US2911054A - Variable speed governor - Google Patents

Description

Nov. 3, 1959 w. MALECKI El'AL 2,911,054

VARIABLE SPEED GOVERNOR Filed June 18, 1954 s Sheets-Sheet 2 IN V EN TOR Mia/J ya; 5

' E 7;;761? Inya/fAarsen Nov. 3, 1959 w. MALECKI ETAL VARIABLE SPEED GOVERNOR 3 Sheets-Sheet 3 Filed June 18, 1954 I N V EN TOR,5 A v/iozz win/1Z1 Tori??? J BY melt, rofxvI/s speed, are balanced in means for variably United States Patent "ice 2,911,054 VARIABLE SPEED GOVERNOR I Application June 18,1954, Serial No. 437,805

4 Claims. (Cl. ISO-82.1)

This invention relates to governors and, more particularly, to an improved velocity or mixture flow type governor for controlling the speed of an internal combustion engine on an automotive vehicle.

Heretofore, velocity or mixture flow type governors have been employedon internal combustion engines of automotive vehicles to control the maximum speed of the engine. Such governors include a throttle plate which is mounted on a shaft extending transversely of the passageway defined by the intake manifold of the engine, the axis of the shaft being offset with respect tothe center line of the intake manifold andthe throttle plate being offset with respect to the mentioned shaft. The portion of the throttle plate having the greatest area extends upstream with respect to the flow of the fuel mixture and away from the intake manifold so that the throttle plate by the passage of fuel'through the governor tend to move the throttle plate toward the closed position. The closing of the throttle plate limits the amount of fuel flowing to the cylinders of the engine and, consequently, limits the engine speed. The forces exerted on the throttle plate tend to vary in value as the throttle plate changes position and the closing'forces, at governed all positions by a reactance mechanism, the position of the governor throttle plate being dependent on the load imposed on the engine. Heretofore, means have also been provided for stabilizing the throttle plate and to prevent throttle cheat. However, there has been a common objection to prior governors of the indicated character in that when the governor ,is set to limit the engine speed to a predetermined value, as for example, an engine speed which will permit the vehicle to the forces exerted on.

travel at 45 miles an hour in the high gear range, such engine speed does not provide a satisfactory rate of acceleration when the vehicle is operated in the low gear range,

as for example, when the vehicle is initially started, or when it is operating in heavy trafiic. Similarly, if the governor is set to limit the engine speed to a predetermined value which permits the vehicle to accelerate at a satisfactory rate when the vehicle is operated in the lower gear range, the engine speed and, consequently, the road speed of the vehicle is excessive for safe and economical operation when the vehicle is operated with relatively heavy loads in the high gear range.

An object of the invention is to overcome disadvantages in prior velocity or mixture flow type governors and to provide an improved variable speed, velocity or mixture flow type governor incorporating improved means for selectively limiting the maximum speed of an internal combustion engine.

Another object of the invention is to provide an improved velocity type governor mcorporating improved limiting the maximum speed of an in- 2,911,054 7' Patented Nov. 3, 1959 teriial combustion engine as a function of the rate of travel of the vehicle with Whichih engine is associated.

Another object of the invention is to provide an improved velocity type governor incorporating improved means for selectively liniitin'g the road speed of an automotive vehicle to a plurality of predetermined values.

Another object of .the invention is to provide an improved velocity type variable speed governor which is compact; which may be mounted in the fuel induction system of an internal combustion engine on an automotive vehicle so as to occupy a minimum of space; and which may be installed in the fuel induction system without disturbing the engine throttle linkage.

. Another object of the invention is to provide an improved velocity type governor for an internal combustion engine which may be easily and quickly adjusted to enable the engine to operate at a plurality of predetermined maximum speeds; which is economical to manufacture and assemble; and which is durable,iefii-cient and reliable in operation.

Another object of the invention is to provide an improved variable speed velocity type governor incorporating improved means which reduces the tendency of the governor to hunt to a minimum; which substantially prevents throttle cheat and which reduces the turbulence in the engine fuel induction system to a minimum.

Another object of theinvention is to provide an improved variable speed velocitytype governor for an internal combustion .engine on an automotive vehicle incorporating improved means for variably limiting the maximum speed as a function of the torque applied to the wheels of thevehicle, and which operates quickly and efficiently in response to changes in speed and load on the engine.

Another object of the invention is to provide an improved velocity type governor incorporating improved means enabling the governor throttle plate to swing through its full range of movement when the engine 'is operated at relatively low speeds or at reducedpower and which facilitates a balanced flow of the fuel/air mixture to all cylinders of the engine. ,q

Another object of the invention is to provide an improved variable speed velocity type governor which permits the vehicle to accelerate at a relatively high rate when the vehicle is operated in the lower gear ranges and which ,limits the speed of the vehicle to a predetermined value when the vehicle isoperated in the higher gear ranges.

The above as well as other objects and advantages of U the present invention will become apparent from the following description, the appended claims and the accompanyingdrawings wherein:

Figure 1 is a side elevational view, with portions broken away, of a governor "constructed in accordance with the present invention, showing the same installed intermediate the carburetor and the intake manifold of an internal combustion engine;

Figj'Z is a sectional top plan view of the governor illus trated in Fig. 1, taken on the line 22 thereof and looking in the direction of the arrows;

' Fig. 3 is a front elevational view of the governor illustrated in Fig.1; 7 a

h Fig. 4 is a sectional top plan view of a portion of the structure illustratedin Fig. 1, takenon the line 44 thereof and looking in the direction of the arrows;

Fig. 5 is a bottom plan view of a portion of the governor illustrated in Fig. 1, taken 'on the line 5-5 thereof and looking in the direction of the arrows;

Fig. 6 is a transverse sectional view of a portion of the 7 structure illustrated in Fig. 2, taken on the line 66 thereof;

Fig. 7 is a sectional view of the governor illustrated in Fig. 2, taken on the line 7-7 thereof;

Fig. 8 is a sectional view of the governor illustrated in Fig. 2, taken on the line 8-8 thereof;

Fig. 9 is an elevational View of the governor illustrated in Fig. 1, showing the same installed adjacent the engine of a fragmentarily illustrated automotive vehicle having a conventional gear shift;

Fig. 10 is an elevational view of a governor constructed in accordance with another embodiment of the invention, and showing the same installed for manual operation on an engine of .an automotive vehicle;

Fig. 11 is an elevational. view of another embodiment of the invention and showing the same installed on an engine of an automotive vehicle having an automatic transmission; and

Fig. 12 is an enlarged fragmentary sectional top plan view of the governor illustrated in Fig. 11.

Referring to the drawings the presentinvention has been shown incorporated on a governor of the type disclosed and claimed in the copending application of Witold Malecki, Serial No. 437,804, filed June 1-8, 1954, for Governor. In Fig. 1, a carburetor and an intake manifold, generally designed 12 and 14, respectively, are shown, which may be considered to be a part of the fuel induction system of an internal combustion engine on an automotive vehicle, although it will be understood. that the present invention is applicable to other uses. The carburetor 12 includes an outlet conduit 13 which is substantially circular in cross section and from which the fuel mixture emanates while the-intake manifold 14 defines a conduit 15 which is substantially circular in cross section and through which the fuel mixture is distributed to the engine cylinders.

According to the illustrated embodiment of the present invention, a governor, generally designated 16, is provided which is adapted to be mounted in the vehicle induction system intermediate the carburetor 12. and the intake manifold 14. The governor 16 is comprised of a body 18 that defines a passageway 20 which is open at each, end and which, in cross section, is preferably shaped in the form of a compressed circle, as shown in Fig. 2, the cross-sectional area of the passageway 20 being less than the cross-sectional area of the conduits 13 and 15. As shown in Fig. 3, the body 18 is relatively thin and the body '18 may be interposed intermediate the mounting flanges 22 and 24 of the carburetor 12 and the intake manifold 14, respectively, so as to occupy a minimum of space and without requiring alteration of the engine throttle linkage, the body 18 being secured to the mounting flanges 22 and 23, as by bolts. 25. By way of example, the body '18 may be installed in the space normally occupied by the heat insulator conventionally provided between the carburetor and the intake manifold of an automotive vehicle.

A throttle plate 26 is provided which is fixed to a shaft 28, the shaft extending in a direction substantially parallel to the major axis of the passageway 20 and being offset with respect to the major axis of the passageway 20. The throttle plate 26 is also offset with respect to the longitudinal axis of the shaft 28 so that the portion of the throttle plate with the greatest area extends away from the intake manifold 14 and upstream with respect to the flow of the fuel mixture. With such a construction, the forces exerted on the throttle plate 26 by the passage of the fuel mixture through the passageway 20 tend to move the throttle plate toward the closed position. Since the cross-sectional area of the passageway 20 is less than the cross-sectional area of the outlet conduit 13 of the carburetor 12, sucha construction permits the governor throttle plate 26 to swing through its full range of movethem when the engineis operated at relatively low speeds or at reduced power thereby facilitating a balanced flow of the fuel mixture to all cylinders of the engine.

One end portion of the shaft 28 is journaled for oscillation in a needle-type roller bearing 30 mounted in a bore 31 provided in the body 18, the outer end of the bore 31 being closed by a suitable closure plate 33 re-. tained by any desired or conventional means. The opposite end portion of the shaft '28 extends through an opening 32 in the body 18 and is journaled for oscillation in a needle-type bearing 34 mounted in a boss 35 provided on a housing 3 the housing 36 being fixed to the body 18, as by screws 38 and 40.

The forces exerted on the throttle plate 26 by the passage of the fuel mixture through the passageway 20 tend to vary in value as the throttle plate changes position and in order to balance the closing forces exerted on the throttle plate, at governed speeds, in all positions, a reactance mechanism is provided, generally designated 41. The reactance mechanism is comprised of a cam 42 which is disposed in an open-sided compartment 44 defined by the housing 36. The cam 42 is fixed to the shaft 28 at a position adjacent the bearing 34, the configuration of the surface 46 of the cam being determined by the characteristics of the particular engine with which the governor is associated. One end of a flexible tape 48 is fixed to the cam 42, as at 50, andithe tape 48 extends over the surface 46 of the cam. The distal end of the tape 48 is fixed to one end of a coil spring 52 while the 'opposite end of the coil spring 52 threadably engages the head 54 of an adjusting screw 55. With such a construction, the force of the spring is applied through varying radii to resist the closing effort of the throttle plate 26. The adjusting screw 55 also includes a threaded shank portion 56 which is disposed in a chamber 58 provided in the housing 36 at a position adjacent one end of the compartment 44. The shank portion 56 of the adjusting screw 55 is threadably mounted in a nut 60, and the nut 60, in turn, is rotatably mounted in a bore 61 provided in the housing 36 intermediate the chamber 58 and the compartment 44, longitudinal movement of the nut being prevented by any suitable means. With such a construction, rotation of the nut 60 efiects longitudinal movement of the adjusting screw 55 so as to vary the tension of the spring 52 while rotation of the screw 55 effects movement of the head portion 54 of the adjusting screw relative to the convolutions of the spring 52 and movement of the shank portion 56 relative to the nut 60 so as to simultaneously vary both the tension and the spring rate. The outer end portion of the chamber 58 is closed by a cover assembly 64 which may be secured to the housing 36, by any suitable means, as for example, by a wire 66 which extends through a plurality of circumferentially spaced openings 68 provided in the peripheral flange portion of the cover assembly-64, the openings 68 being adapted to mate with openings 70 provided in the adjacent end portion ofthe housing 36. The free end portions of the wire 66 may be secured by a con ventional sealing member 71 to prevent unauthorized adjustment of the screw 55 and the nut 60.

The compartment44 defined by the housing 36 is closed by a closure member 76 which is secured to the body 36, as by screws 78. In order to insure that the pressure in the compartment 44 will be substantially atmospheric pressure when the closure member 76 is in place, aplurality of vent openings 89 are provided in the back wall 82 of the housing 36, the openings 84) being disposed between the planes of the top and bottom surfaces of the body 18, and at a position adjacent the junction of the body 18 with the housing 36. With such a construction, the openings 80 are protected from oil, dirt and other debris normally present adjacent an internal combustion engine.

For the purpose of filtering the air passing through the openings 8-0, a filter 84 is provided which is disposed adjacent the inner surface of the back wall 82 of the housing 36 so as to cover the openings 80. The filter 84 may be formed of felt, fiber glass or other suitable material and the replacement of the filter 84 may be easily and quickly elfected by removing the closure member 76.

For the purpose of stabilizing the throttle plate 2.6 and to prevent throttle cheat, a piston 86 is provided which is reciprocally mounted in a bore 88 provided in the housing 36 at the end thereof remote from the chamber 58, the outer end of the bore 88 being sealed by a plug 89 retained by any suitable or conventional means. One end of. a piston rod 90 is fixed to the piston 86, as at 92. The piston rod 90 extends through an opening 94 provided in a transverse Wall 96 of the housing 36 and the distal end portion of the piston rod 90 is provided with'a recess 98 adapted to receive an arm 100 of an actuating member 102. The arm 100 is integrally joined to a pair of arms 104 and 106 which are fixed to the cam 42on opposite sides of the shaft 28. With such a construction, longitudinal movement of the piston 86 toward the right, as viewed in Fig. 2, effects rotation of the shaft 28 in a direction to move the throttle plate 26 toward the closed position while movement of the piston toward the left, as viewed in Fig. 2,.effects rotation of the shaft 28 in a direction to movethe throttle plate 26 toward the open position. The rod end portion of the bore 88 communicates with the chamber 42 through the opening 94 in the wall 96 while the head end portion of the bore 88 communicateswith the passageway 20 on the downstream side of the throttle plate 26, such communication being effected through ducts 106 and 108, an annular groove 110 which is provided in the back wall 82 of the housing 36 and which encompasses the screw 40,-and ducts 112 and 14 which are provided in the body 18. With such a construction, an increase in the vacuum'on the downstream side of the throttle plate 26 effects an increase in the vacuum at the head end of the bore 88 with the result that the piston 86 tends to move toward the right, as viewed in Fig. 2. As the piston moves toward the right, the distal end of the rod 90 engages the arm 0 of the actuating member 102 so as to move the arm'100 toward the right, as viewed in Fig. 1, thereby effecting a clockwise rotation of the shaft 28, as viewed in Fig. 1, and moving the throttle plate 26 toward the. closed position. Since the piston moves in response to the pressure downstream of the throttle plate 26 such a construction substantially prevents throttle cheat. Such a construction also enables the piston to assist the forces exerted on the throttle plate 26 by the flow of the fuel mixture. through the passageway 20 to move the throttle plate 26 toward the closed position and also provides a stabilizing effect on the throttle plate 26 because of the dashpot action of the piston 86, thereby reducing hunting of the governor to a In accordance with the present invention, means are provided for selectively varying the governing speed of the governor, such means including bypass means which permits a portion of the fuel mixture flowing through the outlet conduit of the carburetor to bypass the throttle plate of the governor. The bypass means effects a reduotion of the closing forces exerted on the throttle plate by the fuel flowing through the governor, thereby causing the throttle plate to assume a more fully open position with the result that a higher engine speed is permitted when the bypass means is employed but engine governing control is effected at a higher predetermined engine speed. .Means are also providedfor selectively varying the amount of fuel bypassing the governor throttle plate, the control means being actuated in any desired manner. For example, the bypass control means may be automatically actuated in response to the shifting of the vehicle gears; variations in the road speed of the vehicle; manually; or in any other desired manner. At a position near, but outwardly spaced from, the passageway 20, a plurality of spaced orifices 116, 118 and 120 are provided in the body 18, the orifices 116, 118

and extending through the body 18 in a direction substantially parallel with the longitudinal axis of the passageway 20. While in the preferred embodiment of the invention illustrated a plurality of orifices are shown which are substantially circular in cross section, it will be understood that any desired numberof orifices may be utilized and that such orifices may have any desired cross sectional configuration. As previously mentioned,- the passageways in the carburetor 12 and the intakemanifold 14 are substantially circular in cross section while the passageway 20 in the body 18, in cross section, is preferably shaped in the form of a compressed circle and is smaller in area than the passageways 13 and 15 in the carburetor and intake manifold, respectively. As shown in Fig. 4, the orifices 116, 118 and 120 are disposed within the cylindrical extensions of the passageways'13 and 15 in the carburetor 12 and intake manifold 14. Consequently, when the orifices 116, 118 and 120 are open, a portion of the fuel mixture emanating from the outlet conduit 13 of the carburetor 12 is permitted to flow through the body 18 to the conduit 15 of the intake manifold 14 while bypassing the throttle plate 26, thereby causing the throttle plate to assume a more fully open position so that a higher engine speed is permitted but engine governing control is efiected at a higher predetermined engine speed.

At a position intermediate the top and bottom surfaces 122 and 124, respectively, of the body 18, a slot 126 is provided which extends in -a plane substantially parallel to the planes of the top and bottom surfaces 122 and 124 and perpendicular to thelongitudinal axes of the orifices 116, 118 and 120. An elongate slide valve 128 is mounted for reciprocation in the'slot 126 and is adapted to successively open and vclo'se any portion or any number of the orifices 116, 118 and 120 as itmoves longitudinally of the slot 126. The outer end of the valve 128 is fixed to one end of the actuating wire 130 of-a conventional Bowden wire 132, while the sleeve 134 of the Bowden wire is secured to a bracket 136 fixed to the body 18, as by a screw 138.

In the embodiment of the invention shown in Fig. 9, the end of the Bowden wire 132 remote from the valve 128 is actuated by a pair of control arms .140 and 142, the positions of which are controlled by the position of the gear shift lever mounted on the steering column 146 of the vehicle. The arms 140 and 142 are adapted to move the actuating wire 130 of the Bowden wire 132 so that all of the orifices 116, 118 and 120 are open when the lever 144 is shifted .to the low gear position, andto move the actuating wire 130 of the Bowden wire 132 so as to successively. close, the orifices 116, 118 and 120 as the lever '144 is shifted successively from the low gear position through the second gear position to the high gear position. Accordingly, the amount of fuel mixture which is permitted to bypass the throttle plate 26 of the governor 16 through the orifices 116, 118 and 120 is successively reduced as the gears are shifted with the result that the maximum engine speed is also progressively limited as the gears are shifted. Such a construction enables the vehicle to accelerate at a relatively rapid rate in the lower gear ranges but lowers the maximum speed of the engine, and, consequently, the maximum speed of the vehicle, when the gears are shifted to=the high range thus providing for safe and economical operation of the vehicle at the maximum desired governed speed which is controlled solely by the throttle plate 26 when the orifices 116, 118 and 120 are completely closed by the valve 128.

Inthe embodiment of the invention illustrated in- Fig. '10, the end of the Bowden wire 132. remote from the valve 128 is actuated by a plunger 148 which may be mounted on the dashboard 150 of the vehicle and which, if desired, may be designed for key release so that the owner of the vehicle may position the valve 128 at any desired setting and lock the valve 128 in the selected adjusted position. For example, a parent may desire to close all of the orifices 116, 118 and 120 when his children operate thevehicle so that the engine speed and, consequently, the vehicle road speed is controlled solely by the governor throttle plate 26 in all gears, but he may desire to open the orifices 116, 118 and 120 when he operates the vehicle himself thus providing an increase in the acceleration rate of the vehicle in the lower gear ranges as well as an increase in the maximum road speed of the vehicle when the vehicle is operated in the higher gear ranges.

In the embodiment of the invention shown in Figs. 11 and 12, the position of the valve 128 is shown as being controlled by a fiyball type governor, generally designated 152. The flyball type governor 152 is comprised of a pair of weights 154 and 156, the weight 154 being carried by a pair of arms 158 and 160 pivotally connected by a pin 162, while the weight 156 is carried by a pair of arms 164 and 166 pivotally connected by a pin 168. The outer end portions of the arms 160 and 166 are pivotally connected to one end of a shaft 170 rotatably mounted in the end wall 172 of the flyball governor casing 174 while the outer end portions of the arms 158 and 164 are pivotally connected to a shaft 176 rotatably and slidably mounted in the end wall 178 of the casing 174. One end of a coil spring 180 is fixed to the pivot pin 162 while the opposite end of the coil spring 180 is fixed to the pivot pin 168, the force ofthe spring 180 being applied to urge the arms in a direction to move the weights toward each other. The outer end portion of the shaft 170 is operatively connected to a flexible driving cable 182' which may be driven by the speedometer takeoff 184 of a conventional automatic transmission 186, or any other suitable power takeoff which enables the shaft 170 to rotate as a function of the vehicle, road speed. The shaft 176 is provided with a pair of flanges 188 and 190 which project radially outwardly of the shaft 176 and define a groove 192. An actuating arm 194 is provided which is I tion of the arm 194 is provided with an elongate slot 200 adapted to receive a pin 202 fixed to the outer end portion of the valve 128 of the governor 16.

When the vehicle is stopped, the orifices 116, 118 and 120 are open and the components of the velocity type governor 16 and the flyball type governor 152 occupy the positions illustrated in Fig. 12. -As the vehicle is accelerated and the road speed of the vehicle increases, the shaft 170 is rotated by the flexible driving cable and the weights 154 and 156 move outwardly, thereby pivoting the arms 158, 160, 164 and 166 outwardly, and the arms 158, 160, 164 and 166 in turn cause the shaft 176 to move toward the shaft 170. The movement of the shaft 176 is transmitted to the arm 194 through the pin 198 so that the arm 194 pivots about the pin 196, thereby causing the valve 128 to move longitudinally of the slot 126 so as to progressively close the orifices 116, 118 and 120. Accordingly, the amount of fuel which is permitted to bypass the throttle plate 26 is' progressively reduced and the maximum speed of the engine is progressively reduced as the road speed of'the vehicle increases and the torque applied to the wheels of the vehicle through the automatic transmission is reduced. Such a construction enables the vehicle to accelerate at a relatively rapid rate when the automatic transmission 186 is operating in the high torque range, but the maximum speed of the engine, and consequently the maximum speed of the vehicle, is reduced when the automatic transmission is operating in the low torque, high speed range.

For the purpose of providing a relatively rich fuel-air mixture to the engine under certain load conditions and to provide a relatively lean mixture when the engine is operating with a relatively light load, the carburetor 12 may beequipped with a vacuum economizer (not shown) fwhich operates as a function of the vacuum in the in- 8 take manifold 14. In order that such a vacuum economizer may function properly, a bypass passageway 204 is provided in the body 18 of the governor 16, the bypass passageway 204- extending in a direction substantially parallel to the longitudinal axis of the passageway 21'). One end of the bypass passageway 204 is connected to a radially inwardly extending groove 206 which communicates with passageway 20 at a position downstream of the throttle plate 26 while the opposite end of the passageway 204 is connected to a groove 208 provided in the surface 12.2; of the body 18, the groove 208 extending around the passageway 20 in radially outwardly spaced relationship with respect thereto. When the governor 16 is installed intermediate the carburetor 12 and the intake manifold 14, the groove 208 is aligned with a duct conventionally provided in the carburetor 12 and leading to the carburetor vacuum economizer with the result that the pressure in the intake manifold downstream of the throttle plate 26 is communicated to the vacuum economizer, through the groove 206, the passageway 204 and the groove 208, thereby permitting the vacuum economizer to function properly when the governor throttle plate 26 is controlling the engine speed as well as when the carburetor throttle is controlling the engine speed.

For the purpose of providing a retarded spark when the engine is idling or operating under a heavy load, and an advanced spark for relatively high speed operation of the engine, the engine may be provided with an automatic vacuum spark control mechanism (not shown). As is well understood by those skilled in the art, the regulation of the spark control mechanism is determined by the position of the carburetor valve relative to an orifice in the carburetor throat. The orifice in the carburetor throat communicates with a chamber on one side ofa diaphragm and the diaphragm, in turn, is connected to the distributor of the engine so that the distributor retards or advances the spark as a function of the conditions existing at the orifice in the carburetor throat. In order that the automatic spark control mechanism may function properly when the governor 16 is controlling the speed of the engine, as well as when the carburetor is controlling the speed of the engine, an automatic transfer valve mechanism, generally designated 210, is provided. The transfer valve mechanism 210 is comprised of a spring biased valve212 which is reciprocally mounted in a bore 214 provided in the body 18, the outer end of the bore 214 being sealed by a plug 215 retained by any suitable or conventional means. The valve 212 includes a body portion 216, a reduced diameter shank portion 218, and a valve head portion 220, the body portion 216 being of such a size as to closely fit the inner end portion of the bore 214 while the valve head portion 220 is adapted to seat against an internal shoulder 222 provided in the bore 214 at a position near, but spaced from, the outer end thereof. The end portion of the bore 214 adjacent the body portion 216 of the valve 212 is connected to the passageway 20 at a position upstream with respfect to the throttle plate 26 by a duct 224 while the opposite end portion of the bore 214 is connected to the passageway 20 at a position downstream with respect to the throttle plate 26 by a duct 226. A pair of vacuum lines 228 and 230 are provided, one end of the line 228 being connected to the central portion of the bore 214 while the opposite end of the line 228. is connected to the mentioned orifice in the throat of the carburetor. One end of the line 230 is connected to the central portion of the bore 214 at a position axially spaced from the line 228 while the opposite end of the line 230 is connected to a conventional diaphragm housing 232.

In the operation of the spark control mechanism, the pressure at the orifice in the carburetor throat controls the spark as long as the carburetor controls the engine speed. However, when the governor 16 controls the engine speed, the vacuum produced in the passageway 20 on the downstream side of the governor throttle plate 26 causes a reduction in the pressure in the end portion of the bore 214 adajacent the duct 226. Since the pressure in the passageway 20 on the upstream side of the throttle plate 26 is higher than the pressure on the downstream side of the throttle plate 26 when the governor is controlling the engine speed, the pressure in the end portion of the bore 214 adjacent the duct 224' is greater than the pressure in the end of the bore 214 adjacent the duct 226. Consequently, the valve 212 moves longitudinally of the bore 214 in a direction toward the duct 226 so that the valve head portion 220 moves away from the valve seat 222 thereby connecting the line 230 to the passageway 20 through the bore 214 and the duct 226 so that the pressure in the passageway 20 on the downstream side of the throttle plate 26 is applied to the diaphragm. At the same time, the body portion 216 of the valve 212 closes the end of the line 228 which communicates with the bore 214 so that the pressure at the orifice in the carburetor throat is not communicated to the diaphragm. When the engine speed is again controlled by the carburetor throttle valve, the pressure in the passageway 20 is substantially the same at the ducts 224 and 226 with the result that the spring biased valve 212 moves longitudinally of the passageway 20 toward the duct 224 thereby opening the end of the line 228 which communicates with the bore 214 and seating the valve head portion 220 against the valve seat 222 so that the pressure in the duct 226 is not communicated to the line 230.

While a preferred embodiment of the invention has been shown and described, it will be understood that various changes and modifications may be made without departing from the spirit of the invention.

What is claimed is:

1. A governor for an internal combustion engine on an automotive vehicle, said engine having a carburetor provided with a fuel mixture conduit, said engine also having an intake manifold defining an induction conduit aligned with said carburetor conduit, said governor comprising, in combination, a body adapted to be disposed between said carburetor and said intake manifold and defining a fuel mixture passageway adapted to be aligned with said conduits, the cross-sectional area of the passageway defined by said body being less than the crosssectional area of said conduits, an unbalanced throttle plate pivotally mounted in said passageway, said throttle plate being adapted to be moved toward the closed position by the flow of fuel mixture through said passageway, resilient means urging said throttle plate toward the open position, means for selectively varying the governing speed of said governor while maintaining the governing action of said throttle plate, said means including a bypass orifice extending through said body in outwardly spaced relationship with respect to said passageway and adapted to open directly into said carburetor and induction conduits, a selectively adjustable valve carried by said body for selectively controlling the fiow of fuel mixture through said bypass orifice, and control means remote from said body for selectively varying the position of said valve to control the amount of fuel mixture flowing through said bypass orifice, said control means operating independently of said throttle plate and independently of the pressure in the fuel mixture passageway defined by said body.

2. In combination with an internal combustion engine on an automotive vehicle, said engine having a carburetor provided with a cylindrical fuel mixture conduit, said engine also having an intake manifold defining a cylindrical induction conduit aligned with said carburetor conduit, a governor comprising a body disposed between said carburetor and said intake manifold and defining a fuel mixture passageway aligned with said conduits, the crosssectional area of the passageway defined by said body being less than the cross-sectional area of said conduits, an unbalanced throttle plate pivotally mounted in said passageway, said throttle plate being adapted to be moved toward the closed position by the flow of fuel mixture through said passageway, resilient means urging said throttle plate toward the open position, means for selectively varying the governing speed of said governor while maintaining the governing actionof said throttle plate, said means including a, bypass orifice extending through said body in outwardly spaced relationship with respect to said passageway and being disposed within the cylindrical dimensions of said carburetor and induction conduits so as to open directly into said conduits, a selectively adjustable valve carried by said body for selectively controlling the flow of fuel mixture from said carburetor conduit through said bypass orifice to said induction conduit, and control means remote from said body and operatively connected to said valve for selectively varying the position of said valve to control the amount of fuel mixture flowing through said orifice, said control means operating independently of said throttle plate and independently of the pressure in the fuel mixture passageway defined by said body.

3. In combination with an internal combustion engine on an automotive vehicle, said engine having a carburetor provided with a fuel mixture-conduit, said engine also having an intake manifold defining an induction conduit aligned with said carburetor conduit, a governor comprising a body disposed between said carburetor and said intake manifold and defining a fuel mixture passageway aligned with said conduits, the cross-sectional area of the passageway defined by said body being less than the cross-sectional area of said conduits, an unbalanced throttle plate pivotally mounted in said passageway, said throttle plate being adapted to be moved toward the closed position by the flow of fuel mixture through said passageway, resilient means urging said throttle plate toward the open position, means for selectively varying the governing speed of said governor while maintaining the governing action of said throttle plate, said means including a bypass orifice extending through said body in outwardly spaced relationship with respect to said passageway and opening directly into said carburetor and induction conduits, a selectively adjustable valve carried by said body for selectively controlling the flow of fuel mixture from said carburetor conduit through said bypass orifice to said induction conduit, and control means remote from said body and responsive to the road speed of the vehicle for selectively varying the position of said valve to control the amount of fuel mixture flowing through said orifice, said control means operating independently of said throttle plate and independently of the pressure in the fuel mixture passageway defined by said body.

4. In combination with an internal combustion engine on an automotive vehicle, said engine having a carburetor provided with a fuel mixture conduit, said engine also having an intake manifold defining an induction conduit aligned with said carburetor conduit, a governor comprising a body disposed between said carburetor and said intake manifold and defining a fuel mixture passageway aligned with said conduits, the cross-sectional area of the passageway defined by said body being less than the cross-sectional area of said conduits, an unbalanced throttle plate pivotally mounted in said passageway, said throttle plate being adapted to be moved toward the closed position by the flow of fuel mixture through said passageway, resilient means urging said throttle plate toward the open position, means for selectively varying the governing speed of said governor while maintaining the governing action of said throttle plate, said means including a bypass orifice extending through said body in outwardly spaced relationship with respect to said passageway and opening directly into said carburetor and induction conduits, a selectively adjustable valve carried by said body for selectively controlling the flow of fuel mixture from said carburetor conduit through said bypass 11 7' y 132 orifice to said induction conduit, and control means hav- References Cited in the file of this patent ing a thrust connection with said valve and operable as a function of the road speed of the vehicle for selectively UNITED STATES PATENTS Varying the position of said valve to control the amount Re. 21,776 Hoof -2 -2 Apr. 22, 1941 of fuel mixture flowing through said Orifice, said control 5 2,253,875 Vatter Aug. 26-, 1941 means operating independently of said throttle plate and 2,289,014 Howard July 7, 1942 independently 'of the pressure in the fuel mixture pa'ssage- 2,493,883 Larsen 2 I an. 10, 1950 way defined by said body. 2,527,352 Christian Oct. 24, 1950

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