US3613651A

US3613651A - Minimum-maximum governor with full load torque control

Info

Publication number: US3613651A
Application number: US857828A
Authority: US
Inventors: Warren E Snyder; John B Cavanaugh; Jean-Paul R Aubin
Original assignee: Ambac Industries Inc
Current assignee: Ambac Industries Inc; AIL Corp
Priority date: 1969-09-15
Filing date: 1969-09-15
Publication date: 1971-10-19
Anticipated expiration: 1988-10-19

Abstract

A governor for diesel engines and the like adapted to mechanically sense engine speed and to regulate fuel delivery during engine idling and at speeds in excess of rated engine speed. In addition, the governor provides an automatic control of full load fuel delivery over the operating speed range of the engine, the fuel delivery otherwise being under direct manual throttle control.

Description

United States Patent 10/1959 Skatsche 2,908,265 123/140 3,185,141 5/1965 Miracki et 123/140 [72] Inventors Warren E.Snyder Wilbraham;

John B. Cavanaugh, West Springfield; Jean-Paul R. Aubin, South Hadley, all of Mass.

FOREIGN PATENTS 3/1937 GreatBritain...,............

[21] App1.No. 857,828

[22] Filed Sept. 15, 1969 [45] Patented Oct. 19, 1971 [73] Assignee AMBAC Industries, Incorporated Springfield, Mass.

[54] MINIMUM-MAXIMUM GOVERNOR WITH FULL LOAD TORQUE CONTROL 12 Claims, 10 Drawing Figs.

ABSTRACT: A governor for diesel engines and the like adapted to mechanically sense engine speed and to regulate fuel delivery during engine idling and at speeds in excess of 0 0 0 4 M UM /d 5 R 23 [U015 F 3 m mm U ""0 u ""4 n m mh m m MS L LM d MM U IF .1 l] 2 0 5 55 1 [.1

[ References Cited rated engme speed. ln addition, the governor provides an au- UNITED STATES PATENTS 9/1955 Links et a1.

tomatic control of full load fuel delivery over the operating speed range of the engine, the fuel delivery otherwise being under direct manual throttle control.

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WARREN E. SNYDER JOHN B. CAVANAUGH JEAN-PAUL R. AUBIN ATTYS.

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MINIMUM-MAXIMUM GOVERNOR WITII FULL LOAD TORQUE CONTROL The present invention relates generally to speed-regulating devices for internal combustion engines and relates more particularly to an improved governor adapted particularly for use with diesel engines. The governor provides minimum and maximum speed control of the engine and in addition controls fuel delivery at full load throughout the engine operating range.

Diesel engines, due to the nature of their operation and the separation of the fuel-metering system from the air induction system, require a governor to regulate the injected fuel to prevent the engine from stalling or overspeeding. The governor, which is associated with the fuel injection pump, senses changes in engine speed and regulates the output of the fuel injection pump accordingly, increasing fuel delivery with increased load and decreasing fuel delivery with a decreased load to maintain a relatively stable operation at a given throttle setting.

There are essentially three types of governors used with diesel engines, constant speed, minimum-maximum speed, and variable speed governors. The constant speed governor maintains the engine at a fixed speed regardless of load and is generally employed in stationary engine installations such as air compressors and the like. The minimum-maximum speed governors are normally utilized for vehicle engines to prevent stalling at low speeds and racing at high speeds, the intermediate speeds being controlled only by the manual throttle control. The variable speed type of governor provides automatic fuel control over the entire engine speed range. This type of governor is customarily used with locomotives, tractors, marine engines, etc., and is also often used in vehicles such as trucks. The most common type of variable speed governor is the mechanical type employing centrifugal weights acting against one or more springs which are coupled to the fuel control mechanism of the pump. Pneumatic, hydraulic, and mechanical-hydraulic and electrical governors have also been employed for the same purpose.

A typical variable speed governor is shown in U.S. Pat. No. 2,281,222, issued Aug. 28, 1942 and assigned with the present application to a common assignee. In this patented governor, a sleeve is slidably mounted on a shaft coupled to the fuel injection pump camshaft for rotation at a speed corresponding to the engine speed. Flyweights on the shaft position the sleeve axially on the shaft in accordance with the speed of shaft rotation so that the sleeve has a specific position for each engine speed. A fulcrum lever, which is connected near its upper end to the fuel control linkage, is connected at a midpoint to the governor sleeve and pivotally connected at its lower end to a trunnion lever controlled by the operating lever. A full load stop in the governor housing limits the movement of the upper end of the fulcrum lever in the direction of increased fuel.

In operation, the described variable speed governor works as follows. For a given throttle setting of the operating lever, the trunnion lever establishes a pivot point for the lower end of the fulcrum lever thereby pivoting the fulcrum lever about the governor sleeve and moving the fuel control linkage accordingly. As the engine speed changes, either as a result of a change in the fuel control linkage setting or change in load, the flyweights adjust the sleeve position to stabilize engine speed, moving the sleeve and hence pivoting the fulcrum lever away from the full load stop upon increasing engine speed and the converse upon decreasing engine speed.

The described variable speed governor functions effectively if the changes in throttle setting are gradual. However, if rapid throttle changes are made to accelerate the engine, the fulcrum lever will be pivoted into a full load position until the engine speed has increased sufficiently to cause movement of the governor sleeve and hence the fulcrum lever away from the full load setting. Although the full load position is of short duration, it is objectionable since dark exhaust smoke is produced by the resultant overfueling in turbocharged engmes.

Minimum-maximum speed govemors of a type similar to that shown in the above patent have been developed to overcome the problem of overfueling upon throttle position change. In a typical governor of this type, the governor sleeve position does not change between the low idle and rated speeds of the engine. A capsulated spring is engaged by the sleeve during operation other than low idle and the flyweights do not compress this spring until rated speed has been reached. As a result, the fulcrum lever position varies directly with the throttle setting over the operating speed range of the engine. Such a governor,'however, lacks the desired full load torque control in the operating range between low idle and rated speed.

The present invention provides a diesel engine governor which includes both a minimum-maximum speed control function as well as full load torque regulation over the entire operating range of the engine. The governor structure for effecting such control in brief includes a governor shaft with a slidable governor sleeve thereon positioned in accordance with engine speed by flyweights urgingthe sleeve against opposing spring means. A fulcrum lever is pivotally and slidably connected with the governor sleeve and near its upper end is connected with the fuel control rod whereby the fulcrum lever position determines the amount of fuel delivered to the engine. At its lower end, the fulcrum lever is pivotally connected with a trunnion lever which is spring loaded to urge the fulcrum lever toward a decreasing fuel delivery position. The operating lever actuates the fulcrum lever by means of a spring-loaded linkage which engages the fulcrum lever at a point aligned with the fuel control rod thereby providing a direct manual control of the fuel input except at idling, overspeed and full load conditions. At full load, the spring-loaded operating lever urges a cam spaced above the operating lever linkage on the upper end of the fulcrum lever against a full load stop. Governor sleeve movement will at full load regulate the fuel input by changing the attitude of the fulcrum lever even though the cam at the upper end of the full load stop still engages the full load stop, since the fuel control linkage is spaced from the cam. The spring loading of the operating lever linkage permits this regulation despite the fact that the operating lever remains in a full load setting. Should an overspeed condition exist at any throttle setting, the spring-loaded operating linkage is overridden by the governor sleeve movement toward a decreased fuel position. At idling, the operating lever linkage is disassociated from the fulcrum lever and permits fulcrum lever movement responsive only to governor sleeve movement.

It is accordingly the primary object of the present invention to provide a novel diesel engine governor which will effectively control fuel input to the engine both at minimum and maximum engine speeds and which will also provide full load torque control over the entire speed range of engine operation.

Additional objects and advantages of the invention will be more readily apparent from the following detailed description of embodiments thereof when taken together with the accompanying drawings in which:

FIG. 1 is a side elevational view of a fuel injection pump having a governor connected thereto in accordance with the present invention, the pump and governor being broken away to show internal details thereof;

FIG. 2 is a sectional view taken along line 2-2 of FIG. I showing further details of the governor;

FIG. 3 is an enlarged sectional view taken along line 33 of FIG. 2 and showing the governor of the present invention with the throttle in the idle position;

FIG. 4 is a sectional view taken along line 4-4 of FIG. 3;

FIG. 5 is a sectional view taken along line 5-5 of FIG. 4;

FIG. 6 is a view similar to FIG. 3 but showing the throttle in a full load position with the engine operating at a speed in excess of the rated speed;

FIG. 7 is a graph showing the fuel delivery as a function of engine speed for several throttle settings of the engine including full load;

FIG. 8 is a sectional side elevational view of a modified form of governor shown with the throttle in the idle position;

FIG. 9 is a sectional view taken along line 9-9 of FIG. 8; and

FIG. 10 is a sectional view taken along line 10-40 of FIG. 8.

Referring to the drawings and particularly FIG. 1 thereof, a governor 12, in accordance with the present invention is shown mounted on a fuel injection pump 14 of a conventional construction. The pump is of the general type shown in US. Pat. No. 2,518,473 which issued Aug. 15, 1950 and includes a hydraulic head 16 within which a pumping and distributing plunger 18 is driven in rotation and reciprocation by the camshaft 20 which is coupled to the engine for rotation at a speed corresponding to engine speed. Fuel pumped by the plunger 18 is delivered through the outlet conduits 22 in timed sequence, the conduits 22 being connected directly to the injection nozzles in the engine.

The fuel quantity delivered by the pumping plunger 18 is determined by the position of a fuel control sleeve 24 which is slidably positioned on the plunger within a sump or spill chamber 26. Since the fuel quantity delivered per stroke of the plunger depends upon the time at which plunger spill ports (not shown) open into the spill chamber 26, the position of the control sleeve 24, which covers the spill port during the pumping portion of the plunger stroke, determines the amount of fuel delivered to the engine. The control sleeve position is controlled by an eccentric pin 30 rotated by linkage 32 which is connected to the governor mechanism by fuel control rod 34. As viewed in FIG. 1, the movement of the control rod 34 o the left will increase the fuel delivery, while movement to the right will decrease fuel delivery.

The governor 12 includes a housing 36 secured to the pump housing and within which the governor shaft 38 is horizontally disposed for rotation at a speed corresponding to engine speed. In the preferred embodiment illustrated, the governor shaft 38 is an extension of the pump camshaft 20 which typically is geared to the engine to rotate at engine speed. Slidably mounted on the governor shaft 38 is the governor sleeve 40, the axial position of which on the shaft is determined by the opposing forces of the flyweight assembly 42 at the pump end thereof and the spring assembly 44 at the opposite end thereof. The flyweight assembly 42 includes a spider 46 secured to the governor shaft 38 on which are pivotally mounted the flyweights 48. The flyweight fingers 50 bear against the end face of thrust bearing assembly 52 mounted on the end of the governor sleeve 40.

The spring assembly 44 comprises an inner spring 54 extending between spring guide 55 on the housing and a socket in the end of the governor sleeve. An idling spring 56 overlies the inner spring 54 between the housing and governor sleeve but has a substantially lower spring rate than the inner spring.

When the engine is rotating at idling speed, the inner spring 54 is fully extended and exerts no force on the governor sleeve 40, the idling spring 56 exerting its relatively light axial force urging the sleeve toward the flyweight assembly. Countering the spring force is the centrifugal force of the flyweights which with increasing speed urge the sleeve in the direction of the spring assembly. As the speed increases above the idling speed, the inner spring 54 in addition to the idling spring 56 acts in opposition to the flyweights. There is accordingly a single position of the governor sleeve for any given speed of the engine.

A fulcrum lever 60 includes a framelike portion 61 through which the governor sleeve passes, and each side of which includes pins 62 which pivotally and slidably engage parallel slots 64 in the governor sleeve. The upper end of the fulcrum lever 60 carries a transverse pin 66 on which is adjustably mounted the full load cam 68. Also mounted on the pin 66 is the connector 70 to the lower end of which is secured the end of the fuel control rod 34. A schematically shown full load stop plate 72 secured to the housing limits the movement of the upper end of the fulcrum lever by engagement with the full load cam 68 under certain circumstances as discussed in detail below.

The lower end of the fulcrum lever 60 is pivotally connected with a bifurcated trunnion lever 73 by means of the trunnion lever shaft 74 passing therethrough. The

arms

75 and 76 of the trunnion lever are respectively journaled on the stub shaft 77 on one side of the housing and the operating shaft 78 aligned therewith on the opposite side of the housing.

The governor structure thus far described is similar to a conventional variable speed governor as referred to above. In a conventional variable speed governor, however, the operating lever is coupled to the trunnion lever whereby the fuel control rod settling is a function of the operating lever setting and the engine speed as sensed by the flyweight assembly. A suitable spring connection between the operating shaft and trunnion lever permits an overriding of the operating lever position during full load torque control by the flyweight assembly. In such a conventional system, however, it can be understood that since the engine speed will have an effect on the fuel rod setting, the advance of the operating lever will cause a momentary excess fuel condition with turbocharged engines until the governor sleeve is repositioned on increase of engine speed and air manifold pressure. This occurrence is eliminated by the governor structure described below. In this structure, although the governor sleeve is axially positioned in accordance with engine speed, the sleeve position does not effect the fuel control rod setting except during idle, full load, and overspeed conditions. At all other times the control rod position and hence the fuel quantity delivered is a function solely of the manual throttle setting.

In the present device as shown most clearly in FIGS. 4 and 5, the trunnion lever 73 is not coupled to the operating shaft for movement thereby but is merely journaled on the inner end thereof. The extending end of arm 76 of the trunnion lever is engaged by the bifurcated arm 80 of spring plate assembly 81 which includes a tubular portion 8 rotatably mounted on the cylindrical inwardly extending housing extension 83 within which the operating shaft 78 is journaled. The spring plate assembly 81 is biased in a clockwise direction as viewed in FIG. 3 by torsion spring 84, one end of which engages the spring stop 85 extending from the housing and the other end of which engages the spring arm 86 of the assembly. As viewed in FIGS. 3 and 5, the rotation of the spring plate assembly in a counterclockwise direction is limited by the engagement of the arm 87 thereof with the full speed screw stop 88 adjustably mounted in the housing and locked by the nut 90. Similarly, the rotation of the spring plate assembly in a clockwise direction is limited by contact of the arm 91 thereof with the idle screw stop 92, the adjustment of which is locked by the locknut 93.

The spring plate assembly applies a rotational force to the trunnion lever which urges the lower end of the fulcrum lever toward the flyweights hence urging the upper end of the fulcrum lever and the fuel control rod toward a decreased fuel delivery position. In the absence of any overriding force, the trunnion lever and hence the lower end of the fulcrum lever will be positioned by the spring plate assembly in the position shown in FIGS. 3 and 5 wherein the arm 91 is against the idle stop 92. This will be the trunnion lever position when the engine is idling and the movement of the governor sleeve will during idling control the movement of the fulcrum lever to supply the fuel needed to maintain the predetermined idling speed as indicated in the graph of FIG. 7.

The linkage of the operating lever shown in FIG. 2 on the outer end of operating shaft 78 to the fulcrum lever 60 includes a downwardly directed arm 94 secured to the operating shaft and carrying at its lower end an inwardly extending pin 95. The pin 95 is slidably disposed within slot 96 in the substantially vertically disposed lever 98 which is pivotally mounted at 99 to the arm 100 secured to the housing by fasteners 101. Also pivotally mounted on the pin 99 is the supplemental lever 102, the upper end of which is drawn toward the upper end of the lever 98 by means of the tensioned spring 104 extending between

pins

106 and 107 respectively on the supplemental lever 102 and lever 98. A pin 108 in the supplemental lever near the pivot pin 99 normally engages lever 98 and holds the upper ends of the lever 98 and supplemental lever 102 apart against the tension spring 104 to establish the normal angularly spaced relation of the levers shown in FIG. 3. The upper end of the supplemental lever 102 carries a pin 110 which extends across the plane of movement of the fulcrum lever 60 at a height substantially aligned with the connection of the fuel control rod 34 with the connector 70. The pin 110 is adapted to engage the back face of the fulcrum lever 60 and the spring-loaded trunnion lever normally maintains the fulcrum lever in engagement with the pin 110 except at idling speeds.

In operation, the governor as indicated above modifies the fuel control rod setting established by the operating lever setting only during idling, overspeed and full load engine operation. During all other engine operating conditions, the fuel quantity introduced into the engine is manually controlled by setting of the operating lever. This can be readily understood since the rotation of the operating shaft by means of the arm 94 rotates the lever 98 about the pivot pin 99 which in turn rotates the supplemental lever 102 about pivot pin 99 due to the spring connection 104. With the pin ll0 maintained in engagement with the fulcrum lever 60 by the action of the spring-loaded trunnion lever, the movement of the operating shaft causes a corresponding movement of the fulcrum lever upper end at a point aligned with the fuel control rod and hence causes a direct control of the fuel input. For any given throttle setting less than full throttle, as indicated by the curves A, B and C of the graph of FIG. 7, the fuel delivery is relatively constant regardless of engine speed. Although the governor sleeve 40 will assume a position corresponding to engine speed and will as a result vary the angular inclination of the fulcrum lever, such a change will not effect the fuel control rod setting because of the engagement of the supplemental lever pin 110 with the fulcrum lever at a point aligned with the connection of the fulcrum lever with the fuel control rod. The spring-loaded trunnion lever will permit the angular movement of the fulcrum lever in response to governor sleeve movement within the permissible range of movement of the spring plate assembly 81 between its contact with the idle stop 92 and full speed stop 88. Between the stop positions, the torsion spring 84, acting through the spring plate assembly and the trunnion lever, will urge the fulcrum lever against the pin 110 so that the fulcrum lever will follow the movement of the supplemental lever 102 and hence the movement of the operating shaft.

When the engine is idling, the operating shaft is in the idle position illustrated in FIG. 3, moving the supplemental lever to its extreme right-hand position as viewed in FIG. 3 and allowing the fulcrum lever to move toward a decreasing fuel position. The trunnion lever under influence of the spring plate assembly will rotate clockwise as viewed in FIG. 3 until the arm 91 contacts the idle stop, thereby establishing the position of the lower end of the fulcrum lever during idling. Since the supplemental lever 102 in the idling position as viewed in FIG. 3 has moved to the right past the idling speed fuel rod setting, the fulcrum lever motion during idling is controlled solely by the governor sleeve movement as dictated by engine speed changes through the flyweight assembly 42. As indicated above, the inner spring 54 is not compressed during idling and the more sensitive idling spring 56 opposing the flyweight force determines the position of the governor sleeve and hence the fulcrum lever and fuel control rod.

When the engine reaches an overspeed condition, that is exceeds its rated speed, regardless of the throttle setting the governor mechanism will respond so as to reduce or cut off fuel delivery as shown graphically in FIG. 7 This condition is illustrated in FIG. 6 wherein the operating lever is set at full throttle. As the engine reaches an overspeed condition, the flyweight assembly 42 in sensing the overspeed moves the governor sleeve 40 against the force of the spring assembly and in doing so moves the lower portion of the fulcrum lever against the torsion of the trunnion lever rotating the spring plate assembly into its extreme counterclockwise position against the full speed stop 88. This movement of the lower end of the fulcrum lever does not change the fuel rod setting. However, the movement of the governor sleeve at overspeed is such as to pivot the fulcrum lever about its lower end regardless of the throttle setting, thereby extending the tension spring 104 and pivoting the supplemental lever 102 away from the lever 98. In this situation, the fulcrum lever is urged against the pin of the supplemental lever by the governor sleeve movement rather than the spring-loaded trunnion lever which has reached a full speed stop position. As the spring 104.

is extended moving the pin 108 out of contact with the lever 98, the upper end of the fulcrum lever moves toward a decreasing fuel position as required by the engine overspeed. As shown in FIG. 7, this fuel rod position may be such as to cut off completely the fuel delivery to the engine.

When the overspeed condition has been corrected, the governor sleeve moves toward the flyweight assembly and the upper end of the fulcrum lever will return to the previous position established by the operating lever setting as the spring 104 draws the supplemental lever into its normal angular relationship with the lever 98. Any further decrease in speed will result in angular movement of the fulcrum lever as the gover nor sleeve moves toward the flyweights and the trunnion lever rotates in a clockwise direction but the control rod setting will not be changed due to the location 'of the pin 110 in alignment therewith.

At the full load throttle setting, the fulcrum lever is moved by the supplemental lever 102 into a position wherein the fulcrum lever cam 68 contacts the full load stop 72. A full load throttle setting, however, does not result in a fixed position of the fuel control rod over the engine operating speed range despite the fact that the operating lever is maintained in fixed position. This is due to the location of the fulcrum lever cam 68 at a point on the upper end of the fulcrum lever spaced above the connection of the fuel control rod and the location of the pin 110 of supplemental lever 102. As a result, with the cam 68 against the stop 72, the governor sleeve will establish the angular inclination of the fulcrum lever for each engine speed, thereby overriding the supplemental lever 102 by ex tending the spring 104 as was the case with the overspeed override. The trunnion lever will follow along although playing no part in positioning the fulcrum lever until such time as the speed increases so as to swing the spring plate assembly against the stop 88. At this point the governor action is exactly like that described in the overspeed condition and the fulcrum lever will be rotated so as to back the cam 68 away from the stop 72.

It can accordingly be understood that at the full load throttle setting the fuel control rod 34 does not remain in a fixed position but is subject to movement by the changes in engine speed. The result is a full load fuel-speed relation such as curve D shown in the graph of FIG. 7, which curve can be tailored to suit the pump and engine characteristics by variation of the position and shape of the cam 68 as well as the stop 72. This control of full load torque is of course of considerable importance in maximizing engine efficiency by preventing full load overfueling at any operating speed.

The modified embodiment shown in FIGS. 8-10 is in all respects identical with that previously described except for the linkage connected with the operating shaft arm 94 for actuating the fulcrum lever. In place of the lever 98 and supplemental lever 102, a single lever is employed pivoted about pin 121 on the housing am 100 and including at its lower end a slot 122 within which the pin 95 of operating shaft arm 94 is slidably disposed. At its upper end, the lever 120 includes a slot 124 adapted to slidably accept a pin 125 secured in a tubular member 126. The member 126 is slidably disposed in the support sleeve 128 anchored to the housing wall. Rotation of the member 126 within the sleeve 128 is prevented by means of pin 130 in the member 126 which slides in slot 132 of the sleeve.

A plunger 134 is slidably disposed within the tubular member 126 and includes a rod I36 which extends axially from the tubular member terminating in an end portion 138 extending at right angles to the plunger axis and serving, as did the pin 110 of the previous embodiment, to engage the fulcrum lever during normal operation of the engine at a point aligned with the connection of the fulcrum lever with the fuel control rod 34. A spring 140 is compressed between the plunger 134 and a spring stop ring 142. Rotational movement of the plunger and rod 136 is prevented by pin 144 in the plunger which is slidable in slot 146 in the tubular member 126. The slot 146 also determines the permissible axial movement of the plunger.

The operation of the modified embodiment is the same as that previously described, the spring 140 being compressed under the same circumstances as would produce the expansion of the spring 104 of the previous embodiment. Specifically, the tubular member 126 slides within the support sleeve 128 upon adjustment of the operating lever through rotation of the operating shaft and the pivoting of the lever 120 by the arm 94 and pin 95 engaging the lever slot 122. The movement of the tubular member 126 by the lever 120 also moves the contained plunger and rod whereby the rod end 138 engages the upper end of the fulcrum lever except during the low idle condition illustrated in FIG. 8. in view of the precompressed condition of the spring 140, the plunger does not move within the tubular member 126 under normal operating conditions and hence the rod end 138 effectively moves with the movement of the lever 120.

Under full load conditions and overspeed conditions of the engine, the setting of the lever 120 can be overridden by the centrifugally actuated governor sleeve as was the case with the previous embodiment, in which event the spring 140 is compressed by the axial movement of the plunger within the tubular member 126, thereby moving the rod end 138 to the right with respect to the lever 120 as viewed in FIG. 8 and permitting a decreased fuel delivery setting of the fuel control rod 34. Upon correction of the overspeed condition or a change in the throttle setting from the full load setting, the plunger will under the influence of the spring 140 return to its normal illustrated position. The

pins

130 and 144 by preventing rotation of the plunger and rod insure that the rod end 138 will not rotate out of the plane of movement of the fulcrum lever. The governing effect of the modified embodiment is as indicated identical with that of the previously described embodiment and the control effects graphically shown in FIG. 7 are similarly attainable with this modified form of the invention.

The present invention can in summary be understood to provide an effective governing device for use with diesel engines which provide both a minimummaximum speed control as well as a full load torque control, thereby allowing a manual fuel input control over the normal operating range of the engine at throttle settings other than full flow.

Manifestly, changes in details of construction can be effected by those skilled in the art without departing from the spirit and the scope of the invention as defined in and limited solely by the appended claims.

We claim:

1. A governor for diesel engines and the like adapted for minimum-maximum speed control and full load torque control, said governor comprising a housing, a governor shaft rotatably disposed within said housing, means driving said shaft in rotation at a speed corresponding to engine speed, a governor sleeve slidably disposed on said shaft, means for axially positioning said sleeve on said shaft in accordance with engine speed, a fulcrum lever operatively connected at an intermediate point thereon to said governor sleeve, a springloaded trunnion lever pivotally mounted on said housing and pivotally connected to one end of said fulcrum lever, stop means for limiting the rotation of said trunnion lever, a fuel control rod connected to said fulcrum lever near its opposite end, a full load cam extending from said opposite end of said fulcrum lever, a full load stop on said housing adapted for engugement by said cam to limit movement in one direction of said fulcrum lever and hence said fuel control rod, said springloaded trunnion lever biasing said fulcrum lever to urge said fulcrum lever cam away from said full load stop except when said trunnion lever is engaged with said stop means, lever means on said housing linked to the engine operating lever for movement thereby, means adapted to engage said fulcrum lever substantially in alignment with the fuel control rod on the opposite side from said full load cam, and means providing a spring-loaded connection of said latter means with said lever means, said spring-loaded connection permitting overriding by the governor sleeve of the fulcrum lever position established by said lever means at the fuel control rod connection under full load or overspeed conditions.

2. A governor as claimed in claim [wherein said lever means includes a lever pivotally mounted on said housing and connected with the operating lever, said means adapted to engage said fulcrum lever comprising a supplemental lever pivotally mounted on said housing on a common pivot with said latter lever, said means for providing a spring-loaded connection of said lever and supplemental lever including means establishing a normal angular relation of said lever and supplemental lever, and a spring permitting a change in said angular relation upon the application of a predetermined force by said governor sleeve.

3. A governor as claimed in claim 1 wherein said lever means comprises a lever pivotally mounted on said housing and connected to the engine operating lever for movement corresponding to movement of the operating lever, said means adapted to engage said fulcrum lever comprising a rod connected with said lever, said means providing a spring-loaded connection comprising a preloaded spring means connecting said rod and said lever whereby movement of said lever in one direction controls movement of said fulcrum lever toward said full load stop, the positioning of the fulcrum lever by the operating lever being overridden by the governor sleeve movement when the force thereof exceeds the preloaded force on said spring means.

4. A governor as claimed in claim 3 wherein said preloaded spring means comprises a tubular member disposed for movement with said lever, a plunger within said tubular member connected with said rod, a spring within said tubular member acting on said plunger, and means for maintaining said spring in a preloaded condition.

5. A governor as claimed in claim 1 wherein said means for axially positioning said sleeve on said shaft comprises centrifugally actuated means disposed on said shaft for rotation therewith.

6. A governor as claimed in claim 5 wherein said centrifugally actuated means comprises flyweights pivotally mounted on said shaft operatively connected with said governor sleeve, and spring means opposing the axial force of said flyweights against said sleeve.

7. A governor for diesel engines and the like adapted for minimum-maximum speed control and full load torque control, said governor comprising a housing, a governor shaft rotatably disposed within said housing, means driving said shaft in rotation at a speed corresponding to engine speed, a governor sleeve slidably disposed on said shaft, means for axially positioning said sleeve on said shaft in accordance with engine speed, a fulcrum lever operatively connected at an intermediate point thereon to said governor sleeve, a trunnion lever pivotally mounted on said housing and pivotally connected to the lower end of said fulcrum lever, a fuel control rod connected to said fulcrum lever near its upper end, said fuel control rod being operatively connected to the engine fuel pump to control the quantity of fuel delivered thereby, a full load cam extending from the upper end of said fulcrum lever, a full load stop on said housing adapted for engagement by said cam to limit movement of said fulcrum lever and hence said fuel control rod in the direction of increased fuel delivery, spring means associated with said trunnion lever for urging said trunnion lever in a manner adapted to pivot the upper end of said fulcrum lever and hence said fuel control rod toward a decreased fuel position, stop means limiting the rotational movement of said trunnion lever and hence establishing fixed limits of movement of the lower end of said fulcrum lever, lever means pivotally mounted on said housing linked to the engine operating lever for movement corresponding to operating lever movement, means adapted to engage said fulcrum lever substantially in alignment with the fuel control rod on the opposite side from said full load cam, and means providing a spring-loaded connection of said latter means with said lever means, said means adapted to engage said fulcrum lever being disengaged therefrom in the idle setting of the operating lever thereby permitting fulcrum lever and hence control rod positioning during idling solely in response to governor sleeve position, said lever means through said spring-connected means engaging said fulcrum lever and establishing the fulcrum lever and hence fuel rod position in direct response to operating lever setting at operating speeds, said spring-loaded connection permitting overriding by the governor sleeve of the fulcrum lever position established by said lever means at the fuel rod connection under full load and overspeed conditions.

8. A governor as claimed in claim 7 wherein said lever means comprises a lever pivotally mounted on said housing and connected to the engine operating lever for movement corresponding to movement of the operating lever, said means adapted to engage said fulcrum lever comprising a supplemental lever pivotally mounted on said housing on a common pivot with said latter lever, said means for providing a springloaded connection of said lever and supplemental lever including means establishing a normal angular relation of said lever and supplemental lever, and a spring permitting a change in said angular relation upon the application of a predetermined force by said governor sleeve.

9. A governor as claimed in claim 7 wherein said lever means comprises a lever pivotally mounted on said housing and connected to the engine operating lever for movement corresponding to movement of the operating lever, said means adapted to engage said fulcrum lever comprising a rod connected with said lever, said means providing a spring-loaded connection comprising a preloaded spring means connecting said rod and said lever whereby movement of said lever in one direction controls movement of said fulcrum lever toward said full load stop, the positioning of the fulcrum lever by the connected lever and rod being overridden by the governor slecve movement when the force thereof exceeds the preloaded force on said spring means.

10. A governor as claimed in claim 9 wherein said preloaded spring means comprises a tubular member disposed for movement with said lever, a plunger within said tubular member connected with said rod, a spring within said tubular member acting on said plunger, and means for maintaining said spring in a preloaded condition.

11. A governor as claimed in claim 7 wherein said means for axially positioning said sleeve on said shaft comprises centrifugally actuated means disposed on said shaft for rotation therewith.

12. A governor as claimed in claim 11 wherein said centrifugally actuated means comprises flyweights pivotally mounted on said shaft operatively connected with said governor sleeve, and spring means opposing the axial force of said flyweights against said sleeve.

Claims

1. A governor for diesel engines and the like adapted for minimum-maximum speed control and full load torque control, said governor comprising a housing, a governor shaft rotatably disposed within said housing, means driving said shaft in rotation at a speed corresponding to engine speed, a governor sleeve slidably disposed on said shaft, means for axially positioning said sleeve on said shaft in accordance with engine speed, a fulcrum lever operatively connected at an intermediate point thereon to said governor sleeve, a spring-loaded trunnion lever pivotally mounted on said housing and pivotally connected to one end of said fulcrum lever, stop means for limiting the rotation of said trunnion lever, a fuel control rod connected to said fulcrum lever near its opposite end, a full load cam extending from said opposite end of said fulcrum lever, a full load stop on said housing adapted for engagement by said cam to limit movement in one direction of said fulcrum lever and hence said fuel control rod, said spring-loaded trunnion lever biasing said fulcrum lever to urge said fulcrum lever cam away from said full load stop except when said trunnion lever is engaged with said stop means, lever means on said housing linked to the engine operating lever for movement thereby, means adapted to engage said fulcrum lever substantially in alignment with the fuel control rod on the opposite side from said full load cam, and means providing a spring-loaded connection of said latter means with said lever means, said spring-loaded connection permitting overriding by the governor sleeve of the fulcrum lever position established by said lever means at the fuel control rod connection under full load or overspeed conditions.

2. A governor as claimed in claim 1 wherein said lever means includes a lever pivotally mounted on said housing and connected with the operating lever, said means adapted to engagE said fulcrum lever comprising a supplemental lever pivotally mounted on said housing on a common pivot with said latter lever, said means for providing a spring-loaded connection of said lever and supplemental lever including means establishing a normal angular relation of said lever and supplemental lever, and a spring permitting a change in said angular relation upon the application of a predetermined force by said governor sleeve.

8. A governor as claimed in claim 7 wherein said lever means comprises a lever pivotally mounted on said housing and connected to the engine operating lever for movement corresponding to movement of the operating lever, said means adapted to engage said fulcrum lever comprising a supplemental lever pivotally mounted on said housing on a common pivot with said latter lever, said means for providing a spring-loaded connection of said lever and supplemental lever including means establishing a normal angular relation of said lever and supplemental lever, and a spring permitting a change in said angular relation upon the application of a predetermined force by said governor sleeve.

9. A governor as claimed in claim 7 wherein said lever means comprises a lever pivotally mounted on said housing and connected to the engine operating lever for movement corresponding to movement of the operating lever, said means adapted to engage said fulcrum lever comprising a rod connected with said lever, said means providing a spring-loaded connection comprising a preloaded spring means connecting said rod and said lever whereby movement of said lever in one direction controls movement of said fulcrum lever toward said full load stop, the positioning of the fulcrum lever by the connected lever and rod being overridden by the governor sleeve movement when the force thereof exceeds the preloaded force on said spring means.