US662983A

US662983A - Speed-governor for explosive-engines.

Info

Publication number: US662983A
Application number: US3053800A
Authority: US
Inventors: Benjamin F Stewart
Original assignee: Individual
Current assignee: Individual
Priority date: 1900-09-20
Filing date: 1900-09-20
Publication date: 1900-12-04
Anticipated expiration: 1917-12-04

Description

Patented Dec. 4, |900.

, F. STEWART. SPEED GOVERNOR FR EXPLUSIVE ENGINES.

(Application filed Sept. 20, 1900.1

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, Q wel. 9 97 No. 662,983. Patented nec. 4, |900.

y B. F. STEWART.

SPEED GOVERNDR FOB EXPLOSIVE ENGINESr (Appmmon med sept. 2o, woo.) (no mum.) 3 sheets-sheet zA TH: ncnms paens coJmuro-umm wAsnmcrou, uA c.

NITED @STATES i PATENT OFFICE.

BENJAMIN F. STEWART, OF CHICAGO, ILLINOIS.

SPEED-GOVERNOR FOR EXPLOSIVE-ENGINES.

SPECIFICATION forming part of Letters Patent N o. 662,983, dated December 4, 1900.

Application filed September 20, 1900. Serial No. 30.538- (No model.)

To ffl/ZZ whom, t 'nw/y concern:

Be it known that I, BENJAMIN F. STEWART, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Gas Engines, of which the following is a specification, and

which are illustrated in the accompanying drawings, forming a part thereof.

The invention relates particularly to the mechanism for controlling the gas-induction and for governing the speed of the engine, its object being lo provide a simple, sensitive, and reliable governor for gas-engines ot' the type illustrated; and it consists in the construction hereinafter fully described, and

which is illustrated in the accompanying` drawings, forming a part hereof, in which- Figure l is a side elevation of the gas-engine embodying the invention. Fig. 2 is a central vertical section ot' the same on the plane ot' the crank-shaft. Fig. 3 is a detail section on the same plane as Fig. 2,and Fig. 4 is a plan view of the governor.

The invention is applicable to that type of engines which forms the subject of a copending application, being vertical in form, adapted to receive an impulse at each revolution,

and having its gas-induction valve controlled by the rod fixed to the piston.

The engine illustrated in the accompanying drawings while diiering slightly in design from the engine of the application referred to is substantially identical in construction and will not be herein further described than to enumerate its various parts and state their functions.

The cylinder is shown at 10, the air-coinpression chamber immediately below the cylinder at l1, and the fuel-reservoir'12 is shown as forming the base of the engine.- The crank-shaft 13 passes through the comters its combustion-chamber through the port pression-chamber 11 and is shown as being provided at each end With'a balance-wheel 14 14. InWardly-opening valves 15 15 provide for the admission of air to the chamber 11. A pipe 12a or other passage connects the chamber 11 with the reservoir 12, so as to maintain within the two an equal pressure and provides for the feeding ofthe fuel to the cylinder.

The piston is shown at 16, and the pitman an exhaust-pipe 21.

viously, a single one would serve. gers are pivoted to a cross-head 32, fixed to i the outer end of the rod 28, and each is provided with a Weight 33 34, which provides the connecting it with the crank-shaft at 16a. Air-ports 17 open through the piston 16 from the chamber 11 to the combustion-chamber i of the cylinder and are controlled by a checkvalve 13, which is opened when there is a preponderance of pressure within the cham- `ber 11.

Exhaust-ports 19 lead through the cylinderwalls to a duct 20, which communicates with Fuel is delivered to the combustion-chamber of the engine through pipes 22 23, leading from the reservoir 12 to the induction-port 22, which opens centrally through the cylinder-head. The inductionport is controlled by an inwardly-opening valve 24, having a tubular stem 25, which passes outwardlyand reciprocates through a Valve-stein 25 and the stuffing-box 29 at its outer end. The cap of this stuting-box serves as the shoulder against which the spring 27 reacts.

The induction-valve-tripping mechanism and engine-governor consist of the fingers 30 31, preferably two in number, though, ob- These iinnecessary inertia to secure the desired action. An eX pansion-spring 35 is interposed between lugs 36 37 at the upper ends of the fingers 30 l 31, so as to force the lower ends ot' these fingers toward the rod 28. This spring bears against thu [nb-nuts 38 39, running on threaded studs40 41, set in the lugs 36 37,thereby pro- 1 viding means for regulating the tension of the i Spring,

The engine is so organized that the fuel en- 22 as the piston-reaches the end of its outstroke, the valve 24 being opened by the pressure of the ngers 30 31 upon the cap 29 at the outer end of its stem, and the tension of the spring 35 is such as to hold thesefngers in position to engage the cap so long as the engine does not exceed the maximum speed it is desired to attain. Should this speed be exceeded, the inertia of the Weighted mem- IOO bers 33 34 of the fingers causes them to move less rapidly than the rod 28, and the fingers are turned on their pivots against the resistance of the spring 35, so as to swing their vlower ends outwardly sufficiently to cause the spring will of course force the iingersin-v wardly, and as the piston starts on its return stroke they will slide upon the cap 29.

Should it be desired to change the maximum speed of the engine, the thumb-nuts 38 39 may be turned, so as to increase or decrease the tension of the spring, thereby raising or lowering the maximum speed limit.

The engine is so constructed that the exhaust-ports are opened as the piston approaches the end of its outstroke, and as soon as the pressure within the cylinder has been reduced below that in the air-compression chamber 1l the valve 18 is lifted and air enters the combustion-chamber, so as to drive out the remaining burned gases and supply anew charge, fuel entering through the ind uction-port 22 at the same time if the valve 24 is unseated. rlhe instroke ofthe piston causes a further compression of the new charge, and ignition takes place at the end of this stroke. A pair of electrodes 42 43 are shown as projecting into the combustionchamber, so that a spark may be developed between their ends. A circuit-breaker is provided, consisting of a pair of plates 44 45, xed to the cylinder, and a stud-46, set in one of the wheels 14 and so disposed as to close the circuit at the end of the instroke of the piston. It'will be understood that the plates 44 45'are intended to form parts of the electric circuit, as are also the electrodes 42 43.

I have not deemed it necessary in this case to show the wiring, which is not only obvious, but is illustrated in the companion case referred to.

'lhe headA 32 is adjustably fixed upon the rod 28, and for this purposeit may be screwed thereupon, as indicated at 47. By this means the throw of the valve 24 may be controlled in order to regulate the richness of the explosive mixture.

When the speed of the engine becomes excessive, the ngers 30 31 spread so as to pass the valve-stem, and as no fuel is allowed to enter the combustion chamber the engine skips one or more explosions until the speed is reduced to the desired limit, thereby avoiddescribed, as the governing device may be applied to engines diiering in detail from the one shown, the essence of the invention residing in the peculiar mounting of the Weighted levers-in combination with a valve adapted to be opened by their impact when the engine is running at normal speed and which is allowed to remain closed when that speed is exceeded because of the change of the path of the contacting portion of the lever due to the retardation of its weighted portion incident to the accelerated speed of theengine.

I claim as my invention- 1. In a gas-engine, in combination, a cylinder having an induction-port, a normallyclosed valve therefor, and having a tubular stem, a reciprocating piston, a rod secured to the piston and passing through the valvestem, a nger pivotally carried by the rod and so disposed as to normally engage the end of the valve-stein, and a laterally-projecting weighted arm carried by the finger.

2. In a gas-engine, in combination, a cylinder having `an induction-port, a normallyclosed valve therefor, and having a tubular stem, a reciprocating piston, a rod secured to the piston and passing through the valvest-em, a head adjustably mounted upon the rod, a finger pivotally carried by the head and so disposed as to normally engage the eend of the valve-stem, and a laterally-projecting weighted arm carried by the finger.

3. In a gas-engine, in combination, a cylinder having an induction-port, a normallyclosed valve therefor, having a tubular stem,

a reciprocating piston, a rod secured to the piston and passing through the valve-stem, a weighted finger pivotally carried by the rod and so disposed as to normally engage the end of the valve-stem, and a spring-for holding the finger in its normal position.

4. In a gas-engine, in combination, a cylinder having an induction-port, an inwardlyopen spring-closed valve for such port having a tubular stem, a reciprocating piston, a rod 'xed in the piston and extending through the valve-stem, a pair of fingers pivotally f carried by the outer end of the rod and each having an end adapted to bear against the end of the valve-stem, a weighted arm projecting laterally from each finger, a spring for holding the fingers in line with the valve- 1 stem, and vmeans for varying the tension of the spring, substantially as and for the purpose specified.

BENJAMIN F. STEWART.

Witnesses:

FREDERICK C. GOODWIN, Louis K. GILLsoN.

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