US859415A - Means for governing internal-combustion engines. - Google Patents

Description

PATENTED JULY 9. 1907.

J. P. & 1). o. STOVER. MEANS FOR GOVERNING INTERNAL GOMBUSTIO N ENGINES.

APPLIUATION FILED NOV. 10 1905.

2 SHEETS-SHEET 1.

I wanted p PATENTED JULY 9, 1907.

J. P. 6: D. G. STOVER I MEANS FOR GOVERNING INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NOV. 10, 1905.

2 SHEETS-SHEET 2.

w.TTV 72/073' UNITED STATES PAEENT OFFICE.

JACOB P. STOVER AND DANIEL O. STOVER, OF FREEPOR",

ILLINOIS, ASSIGNORS, BY

DIRECT AND. MESNE ASSIGNMENTS, 'lO S'IOVER ENGINE WORKS, OF FREEIORT ILLINOIS, A CORPORATION OF ILLINOIS.

MEANS FOR GOVERNING INTERNAL-COMBUSTION ENGINES. I

To all whom it may concern:

Be it known thatwe, .IAeon P. S'rovnR and DANIEL O. S'rovsn, citizens oi the United States, residing at Freeport, in the county of Stephenson and State of Illinois, have invented new and useful Improvements in Means for Governing Internal-Combustion Engines, of which the following is a specification.

This invention relates to "governing internal combustion engines, the general object being theusual one of securing approximately uniform speed. To this end I provide 'a centrifugal governor having. devices whereby extra resistance to the outward movement of the governor arms is introduced as the speed rises, and further add to devices for automatically holding the exhaust valve open so long as the speed exceeds a predetermined limit, means for at will varying that limit while the engine is in action.

In the accompanying drawings, Figure l is a plan view of an engine provided with my devices parts being broken away. Fig. 2 is an enlarged plan view of a detent device seen in Fig. 1. Fig. 3 is a side elevation of the devices shown in Fig. 2. Fig. 4 is a plan view similar to. Fig. 3 but with parts broken away. Fig. 5

aration. All the parts thus far is a view of the devices of Figs. 2, 3, 4, shown as seen from the right in'Fig. 2. Fig. 6 is a front elevation of a portion of a fly wheel provided with a centrifugal governor. V i

In these drawings, A represents an engine bed, B the engine cylinder, C the piston rod, D the crank shaft, E a fly wheel thereon, F anadmission valve, G an exhaust valve normally closed by a spring G: andopened at proper times by a centrally pivoted lever G actuated by a rod G The rod is itself operated from the crankshaft D by means oia gear H upon the latter and engaginga gear H supported on the bed A and bearing upon its sleeve hub H a cam II against which aroller, 11, mounted at the end of the rod G is normally pressedby the valve spring Gr before mentioned. The gear H is splined upon the shait D andis moved outward upon the shaft, when the engineruns rapidly,by means of the weighted bell-crank leversl I pivoted upon the fly vwheel E. 'The weighted arms. ofthese lovers are conwhich yieldingly resists their sepdescribed are without nected by a spring I novelty herein claimed. 4 4

The arms I I are further connected by a second v spring I so arranged that it normally offers no resistance to separation of the arms, but when the arins sep- .arate sufficiently this spring adds its resistance to that of the spring I. As shown, this end is attained by arranging the spring to slide at'one end in a bearing in the corresponding arm while it is made fast to the other,

Specification of Letters Patent. Application filed November 10, 1.905. Serial No- 286,771.

' edge of the arm is normally held against the lower end of the bar 0 or a projection Patented July 9, 1907.

, J and placing upon the sliding end lock-nuts I" normally at some distance outside the bearing so that the arm may swing through a small angle before it meets the lock-nuts. I I 4 I As the speed of outermost position to which it is pushed by its pan H and thus holding the valve open during engagement of the detent.

The detent I is borne by the free end of one arm I of a jointed lever the other arm, P of which carries a roller .1 at its free end. The arm first mentioned swings upona vertical pivot at J and the other arm overlaps the first and is hinged or .pivotedthereto at a point M, between the detent and the pivotal point I, to swing in a horizontalplane From the rear side of the pivoted end 'of the arm P rises a rigid ar'm L hearing at its upper end an are L provided with lateral the engine increases and the action of the gov ernor, or the levers and springs just described, v

notches L. A' spring bar O is pivoted at O to the face of the arm L, to swing over the lateral notched face of the arc, and for convenience it is provided with a handle 0. It is also provided with a rounded or V shaped pro ection O to engage the notches of the are, and such engagement tainedby the resilience ofthe bar itself. The rear P? has an incline N (Fig. 4), and this 0 thereon, by'a spring J connecting the arm to a rigid portion of theengine structure. The

roller J is normally held against the face of the gear H, or in the gear at path, andat the same time against the lower end of the bar 0, by the spring J and necessarily the detent is at the same time held out of en 1. When the speed unduly rises,

gagernentasjin Big.

is yieldingly main- 7 the; gearadvances on its shaft and meeting "the roller J swings the jointed lever about the pivotal axi'sat J, causing the detent to engage, themovement of the lever being-practically the same wait the lever were not jointed. When the, speed falls and the gear moves back to normal'position, levertback to its initial tent.

If at any time the spring bar be so swung as to move its lower end along the incline N toward the pivot or hinge M, it presses the arm P and the pivot M'from' position, disengaging th id the spring swings the jointed.

A the member L, and since the arm P is' free to swing movement of the arm P. and at the same time m'ainpivoted detent lever adapted to engage said rod and retainment.

time position, a spring resisting both such turning and the about its pivot J while the spring J strongly resiststains contact of the roller J with the gear, the force exerted upon the pivot M swings the arm P upon the pivot J and carries the detent J farther from its point of engagement, thus giving the governor-controlled geara greater distance to travel before it can cause such engagement by swinging the whole lever. In other words, the movement of the bar 0 along the are L. instantly varies the'speed limit of the engine; and obviously the bar may be thus moved whether or not the engine is in action.

It is evident that the construction may be varied Without passing the limits of my invention and I do not therefore wish to limit my claims to the forms set forth.

' What I claim is: I

1. The combination wlth'an engine clylinden'and its ex haust valve, of a sliding rod arranged to hold the valve open while it is at one' l lmit of its movement, a centrally it in position to hold said valve open, a centrifugal govas the speed increases, and means for at will varying the angle which the oppositely extending arms of said lever make with each other, to vary the time of such engage- 2. The combination with an engine cylinder, its exhaust valve; and a sliding valve-actuating rod, of a-centraily pivoted detent lever in position for swinging into and out of engagement with said rod to retain-it in position for hold-' ing the valve open, said lever having two arms, one hinged to the other to turn in one direction out of its normal relaswinging of the lever upon its pivot; and a governor arthe speed of the engine increases;

ranged to swing the lever in opposition to the spring as 3. The combination with the engine cylinder, piston, crank shaft, exhaust valve, and a sliding rod for opening, the valve, of a jointed centrally pivoted detent lever, a governor arranged to swing the deteut toward position for "engaging saldrod, as the speed increases, means'for at hanst valve, a sliding rod for opening the valve, a governor operated datent for engaging the rod and retaining it in position to hold the valve open, and means for at will;

varying the distance through which the governor swings the detent before its engagementl 5. The combination with an engine cylinder, its exhaust valve, and.a sliding rod to open the valve, a jointed centrally pivoted detent arm to engage said rod and retain it in position for holding the valve open, a rigid arm project ing from said detent arm and bearing'an arc, a spring bar pivoted to said arm and adapted to swing over said are and engage it at any of many points, a second detent arm pivoted to the first and arranged to be turned upon its pivot by the movement of said spring bar, a spring resist;

In testimony whereof-we afllx our signature, in presence of two subscribing witnesses.

'J'ACOB I. STQVER. DANIEL C. STOVER.

Witnesses L. HUGHES, L. MADDEN.

Images