US2060580A - Automatic timing governor for internal combustion engines - Google Patents

Automatic timing governor for internal combustion engines Download PDF

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Publication number
US2060580A
US2060580A US44494A US4449435A US2060580A US 2060580 A US2060580 A US 2060580A US 44494 A US44494 A US 44494A US 4449435 A US4449435 A US 4449435A US 2060580 A US2060580 A US 2060580A
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Prior art keywords
shaft
gear
nut
threads
engine
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US44494A
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Chapelle Edmond La
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34403—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/05—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means
    • F02P5/06—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators
    • F01L2820/035—Centrifugal forces

Definitions

  • This invention relates to adevice for automatically advancing the intake valves and the ignition timing in accordance with and in proportion to the engine speed.
  • the principal object of. the invention is to provide a compact, simple, and highly efficient device which will automatically advance the timing of any desired valve or sets of valves in the engine this invention is to so construct the device that it can be employed to advance certain of 'the valves, as for instance the intake valves, without disturbing the timing of the exhaust valves, or 80 which can be employed to advance the intake and retard the exhaust simultaneously, as desired.
  • Fig. 1 is a sectional view of one extremity of a typical engine cam shaft housing and crank case
  • Fig. 2 is a cross section illustrating a face view of the governor portion of the invention. This view is taken on the line 2-2, Fig. 1, illustrating the device in the at res position.
  • Fig. 3 is a similar face view of the complete device taken on the line 3-4, Fig. 1, illustrating the device in the high speed position.
  • Fig. 4 is a. longitudinal section, taken on the line 44, Fig. 2.
  • Fig. 5 is a detail view illustrating the cams of place the twist" in the intake cams.
  • Fi 6 is a cross section through the cam shaft, of Fig. 5.
  • the invention is designed to shift the cam shaft l4 longitudinally in accordance with the speed of the engine.
  • the cam shaft carries the usual number pf valve cams for opening and closing the intake and exhaust'valves of the engine. In using this invention, these cams are elongated axially.
  • a typical exhaust valve cam is indicated at l5
  • a typical intake valve cam is indicated at [6. Either or both of these cams may be milled 6 on a twist, such as shown at H, so that the higher portion of the cam will occur at a different radial position at one end of the cam than at the other. It has been found that it is only necessary to The ex: haust valve cams l5 are preferably not twisted.
  • In this invention means are provided for automatically moving the shaft It as follows: a cam shaft gear 20, constantly in mesh with the drive gear I3, is mounted upon a splined or squared portion 2i of the shaft I so that it can not rotate thereon but is free to move-longitudinally.
  • is provided with coarse threads 22 and a cylindrical nut 23 is threaded upon these threads.
  • the nut 23 is formed with an oppositely extending H-shaped yoke 24 which is constantly urged and maintained against the face of the gear 20 by means of a, compression spring 25.
  • the spring 25 acts against a cap nut 26 on the extremity of the shaft ll.
  • a governor weight 21 is hinged'upon a set stud 28. The hinge point is to one side of the 56 center of gravity of the weight so that the centrifugal motion of rotation will tend to swing the wei hts outwardly;
  • the shorter extremities of the weights, indicated at 28, then swing inwardly against the sides of the yoke 24, givingit a partial rotation, with reference tothe gear 20.
  • This rotation causes the nut 23 to travel on'the threads I a and pull the cam shaft H outwardly, as indicated by the broken line position of Fig. 1.
  • the shaft I4 is prevented from accidental endwise movement by means of a pressure spring 32 which acts against a thrust bearing "on the shaft extremity to constantly hold the shaft in its'nor- ,mal at rest" position.
  • the cam shaft ll carries the usual worm 34 for driving the usual ignition timer. It can be readilyseen that this worm will move longitudinally with the shaft It so that when the valve 1 timing is changed, or advanced the ignition will also be simultaneously changed or advanced be cause of the longitudinal shift of the worm 23.
  • the return swing of the weights 2! and any wear or looseness can be adjusted by means of set screws 35 by means of which the normal or at rest" position of the shaft can be regulated.
  • the weights 2! are preferably provided with ears or flaps 3
  • Means for advancing the valve timing of an engine in accordance with the speed thereof comprising: a longitudinally shiftable valve cam shaft; twisted cams on said shaft having their high points occurring at differing positions throughout their length; a driven gear for imparting rotation to said shaft, said shaft being free to move axially through said gear; ⁇ threads on said shaft adjacent said gear; a nut "on said threads; arms projecting from said nut over the face of said gear; governor w'eights pivoted on said face of said gear so as to swing outwardly comprising: a longitudinally shiftable valve cam shaft; twistedcams on said shaft having their high points occurring at differing positions throughout their length; a driven gear for imparting rotation to said shaft, said shaft being free to move axially through said gear; threads on said shaft adjacent said gear; a nut on said threads; means for causing said nut to rotate with said gear; and means for shifting the posi-' tion of said nut with reference to said gear inac'- cordance with the speed of
  • Means for advancing the valve timing of an engine in accordance with the speed thereof comprising: a longitudinally shiftable valve cam shaft; twisted cams on'said shaft having their high points occurring at differing positions throughout their length; 'a driven gear for imparting rotation to said shaft, said shaft being free to move axially through said gear; threads on said shaft adjacent said gear; a nut on said threads; means for causing said nut to rotate with said gear; means for shifting the position of said nut with reference to said gear in accordance with the speed of said engine; and means for preventing said nut from separating from said gear.
  • Means for advancing the valve timin of an engine in accordance with the speed there f comprising: a longitudinally shiftable valve cam shaft; twisted cams on said shaft having their high points occurring .at differing positions throughout their length; a driven gear for imparting rotation to said shaft, said shaft being free to move axially through said gear; threads on said shaft adjacent said gear; a nut on said threads; means for causing said nut to rotate with said gear; governor weights rotating with said nutand gear; means for causing the centrifugal expansion of said weights to shift said nut in relation to said gear; and spring means for returning said weights against said centrifugal expansion.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)

Description

Nov. 10, 1936. LA CHAPELLE 2,060,580
AUTOMATIC TIMING GOVERNOR FOR INTERNAL COMBUSTION ENGINES Filed 001;. 1]., 1955 2 Sheets-Sheet 1 HIIHI HHIMH H H" llW- INVENTOR.
Nov. 10, 1936. E. LA CHAPELLE AUTOMATIC TIMING GOVERNOR FOR INTERNAL COMBUSTION ENGINES v Filed Oct. 11, 1955 2 Sheets-Sheet 2 INVENTOR. 12mm //(/4/1f ATTORNEY.
Patented Nov. 1 1936.
UNITED STATES PATENT OFF-ICE AUTOMATIC TIMING GOVERNOR FOB INTEBN 'AL COMBUSTION ENGINES It is well known in the art of internal combustions, that as the engine speed increases it is necessary in order to obtain complete efficiency, to
accelerate the opening of the intake valves, in order to allow suflicient time interval for the spark and the incoming gas to reach the combustion chambers. This invention relates to adevice for automatically advancing the intake valves and the ignition timing in accordance with and in proportion to the engine speed.
The principal object of. the invention is to provide a compact, simple, and highly efficient device which will automatically advance the timing of any desired valve or sets of valves in the engine this invention is to so construct the device that it can be employed to advance certain of 'the valves, as for instance the intake valves, without disturbing the timing of the exhaust valves, or 80 which can be employed to advance the intake and retard the exhaust simultaneously, as desired.
Other objects and advantages reside in the detail construction of. the invention, which is designed for simplicity, economy, and emciency. 85 These will become more apparent from the following description.
In the following detailed description of the in- I vention reference is had to the accompanying drawings which form a part hereof. Like nu- 40 merals refer to like parts in all views of the drawings and throughout the description.
In the drawings:--
Fig. 1 is a sectional view of one extremity of a typical engine cam shaft housing and crank case,
45 illustrating the invention embodied therein.
Fig. 2 is a cross section illustrating a face view of the governor portion of the invention. This view is taken on the line 2-2, Fig. 1, illustrating the device in the at res position.
50 Fig. 3 is a similar face view of the complete device taken on the line 3-4, Fig. 1, illustrating the device in the high speed position.
Fig. 4 is a. longitudinal section, taken on the line 44, Fig. 2.
Fig. 5 is a detail view illustrating the cams of place the twist" in the intake cams.
atypical valve cam shaft constructed in accordance with this invention.
Fi 6 is a cross section through the cam shaft, of Fig. 5. v
In the drawings: the adjacent portions of an 5 engine crank case are indicated at ill with the crank shaft at H and the gear case cover at l2. A typical cam shaft drive gear is illustrated at l3 on the crank shaft for driving a valve cam shaft l4. A typical valve tappet or cam follower is in- 10 dicated at l8 with its guide at'l9.
The invention is designed to shift the cam shaft l4 longitudinally in accordance with the speed of the engine. The cam shaft carries the usual number pf valve cams for opening and closing the intake and exhaust'valves of the engine. In using this invention, these cams are elongated axially. In Fig. 5, a typical exhaust valve cam is indicated at l5, and a typical intake valve cam is indicated at [6. Either or both of these cams may be milled 6 on a twist, such as shown at H, so that the higher portion of the cam will occur at a different radial position at one end of the cam than at the other. It has been found that it is only necessary to The ex: haust valve cams l5 are preferably not twisted. They could, if desired, be given an opposite twist to-the intake so as to retard the exhaust opening. It can be readily seen that if the cam shaft I4 is moved longitudinally. the cam will strike the high point I! of the camsooner or later according to the direction of the twist in the cam and the amount of movement of the cam shaft. Therefore, if means are provided for moving this shaf t longitudinally in accordance with the speed of the engine, we will automatically have a change or advancement in the time of opening of the intake valves.
Inthis invention means are provided for automatically moving the shaft It as follows: a cam shaft gear 20, constantly in mesh with the drive gear I3, is mounted upon a splined or squared portion 2i of the shaft I so that it can not rotate thereon but is free to move-longitudinally. The shaft l4 beyond the squared portion 2| is provided with coarse threads 22 and a cylindrical nut 23 is threaded upon these threads.
The nut 23 is formed with an oppositely extending H-shaped yoke 24 which is constantly urged and maintained against the face of the gear 20 by means of a, compression spring 25. The spring 25 acts against a cap nut 26 on the extremity of the shaft ll. At each side of the H-shaped yoke 24, a governor weight 21 is hinged'upon a set stud 28. The hinge point is to one side of the 56 center of gravity of the weight so that the centrifugal motion of rotation will tend to swing the wei hts outwardly; The shorter extremities of the weights, indicated at 28, then swing inwardly against the sides of the yoke 24, givingit a partial rotation, with reference tothe gear 20. This rotation causes the nut 23 to travel on'the threads I a and pull the cam shaft H outwardly, as indicated by the broken line position of Fig. 1. v
' As the speed decreases, the weights 21 will swing inwardly causing the nut 23 to travel in the re:- verse direction on the threads so as to return the cam shaft to its former position. A pair of springs 8| are compressed between one leg of each extremity of the yoke 24 and a spring lever ll, so that they will tend to return the yoke to its former position where it will be stopped by the 7 spring levers ll as shown in Fig. 2.
The shaft I4 is prevented from accidental endwise movement by means of a pressure spring 32 which acts against a thrust bearing "on the shaft extremity to constantly hold the shaft in its'nor- ,mal at rest" position.
The cam shaft ll carries the usual worm 34 for driving the usual ignition timer. It can be readilyseen that this worm will move longitudinally with the shaft It so that when the valve 1 timing is changed, or advanced the ignition will also be simultaneously changed or advanced be cause of the longitudinal shift of the worm 23.
The return swing of the weights 2! and any wear or looseness can be adjusted by means of set screws 35 by means of which the normal or at rest" position of the shaft can be regulated.- The weights 2! are preferably provided with ears or flaps 3| which overlap the face of the yoke 24 and assist the spring 25 in holding the yoke against comprising a longitudinally shiftable valve cam shaft; twisted cams on said shaft having their high points occurring at differing positions throughout their length; a driven gear for imparting rotation to said shaft, said shaft being free to move axially through said gear; threads on said shaft adjacent said gear; a nut on said threads; means for causing said nut to rotate with said gear; governor weights rotatingwith said nut and gear;.and means for causing the -centrifugal expansion of said weights to shift said nut in relation to said gear.
3. Means for advancing the valve timing of an engine in accordance with the speed thereof comprising: a longitudinally shiftable valve cam shaft; twisted cams on said shaft having their high points occurring at differing positions throughout their length; a driven gear for imparting rotation to said shaft, said shaft being free to move axially through said gear; \threads on said shaft adjacent said gear; a nut "on said threads; arms projecting from said nut over the face of said gear; governor w'eights pivoted on said face of said gear so as to swing outwardly comprising: a longitudinally shiftable valve cam shaft; twistedcams on said shaft having their high points occurring at differing positions throughout their length; a driven gear for imparting rotation to said shaft, said shaft being free to move axially through said gear; threads on said shaft adjacent said gear; a nut on said threads; means for causing said nut to rotate with said gear; and means for shifting the posi-' tion of said nut with reference to said gear inac'- cordance with the speed of said engine.
2. Means for advancing the valve timing of an engine in accordance with 'the speed thereof from centrifugal action when said gear rotates; and projections on said weights for contacting said arms when said weights swing outward so as to shift said nut on said threads with reference to said gear.
4. Means for advancing the valve timing of an engine in accordance with the speed thereof comprising: a longitudinally shiftable valve cam shaft; twisted cams on'said shaft having their high points occurring at differing positions throughout their length; 'a driven gear for imparting rotation to said shaft, said shaft being free to move axially through said gear; threads on said shaft adjacent said gear; a nut on said threads; means for causing said nut to rotate with said gear; means for shifting the position of said nut with reference to said gear in accordance with the speed of said engine; and means for preventing said nut from separating from said gear. I
5. Means for advancing the valve timin of an engine in accordance with the speed there f comprising: a longitudinally shiftable valve cam shaft; twisted cams on said shaft having their high points occurring .at differing positions throughout their length; a driven gear for imparting rotation to said shaft, said shaft being free to move axially through said gear; threads on said shaft adjacent said gear; a nut on said threads; means for causing said nut to rotate with said gear; governor weights rotating with said nutand gear; means for causing the centrifugal expansion of said weights to shift said nut in relation to said gear; and spring means for returning said weights against said centrifugal expansion. i
' EDMOND LA CHAPELLE.
US44494A 1935-10-11 1935-10-11 Automatic timing governor for internal combustion engines Expired - Lifetime US2060580A (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2670594A (en) * 1949-07-02 1954-03-02 Cooper Bessemer Corp Gas fueled supercharged four cycle engine
US4545338A (en) * 1984-12-03 1985-10-08 Stephen E. Lawing Cam shaft timing control device
US4587934A (en) * 1983-05-16 1986-05-13 Moores Keith J Variable-timing valve actuating mechanism
US7228829B1 (en) 2004-10-26 2007-06-12 George Louie Continuously variable valve timing device
US20100025138A1 (en) * 2008-07-29 2010-02-04 Ruscak Ian M Centrifugal advance mechanism

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2670594A (en) * 1949-07-02 1954-03-02 Cooper Bessemer Corp Gas fueled supercharged four cycle engine
US4587934A (en) * 1983-05-16 1986-05-13 Moores Keith J Variable-timing valve actuating mechanism
US4545338A (en) * 1984-12-03 1985-10-08 Stephen E. Lawing Cam shaft timing control device
US7228829B1 (en) 2004-10-26 2007-06-12 George Louie Continuously variable valve timing device
US20100025138A1 (en) * 2008-07-29 2010-02-04 Ruscak Ian M Centrifugal advance mechanism
US8016684B2 (en) 2008-07-29 2011-09-13 Honda Motor Company, Ltd. Centrifugal advance mechanism

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