US3083800A

US3083800A - Multi-speed governors

Info

Publication number: US3083800A
Application number: US52422A
Authority: US
Inventors: Herman G Adler
Original assignee: Continental Motors Corp
Current assignee: Continental Motors Corp
Priority date: 1960-08-29
Filing date: 1960-08-29
Publication date: 1963-04-02
Anticipated expiration: 1980-04-02

Description

April 1953 H. G. ADLER 3,083,800

MULTI-SPEED GOVERNORS Filed Aug. 29, 1960 2 Sheets-Sheet 1 IN V EN TOR.

HERMAN G.ADLER BY ATTORNEYS April 2, 1963 H. cs. ADLER Mum: SPEEDIGOVERNORS 2 Sheets-Sheet 2 Filed Aug. 29, 1960 FIG/2.

ENGINE nos o7 F|G.4-

INVENTOR. HERMAN GADLER IOI the inner edge of the land 48 coincides with the edge 40 of the sleeve 36. In other words, when the valve is in the extreme left hand position, as seen in FIG. 1, its end surface 90 engages the abutment 92, and the annular port 44 is in fully open position. In addition, the provision of the cooperating surfaces at the end of the valve and on the abutment 92 serve an additional function. When the engine is initially started, the valve 46 will be in the extreme left hand position due to the action of the spring 60. At this time the enginemay have been idle for some time or lubricating oil may have somewhat congealed or stiffened. As the pressure of the lubricating oil builds up, the pressure applied to the valve in the space 56 is applied to less than the entire end area of the valve, due to the surface-to-surface contact between the area 90 and the valve and the cooperating surfaces 90 and 92. For this purpose, of course, surfaces and 92 are accurately finished to prevent entrance of pressure fluid therebetween. Thus, the pressure required to overcome the spring 60 will exceed the desired regulated pressure by a I pressure initially required to overcome the spring 60 will be from ten to twelve percent above the desired regulating pressure. Upon the first slight movement of the valve 46, this pressure will be effective to move the valve abruptly and will thus free the valve for subsequent movement. The action may be likened to mechanically moving the valve 46 to free the valve for subsequent automatic opera- .tion.

In addition, this last arrangment provides oil to the governing mechanism at a pressure somewhat in excess of the normal governed pressure upon initial starting of the engine and in some cases this additional pressure may be advantageous in preventing running the engine up to an excessive speed upon first starting the engine.

The speed sensing element 72 is a fly ball unit in which the centrifugal force is balanced at the required speed by a spring 100. In order that the energy output and adjustment of the centrifugal unit at low speed may be the same as it is at high speed, it is necessary that the speed of the centrifugal unit at low engine speed is the same as it is at high speed. This is accomplished by employing a drive mechanism provided with a gear arrangement that has a gear ratio which steps up the speed of the centrifugal unit, and which is only operable at low engine speed.

Again referring to FIG. 1, the shaft 101 is driven by a power plant (not shown) such as an internal combustion engine or other equivalent energy producing machine. Such machine or engine is provided with a conventional speed control means actuated by the lever 26.

The speed of shaft 101 is always directly proportional to the speed of the machine or engine and the drive shaft 102 is rotatably mounted within longitudinal bore 102a of shaft 101 and gear 103 is pressed onto or otherwise suitably secured or attached to the drive shaft 102. The shaft 101 is provided with a counterboard recess 104 and gear 103 is provided with two cammed surfaces which form converging passages when gear 103 is assembled as shown with shaft 101. A ball 105 is assembled in each of these converging passages, thus forming an overrunning clutchproviding a unidirectional drive. Thus shaft 101 will drive the centrifugal unit drive shaft 102 through balls 105 and gear 103, but should the speed of shaft 102 exceed the speed of shaft 101, the balls 105 will move into the diverging portion of the converging recesses formed by the cammed surfaces, and permit shaft 102 to rotate freely within the shaft 101.

The above mentioned shaft 102 is supported in casing A bolted or otherwise secured to casing 10, and said casing 10A rotatably supports the layshaft or countershaft 106 in suitable bearings. A gear 107 is secured on the layshaft 106 and is in constant mesh with the integral gear portion 101a of shaft 101. Since gear 107 is smaller in diameter than gear 101a, the speed of layshaft 106 is always higher than that of shaft 101. The gear 108 is rotatably mounted on the layshaft 106, being supported on the anti-friction bearing 109. The gear 108 is in constant engagement with gear 103, and since its diameter is larger than that of gear 103, its speed is always lower than the speed of the centrifugal unit drive shaft 102.

The layshaft 106 is provided with a pair of fiat surfaces 106a machined on diametrically opposite sides, and clutch plates 1096: are provided with openings or holes with oppositely flat sides fitting snugly over the flattened portion of shaft 106, and consequently are driven by shaft 106 and always rotate therewith.

Gear is rotatably mounted on layshaft 106 and is disposed or located between the clutch plate 109a, and this gear 110 is also in constant mesh with gear 103 Likewise the diameter of gear 110 is the same as gear 100. A collar or flanged sleeve 111 is slidably mounted on the layshaft 106 and a thrust bearing 112 is mounted between the collar and the adjacent clutch plate 109a.

An actuating forked lever 11? is pivotably mounted on casing 10A by means of stud shaft 113 to which the forked lever is pinned or otherwise suitably secured. Actuation of stud shaft 113 counterclockwise as seen in FIG. 1, will move said forked lever to the right and engage the surfaces between gear 107 and gear 108, between gear 108 and the adjacent plate 100a, between the aforesaid plate 109a and gear 110, thus becoming frictionally engaged and forced to all rotate together at the same speed as said layshaft 106, and thus will in turn cause the shaft 102 to rotate faster than shaft 101 as gear 103 is in mesh with gears 10% and 110.

The ratio of these

gears

101a, 107, 108 and 103 are so selected, that the speed of the centrifugal unit drive shaft 102, at the lower controlled engine speed, is the same as it is at the higher controlled engine speed, provided that sufficient pressure is applied to the slidable collar 111 to clutch the

gears

108 and 107 at the lower controlled engine speed and that such pressure is removed at the higher controlled engine speed. In short, the

gears

107 and 108 are clutched at said lower engine speed and declutched at said higher engine speed. Actually the movement of the clutch collar 111 is very slight, since all that it does is to take up the exceedingly small clearances between the elements of the disc type clutch as heretofore described.

Obviously, the shaft 113 to which is attached the forked lever 119 for actuating the aforesaid clutch device, may be actuated by any suitable means, manually or automatically if so desired.

In FIG. 5, I have shown an assembly, somewhat diagrammatic of an assembly showing an engine A" on which the above described multi-speed governor is mounted, an auxiliary machine B which can be drivingly clutched, to a power output shaft C of said engine, a switch S or other suitable means, which when turned to On position will close the electrical circuit and actuate a clutch actuating device D to clutch the auxiliary machine B to said engine. This electric circuit E including a battery F may close the circuit to a solenoid and operate the solenoid to actuate said shaft 113 as desired.

When the solenoid 115 is energized on closing of switch S, the solenoid armature 120 is pulled, comprising the spring 121 and the rod 122 attached to lever 123 is moved downwardly as shown, causing the shaft 113 to rotate in a counterclockwise direction an amount to apply sufficient pressure to

clutch gears

107 and 108. Thus the pressure applied to the clutch collar 111 is determined by the compression in spring 121 rather than by the pull on armature 120. The switch S which operates solemold 115 may be arranged to be automatically closed by a suitable connection with the clutch device D, so that when the auxiliary machine B is clutched to the engine A, the switch is closed, and is opened to de energize the solenoid when the auxiliary machine is de-clutched from said engine A.

As noted, the engine is governed at a relatively higher controlled speed when operating to drive a vehicle, but is operated at a relatively lower controlled speed when clutched to the auxiliary machine which may be a pump or other auxiliary equipment. The present invention provides a construction in which the speed of the centrifugal unit is the same at both high and low controlled engine speeds, so no change in the adjustment of the governor spring is required.

It will be apparent to those skilled in the art to which my invention pertains that various changes and revisions of the elements described herein may be made without departing from the spirit of my invention or from the scope of the appended claims.

I claim:

1. In an engine adapted for driving machinery at a lower than normal operating engine speed, means selectively drivingly connecting said engine with said machinery, said engine having a speed control device, a governor having a speed responsive actuator normally operable to adjust said speed control device over a predetermined range of speed of said engine, control means operable on connecting said engine with said machinery to automatically vary the operation of said speed responsive actuator to effect adjusting of said speed control device over a lower range of speed of said engine, and including driving means operably connecting said engine with said governor, said driving means including an overrunning clutch and transmission gear mechanism operably to vary the speed of said speed responsive actuator.

2. In an engine adapted for driving machinery at a lower than normal operating engine speed, means selectively drivingly connecting said engine with said machinery, said engine having a speed control device, a governor having a speed responsive actuator drivingly connected to said engine and norm-ally operable to adjust said speed control device over a predetermined range of speed of said engine, control means operable on connecting said engine with said machinery to automatically increase the speed of said speed responsive actuator to ettect adjusting of said speed control device over a lower range of speed of said engine.

3. A multi-speed governor for an engine adapted for driving machinery at a lower engine speed than for normal operation, said engine having a rotating part and being selectively operated at at least two different controlled speeds, said governor comprising a speed responsive device having an actuator shaft, means for connecting said shaft to said engine rotating part and including an overrunning clutch, and a second means comprising transmission mechanism -for driving said shaft at substantially the same speed from said engine rotating part operating at -a slower speed for controlling engine operation at the lower controlled speed, means selectively drivingly connecting said engine with said machinery, and control means operable on connecting said engine with said machinery, to automatically engage said rotating engine part to said shaft through said transmission gearing.

4. A multi-speed governor as defined in claim 3 wherein said transmission gear mechanism embodies a shiftable clutch normally disengaged to permit said direct drive of said shaft by the engine rotating part, and means actuating said transmission clutch on clutching said engine to drive said machinery.

5. A multi-speed governor as defined in claim 4, wherein said transmission clutch actuating means comprises a solenoid actuated lever, and a switch controlling the operation of said solenoid, said switch automatically actuated on clutching said engine to said machinery.

6. A multi-speed governor as defined in claim 5 wherein a spring is interposed in the connection between said solenoid and transmission clutch to transmit the energy of solenoid movement to the spring whereby to apply spring pressure only to said clutch for actuating same.

References Cited in the file of this patent UNITED STATES PATENTS 1,822,880 Braun Sept. 15, 1931 2,215,722 Hurst Sept. 24, 1940 2,464,129 Goettisheim Mar. 8, 1949 2,909,078 Nallinger Oct. 20, 1959