US2062084A - Centrifugal governor for internal combustion engines - Google Patents

Description

NOV. 24, 1936. p BELYAWN 2,062,084

CENTRIFUGAL GOVERNOR FOR INTERNAL COMBUSTION ENGINES Filed March 28, 1935 3 Sheets-Sheet l HTTOR/Vy P. BELYAVIN Nov. 24, 1936.

CENTRIFUGAL GOVERNOR FOR INTERNAL COMBUSTION ENGINES Filed March 28, 1955 3 Sheets-Sheet 2 Fig.2.

' ATTORNEY- P. BELYAVIN Nov. 2 4, 1936,.

CENTRIFUGAL GOVERNOR FOR INTERNAL COMBUSTION ENGINES s Sheets-Sheet 3 Filed March 28, 195E ill Patented Nov. 24, 1936 UNITED STATE PATENT OFFICE CENTRIFUGAL GOVERNOR FOR INTERNAL COMBUSTION ENGINES Application March 28,

1935, Serial No. 13,526

In Great Britain April 26, 1934 12 Claims.

This invention relates generally to fuel injection systems for internal combustion engines of the airless injection type, and more. particularly to drive transmission means for the fuel pumps of such systems.

The invention has for an object to enhance the performance and efficiency of engines of the type stated, and accordingly affords automatic advancing and retarding of the commencement of fuel injection in the engine cycle.

To this end, the, invention provides a drive transmission coupling for the fuel pump comprising, in combination, a driving part, a coaxial driven part, spaced abutments alternately disposed on the driving and driven parts and having cam surfaces defining passages decreasing alternately outwards and inwards, and a plurality of radially slidable governor weights disposed one in each of said. passages and engaging said surfaces to effect relative angular displacement of the driving and driven parts under variations of centrifugal force.

The abutments may afford cam surfaces for engagement by weights carrying turnable bearing members, such as pivoted slides or shoes, which maintain surface contact with the abutments, or bearing rollers or balls, which afford line or point contact respectively.

The governor weights may be so loaded that their outward movement is substantially proportional to engine speed, for any range of engine speeds.

The abutment members may have provision for both radial and circumferential adjustment as by means of shims of different thicknesses, to ensure that clearances between them and the weights are correct, in order to enable initial adjustment and the taking up of backlash due to Wear.

To ensure that all the weights move in or out simultaneously, they may be connected by links articulated tangentially to a ring or rings mounted to rotate freely about the axis of the coupling.

The weights may also be provided with guides at each end, sliding radially in slots provided in guiding discs, to prevent the weights from tilting.

So that transmission of torque does not produce radial forces as well as tangential, the inclination of the cam surfaces may be slight. The radial movement of weights then produces only a small angular displacement. In order to enable the angular displacement to be increased to the extent actually required, itmay be multiplied by mechanism such as one or two double sets of gear wheels, preferably disposed as an epicyclic train about the axis of the coupling.

For eliminating the backlash due to the clearances always existing in gear wheels, a plurality of planet or orbit gears in a multiplying gear mechanism as aforesaid may be provided with means enabling a variable relative angular adjustment, to throw them slightly out of mesh.

Evidently the gear wheels can be replaced by a system of levers, which would magnify the angular movement in the required proportion.

Two embodiments .of the invention will be described by way of example with reference to the accompanying drawings wherein Figure 1 is a transverse section of one embodiment, on the line II of Figure 2,

Fig. 2 is an axial section on the line 11-11-- II -II -II of Figure 1,

Fig. 3 is a transverse section on the line IIIIII --III of Figure 2,

Fig. 4 is a half axial section of another embodiment,

Fig. 5 is a. transverse section on the line V-V of Fig. 4, and

Fig. dis a half transverse section corresponding to Fig. l and showing a variation.

In the embodiment shown in Figures 1 to 3, the driving part consists of a disc 0, having extending from its inner side a hollow central boss 9 and carrying at its periphery two diametrically opposed abutment members a. The driven part is constituted by a disc d which is loosely mounted on the central boss 9 and likewise carries at its periphery two diametrically opposed abutment members a.

There is mounted on the central boss, loosely between the driving and driven discs, a spider 70 comprising four radially disposed studs u, upon which governor weights b are movable against the action of compression springs l pressing radially inwards upon the weights. Detachable collars i on the outer ends of the studs maintain the springs in position.

In the assembly of the driving and driven discs with the weight-carrying spider, the weights are arranged to lie each between two abutment members a and a respectively on the driving disc and the driven disc.

Contact between the weights 2) and the abutments (1, a is effected by rollers 11., carried by the former, bearing upon plane surfaces t of the latter. The abutments, which are separate from the driving and driven discs, are constituted by quadrantal members. The pair of abutments a, a are secured to the driving disc c, and the pair a, a, to the driven disc d, each by means of a pin it and two bolts m. The disposition of the abutment members is such that the opposed pairs of their bearing surfaces t present alternately decreasing and increasing channels for the governor weights. Moreover, the shanks of the bolts m pass with lateral clearance through apertures in the discs and (1, so that within limits the abutments may be tilted to vary the angles of their surfaces with respect to radial planes from the axis of the coupling, whereby the degree of angular displacement between the driving and driven parts relative to the speed variation may be adjusted.

As shown in Fig. 3, the weights have guiding lugs y" at their sides, sliding in radial slots in guide plates 9".

Three springs I control each weight, an outer, primary spring acting alone until the outward movement of the weight takes up the axial clearance of an intermediate, secondary spring, which then acts in conjunction with the primary spring until further outward movement of the weight takes up the greater axial clearance of an inner, tertiary spring, whereafter further outward movement is resisted by all three springs together. Thus the resistance curve of the spring assembly is constituted by three straight line portions of increasing gradient, and approximates very closely to the parabolic curve of the centrifugal force, so that the outward movement of the weights is substantially linearly proportional to the increase of engine speed.

Each weight b is arranged that the radial stud u in the spider passes loosely through the middle of it, and a recess is provided in each weight to accommodate the springs Z. The weights are held in the radial direction by the springs, in the torque direction by the rollers h, and in the axial direction by rings 6 arranged on each side of the weights, between them and the driven and driving discs. Pins are arranged symmetrically in these rings and corresponding pins at in each side of each of the weights; each pin m in the weights is connected to a pin win one of the rings e by means of a link f which (in the rest position, Fig. 2) lies tangentially to the ring, so that when the weights move, the rings turn, and the connectirr links cause the movements of all the weights to be exactly the same and simultaneous.

Figs. 4 and 5 show a variation having means as above described for effecting angular displacement between the driving disc 0 and the driven disc d, and additional means for effecting a multiplied displacement of a final driven member.

On the end or the central boss g of the driving disc 0, outside the driven disc d, is a sun gear wheel 7', keyed to the boss. A plurality of smaller planet gear wheels 0 are keyed to pins 1 freely mounted in the driven disc and a gear cover z carried thereby. On the same pins are also mounted a set of planet wheel sectors 19 of larger pitch radius, fixed by means of studs 8 to flange members i; also keyed to the pins y, so that the smaller and larger planets rotate together. On the extremity of the central boss 9 is mounted for free rotation a driven coupling flange q, comprising a small sun gear wheel, meshed with the larger planet wheel sectors 20. Thus the small angular movement of the sun wheel 7* is twice multiplied in its transmission through the planet wheels to the sun wheel integral with the driven coupling flange q.

The central boss 9' in the driving disc c is made hollow and a fixing bolt g is passed through it to hold the assembled coupling together, though the elements thereof are free to rotate independently. All the parts are enclosed in an external shell d, rotating with the driven disc d.

All the internal pins are kept in their respective places by various washers and shims (as shown in Figure 4) which, by filling the inner clearances, prevent the pins from displacement. Similar shims or internal washers may be used for guiding the weights b and the rings 6 connected to the weights by the links 1.

Provision is made for eliminating backlash in the gears. The larger planet wheel sectors carry the studs 3, which pass with clearance through apertures in the flanges 12. Upon slackening the studs, the sectors may be rotated to a slight degree out of true mesh, whereafter the studs are again tightened. By the resulting interlocking action of the several planet wheels all backlash in the train is taken up.

Evidently many constructional modifications may be made without departing from the principle of the invention.

For example, as shown in Fig. 6, the governor weights b may carry pivoted slippers h, which engage the cam surfaces 25 of the abutments with surface contact, in substitution forthe rollers h engaging said cam surfaces with line contact as shown in Fig. 1.

I claimz- 1. Drive transmission coupling comprising, in combination, a driving part, a driven part and a floating rotary member all coaxially disposed, a peripheral series of abutments alternately secured to the driving part and the driven part, a plurality of governor weights mounted for substantially radial sliding on said member, each weight being disposed between an abutment on the driving part and an abutment on the driven part and each abutment being disposed between two of the weights, cam surfaces on the abutments, adjacent pairs of said surfaces affording channels for the weights which channels alternately increase and decrease outwardly, and turnable bearing members on the weights engaging said surfaces.

2. A drive transmission coupling comprising, in combination, a driving part, a coaxial driven part, spaced abutments alternately secured to the driving and driven parts and having cam surfaces d fining on both sides of each abutment passages decreasing alternately outwards and inwards, and a number of radially slidable governor weights equal to the total number of abutments disposed one in each of said passages and engaging said surfaces with approximate line contact to effect relative angular displacement of the driving and driven parts under variations of centrifugal force.

3. A drive transmission coupling comprising, in combination, a driving part, a coaxial driven part, spaced abutments fixedly mounted alternately on the driving and driven parts and having cam surfaces defining on both sides of each abutment passages decreasing alternately outwards and inwards, and a number of radially slidable governor weights equal to the total number of abutments disposed one in each of said passages and carrying turnable bearing members engaging said surfaces to effect relative angular displacement of the driving and driven parts under variations of centrifugal force.

4. A drive transmission coupling comprising, in combination, a driving part, a coaxial driven part, spaced abutments fixedly mounted alternately on the driving and driven parts and having plane cam surfaces defining on both sides of each abutment passages decreasing alternately outwards and inwards, a number of governor weights equal to the total number of abutments disposed one in each of said passages engaging said surfaces with approximate line contact and radially slidable to effect relative angular displacement of the driving and driven parts under Variations of centrifugal force, and a plurality of springs controlling each weight and cominginto action additively with outward sliding of the weight, said springs being such that the curve of resistance to such sliding is represented by a plurality of straight line portions approximating to the centrifugal force curve.

5. A drive transmission coupling comprising, in combination, a driving part, a coaxial driven part, spaced abutments alternately secured to the driving and driven parts and having plane cam surfaces defining on both sides of each abutment passages decreasing alternately outwards and inwards, a number of governor weights equal to the total number of abutments disposed one in each of said passages, turnable bearing members mounted in the weights and engaging said surfaces, the weights being radially slidable to effect relative angular displacement of the driving and driven parts under variations of centrifugal force, and a plurality of springs controlling each weight and coming into action additively with outward sliding of the weight, said springs being such that the curve of resistance to such sliding is represented by a plurality of straight line portions approximating to the centrifugal force curve.

6. A drive transmission coupling comprising, in combination, a driving part, a driven part, a floating spider having a plurality of radial arms, said parts andsaid spider being coaxially disposed, a peripheral series of abutments alternately secured to the driving part and the driven part, a plurality of governor weights mounted one on each arm of said spider for sliding under variations of centrifugal force, each weight being disposed between an abutment on the driving part and an abutment on the driven part and each abutment being disposed between two of the weights, a plurality of compression coil springs coaxially mounted on each arm of said spider to control the weight on said arm and coming into action additively with outward sliding of the weight said springs being such that the curve of resistance to such sliding is represented by a plurality of straight line portions approximating to the centrifugal force curve, plane cam surfaces on the abutments, adjacent pairs of said surfaces affording channels for the weights which channels alternately increase and decrease outwardly, and turnable bearing members on the weights engaging said surfaces.

7. A drive transmission coupling comprising, in combination, a driving part, a coaxial driven part, spaced abutments alternately secured to the driving and driven parts, said abutments having cam surfaces defining on both sides of each abutment passages decreasing alternately outwards and inwards and being adjustable by turning in a plane normal to the axis of the coupling for varying the decrease of the passages, and a number of radially slidable governor weights equal to the total number of abutments disposed one in each of said passages and engaging said surfaces with approximate line contact to effect relative angular displacement of the driving and driven parts under variations of centrifugal force.

8. A drive transmission coupling comprising, in combination, a driving .part, a driven part, a floating spider having a plurality of radial arms, said parts and said spider being coaxially disposed, a peripheral series of abutments alternately secured to the driving part and the driven part, a plurality of governor weights mounted one on each arm of said spider for sliding under variations of centrifugal force, each weight being disposed between an abutment on the driving part and an abutment on the driven part, and each abutment being disposed between two of the weights, a plurality of compression coil springs mounted on each arm of said spider to control the weight on said arm and coming into action additively with outward sliding of the weight, said springs being such that the curve of resistance to such sliding is represented by a plurality of straight line portions approximating to the centrifugal force curve, plane cam surfaces on the abutments, adjacent pairs of said surfaces affording channels for the weights which channels alternately increase and decrease outwardly, the

abutments being adjustable by turning to a limited extent in a plane normal to the axis of the coupling for varying the outward increase and decrease of the channels, and bearing turnable members on the weights engaging said surfaces.

9. A drive transmission coupling comprising, in combination, a driving part, a driven part and a floating rotary member all coaxially disposed, a peripheral series of abutments alternately secured to the driving part and the driven part, a plurality of governor weights mounted for substantially radial sliding on said member, each weight being disposed between an abutment on the driving part and an abutment on the driven part and each abutment being disposed between two of the weights, cam surfaces on the abutments, adjacent pairs of said surfaces affording channels for the weights which channels alternately increase and decrease outwardly, the abutments being adjustable by turning in a plane normal to the axis of the coupling for varying the outward increase and decrease of the channels, and turnable bearing members on the weights engaging said surfaces.

10. A drive transmission coupling comprising,

in combination, a driving part, a coaxial driven part, and spaced abutments alternately secured to the driving and driven parts and having cam surfaces defining on both sides of each abutment passages decreasing alternately outwards and inwards, said abutments being adjustable by turning to a limited extent in a plane normal to the axis of the coupling for varying the decrease of the passages, a number of radially slidable governor weights equal to the total number of said abutments disposed one in each of said passages, and turnable bearing members carried by the weights and engaging said surfaces to effect relative angular displacement of the driving and driven parts under variations of centrifugal force.

11. A drive transmission coupling comprising, in combination, a driving part, a coaxial driven part, spaced abutments alternately secured to the driving and driven parts and having plane cam surfaces defining on both sides of each abutment passages decreasing alternately outwards and inwards, said abutments being adjustable by turning to a limited extent in a plane normal to the axis of the coupling for varying the decrease of the passages, a number of governor weights equal to the total number of said abutments disposed one in each of said passages, turnable bearing members mounted in the weights and engaging said surfaces, the Weights being radially slidable to effect relative angular displacement of the driving and driven parts under variations of centrifugal force, and a plurality of coaxial, radially disposed, compression springs controlling each weight and coming into action additively with outward sliding of the weight, said springs being such that the curve of resistance to said sliding is represented by a plurality of straight line portions approximating to the centrifugal force curve.

12. A drive transmission coupling comprising, in combination, a driving part, a coaxial driven part spaced abutments fixedly mounted alternately on the driving and driven parts, said abutments having cam surfaces defining on both sides of each abutment passages decreasing alternately outwards and inwards and being adjustable by turning in a plane normal to the axis of the coupling for varying the decrease of the passages, a number of governor weights equal to the total number of abutments disposed one in each of said passages engaging said surfaces with approximate line contact and radially sidable to effect relative angular displacement of the driving and driven parts under variations of centrifugal force, and a plurality of radially disposed, compression coil springs controlling each weight and coming into action additively with the outward sliding of the weight, said springs being such that the curve of resistance to said sliding is represented by a plurality of straight line portions approximating to the centrifugal force curve.

PAUL BELYAVIN.

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