US2241096A - Wide range governor for diesel engines - Google Patents

Description

May 6, 1941. N. M. MccuLLoUGH 2,241,096

WIDE RANGE GOVERNOR FOR DIESEL ENGINES Filed Dec. 24, 1937 s sneets-shet 1 Allyn/Aix 1U. 5541i 16.45 j 45" INVENTOR. /Vfa N, N ff'uzLoz/m,

ATTORNEYS.

May 6, 1941. N. M. MccULLoUGH 2,241,096

WIDE RANGE GOVERNOR FOR DIESEL ENGINES Filed Dec. 24, 1957 s sheets-sheet z INVENTOR. /Vfn M. Mff'aa aaa/1.

ATTORNEYS.

Patented May 6, 1941 PATENT YCFFICE WIDE RANGE GOVERNOR FOR DIESEL ENGINES Neel M. McCullough, Anderson, Ind., assignor to The Pierce Governor Company, Anderson, Ind.,

a corporation Application December 24, 1937, Serial No. 181,680

17 Claims.

This invention relates to a governor which is peculiarly effective when associated with a Diesel engine fuel supply for the regulation thereof.

The chief object of this invention is to provide a governor structure which will regulate the fuel supply to a Diesel engine in the characteristic manner which an ordinary centrifugal governor would operate, and in addition thereto, compensates automatically for the tendency of the engine, due to the inherent fuel pump characterf istics., to overspeed at slow idle running.

The invention is associated, for example only, with a Bosch fuel pump such as more or less diagrammatically illustrated in the Commercial Motor, pp. 627 for December, 1935, or a similar device, which fuel pump has the following mentioned characteristics. At slow idle speed, the

Diesel engine will gradually increase its speed until the same may become excessive anddangerous. This results from the following: Fuel pumps of this general character include a fuel supply piston that is reciprocated at the same or at a speed proportional tothe engine speed and the fuel supply is regulated usually by sim'ultaneously'varying all the intake intervals or the exhaust intervals or the pump stroke in certain special cases. These fuel pumps thus have a common actuating member and in the t'wo former instances, this is called the rack bar.

The pump piston has a predetermined operative clearance in the cylinder so that at each reciprocation there is some leakage. When the piston of the fuel pump for the Diesel engineit being understood there is usually one fuel pump piston per engine cylinderhas a relatively high rate of reciprocation, the effective leakage is relatively small comparatively between the piston and cylinder of the pum-p. At slow speeds, however, the leakage therebetween'is proportionally greater. At very slow speeds such leakage may become quite excessive in proportion to the total fuel required for slow or low idle engine operation with the result that a governed engine will progressively increase its speed until finally it may run away.

The chief object of the present governor, therefore, is, when associated with fuel pumps of the aforesaid general character, to prevent this overspeeding or running away when operating at low idle.

'Anordinary governor has a spring which is normally imposed as load on a mechanism which is centrifugally operable. .Due to this peculiarity of the Diesel pump of the character set forth. such a vgovernor in order to prevent this over- 1() is relatively small.

50 from spring loading.

5 The present invention, therefore, provides a compensating or auxiliary spring. Since at slow speed'idle position. the speed of vthe engine is relatively slow initially,`-the centrifugal force exerted on the operativefmembers of the governor Wherefore, the auxiliary spring structure, before mentioned, is of a lesser force than the main load spring first mentioned and in a direction the same as the main load spring. Since this centrifugal force at this period of control is relatively small, if the main load spring were then effective, said centrifugal force would be ineffective for v4control purposes. Wherefore, the mechanism including both springs is so 'arranged that from wide open pump position to gut high idle position, the main load spring is operative only and the auxiliary spring is ineffective, and from the high idle speed toward the slow idle speed the main load spring is effective for the major portion of thisf-range of operation and with the auxiliary spring still ineffective but as the operation approaches the slow idle speed the main load spring becomes ineffective and immediately the auxiliary spring becomes effective and remains in effect during the remainder of the operation toward and during slow idle speed.

With this invention, better regulation than that of the conventional governor has been obtained and it is possible to hold this close regulation for a wider range of governor speed so that the performance of the invention has produced amazing results, due. consideration being given to the normal operating characteristics of the Diesel fuel pump from slow idle to high idle speeds as well as from light load to full load operation.

the major portion of its range from the remote speed limit towards the Vcommon speed limit is operative while the other spring is sov operative and substantially at no time isthere an intervening period during which the governor is free This arrangement is .ibtained vby"connecting the springs to one of the levers so that the connections are not in the alignment with the other and the axis of the connected lever.

5'5 Another feature of the'invention consists in connecting said springs to this lever so that the spring connections have different linear arcuate travel and operate through diilerent effective leverages. This arrangement permits relatively close regulation from full load to high governed idle engine operation. The result is a governor which is more eiective during all periods of operation from slow idle to and including the m'aximum speed for which the governor is adjusted.

Another object of this invention is to provide an arrangement of levers and main or load and auxiliary springs embodying the basic features above mentioned and adapting the same so lthat the main load spring associated with the throttlel may be arranged whereby manual foot control is possible without undue strain upon the operator. This feature is of particular value when the governed Diesel engine is embodied in a motor vehicle which .is foot throttle controlled.

The chief feature of this embodiment of the invention is the addition of an auxiliary arm of elongated character and the elongation of the throttle lever together with a multiplying linkage arrangement.

A further object of the invention consists in the provision of means for stopping the engine by moving the fuel pump rack shaft to closed position through a device incorporated as an' integral part of the rst mentioned governor structure, or as an additional means which may be separate from thegovernor or be applied the same and the rack shaft. Herein I3 indicates a housing in which is mounted a centrifugally operable device, similar or identical to that shown dotted in Figs. 4 and 6, which is driven by shaft I4 through gear I5 meshing with a gear driven by the engine at engine speed or at a speed proportional thereto.

The housing I3 is suitably mounted upon the engine (preferably) and in juxtaposition to the fuel pump for operation by the former and for controlling the latter.

Housing I3a is suitably secured by means not shown, to housing I3 and supports cover I3b se.

cured by bolts I5a at I4a. Housing I3a has 'boss I6 with a bore therethrough that supports shaft I1. Manual control lever I8 is secured to the exposed end of the shaft as at I8a, see Fig. 2.

'Ihe speed responsive device includes a shaft I9, see Figs. 1 and 2, that extends from housing I3 into housing I3a. Lever 20 is secured to shaft I9. It includes three offset boss portions 2|, 22 and 23-see Fig. l-and terminates in a slotted end 24 straddling link 25 to which it is pinned as at 26. Link 25 includes an opposite slotted end 25a which straddles the adjacent end of the rack bar II or pump control rod or an extension thereof and .to which it is pivotally secured as at 21. Thus, the rack bar is responsive to movement of lever 20. 'Ihis lever is movable in response to the variation in engine speed and as otherwise modied by the mechanism now to be described,

being broken away and shown in section to illus#- trate the spring and lever system thereof in greater detail, the section being taken on line I-I of Fig. 42 and in the direction of the arrows.

Fig. 2 is an end elevational view of the governor shown in Fig. 1, parts being broken away and shown in section, the same being taken on line 2-2 of Fig. 3 and in the direction of the arrows.

Fig. 3 is a top plan View of the governor shown in Figs. 1 and 2.

Fig. 4 is a side elevational view similar to Fig. 1 but not sectioned and of a modified form of governor.

Fig. 5 is an end elevational view, similar to Fig. 2 but notsectioned and of the form of the governor shown in Fig. 4.

Fig. 6 is an end elevational view taken from the opposite side of the governor, reference being had to Fig. 5.

Fig. 7 is a view similarto Fig. 4 of a form of the invention similar to Fig. 1, the fuel Pump being omitted and centrifugal operable portions of the governor being concealedy in the governor housing.

Fig. 8 is a sectional view taken at right angles to Fig. 'I and of the left hand portion `of the invention shown therein.

In Figs. 1 to 3 of the drawings there is illustrated one embodiment of the invention. In Fig. 1, I0 indicates a Diesel engine fuel pump struc- '.ture generally as before identified, having the pump control ar rack shaft Il and fuel supply discharges I2 which connect each to a cylinder of the governed Diesel engin( The governor includes a speed responsive power arrangement, and operative connections between which is that part oi' the invention that produces the remarkable control results obtained and herein previously briefly set forth.

Rigid with shaft I1 is arm 28 which includes two oiset portions 29 and 30 and an apertured end 3l. Boss 2l on lever 20 is apertured. A spring 32 has an elongated open loop 32a which is mounted in groove 33a on pin 33-carried by portion 29. The other end of the spring' 32 is connected to an eyebolt 34 having an adjustable but rigid connection with oiset portion 2| and secured in such position Iby nuts 35.

Offset portion 30 of, arm 28 is apertured at 30a and therein is pivotally secured angular end 35 of rod 31 and retained by washers 38 and cotter key 39,.see Fig. 2. The other end of rod 31 is slidably mounted in the apertured boss 23 on lever 20, see Fig. 1. Astop collar 40 is rigidly secured in adjusted position on rod 31 by set screw 4I.

An leyebolt 42 is rigidly and adjustably secured by nuts 43 to the apertured end 3l of arm 28. Spring 44 has one end connected to this bolt. The other end of the spring is secured to member 45 slidably supported in boss 22 and terminating in the stop or head 46.

In the foregoing structure, spring 44 constirtutes the main load spring, and spring 32 the minor or auxiliary spring. The former is effective on the lever 20 from a speed below high idle but above low .idle to all other load operating speeds. The latter is effective at low idle speed and for a short range toward high idle speed.

Thus, each spring is adiustably but relatively idle, no control could be obtained because it has been determined that at low idle speed, the fuel pump must Isupply more fuel than at high idle usual effectiveness, due to the aforesaid condition, it is arranged to become ineffective and justment being xed by nut 12. Lever 13 is pivminor spring 32 is arranged to become effective from that speed down to and including low idle speed.

The use of this minor spring makes the governor selectively responsive to speed variations and when adjusted both initially or during operation, permits closer control over the Diesel engine.

The initial control is obtained by the eyebolts l and collar 40. The manual control is obtained by lever I8 secured to shaft I1. An adjustable stop for said lever, see Fig. 3, includes an offset ann |8b on said lever which mounts a stop bolt 46 locked by nuts 41.

'Ihe lever I8 constitutes a manual control for varying the control to insure governor maintentially vertical, it is in the slow or low idle position4 and when in the inclined position corresponding to the dotted position of arm 28, it is in the load speed position. Stop 46, adapted to engage housing I3, is the high speed adjustment stop. 1 :i

Note that spring 32 at end 33a has lost motion movement relative to anchorage 33 and that spring 44 through member 45 has similar movement relative to anchorage, 22..'l This provides for the transition necessary to transfer the governor operation-from the minor spring to the load spring and vice versa.

In Figs. 4 to 6, there is illustrated another embodiment of the invention. In Fig. 4, 58 indicates a fuel pump device for a Diesel engine and having a control member or rack bar 5| and outlets 52, one for each cylinder of the engine and supplying a measured amount of fuel to each.

1n Figs. 4to 6, 53 indicates a housing into which extends shaft 54 carrying on its exposed end a gear 55 adapted to be driven by the engine at a speed proportional thereto. Within the housing 53 the shaft 54 is provided with a collar 56 which pivotally supports at 51 the weight arms 58 having weighted end portions 59 recessed at 59a to straddle the shaft and the sleeve 68 slidably supported thereby.4 The arms 58 have portions 6| adapted to engage collar 68a on said sleeve. As shaft 54 increases its rotational speed,

the Weights move outwardly from the shaft axis and the portions 6I elevate sleeve 68.

Sleeve 68 terminates in an anti-friction collar structure 62 against which bears in diametrical relation portions 63 of a bifurcated member 64 rigid with shaft 65. Exteriorly of housing 53 and rigid with shaft 65 is arm 66. Also pivotally secured at 61a is an arm 61. These arms are link connected as at 68. t

A bracket 69 is suitably secured as at 69a to housing 53. It includes offset portion 18 which adjustably mounts the high speed stop 1|, the adotally supported on the bracket 69 at 14 and other end being secured to arm 61 at 18. TheV eyes may be ofsuiiicient size to provide for some play or lost motion, if desired and as illustrated.

Load Spring 19 has one end secured to an eye- Ibolt 88 adjustably secured'to the apertured end of lever 13 by nuts 8|. 'I'he opposite end of the spring 19 is elongated as at 82 and has the lateral end portion 83 thereof seated in an elongated slot 8 4 in the o'set portion 85 of lever 66. This is adjacent the end of the lever which is slotted to receive link 86 pivotally connected thereto as at 81. The other end of link 86 is bifurcated and pivotally connects as at 88 to the rack bar 5| or an extension thereof.

Thev second form of the invention in addition to having the basicoperating characteristics of the rst form does not include the stop 48 because for vehicle use, to operate, the accelerator pedal would have to be raised. For stopping the engine, therefore, there is provided a Bowden wire 89, see Fig. 4, connected at one endr to pump rack shaft 5| as at 98 on lever 66-and its opposite end is positioned at a convenient location for the driver to pull upon. This accomplishes the same results as stop rod 31-see Figs. 1 and 2, because in this latter instance the lever I8, as a manual throttle, can be moved over center by hand whereas with a foot throttle arrangement, such action is not desirable nor usually provided since it requires a lifting effort.

This second form of the invention also has the advantage that it is capable of foot operation without undue effort being required of the op verator of the vehicle.

Heretofore most governor equipped Diesel engine control have embodied excessive spring tensions requiring in turn such springs and also securing a wider operating rangel with less tension on the main governing throttie-connected direct to a foot accelerator.

In Figs. '1 and 8 there is illustrated a further form of the invention and similar tothat illustrated in Figs. 1 to 3, inclusive. Herein the centrifugal operable mechanism disclosure has been omitted since it is substantially the same as shown dotted in Figs. 4 and 6. The rock shaft I88,however, is rigid with lever |8| similar to lever 66 of Fig, 4 and lever 28 of Fig. l.

A segment support |82 pivotally supports throttle lever |83 at |84. Lever |83 yieldingly supports shoe |84 which rides in the groove- |85 of the support and'frictionally holds the lever in the hand adjusted position. Abutment |85a is a lever stop.-

Lever also supports lug H5 apertured to re-v ceive eyebolt H6 locked therein by nuts H1 and extending toward lever |03. Lever |03 has a grooved pin extension H8 which is adjacent the pivot |04 of the lever |03 but upon the opposite side thereof relative to eyebolt |01. Minor spring H9 is connected ai; one end to eyebolt I6 at |6a and with some play or lost motion as illustrated, if desired, and its opposite end is elongated at |20 to form an elongated open loop that is mounted in the grooved portion of pin I8 thereby providing a lost motion connection. Lever |0| at |2| is adapted for connection to a Diesel engine pump rackbar.

In the form illustrated in Figs. 'I and 8, there are two levers and two springs and each spring has a lost motion connection to one lever and an adjustable (rigid) connection to the other lever and each lever is rigidly connected to a spring, in this respect being similar to the form shown in Figs. 1 to 4, inclusive. K

In this form of the invention, see Figs. 7 and 8, neither spring is effective upon shaft |00 while the other spring is effective thereon. Thus, the springs are'sequentially eiective upon shaft |00 through member |0|. The total range of movementof member 0| may be divided into one portion wherein-only spring I4 is effective and another portion wherein only spring H9 is effective.

, The position of member |02 wherein one spring becomes ineffective after having been previously effective upon member |0| and wherein the other spring, previously ineffective thereon, becomes effective for movement of memberI |0| in one direction and vice versa for movement in the by each spring in succession and independently of the other spring time of application.

3. In a single governor structure for an engine, the combination of a single centrifugal device, arm means tiltable by the device, a fuel control means connected to the arm means remote from the tilting axis thereof, a main load spring connected to the arm means between the control means connection thereto, and the tilting axis thereof, an auxiliary spring operatively connected at one end to the arm means between the tilting axis thereof and the load spring connection to the arm means, the opposite end of the auxiliary opposite direction maybe called the common po-v mediately becomes effective upon removal of the effectiveness of the other spring.

This operation characteristic is common to all three forms of the invention and all forms have common operation except as hereinbefore differentiated or as is obvious from an inspection of the drawings illustrating the several specific differences.

The invention claimed is:

1. In a single governor structure for an engine, thefcombination of a fuel controlling member, a single centrifugal device, manually operable means, and dual springs interconnected with the manually operable means and member, each spring being operable upon said member and similarly and successively relative to the other spring time of operation thereon and independ ent thereof forv full range control, andv opposed by said device whereby dual governor results are obtainable from said 'single centrifugal device.

2. In a single governor structure for an engine, the combination of a lever, a single centrifugal device connected thereto for lever movement, a manually operable means for moving the lever,

a pair of springs, and means operatively connecting said springs to the manually operable means and lever such that the lever is always spring constrained, said spring constraint being applied spring being relatively stationarily mounted, and

lever means pivotally supported between the springs and including a manually movable end and an oppositely directed extension to which the other end of the load spring is connected.

4. In a single governor structure, a single centrifugal device, arm means tiltable by the device, a fuel control means connected to the arm means remote from the tilting axis thereof, a main load spring connected to the arm means between the control means connection thereto and the tilting axis thereof, lever means having a manually operable end, and an auxiliary spring operatively connected at one end to the arm means between the tilting axis thereof and the load spring connection thereto, said lever means having an end Aextending oppositely from its axis and manually operable end, the other end of the load spring being connected to said lever means opposite end. the auxiliary spring opposite end being connected to the lever means opposite the load spring connection thereto relative to the lever means pivotal axis, the pivotal axis of the lever means being positioned between the lever means-spring connections. y

5. A device as defined by claim 3, characterized by the arm means being of dual character and by the addition of,A a link therebetween for simul-l taneous and parallel arm movement, the auxiliary spring having connection with thearm closest to the lever means.

6. A device as defined by claim 3, characterized by the load spring having a lost motion connection at one end and an adjustable connection at the opposite end.

7. A device as defined by claim 3, characterized by the load spring having a lost motion connection at one endand an adjustable connection at the opposite end, the lost motion connection being to the arm means andthe adjustable connection being to the lever means.

8. A device as defined by claim 3, characterized by the auxiliary spring having a lost motion connection at one end and an adjustable connection l 11. A device as defined by claim 3, characterized by the auxiliary spring having a-lost motion connection at one end and an adjustable connection at the opposite end, and the main load spring having similar connections but reversely positioned.

12. A device as defined by claim 3, characterized by the addition of an elongated control rod carried by one of said means and slidably supported-by, the other means, and stop means on said rod adjacent the last mentioned means.

13. A device as defined by claim 3, characterized by the addition of a manually operable member connected to the arm meansfor cutoff purposes.

14. A device as dened by claim 3, characterized by the inclusion of a multiplying arrangement for relief of operator strain, said arrangement including a supplemental lever and link.

15. A device as dened by claim 2, characterized by the inclusion of a multiplying arrangement for relief of operator strain, said arrangement including a supplemental lever and link.

16. A device as dened by claim 4, characterized by Vthe auxiliary spring connection to the lever means being immediately adjacent the pivotal axis of the lever means.

17. A device as defined by claim 3, characterized by the addition of another arm means to which the first mentioned end of the auxiliary spring is connected, and a link between the two arm means for conjoint operation thereof.

NEEL M. MCCULLOUGH.

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