US2183035A - Governor for internal combustion engines - Google Patents

Description

Dec. 12, 1939. J. WEBER El 4. H 2,183,035

GOVERNOR FOR INTERNAL CQMBUSTIO N ENGINES I Filed July 14,- 193 2 Sheets-Sheet 1 6 stop? 6 I v ,/-4 1 O I ,/12 11 7 H A 7 199.3 B K f4- I 18 i 4 z ix? 5 2 v .I 6 I I I N 11 a final/W Dec. 12, 1939. WEBERv AL I 2,183,035

GOVERNOR FOR INTERNAL COMBUSTION ENGINES Filed July 14, I936 2 Sheets-Sheet 2 Patented Dec. 12, 1939 I I GOVERNOR FOR INTERNAL COMBUSTIO ENGINES Johannes Weber, Stuttgart-Feuerbach, and Hans Heinrich, Stuttgart, Germany, assignors to Robert Bosch Gesellschaft mit beschrankter Haftung, Stuttgart, Germany Application July 14, 1936, Serial No. 90,588

In Germany July 29, 1935 12 Claims. (o 23-140) The present invention relates to governors for is opened through which the excess pressure can internal combustion engines operating with inescape.

jection of liquid fuel and more particularly to Various forms of construction are shown by governors of the type in which the member that way of example in the accompanying drawings,

controls the injection amount, i. e., the quantity in which- 5 of fuel injected per injection is adjusted during Figure 1 shows an arrangement in which the normal working in dependence on the vacuum in connection of the branch pipe is operated by the induction pipe of the engine. 4 the driver The object of the invention is to provide a Figures 2 and 3 show examples of an autogovernor of the type set forth which is adapted to matically operated branch pipe. 10 check or prevent unintentional reverse running Figure 4 is an example of another arrangement of the engine.- of the branch pipe.

The pneumatic governors for controlling the Figure 5 shows an arrangement'having the injection amount in internal combustion engines, branch pipe built into the governor casing, and

16 whose governor chamber is connected to the air Figure 6 a similar construction.

induction pipe of the engine, are dependent in In the casing I of an injection pump of known their working on the direction of the current in construction the cam shaft 2 drives the pump this pipe, if the arrangement of the induction pipe pistons 3, which are rotatable about their axes producing the governing vacuum and the conby means of a toothed rackbar 4, and provided 0 nection of the governor chamber to this inducwith an oblique e Control, and can deliver tion pipe does not deliver the same or similar according to t e de of he an a adjus pressures on a reversal of the air current as in ment a variable amount of fuel into the cylinthe direction of current in the induction pipe derS d elh Cg bu ion enging lfotge during ordinary working. It may happen, for goverhe e reckbal c h adjuste Y e example, in vehicle motors when on a steep pist 5 of a p at governor 6, inthe chemascent that the vehicle may run backwards, and h rs I an 8 of whi h diff rent pre re y p the engine starts to run in the reverse direction, vei T e vern ch m r 7 i connec d y a whereby the engine would exhaust the c linder p 9 t h ndu t n pip Ill f the n charge into the induction pipe and produce an and a spr n H in t governing ha b tends excess pressure in this latter. This excess presto displace t Piston 5 and t e controlling rod 30 sure would be transmitted to the pneumatic'gov- 4 in the direction 0f the injection p p 80 as ernor independently of the adjustment of the to increase e amount of fuel- The Vacuum throttle-valve, break the vacuum in the governxi in t induction p p W du in normal ing chamber and assist the returning force in running f e engine s transmitted through the the governor tending to adjust the controlling P p 9 110 the governor Chamber and as the 35 member to full load. With the throttle valve chamber 3 o te t t e a osp closed, the excess pressure produced by the cylinthrough the Opening t e e ce in P sder charge would be quickly transferred to the sure between the two be act n o h pneumatic governor, which would t adjust t piston 5 can move the controlling rod 4 to the ac controlling rod to full load. The excess pressure against 3 actiof} ifh ti H 40 acting on the pneumatic governor may, in this a callse a e h e amoun o ue incase, become so strong that it would no longer lecthd mm the engmebe possible for the driver, by overcoming this If h h for x f h ehgmh changes excess pressure, to pull the governor and the conh of hh the chrreht howmg trolling rod by quick action into the stop posi- 9 cyhnders durmg normal workmg m 45 tion. The consequence of this would be that the dlrectlon the arrow A changes its m h the driver has of course in the and the cylinder contents now exhausting from w the engine in the direction of the arrow B promeanfume disconnected from the dnvmg wheels duce an excess pressure in the induction pipe by chsehgagmg the clutch or the gears would and in the chamber '5 connected with the inducrace hncohtrohedtion pipe by the pipe 9, and this pressure may be In Order 130 be able t0 relilOVe thls drawback, as great as or greater than the atmospheric according to the invention, when an excess prespressure T return spring H a t excess sure occurs in the pipe leading from the inducpressure in the governor chamber reinforcing its tion pipe to the governor chamber, a branch pipe action, can then without hindrance move the con- I a few reverse revolutions of the engine.

trolling rod in the direction of full load adjustment. The driver will, of course, endeavour to pull the controlling rod 4 into the stop position by means of a stopping lever i3 acting in known manner on the piston 5 and which he can operate from the dashboard, but he will not begin to do this until he has noticed the reverse running of the engine which with the excess pressure in the governing chamber produced by the reverse running of the engine, together with the pressure of the spring II, has become very great even after This is explained by the circumstance that the throttlevalve l2 in the induction pipe is kept closed by the driven in order entirely to cut off the feed of fuel when the vehicle'begins to run in the reverse direction. The excess pressure produced in the induction pipe by the cylinder contents can therefore not escape in the direction of the induction pipe, so that it acts in its full strength on the piston in the governor chamber. The driver can then no longer overcome the excess pressure on the piston 5 by the stopping lever I3, so that the engine runs uncontrolled.

According to the invention, a port or opening I4 leading into the open air is arranged in the pipe 9 that connects the governor chamber to the induction pipe in, and this opening is opened by a valve l5 when the engine begins to run in reverse. In the construction shown in Figure 1, the valve I5 is adjustable by hand in such a way that when the engine unintentionally begins to run in the reverse direction, the driver can by operating the valve at once interrupt the connection between the pneumatic governor casing 8 and the induction pipe l0, and connect the governor-chamber 1 with the atmosphere in such a way that any excess pressure that may exist in this chamber escapes into the atmosphere. A su table mode of operating the valve l5 can be obtained by its adjusting lever I6 being coupled tothe stopping rod I! by an extension Ila. This arrangement has the advantage that the valve is operated even on the stoppage of the engine during ordinary running, and the port Id opened for the quick emptying of the chamber 1. The valve l5 thus remains always ready for operation in the comparatively very rare cases of unintentional starting in the reverse direction. A clearance or lost motion is provided between the stopping device I 3 and the piston 5, when the latter is in thefull load position, the piston-and the control rod or rack bar i normally being held against further movement to the right by suitable stop means, not shown. This clearance or lost motion is sufficiently large to enable the valve 55 in the stopping operation to cut off the pipe 9 from the induction pipe l0 and open the port M to atmosphere, before the stopping device I? comes to bear on the piston 5.

In the construction shown in Figure 2, an automatically-acting excess pressure valve l5a is arranged in the pipe 9, through which valve excess pressure occurring in the pipe 9 and governing chamber 1 due to reversalv of the engine can escape into the atmosphere, so that the driver can pull the controlling rod 4 into the stop position by means of the stopping device Hi, the air escaping from the governor chamber through the throttle opening 1a and if required also by the valve 15a.

In order entirely to avoid the transfer of an excess pressure to the chamber 1 of the pneumatic governor when the unintentional reverse running begins, a non-return valve l8 with an aisaoss excess pressure valve |5b can be arranged in the pipe 9, as shown in Figure 3. This non-return valve I 8 consists of a ball-valve, which during the ordinary running of the engine is kept'open by the vacuum in the pipe 9, but which on the change in the direction of flow in the reduction pipe II is at once closed by the excess pressure. The excess pressure valve l5b is directly combined with the non-return valve l8. It consists of a light springloaded ball-valve, which opens a port H to the atmosphere as soon as the pressure in the pipe 9 closes the valve IS. The valves l5b and I8 can open the port H to the outside even during normal working when the piston 5 is moved into the "stop position.

A throttle opening '!a leading to the atmosphere from the chamber 1 is arranged in the easing 6 of the governor, through which opening a strong vacuum in this chamber can be equalised. In such cases where, for instance in going down hill, a strong vacuum is produced in the chamber 1, the valve I 8 will keep this chamber closed, so that the controlling rod 4 drawn to the stop position against the spring ll could even then no longer be moved when the engine is again to run under full power. Even the opening of the throttle-valve I2 could change nothing in this condition because the valve I8 is held closed by the vacuum in the chamber 1. Lower vacua which cause an increase in the fuel feed could then no longer act on the piston 5 if the small opening 1a were not present through which air passes from the outside into the governor chamber l and gradually breaks the vacuum.

According to a further feature of the invention, the excess pressure in the induction pipe I 0 can, on the change in the direction of rotation, be transferred to the other side of the piston 5 and conveyed by means of a branch pipe 8 9 (Figure 4) into the chamber 8, so that it results, like the vacuum does in the chamber 1, in a reduction of the fuel amount and a throttling of the engine.

In the construction shown in Figure 4, a branch pipe l9 from the pipe 9 is connected by a threeway cook 20 to the chamber 8 of the pneumatic governor 6. By means of the cock 2%! the chamber I can be cut off from the induction pipe, and in its place the chamber 8 connected to the induc tion pipe. When a change in the direction of rotation of the engine takes place the three-way cock 20 can be adjusted such as by rotating it from the dashboard.

In the construction shown in Figure 5, the branch pipe lBa is located in the cylinder wall of the pneumatic governor 6. In this simple construction, closure valves 2! and 22 serve for controlling the pipes 9 and l9a. A ball-valve 2i for example so arranged in front of the opening of the pipe 9 that the ball keeps the opening open during the ordinary working condition of a vacuum, but closes the opening when an excess pressure occurs. In the branch pipe lBa a, ballvalve 22 acts in the opposite direction, in that the ball is raised from its seat, on which it is pressed by a spring 23, when an excess pressure occurs in the pipe 9.

An example of construction working without a spring 23 is shown in Figure 6, in which the closure members, for instance balls 2| and 22 are provided in pipes 8a and I911 arranged in 2- form. When an excess pressure occurs in the induction pipe ID, the opening of the pipe 9a closes and the ball in the branch pipe |9a opens the passage to the chamber 8, which is connected to the atmosphere by a throttle opening 841.

We declare that what we claim is:

1. In a governor apparatus for internal combustion engines operating with injection of liquid fuel, a control member, means including a connection for connecting said control member to, and making it subject to the vacuum in, the inducticn pipe of the engine, said control member being adapted to control the fuel injection amount, and valve means in said connection operable to prevent an abnormal pressure from being supplied to, said control member in the direction for increasing the fuel injection amount.

2. In a governor apparatus for internal combustion engines operating with injection of fuel, a chamber, a conduit leading from said chamber and connected with the induction pipe of.

the engine and a movable member in said chamber subject to the vacuum transmitted from the induction pipe by said conduit and adapted to govern the fuel injection amount, and valve means in said conduit operable to prevent an abnormal pressure frombeing transmitted by said conduit to the control member in the direction for increasing the fuel amount.

3. In a governor apparatus for internal combustion engines operating with injection of liquid fuel, a chamber, a conduit leading from said chamber and connected with the induction pipe of the engine and a' movable member in said chamber subject to the vacuum transmitted from the induction pipe by said conduit and adapted to govern the fuel injection amount in dependence upon the induction pipe pressure, and means for preventing reverse running of the engine comprising a branch duct from said conduit, valve means operable to open said duct when abnormal pressure occurs in the induction pipe and means for displacing the movable member in the direction of decreasing the fuel amount, in the open position ofsaid valve means. I

4. In a governor apparatus for internal combustion engines operating with injection of liquid fuel, a chamber, a conduit leading from said chamber and connected .with the induction pipe of the engine and a movable member in said chamber subject to the vacuum transmitted from the induction pipe by said conduit and adapted to govern the fuel injection amount in dependence upon the induction pipe pressure, and means for preventing reverse running of the engine comprising branch duct from said conduit, valve means operable to open said duct to atmosphere when abnormal pressure occurs in the induction pipe and means for displacing the movable member in the direction of decreasing the fuel amount, in the open position of said valve means.

5. In a governor apparatus for, internal combustion engines operating with injection of liquid fuel, a chamber, a movable member in said chamber adapted to control the fuel injection amount, a conduit leading from said chamber on one side of said movable member and connected to the induction pipe of the engine, and a branch conduit from said first-mentioned conduit leading to said chamber on the other side of said movable member and valve means in said branch conduit operable to connect the chamber on said other side of the movable member to the induction pipe when abnormal pressure occurs in the induction p1pe.-

6. In a governor apparatus for internal combustion engines operating with injection of liquid fuel, a chamber having a restricted opening therein, a movable member in said chamber adapted to control the fuel injection amount, a

conduit leading from that side of the chamber having the restricted opening and connected to the induction pipe of the engine, anda branch conduit from said first-mentioned conduit leading to said chamber on the other side of said movable member and valve means in said branch conduit operable to connect the chamber on said other side of the movable member to the induction pipe when abnormal pressure occurs in the induction pipe.

'7. In a governor apparatus for internal combustion engines operating with injection of liquid fuel, a chamber, a movable member in said chamber adapted to control the fuel injection amount, a conduit leading from said chamber on one side of said movable member and connected to the induction pipe of the engine, a branch conduit from said first-mentioned conduit leading to said chamber on the other side of said movable member and valve means in said branch conduit adapted to be automatically opened by abnormal pressure occurring in said branch conduit to connect the chamber on said other side of the movable member to the induction pipe when abnormal pressure occurs in the induction pipe.

8. In a governor apparatus for internal combustion engines operating with injection of liquid fuel, a chamber, a movable member in said chamber adapted to control the fuel injection amount, a conduit leading from said chamber on one side of said movable member to the induction pipe of the engine, a branch conduit leading from said first-mentioned conduit and connected to atmosphere and valve means at the junction of said conduits normally isolating said branch conduit from said first-mentioned conduit and dividing the first-mentioned conduit into two portions, one leading to said induction pipe and the other to said chamber, said valve means being operable to isolate said portion of the first-mentioned conduit, leading to the chamber, from the induction pipe and to connect it with said branch conduit.

9. In a governorapparatus for internal combustion engines operating with injection of liquid fuel, the combination of a chamber, a movable member in said chamber normally subject on one side to atmospheric pressure and adapted to control the fuel injection amount, a conduit leading from said chamber on the other side of said movable member and connected to the induction pipe of the engine normally to transmit a vacuum to said other side of the movable member, a branch conduit leading from said first-mentioned conduit to atmosphere, a control member at the junction of said conduits operable to isolate the vacuum side of said chamber from the induction pipe and to connect the conduit from said chamber with the branch conduit which is open to atmosphere, and a device for voluntarily displacing said movable member to its stopposition, said control member and said device being coupled together so that on stopping, the vacuum side of said chamber is cut off from the induction pipe prior to movement of said movable member into its stop position.

10. In a governor apparatus for internal combustion engines operating with injection of liquid fuel, a chamber, a movable member in said chamber normally subject on one side to atmospheric pressure and adapted to control the fuel injection amount, a conduit leading from said chamber on the other side of said movable member and connected to the induction pipe normally to transmit a vacuum to said chamber, and at least one non-return valve in said conduit intermediate said chamber and the induction pipe operable automatically by increase of pressure in said conduitto isolate the vacuum side of said chamber from the induction pipe when an abnormal pressure occurs in the induction pipe.

11. In a. governor apparatus for internal combustion engines operating with injection of liquid fuel, a chamber, a movable member in said chamber dividing the chamber into two compartments and adapted to control the fuel injection amount, conduits, one leading from each compartment, connected to the induction pipe of the engine, and a non-return valve in each conduit, said valves controlling said conduits and operable by the pressures occurring therein, one of said valves closing and the other opening when superatmospheric pressure occurs in said conduits and the first valve opening and the second valve closing when subatmospherlc pressure occurs in said conduits to connect one or the other of said compartments with the induction pipe according to the pressure in said induction pipe.

12. In a governor apparatus for internal combustion engines operating withinjectlon of liquid fuel, a chamber having a conduit formed in the wall thereof and having branches leading to opposite ends of the chamber, a movable member displaceable in said chamber between the points at which each branch of said conduit opens into the chamber and adapted to control the fuel injection amount, a pipe connecting said conduit with the induction pipe of the engine, and a nonreturn valve in each branch of said conduit, said valves controlling said branch conduits and operable by the pressures occurring therein, one of said valves closing and the other opening when superatmospheric pressure occurs in said branch conduits and the first valve opening and the second valve closing when subatmospheric pressure occurs in said branch conduits to connect one or the other end of said chamber with the induction pipe according to the pressure in said induction pipe.

JOHANNES WEBER. HANS HEINRICH.

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