US2356679A - Engine governor - Google Patents

Description

Aug. 22, 1944. MALLORY ENGINE GOVERNOR Filed June 8, 1942 4 Sheets-Sheet 1 FIG.

INVOR. MARION MALLORY 1944- M. MALLORY 2,356,679

ENGINE GOVERNOR Filed June 8, 1942 4 Sheets-Sheet 2 FIG. 2

INV ENT OR. MARION MALLORY Aug. 22, 1944. M. MALLORY ENGINE GOVERNOR Filed June 8, 1942 4 Sheets-Sheet 3 FIG. 3

1N VENTOR. MARION MALLORY 22, 1944- M. MALLORY 2,356,679

ENGINE GOVERNOR Filed June 8, 1942 4 Sheets-Sheet 4 INVENTOR. MARION MALLORY Patented Aug. 22, 1944 UNITED STATES PATENT OFFICE 2,356,679 ENGINE GOVERNOR Marion Mallory, Detroit, Mich.

Application June 8, 1942, Serial No. 446,243

6 Claims.

This invention relates to a governor for controlling the speed of an internal combustion engme.

It is the object of this invention to produce a governor for controlling the speed of an internal combustion engine which is considerably more eflicient in operation and more simple than governors heretofore known.

This invention contemplates an engine governor which will control the speed of an internal combustion engine at any predetermined desired speed with greater precision and nicety than hertofore possible.

In the drawings:

Fig. 1 is an elevation partly in section showing one form of my engine speed governor.

Figs. 2, 3 and 4 are also elevations partly in section showing modified forms of my engine speed governor.

In Fig. 1, I is a governor housing which is adapted to be connected into the engine intake passageway. The inlet is designated 50 and the outlet 5!. 2 s a governor valve of the butterfly type mounted on a shaft within the housing 50. 3 is the governor valve arm fixed on the shaft outside the housing. 4 is a tension spring connected at one end to the arm 3 and the other end to the housing I which. tends to hold the valve 2 open. 5 is a suction device provided with a diaphragm 52 which is connected by rod 53 with arm 3. 6, I, 8, 9 and I are conduits. Ii and 8 communicate with the intake passageway through orifices II and I2 respectively. Commun cation between conduits 9 and III is controlled by a valve comprising cylinder I3 and piston I4. Piston I4 is controlled by a centrifugal governor I which is-rotated or driven by governor shaft l6 which is driven by the internal combustion eng ne. Conduit 9 communicates with the cylinder I3 through orifice I1 and conduit I0 communicates with the cylinder I3 through orifice I8. The other end of conduit Ifl communicates with atmosphere. Piston valve I4 is provided with a circumferential groove l9. Communication between conduits 6 and 9 is controlled by an adjustable valve 20. The centrifugal governor I5 is provided with the usual tension spring 2| which tends to collapse the same.

The operation of the device "s as follows: It is understood that this governor can be used for controlling the speed of any type of internal combustion engine whether a carbureted engine or an injection engine.

The governor valve 2 as shown in the drawing is at its wide open position, which would give Conduits the engine a full charge. If the engine speed would increase to a point that would cause governor I5 to expand, piston valve I4 would move to the left and close communication between orifices I1 and I8, and the velocity of the fluid or fuel mixture charge flowing by orifices I I and I2 would create-a suction in conduits 6, I, 8 and 9, which would cause a suction in suction device 5 and draw valve 2 towards a. closed position. As valve 2 moved towards a closed position against the tension of spring I, the suction would increase between it and the engine (1. e., outlet 5|) and in turn the suction would be higher at orifice II, which would make the suction device more powerful, drawing valve 2 further closed until the engine would be throttled to its desired governor speed.

Now assuming a slight load was applied to the engine, the speed would drop slightly and spring 2I would cause governor I5 to contract and move piston valve I 4 to the right so that circular groove I9 would communicate with orifices I1 and I8. The suction or vacuum in suction device 5 would then be bled to the atmosphere through conduits 9 and I0. Naturally, the suct on device would have little power when bled to the atmosphere and spring 4 would move valve 2 back to its open position, giving the engine more charge so that it could maintain its speed.

When the engine reached its governed speed again, governor I5 would cause piston valve I4 to shut oif the air bleed (9, I1, I9, I8, I0) so that the suction would increase at suction device 5 and valve 2 would move towards a closed position.

To adjust the governor to give the desired speed of the engine, the procedure is as follows:

A spring 2| is used of such tension to hold the centrifugal governor contracted until the engine has reached the speed it is to be governed at; say, for example, 2800 R. P. M. At this speed, governor I5 will have expanded, pulling pist n I4 leftward or towards the governor, closing off the atmospheric bleed of conduit 9. The suction created at orifices I I and I2 will immediately build up the suction in the suction device 5 and start governor valve 2 towards a closed position. As the governor valve 2 moves towards a closed position, the vacuum between it and the engine will increase, causing an increased vacuum at orifice II and in suction device 5. After valve I I has closed the atmospheric communication between conduits I0 and 9, the suction at orifices II and I2 controls the governor. Even though governor I5 shuts off the atmospheric bleed at 2800 engine speed, the engine might run as high as 3500 R. P. M. at no load, and to bring this speed down close to 2800 R. P. M. or governor speed, valve 20 should be adjusted towards an open position so that the vacuum will be increased on the suction device. By adjusting valve 20, the no load speed can be brought down within 100 or 150 revolutions of the governor speed, i. e., the point that the centrifugal governor l5 closes the communication between conduits I and 9. If the no load speed is adjusted to be only 100 or 150 revolutions higher than the speed at which the centrifugal governor closes communication between conduits 9 and I0, governor valve 2 will start to open almost immediately if load is applied to the engine sufilcient to cause a decrease in engine speed, because if the no load speed was 2950 and load was applied to cause the engine to slow down slightly, the centrifugal governor 15 would contract, bleeding suction device to the atmosphere and permitting valve 2 to immediately open.

The charge passing by orifice l2 and II creates a suction in the suction device as soon as governor l5 closes the communication between conduits 9 and ill, but as soon as governor valve 2 moves towards a closed position, orifice H is in a much lower pressure than orifice l2. Therefore, orifice l2 plays the role of an air bleed to orifice H, and the more adjusting valve 20 is closed, the greater is the air bleeding effect of orifice l2 to orifice ll; vice versa, the more adjusting valve 20 is open, the less effect orifice l2 has in bleeding orifice l I. If desired, adjusting valve 20 could be located in conduit 8, and by closing it, the suction on diaphragm 5 would increase. The adjusting valve 20 is very desirable because it makes it unnecessary to adjust the governor valve spring 4. If the adjusting valve 20 is moved towards a closed position, it reduces the power of suction device 5 which is equivalent to increasing the tension of spring 4. If the valve 20 is moved towards an open position it increases the power of suction device 5 which is equivalent to decreasing the tension of spring 4. Conduit 8 and orifice l2 are desirable. but the governor will operate successfully if conduit 8 and orifice I 2 are omitted.

In Fig. 2 the principle of the governor is the same. In this form of the invention valve [3, which is controlled by the centrifugal governor I4, is positioned between conduits I and 6. Conduit I communicates with cylinder 13 through orifice HI and conduit 8 communicates with cylinder l3 through orifice I'll. When governor l5 reaches a speed that the engine is to be governed at, valve 14 is moved upwardly to the position shown causing communication between suction device 5 and orifice ll, through conduits 6 and I, orifices Ill and I81, and circumferential groove l9. This causes an increase in suction on the suction device and moves 'valve 2 towards a closed position, but if a load is applied to the engine, causing the R. P. M. to fall slightly below the governed speed, governor l5 will contract and close valve l3, H which shuts off communication between diaphragm 5 and orifice II. This decreases the suction on the suction device and spring 4 will move valve 2 towards an open position. It will be understood that when valve l4 closes the communication between suction device 5 and orifice ll, orifice l2 plays the role of an air bleed through conduit 8 to the suction device 5.

Fig. 3 shows another modified form of the invention shown in Fig. 1. The centrifugal governor ii of Fig. 1 is omitted and a suction device operated by the venturi suction is substituted therefor. The suction caused by the charge flowing through the venturi 60 in the intake passageway varies in direct relation to the speed of the engine. A suction device 8| is connected through conduit 82 with an orifice 28 in the venturi. Suction device 6| is provided with a diaphragm 25 backed up by compression spring 24. A valve 26 is mounted on diaphragm 25 and controls orifice 31 through which conduits 8 and 8 communicate with atmosphere. Since the suction created in the conduit 52 by the fluid flow through the venturi 60 past orifice 23 varies in direct relation to the engine speed, therefore the suction at orifice 28 increases as the speed of the engine increases. Spring 24 is adjusted or formed to have the proper tension to permit diaphragm 25 to overcome it and close valve 28 when the engine reaches a predetermined desired speed. As valve 26 closes, air bleed orifice 3| is shut off and suction device 5 is subjected to the suction created at orifices H and I2 so that the suction device will start governor valve 2 towards closed position the same as in the form shown in Fig. 1. In other words, the power of the suction at orifice 23 is equivalent to the power of the governor l5 in Fig. 1. Spring 24 is equivalent to and performs the same function as the spring 2| in Fig. 1, and valve 28 is equivalent to and performs the same function as valve I4 of Fig. 1. Aside from the fact that valve 26 is opened and closed by a suction device 8| instead of a centrifugal governor IS, the governor shown in Fig. 3 operates the same as that shown in Fig. 1.

Fig. 4 is a modification using oil pressure to effect the governor valve. The valve 2 is slightly unbalanced, and spring 4 tends to hold the valve open. The pressure device 28 is conventional in form and is provided with the usual flexible diaphragm 12. A rod 14 is fixed at one end to this diaphragm 12 and the other end of the rod contacts the valve arm 3 at 13. If the engine was governed at 2800 R. P. M., the centrifugal governor l5 will hold valve l4 in position shown until the engine reaches 2800 R. P. M. In such position, naturally, the oil pressures taken from the engine oil pump pressure line 21 would be admitted to pressure device 28 through conduit 30, circumferential groove II in valve l4 and orifice 29. This oil pressure will act through diaphragm l2, rod 14 and arm 3 to hold valve 2 towards an open position, but when governor I5 is expanded at a predetermined engine speed or the governed speed, valve l4 will move upwardly, closing off orifice 29, and the top of the piston valve l4 will move out of the end of cylinder l3 so that circumferential groove ll places line 30 in communication with the crankcase or inlet side of the oil pump (not shown) thereby relieving the pressures on the pressure device 28. Spring 4 alone will then be opposing the closing of valve 2, and as valve 2 is slightly unbalanced, the velocity of fiuid fiow through the intake passageway and vacuum will tend to close it, checking the'speed of the engine, but any time the speed of the engine falls slightly, governor l5 will again shift valve l4 and cause communication with the oil pressure line 21 and pressure device 28 which acts through rod 14 and arm 3 to assist spring 4 to open governor valve 2.

Iclaim:

1. In an internal combustion engine having an intake passageway, a valve for controlling the fl w of fluid through said passageway, a suction operated device connected to said valve, a conduit connecting the suction device into the intake passageway on the engine side oi said valve, a second conduit for connecting the suction device with the intake passageway on the atmosphere side of said valve, and valve means controlled in accordance with the speed of the engine for bleeding said conduit to atmosphere whenever the engine falls below a predetermined speed and for closing said conduit to atmosphere whenever the engine reaches a predetermined speed whereby the suction device moves the governor valve towards closed position to maintain the desired governed speed of the engine.

2. In an engine governor having an intake passageway, a governor valve in said passageway, an orifice between the governor valve and the engine, an orifice between the governor valve and the atmosphere, a conduit connecting said orifices, a suction device for controlling said governor valve and connected into the said conduit, a connection between the suction device and the governor valve, whereby the orifice between the govemor-valve and atmosphere plays the role of an air bleed to the other orifice when the said governor valve moves toward closed position and said orifice between the governor valve and atmos- 'tion device to atmosphere and "tar closing said valve when the engine speed increases to a presageway between the governor valve and theene gine, an orifice in the wall 01 said intake passageway between the governor valve and the atmosphere, a conduit at all times connecting said orifices and communicating through said orifices with the intake passageway, said suction device phere ceases to be an air bleed and becomes a suction orifice when the governor valve moves toward open position.

3. The combination as claimed in claim 2 including an outlet to atmosphere for said conduit and valve means controlled in accordance with the speed of the engine for opening said outlet to atmosphere whenever the engine speed falls below a predetermined speed to air bleed the conduit to atmosphere and for closing said outlet to atmosphere whenever the engine reaches a predetermined speed whereby the suction device controls the opening and closing of the governor valve and tends to maintain the desired speed of the engine.

4. The combination as claimed in claim 2 wherein the said conduit is provided with an outlet to atmosphere, a valve for controlling said outlet, and centrifugal means operated in accordance with the speed of the engine for opening said valve when the engine falls below a predetermined speed to bleed said orifices and the sucbeing connectedinto said conduit and communicating at all times through said conduit and both of said orifices with said intake passageway whereby the orifice between the governor valve and atmosphere plays the role of an air bleed to the other orifice when said governor valve moves toward closed position and said orifice between 'thegovernor valves moves toward opened position.

6. In an internal combustion engine having an intake passageway, agovemor valve for controlling the fiow oi fiuid through said passageway, a suction operated device connected to said governor valve, an orifice in the wall of said intake passageway between the governor valve and the engine, an orifice in the wall of said intake passageway between the governor valve and the atmosphere, a conduit connecting said orifices together and to said suction operated device so that both orifices create a suction on the suction operated device when the governorvvalve is at wide open position and the orifice between the governor valve and atmosphere plays the role of an

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