shaft by said Weights, a balance spring resisting movement of said sleeve by said weights, a lever rotatable by the movement of said sleeve, a bell crank having a pair of arms carried by said lever, one of said arms being connected to said fuel regulator, a stationary stop adjacent to the said other arm of said bell crank and contactable thereby, and a manually operable lever having spring means thereon engageable by said bell crank and deflectable by said rstnamed lever urging the said bell crank to engagement with said stop to modify movement of the bell crank in response to variations in engine speed.

VIRGIN C. REDDY.

CARLTON J. WILLRICH, JR.

References Cited in the le of this patent UNITED STATES PATENTS Number