US752109A

US752109A - Governor for internal-combustion engines

Info

Publication number: US752109A
Authority: US
Publication date: 1904-02-16
Anticipated expiration: 1921-02-16

Description

PATENTED FEB. 16,1904.

, 0. E. SARGENT. GOVERNOR FOR INTERNAL COMBUSTION ENGINES.

APPLIGATION FILED APR. 27, 1900.

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H0 MODEL.

PATENTED FEB. 16, 1904.

G.E.SARGBNT."3 GOVERNOR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED APR. 27, 1900.

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C. E. SARGENT. GOVERNOR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED APR. 27, 1900.

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UNITED STATES Patented February 16, 1904.

PATENT OEEIc CHARLES E. SARGENT, OF CHICAGO, ILLINOIS, ASSIGNOR OF THREE- FOURTHS TO OLIVER S. LYFORD, OF NEWV YORK, N. Y., AND CHARLES W. HILLARD, TRUSTEE, OF CHICAGO, ILLINOIS.

GOVERNOR FOR INTERNAL-COMBUSTION ENGINES.

SIEIEIGIFIGATION forming part of Letters Patent No. 752,109, dated February 16, 1904.

Application filed April 27, 1900.

- lowing is a specification.

My invention relates to certain improvements in governors for internal-combustion engines, the object of the same being to govern theengine without causing any extra work or loss of efiiciency.

It is also my object to provide an extremely sensitive and easily-adjustable governor which can be arranged to control the engine under the various conditions to which such engines are subject. 7

In the drawings, Figure 1 is a side elevation of an engine containing my invention in its preferred form. Fig. 2 is a vertical transverse section in line 2 2 of Fig. 1. Fig. 3is an end elevation of the engine. Fig. 4: is an elevation of the governor and governor-pulley upon the side opposite to that shown in Fig. 1 and showing the crank-shaft and a sleeve thereon in section in lines: 4 of Fig. 3. Fig. 5 is a section in the crooked line 5 5 of Fig. &. Fig. 6 is a plan of certain details looking'downward from the arrow 6 of Fig. 4. Fig. 7 is an enlarged vertical cross-section in the line 7 7 of Fig. 1, showing one of the valves and the mechanism for operating it; and Fig. 8 is a detail horizontal section in the line 8 8 of Fig. 7.

In the figures, A a designate the base, and B the frame, of an engine, having alined double cylinders C D, connected by a distancehead E, supported from the base by a bracket a In the frame is mounteda crank-shaft F, bearing fly-wheels G G and driving a side shaft H, journaled in bearings it and pro vided with cams QQS S, arranged to operate as it rotates igniters and admission and ex-. haust valves. The side shaft is driven by means of a worm-gear I and a Worm J, the latter borne by asleeve upon the crank-shaft and normally rotating in unison therewith,

Serial No. 14,556. (No model.)

set-screw a to short rock-shafts, which are journaled, respectively, in diametrically opposite spokes g g of the fly-wheel Gr and having at their opposite ends, respectively, rigid arms M M. The bars N N carry sliding weights a n fixed at any desired point on the bars by set-screws a a and further carry set-screw-locked adjustable slides a a, to which are pivoted yokes O O, having oppositely-threaded shanks 0 0', engaging,

respectively, blocks 0 0 fixed in the opposite ends of a sprin -coil P, which thus yieldingly resists increase of the normal distance between the slides. The arms M M above mentioned extend inward nearly to the sleeve j, to which their inner ends areconnected by links K K, pivotally fixed to lugs j upon said sleeve. From this construction it follows that the sleeve, being engaged by the lugs must rotate'with the shaft and that if the speed of the fly-wheel be such that the centrifugalforce of the weighted bars extends the spring P the sleeve is rotated upon the crank-shaft, and thus by means of the worm and worm-gear the cam-shaft is rotated in its normal direction of rotation to a position more or less in advance of its normal position with respect to the crank-shaft, according as the bars N N are thrown more or less outward, and, further, that it maintains an advanced position so long only as centrifugal force may prevent the spring from restoring the sleeve to its normal rotative position. Ob-

centrifugal force may be varied from Zero to a certain maximum when the weights are at the outer ends of the bars and the latter are tangent to the circle described about the crankshaft by their pivots.

Above each igniter-cam Q is mounted a rockshaft r having an arm W, from which a pivoted rod R extends down through a slot 7' in a plate r and rests upon the corresponding cam Q, against which it is pressed by a spring r tending to rotate the rock-shaft. Each cam Q has upon its periphery a projection (1, adapted to gradually raise the rod R and suddenly release it, thereby through rocking the shaft r operating an ordinary igniter (not shown) within the cylinder. Should the camshaft'be rotated in the reverse direction, the slot 7 will permit the rod R to swing out of the path of the projection q.

The admission and exhaust valves are shown in section in Fig. 7 where U represents a cylindrical bushing or casing removably fixed in walls of the cylinder and provided with admission-ports a and exhaust-ports a, one of the former communicating with a passage 24 for entering gas and the other or others with a passage (0 for entering air. Within this casing fits a hollow reciprocating upwardlyopen piston-valve V, having a hollow axial stem '0 extending down through a recessed cap a, which closes the casing below and bears two nuts 0 between which lies the forked end 6 of the valve-operating lever T, pivoted at t to a bracket t and having at its outer end a roller t, resting upon one of the valve-operating cams S. The valve V has inlet-ports '0, through which both air and gas may enter, and is provided with a peripheral recess 01, which communicates with the exhaust-passage u. The entire valve-chamber is covered by a cap-like puppet-Valve X, which normally rests upon the valve-casing U and also upon the valve V, protecting the part and forming a second closure and which is guided in its movement by a stem 00, working in the hollow stem of the valve V.

The parts are so proportioned and arranged that when the roller t rides upon the portion 8 of the cam S both admission and exhaust ports are closed; but as the roller is pressed outward by the part 8 the rocking of the lever T lifts the valves V and X, opening the exhaust-port only, and on the further rotation of the cam its deeply-recessed portion 8 permits the lever to rock in the opposite direction under the influence of the spring, closing the exhaust-port, and thereby the inlet-ports a are opened as the valve descends. It is to be noted that opening the inlet-ports a does not necessarily admit the charge to the cylinder, since until the valve X is raised from the Valve V by suction or otherwise the charge cannot reach the cylinder.

The apparatus thus constructed is usually adjusted for obtaining the best effect possible while the engine runs under full load and at normal speed, the inlet opening at the beginning of a forward stroke, ignition occurring at or near the end of the compression-stroke, and the exhaust opening at the end of the working stroke, the relative time during which inlet and exhaust remain open being fixed in forming the cam.

.If in operation the load be lessened and the speed of the engine be thereby accelerated, the governor at once acts, rotating the sleeve upon the crank-shaft, and thereby rotating the cam-shaft slightly forward with reference to the crank-shaft, and thus causing all the valve and ignition movements to occur a little sooner with reference to the movements of the piston than they otherwise would, and the interval of advance is automatically proportioned to the abnormal speed of the engine, so that upon rapid acceleration there is a simultaneous and proportional advance in the time of operation of the valves and igniter. This earlier operation results in admitting a smaller charge and in incomplete exhaust, beginning slightly before the end of the working stroke. The early closing of the exhaust leaves products of combustion to be compressed by the' still advancing piston, and although the inlet-ports are opened into the piston-valve the pressure of these residual products holds the valve X closed and prevents the charge from entering the cylinder until the return movement of the piston allows the pressure of the burned gases to fall. This tends to further reduce the interval of admission, and consequently the percentage of fresh material in the charge, whose entire volume is practically unchanged, owing to the retention of burned gases. The admixture of burned gases retards combustion; but earlier ignition insures full effect of the fresh gas consumed, and there is at no point any loss through the automatic regulating. Since, as has been seen, we can adjust at will the centrifugal force and also the force (spring) resisting its effect upon the cam-shaft, the sensitiveness of the apparatus may be regulated at will to accord with the character of the work, and the apparatus may be readily set to permit practically any maximum speed, high or low, that may be found desirable.

The details of the preferred construction above set forth are obviously variable in many ways, and I do not, therefore, wish to limit myself to any specific construction, form, or arrangement.

What I claim is' 1. In an internal-combustion engine, the combination with an exhaust-valve and an igniter, of devices connected with the crankshaft for opening and closing said valve and actuating said igniter, and a governor controlled by the speed of .the crank-shaft, connected with the valve opening and closing and igniting devices and operating to advance loo their movement relatively to that of the engine. V

2. In an internal-combustion engine, the

. combination with an exhaust-valveiand an igniter, of devices connected with the crankshaft for closing said valve and actuating said haust-valve, devices for closing said valves A and igniting the charge at predetermined points in the movement of the piston and crank-shaft, and a governor, controlled by the speed of the crank-shaft, operating to automatically advance the closing of the inletvalve, the closing of the exhaust-valve and the ignition of the charge with respect to the movement of the piston, substantially as described.

4. The combination with the cylinder, piston, crank and crank-shaft of an internal-combustion engine, of an admission-valve, and exhaust-valve, devices for closing the admissionvalve, for opening and closing the exhaustvalve and for igniting the charge at predetermined points in the movement of the piston, connections between said devices and the crank-shaft, and a governor, controlled by the speed of said crank-shaft, operating to automatically advance the closing of the admission-valve, the opening and closing of the exhaust-valve and the ignition of the charge,

with respect to the movement of the piston, substantially as described.

5. In an internal-combustion engine, the combination with the cylinder, piston and crank-shaft, of an igniter, valve mechanism," actuated from the crank-shaft, for opening and closing the admission and exhaust passages, means for holding the passage from the admission-valve mechanism to the cylinder closed when the pressure in the cylinder exceeds the pressure ofthe entering fuel-gases, and a governor operated from the crank-shaft and arranged to vary, with respect to the pistons movements, the times of operation of the igniter and said valve mechanism.

6. In an internal-combustion engine, the combination with a cylinder having inlet and exhaust passages, a piston, and a crank-shaft driven by the piston, of an igniter, crankshaft-actuated valve mechanism for opening and closing said passages, means operated by pressure from within the cylinder to hold the passage from the admission-valve mechanism to the cylinder closed when the pressure in the cylinder exceeds that of the entering fuelgases, and a governor operated from the crank-shaft and arranged to advance, with respect to the movement of the piston, the times of operation of said igniter and valve mech- I anism.

7 In an internal-combustion engine, the combination with acylinder, piston,and crankshaft, of a cam-shaft driven by the latter, valves controlling the admission and exhaust, cams upon the cam-shaft actuating the admission and exhaust valves, a governor controlled by variations of the speed of the crankshaft, and means operated by the governor to vary the time of the cam-shaft with respect to the crank-shaft, thereby varying the time of beginning and end of both admission and exhaust, in accordance with the engines speed.

8. In an engine of the class described, the combination with the crank-shaft, of the camshaft provided with a gear, a second gear mounted upon and rotating with the crankshaft and engaging the cam-shaft gear, a governor, and means whereby the-movements of the governor rotate said second gear relatively.

to the shaft upon which it is mounted.

9. In an internal-combustion engine, the

combination with the cylinder, piston, crank and crank-shaft, of a valve-chamber having inlet and exhaust passages, a valve working in said chamber and having inlet and outlet ports adapted to register with said passages, means for keeping the passage between the cylinder and admission-valve closed while the pressure in the cylinder exceeds that of the entering fuel-gases, a shaft bearing a cam to operate said valve, a governor controlled by variations of speed of the crank-shaft, and means whereby the governor advances the rotation of the cam-shaft with reference to the crank-shaft, substantially asset forth.

10. In an internal-combustion engine, the combination with the cylinder, piston, crank and crank-shaft, of a valve controlling both admission and exhaust, a cam adapted to impart to said valve proper admission and ex- 7 haust movements, with reference to the position of the crank-shaft, when the speed of the latter exceeds a certain rate, and means operated by pressure from within the cylinder to close the passage from the latter to the admission-valve, substantially as set forth.

11. In an internal-combustion engine, the combination with the cylinder, piston and crank-shaft, of an air and gas inlet passage leading to the interior of the cylinder, avalve interposed in said passage, means for closing said passage between said valve and interior whenever pressure within the cylinder exceeds the pressure of the entering fuel-gases, devices for actuating both said valve and means in time relation with the engine-stroke,

a governor, and means whereby the governor- .may advance the time of operation of said devices.

12. In an internal-combustion engine, the combination witha cylinder, piston and crankshaft, of a valve-casing having inlet and exhaust passages, a valve working in said casing and having inlet and exhaust ports adapted to register with said passages, respectively, an auxiliary closure operated by variation of pressure in the cylinder to open and close the passage from said inlet-port to the cylinder, a cam operating said valve, and a governor controlled by variation in the speed of the crank-shaft and operating to vary the time of said cams action, substantially as set forth.

13. In a governor, the combination With a rotary support, of two rock-shafts mounted in said support on opposite sides of the axis of rotation and each provided with an arm adapted to beconnected with devices to be governed, oppositely-extending bars, provided with adjustable weights, mounted upon the rock-shafts, respectively, and arranged for unlimited angular adjustment upon their shafts, means for locking each in any desired position, a spring connection between corresponding points of the tWo bars, and means for adjusting the length of said connection.

In witness whereof I have hereunto set my hand, at Chicago, in the county of Cook and State of Illinois, this 18th day of April, A. D.

CHARLES E. SARGENT. Witnesses:

CHAs. O. SHERV'EY, S. BLIss.