US2140529A - Governor mechanism - Google Patents

Description

Dec. 20, 1938. w 5 P GOVERNOR MECHANISM 2 Sheets-Sheet 1 Original Filed Dec. 15, 1932 20, .1938. w E, KEMP GOVERNOR MECHANISM 2 Sheets-Sheet 2 Original Filed Dec. 15, 1932 0705 0F 7710:17745 in v5.

54c: Cam/E Patented Dec. 20, 1938 PATENT OFFICE GOVERNOR MECHANISM William E. Kemp, Detroit, Mich, alaignor to Pierce Governor Company, Anderson, Ind, a

corporation of Indiana Application December 15, 1932. Serial No. 647,315

Renewed June 9, 1937 28 Claims. (01. 137-153) My invention relates to improvements in gov.- ernors for use with internal combustion engines in which the .speed control mechanism of the governor is actuated by the vacuum or difference in pressure which exists in the intake manifold,

together with its connecting chambers, of an internal combustion engine, at a point above the engine throttle valve, and pressure of the outside atmosphere; and the objects of my improvement are, first, to provide a governor having means for counteracting the unbalanced forces acting upon a governor valve at its closed or nearly closed positions; second, to provide a governor having means for reducing friction by reducing the pressure upon its moving parts third, to provide a vacuum type governor with by-pass means located upstream from its governing valve; fourth, to provide a vacuum type governor having a vacuum chamber connected with go a fuel intake chamber at points above and below a throttle valve member; fifth, to provide a governor having a by-pass automatically closed or opened by the operation of a throttle valve; sixth, to provide a governor having a pivotally g5 mounted link member for connecting a vacuum operated diaphragm and an oscillating lever member; seventh, to provide a governor having spring members secured by a resiliently secured adjusting screw; and eighth, to provide a method go for counteracting an unbalanced force acting upon a governing valve during its operative movement by increasing vacuum in a governor housing at the time the unbalanced iorce acts upon the governor valve.

My invention is herein disclosed as being ap-.

plied to and incorporated in the type of governor mechanism disclosed and claimed in the application for U. S. Letters Patent, Serial No. 637,612, filed by me on October 13, 1932.

I attain the above mentioned objects by mechanism illustrated in the accompanying drawings, in which,- i

Figure 1 is a plan view of the governor assembly with a portion of its cover broken away 45 to disclose its spring and diaphragm mechanism; Fig. 2, a vertical section taken on the line 2-2, Fig. 1; Fig. 3, a side elevation of the governor assembly with a vertical section of the vacuum actuated mechanism on the line '33, Fig. 1;

0 Fig. f4, an end elevation of the throttle valve shaft with its lever or damper means for opening and closing a by-pass opening together with its roller member; Fig. 5, a side elevation of the throttle valve and its attached, parts as disclosed a in Fig. 4; Fig. 6,-a plurality of curves plotted in variables of thevacuum exerted on a diaphragm and the movement of the diaphrgm together with a force curve disclosing the results there- .with when my by-pass valve means is used: Fig.

with the vacuum and by-pass passages; and Fig. 15

11, a. vertical section through the damper portion and the by-pass passage, said section being taken on the line Il-ll, Fig. 10.

Similar numerals refer to similar parts throughout the several views.

As it is well understood by those skilled in the art, where a throttling type of governor mechanism is employed for maintaining the speed of an internal combustion engine constant under varying conditions of load it is necessary that the throttle valve be statically balanced at all times if perfect control is to result. Particularly in statically balanced butterfly valve types of governor there is an inherent characteristic of the vacuum force in the intake manifold above or on the down stream side of the governor throttle valve todrop oil as the valve approaches closed position. Consequently, where a spring of the type having a force curve paralleling that of the vacuum force on the down stream side of the governor throttle valve is employed to oppose closing movement of the throttle valve under the influence of a vacuum acting against the movable wall of the governor, as in the present case, where this drop oil is not compensated for, the spring rate continues to increase uniformally as the throttle valve moves into that range of movement within which the vacuum force drops oif, and consequently within this range the vacuum force cannot close the throttle valve to the position which is should against the increasing force of the spring in order to hold the speed of the engine constant. The result is that where such drop off in the vacuum force is not compensated for, but the load on the engine is relieved and the throttle moves into the range at which the vacuum force drops oil, the engine speeds up beyond that range at which it is intended to be governed.

The ill-eflect of this drop off in the vacuum 58 I throttle position may be compensated for mevarying the force of the vacuum acting upon the chanically as in constructions heretofore suggested, but it has "been found that'this ill-effect may be more easily and more certainly avoided, and with less complications in construction, by

movable member controlling the position of the throttle valve so as to cause the vacuum force acting upon such movable member to follow a predetermined and arbitrary force curve rather than the force curve of the vacuum as it actually exists on the down stream side of the governor throttle valve within the intake manifold. In accordance with the present invention the degree of vacuum applied to the movable wall of the governor mechanism to effect operation of the governor throttle valve is varied from that simultaneously existing in the intake manifold on the down stream side of the governor throttle valve.

Specifically, such force is reduced by bleeding on to-the active face of the movable wall predetermined amounts of gaseous fluid at a higher pressure than that simultaneously existing on the down stream side of the governor throttle valve, so as to cause the vacuum force curve representing the vacuum forces actually applied to the movable wall to generally follow the curve of the vacuum forces simultaneously existing in the intake manifold on the down stream side of the governor throttle valve during movements of the throttle valve other than adjacent closed position. In those ranges of movement of the gov ernor throttle valve at which the above described drop off occurs, the amount of gaseous fluid bled on to the active face of the movable wall is reduced, as compared to wider open throttle positions, so as to cause the vacuum force actually exerted upon the movable wall to more closely approach the vacuum forces actually existing in the intake manifold on the down stream side of the throttle valve under such circumstances, this bleeding of gaseous fluid on to the active face of the movable wallbeing so controlled during those phases of movement of the governor throttle valve under which the drop ofl occurs in the intake manifold that the correspondingportions of the force curve of the vacuum forces actually exerted on the active face of the movable wall is caused to continue along a predetermined desired path paralleling that of the opposing spring without a corresponding drop ofi. By this means it is possible to statically balance the force of the spring tending to open the throttle valve against the vacuum force tending to close it throughout the entire range of movement of the throttle valve and thereby maintain the speed of the engine constant regardless of the load even though the load is completely removed and the governor throttle valve assumes a closed or substantially closed position.

. It will be understood that the above described drop off varies in point of occurence with the particular type and speed of internal combustion engine upon which the governor is employed. In other words, the drop of! is more rapid at high speed than at low speed so that 'where the engine is governed at a relatively high speed the point wherethe drop ofl. first becomes apparent will be relatively retarded but its rate of drop oiii' will be greater than would be the case Y i 'jj'faua g curve, as the throttle valve approa'ches closed conditions regardlessof the governed speedof the engine.

The housing I is provided with the flange surfaces 2 and'3 which are suitably mounted between the intake manifold of the internal combustion engine, a section of ,the intake manifoldbeing indicated 'at 4, and the carburetor with which the internal combustion engine is equipped, a portion of the carburetor being indicated at 5, Fig. 2. A gasket 6 may be interposed between the flange surface 2 and the intake manifold 4 and the gasket 1 may be interposed between the flange surface 3 and the carburetor 5. The housing I is provided with the holes 8 for securing the governor assembly A and the carburetor 5 to the intake manifold 4.

The governor assembly A is secured between the intake manifold 4' and the carburetor 5 in such a manner that the direction of the flow of the combustible mixture of fuel will be through the carburetor 5 and through the housing I from the flange surface 3 to the flange surface 2, said mixture passing through the passage or bore 9 of the housing I into the passage III of the intake manifold 4.

The housing I contains the throttling means which may be in the form of the conventional throttle or butterfly valve II which may be secured in the slot i2 in the shaft I3 by the screws I4. The throttle shaft I3 is suitably mounted in the bearings I5 and I6 which are of the antifriction type and may be of the roller type as disclosed or of the conventional ball type. The bearing I5 is mounted in the bore l6 of the boss H, which projects from the body of the housing I while the bearing I6 is mounted in the bore la in the boss I9 which projects from the body of the housing I and is provided with the surface 20 to which is secured the flange 2i of the housing 26 by the screws 22, the gasket 23 being interposed between the surface 20 and the surface of the flange M. The bore I6 in the boss I! is closed at its outer end by the disc plug 24. v

The shaft I3 projects into the chamber 25 of the housing 26 and the hub 21 of the lever 28 is secured thereon by the pin 29. The shoulder pin 30 is suitably secured in the lever 28 and the roller 3| is rotatably mounted on said shouldered pin 30. The housing 26 is provided with the circular flange 32 which is provided with the surface 33 against which is clamped the outside or peripheral portion of the diaphragm 34 by the annular housing or ring 35, the annular housing 35 being provided with the surface 36 for contacting the diaphragm 34, the annular housing 35 and the diaphragm 34 being secured to the flange 32 of the housing 26 by the screws 31, the heads 38 of the screws 31 being located flush, as by countersinking, with the surface 39 of the annular housing 35.

The central portion 40 of the diaphragm 34 is clamped between the washers 4I and 42 by means of the rivets 43 which are each provided with the shouldered portion 44 which extend into the holes 45 of the members 49 which extend through the springs 46, 41, and 48, which may be normally flat of the plate or leaf type and also of double cantilever construction as disclosed. The members 49 also extend through suitable and similar holes in the spacers 5|, 52, and 53 and into the holes 54 of the plate 55.

The washers 4i and 42 are provided with holes which receive the portion of the yoke member 56 which is riveted over to secure the washers 4| member 66 is provided with a threaded hole engaged by the threaded end 69 of the screw 61 which further extends through suitable holes of the springs 46, 41, and 49, and through similar holes in the spacers 6| 62, and 63 together with a similar hole in the plate 66, the screw 61 secur- 1 ing the springs 46, 41, and 46, the spacers Ii, 62, and 53, the plate 56, the washers 4| and 42, and the diaphragm 34 together in the clamped assembly B, said springs being separated from each other by said spacers. The portion 69 of the screw 51 is reduced in diameter below that of its portion extending through said washers, spacers, springs, plate, and nut', said portion 59 being threaded to engage the threaded hole 60 in the yoke member 56. x

The yoke member 66 is pivotally connected with the lever 62 by-the link member 90v which is secured to the yoke member 66 by the pin I00, the link member 90 being secured to the lever 62 by the pin 63 which extends through and is suitably retained in the fork portions 64 of the lever 62 and in the yoke portions. 69 of the member 66. The lever 62 is pivotally mounted on the shaft 65 which is supported withinholes extending within the wall portions of the housing 26 and the bosses 66 connected to said wall portions, the boss 61. of the lever 62 extending between the bosses 66.

- The lever 62 is further provided with the fork portions 68 which are further provided with the surfaces 69 which are engaged by the roller 3| which is rotatively mounted on the shouldered pin 30. The hole or orifice extends through the boss l9 and constitutes a connecting passage between the chamber 25v of the housing 26 and the bore 9 of the housing i.

The outer ends of the spring 49 normally rest upon antifriction spring ,seats constructed by rotatively mounting the rollers 'II on the shafts 11,

which may be suitably secured by extending through the wall portions of the annular housing 35. The annular housing35 is provided with the recesses 13 which contain the rollers 1| ,the ends of the springs 46, 4'1, and 46, extending into said recesses 13, said recesses 13 being closed at their lower sides by the flange 14 which is constructed with the semi-cylindrical shaped recess 15 which provides operating clearance for the rollers] i.

It is also to be noted that the diaphragm 34 is provided with an exceptional amount of slack or convoluted portion, which is designated at 16, when the governor mechanism is in the position, as disclosed in Fig. 2, said position corresponding to the full open position of the throttle valve II as disclosed by the full lines of said valve II in The large area of the convoluted portion 16 existing at the beginning of the working stroke of the diaphragm 34 together with the extremely short length of its stroke, which may be maintained at approximately a maximum of one eighth of an inch in an installation such as disclosed in the drawings, eliminates all excessive tension in the diaphragm 34 and thus insures that the diaphragm 34 will always be operated with such minimum stresses therein as will enable it to operateover a long period of time without developing trouble; and without offering undue resistance to movement.

The inside edge of the surface 36 of the annular housing 35 is provided with the radius 19, the inside edge of the surface 33 of the housing 26, is provided with the radius 19, and the outer edges, of the washers 4i and 42, adjacent the diaphragm 34, are provided with the radii 34 to eliminate any tendency of abrasion or injury to the, diaphragm 34 as it is engaged, by said edges, in its operative movement.

The cover or cap 61 is secured in contact with the surface 39 of the annularhousing 35 by the screws 92, said cover 8| thus closing the chamber 33 above the diaphragm 34 and sealing the diaphragm 34, the spring assembly B, and the screw 61 agalnst'tampering. The headed the screws 92 may be provided with holes to receive the sealing wire 34 therethrough, as disclosed in Fig. 1, said sealing wire 34 being provided with the seal 36 to insure the prevention of unauthorized tampering with the adjustment of the screw 51.

The cover 91 may be provided with one or more radial slots 12 extending from its peripheral edge to a point beyond the inside edge of the surface 39 of the annular housing 36, said slot 12 thus forming an aperture through which atmospheric pressure is admitted to the chamber 83 and permitted to act upon the upper surface of the diaphragm 34, the space below the diaphragm 34 forming a part of the chamber 25 which communicates with the space above the throttle valve ll through the hole 10 and-the by-pass passage I03, the chamber 26 thus being in direct communication with the passage ill of the intake manifold 4, and with the passage I22 of the carburetor 5 during a portion of the movement of the throttle valve ll.

When my governor mechanism is installed on an engine, and the position of the throttle valve I l is varied progressively from its wide open position, as disclosed by full lines in Fig. 8, to a nearly closed position, while the speed of the engine is maintained constant by varying the load upon it, it is found that the pressure above the throttle valve i l decreases as the valve 1 l moves toward a fully closed position, said fully closed position being indicated by the dotted lines 86, Fig. 8. However the variation in pressure above the throttle valve II is not directly proportional to its movement, or to the movement of the diaphragm 34, which, in my invention, is substantially proportional to the movement of the throttle valve ii.

In relation of this existing pressure above the throttle valve ll, measured in terms of vacuum and movement of diaphragm at constant speed is disclosed in the chart, Fig. 6, by the'curve 95.

of the diaphragm measured in thousandths of an inch. The abscissae represent the movement of the diaphragm 34 and the ordinates-represent the vacuum exerted upon the diaphragm 34. The curve 8'1, is plotted in terms of pull upon the diaphragm 34 in pounds and movement in thousandths of an inch. The abscissae represent the movement in thousands of an inch and the ordinates represent the pull in pounds. It is to be understood that the term vacuum, as herein used will always be interpreted to mean the cliiierence between the pressure existing above the throttle valve II and atmospheric pressure.

Thus it will be understood that, since the space above the diaphragm 34 is subjected to atmospheric pressure, the curve 95 in Fig. 6, discloses the unit pressure acting upon every unit surface of the diaphragm 34, also said curve 95 discloses that the pressure above the throttle II is lower than atmospheric pressure at all diaphragm posi tions 1. e. at all engine loads. It therefore follows that at constant speed and decreasing load,

V the atmospheric pressure tends to move the dia phragm 34 downwardly at. all of its positions, and

- this in turn causes the throttle valve II to move toward a closed position. 'I'heactual net force resulting from the vacuum pull upon the diaphragm depends upon the size and shape of the diaphragm. I' have found that a flat, non-convoluted diaphragm requires a relatively great force to move it away from a mean position of equilibrium and that this force increases as the displacement from position of equilibrium increases, and its magnitude even for a small displacement, such as used in this device, may become larger than the applied vacuum pull. Also the rate at which this force varies with respect to diaphragm movement is not suitable for proper balance of vacuum and other forces, inasmuch as it assists the vacuum force when the valve is at or near a wide open position and opposes the vacuum force when the valve is at or near a closed position, making it unsuitable for use in a governing device. The convoluted diaphragm 36 herein disclosed eliminates the above mentioned difliculty.

The force upon the diaphragm 34 varies when it is subjected to a constant non-pulsating vacuum and progressively moved downwardly through its entire range of movement.

Thus the force upon my convoluted diaphragm at constant vacuum, varies uniformly over its entire range of movement and there is no great difference between the force transmitted by the diaphragm, at constant vacuum, as it is displaced through its range of movement. Thus in Fig. 6, the curve 68, shows the actual force transmitted by the diaphragm as a result of being subjected to this variable vacuum as indicated by the curve 33. The curve 88 shows the actual force trans-.- mitted by the diaphragm when subjected to a similar constant speed vacuum obtained at a somewhat higher constant engine speed.

If a resistance is provided such that at any diaphragm position the resistance will exactly balance the force acting upon said diaphragm,

, nous operation invariably resultsin-surging, un-

less special means, such as dashpots;v ag pots, or similar means are provided. In order to insure stable operation .in my, invention, three stabilizing elements in my construction are thus provided; namely,'the novel spring assembly B, an air dash pot, and the by pass valve mechanism hereinafter described.

My governor mechanism results in the development of forces which tend to check any instantaneous tendency toward harmonic speed fluctuation or surging of the governing mechanism, as fully disclosed in the above patent application, No. 637,612.

The governing becomes non-isochronous and a definite difference in the speed of the governed engine is introduced between its full and no load operation, that is, the speed gradually increases as the load upon the engine diminishes.

It will be noted, that the arrangement of the various parts of my device is such thatrelatively a large size of diaphragm may be used without unduly increasing the height of the governor assembly A. The large area of the diaphragm 34 provides relatively powerful operating forces which make it possible-to maintain a small dif-,

ference between the full load and no load speedv of the governed engine.

Referring again to the drawings it will be noted that the volume of the air contained in the chamber 25 of the housing 26, below the diaphragm 34,

is relatively large. Inasmuch as no air can escape from the chamber 25, except through the orifices 10 and 103, it follows that any tendency toward rapid cyclic movements of the diaphragm '34 will be checked and eliminated by the production of resisting pressures in the elastic medium below said diaphragm 34, in other words, the chamber 25 below the diaphragm 34 forms a dashpot. The effect of this dashpot in causing dynamic stability of my governor mechanism may be varied at will by varying the size or length of orifices 10 and H33.

Referring again to Fig. 6, it is to be noted that the curve 88 is substantially straight at its lower end, and that said straight portion'is continued as a curve of gradually increasing redius of curvature with-no abrupt changes in said radius of curvature of the'curve 35. If abrupt changes in radius of curvature were present, such as those present in a curve which would be developed by drawing tangents to the curve 95 at various points, it follows that some portions of this curve, composed of tangents, would have a rate of change of force with respect to deflection equal to or less than at a corresponding portion of the curve 88. Accordingly the governor mechanism would tend to operate isochronously at said positions and hunting or surging would inevitably follow. It is therefore apparent that if a governing mechanism is to provide a close and stable speed control, the balancing resistance curve must have no abrupt changes in curvature.

In order to produce such a desired balancing resistance an assembly B comprising the flat springs 46, 41, and 48, and the spacers 51, 52,

I and 53 are provided as disclosed. The rate of change of force with respect to deflection of the lowermost spring 48, corresponds exactly to the lower portion of the curve 88 ,of Fig. 6. After the diaphragm 34 is actuated downwardly by atmospheric pressure through a certain length of movement, the ends Off the spring 41 contact with the end portions of the lowermost spring 48 and as the downward movement of the diaphragm progresses, the distance between the point of contact of the spring 41 and the center line of the diaphragm 34 progressively diminishes, thus causing a gradual decrease in the effective length of the spring 41 and a consequent gradual increase in the combined rate of resistance of the spring 41 and the lowermost spring 48. Further downward movement of the diaphragm 34 brings into action the spring 46.

By properly selecting the dimension of said springs and the thickness of said spacers, any curve, of the general character shown by the curve 88 of Fig. 6, may be developed.

The sensitiveness of a governor mechanism in responding to small-speed fluctuations depends,

be done by the power element of said governor mechanism. Work being the product of force and distance, it follows that since the arrangement of parts in my invention is such that a ,aisasso that the deflection of the balancing springs will be short, and consequently, a relatively small adjustment is required to produce a large rate of change in speed at which the governor will control its associated engine. Accordingly, it is I possible to adjust my governor mechanism to operate with a great range of engine speed without sacrificing compactness of the governing unit.

The governing mechanism herein disclosed eliminates all operating dimculties caused by abrasives and the leakage of air, as the diaphragm 34 prevents air leakage and is not retard'ed in its movement by dust or dirt. Because of the novel shape of the diaphragm 34, its rate of resistance to movement is very low. The structure of the balancing springs and the method offtheir selection provides a smooth continuous balancing resistance, which togetherwith the dashpot action of the chamber 25, insures responsive and accurate governing control and also furnishes a wide range of speed adjustment. Also inasmuch as no retardation or restriction of mixture flow is set up, thesedesired results are obvided or is necessary for limiting the balancing resistance of the springs at any time either individually or progressively. Each of the balancing springs of my invention are capable of and are adapted to provide a continuous and uninterrupted progressively increasing resistance to the movement of the diaphragm 34 throughout the total length of its force exerting stroke after each of said balancing springs begins to exert a balancing resistance.

It is also to be noted that the housing 26 isconstructed with the recess 9| which provides an entrance into the chamber when the disc plug 92 is removed, said disc plug 92 normally closing the chamber 25. By removing the disc plug 92, knocking out the shaft 55, and by knocking out the pin Hill, the lever 62 together with its connected link member 99 may be withdrawn through the opening of the recess 9|, thus providing an efilcient disassembly of portions of the governing mechanism for service or other requirements without thenecessity of the removal of the housing 26 from the housing I.

The tapped holes 93 in the annular housing 35,-as disclosed in Fig. 1, permits the removal of the screws 82 and the cover 8| for inspection or service requirements without disturbing the annular housing 34 or the spring assembly 13.

It is also to be noted that the throttle valve H is of the statically balanced 'type, the shaft l3 extending transversely through the vertical center of the bore 9 of the housing ,I, said throttle II having approximately the same length on each side of the shaft l3.

It is to be especially noted that the peripheral portion 89, of the diaphragm 34, which is clamped between the surfaces'33 and 36 extends in a plane tion 40 will be approximately at the position indicated by the dotted lines 93, at the other end of its movement, the convoluted portion 16 having assumed the position indicated by the dotted central portion 40 having a relatively short movement which, due to the convoluted portion 19, sets up a minimum of flexing stresses in the diaphragm l4 and insures that the vacuum forces exerted thereon will be utilized with a very minimum of loss of the effective vacuum forces exerted on the diaphragm 34, also further insuring that the diaphragm 34 will operate over a long period of time without injury. It is also to be noted that the convoluted portion 19 will provide a much more emcient means for transmitting the forces imposed thereon by vacuum, to the governing mechanism connected therewith, than would be the case if the section of the convoluted portion It was constructed with a cross section having a lesser depth, it having been found by repeated tests that if said cross section is reduced in depth to have a lesser amount of material in the convoluted portion 19, the eflective area of the diaphragm is reduced with consequent greater loss between the vacuum forces developed in the engine and the actual net force developedby the diaphragm 34 dueto the imposition thereon of the vacuum forces. Thus it "will be seen that the diaphragm 34 actuated by vacuum in my invention represents a distinct advance in operating efficiency over a diaphragm having a normal amount of material connecting a fixed peripheral portion with a central clamped portion. It is to be noted that the overall height of the convoluted portion 19 of my invention is approximately twice the length of the stroke of the diaphragm 34.

The lever 29 attached to the throttle shaft I 3 is provided with the lever arm, or damper portion lill which is adapted to move with the throttle shaft I3 and cover and uncover the bypass passage l03 which connects the vacuum chamber 25 with the passage 9 at a point below or upstream from the throttle valve ll.

Referring now to Fig. 6, it will be noted that the curve 95 represents the degree of vacuum in the intake manifold above the governor throttle valve i I and that shortly after the throttle valve has begun its closing movement from open throttle position, the curve 95 increases uniformly and along a substantially straight line until it reaches a position corresponding with substantially closed throttle position where it drops ofl. rather rapidly, as indicated at 95'. Curve 89 represents the force exerted by springs 48, 41 and 48 in opposing downward movement of the diaphragm 34 and, as previously noted, thisforce continues along a uniform path without any drop oil corresponding to the drop off 95' in the curve 95. As will be apparent, if the force represented by the curve 95 was relied upon to balance the force of the springs represented by the curve 88, as soon as the throttle valve approached nearly closed position, corresponding to the drop ofi portion 95' of the curve 95, the vacuum force in the intake manifold would be insufllcient to balance the force of the springs at such time with the result that the force of the springs would open the throttle valve l l to a greater extent than that required to maintain the governed speed of the engine, and, consequently, the speed of the engine would increase beyond its intended governed speed until the degree of vacuum in the intake manifold would have increased sufllciently to balance the force of the spring.

In accordance with the present invention, in-

lines as. n is thus to be noted that the effective movement of the central portion 48 is approximately equal on both sides of the line 92, said stead of directly relying upon'the force of the vacuum within the intake manifold, as represented by the curve 95 and its portion 95' for actuating upon the diaphragm 94 to control the valve II, as in previously suggested constructions, a'vacuum force represented by the curve 81 is applied directly to the diaphragm 34 to control the movements of the valve II. As will be noted from an inspection of Fig. 6, the upper portion of the curve 91 increases uniformly beyond the corresponding throttle position represented on the curve 95 by the portion 95' at which the drop ofi occurs. This difference between the curves 95 and 81 is obtained by the use of the by-pass or.orifice I03 of predetermined dimension for a particular governor installation take manifold on the downstream side of the throttle valve II through the orifice 10 whenever the throttle valve is closed sufliciently to create a pressure differential on opposite sides of the same; This orifice I03 is allowed to remain unrestricted over that range of movement of the throttle valve II at which the curve 95 increases uniformly and consequently the curve 01 parallels the corresponding portion of the curve 95. However, when the throttle valve II moves toward nearly closed position at which point the curve 95 begins to break off, as at 95', the damper IN on the lever 28 begins to overlap the orifice I03 and. begins to restrict the flow of combustible mixture from the intake manifold on the upstream side of the throttle valve II into the diaphragm chamber 25, and this has the effect of reducing the pressure diiferential between the diaphragm chamber 25 andthe intake manifold on the down-stream side of the throttle valve II and preventing a corresponding drop oil. in the curve 81. As the throttle valve moves still further toward fully closed position, the damper IOI will move further over the orifice I03 to further restrict the flow of combustible mixture through it and, consequently, will act to further reduce the differential between the vacuum force exerted in the diaphragm chamber 25 and the intake manifold on the down-stream side of the throttle valve II and thus continue to prevent a corresponding drop off in the curve 81. Thus, it will be apparent that, by properly proportioning the orifice I03 and the damper IN, the degree of force acting in the diaphragm chamber 25, may be and is actually increased uniformly to maintain the static balanced relationship [between the force acting on the diaphragm tending to close the throttle valve Ii and the force exerted by the springs 46, 41 and 48 tending to open the throttle valve, regardless of the fact that the by the shoulder I05, relative to the surface 20 to accomplish variable increased or decreased force effects upon the diaphragm 34 thus varying the portion I04 of the force curve 88 as desired.

It is' to be thus noted that I have provided a method of reducing friction with consequent reduced pressures on moving parts, which is one of the most objectionable elements in governing mechanisms, in a vacuum type of governor and have further provided a method for counteractingthe unbalanced force acting upon the governing valve at the closed positions of the governing valve.

It may be desired tov use other means of accomplishing this new result and I have disclosed one of such optional means in Fig. 7 in which the by-pass passage I06 is provided with the valve seat member I01 which is provided with the passage I23 which connects with the passage I06 and with the smaller passage I00 which connects with the passage 9, the inner end of the passage I08 forming a stop shoulder for contacting with the valve member I09 which is provided with a triangular shaped head I24 which is engaged by the head I24 of the valve member I09, in contact with the stop shoulder of the passage I08, and

thus maintaining the by-pass passages I23, I06 and I08 in communication with the passage 9, the tension of the spring III being overcome when the vacuum pressure in the chamber 25 reaches a predetermined value, thus causing the valve member I09 to seat on the valve seat por tion of the passage I23 and close or partially close the passage I23 at the closed or nearly closed position of the throttle valve II. With the throttle valve II in a closed or nearly closed position, the diminished vacuum in the passage 9, below or upstream from the throttle valve II enables the vacuum in the chamber 25, which is always connected with the passage 9 at a point above or downstream from the throttle valve II,

,to easily maintain the valve member I09 in a closed or nearly closed position to accomplish similar results to the damper member IOI when it closes or nearly closes the by-pass orifice I03 to increase the vacuum in the chamber 25 and to thus alter the force curve 88 to effect a continued balance between the force acting on the diaphragm 34 and the resisting force set up by the balancing springs.

It is to be noted that the use of the link member pivotally connected at its respective ends, with the yoke member 56 and the lever 62, will permit the pin 63 to travel in an are about the center'of the shaft 65 while the yoke member 56 and its connected parts travel in a vertical-- between the plate 55 and the spring 46, the

resilient arms II5 permitting the screw 51 to be adjustably moved to vary the position ofthe diaphragm 54, relative to its connected parts,'

the resilient arms II5 immediately locking the screw 51 again in its adjusted position. 1

; the wall of the housing 26 in such position as to permit the head 120 thereof to contact the forked portions 64 of the lever 62 and form a stop therefor to limit the movement of the lever 82 and its connected parts beyond predetermined positions.

/ It is to be understood that the throttle valve H used in this disclosure is of the conventional butterfly type, which is statically balanced, that is, it is supported by the throttle shaft ll through its geometrical center line. I have discovered that a statically balanced throttle valve of the butterfly type, is not balanced dynamically particularly at high speeds as heretofore disclosed. Thus when the governor is installed on an engine, and the engine caused to operate at a constant speed by varying the load upon it, the flow of the mixture by the valve causes it to tend to move toward a closed position when it is at or adjacent a closed position.

In the following'claims it will be understood that the term vacuum force is meant the force of the vacuum orpartial vacuum being exerted at any specified point in the engine or governor, and that the term vacuum force curve is the curve which would be obtained by plotting the variations in such vacuum force for diilerent increments of diaphragm or throttle valve movement at constant engine speed and varying engine loads.

The unbalanced torque upon the valve is transferred through the throttle lever 28, lever 52, and link 90 to the diaphragm 34. The effect of this unbalanced torque upon the curve 88 is shown by the dotted portion I02. I

Iclaim:

1. In a governing mechanism for an internal combustion engine having an intake fuel passage, the combination of a housing having a passage connecting with the intake passage of the engine, throttle means in the passage of said housing, a second housing havinga relatively large chamber, a pair of passages connecting the passage of said first mentioned housing with the relatively large chamber of said second housing, said'pair of passages connecting with the passage of said first mentioned, housing at points above and below the axis of said throttle means whereby to permit transfer of gaseous fluid in said fuel passage through said chamber around said throttle means, said pair of passages permitting the relatively large chamber of said second housing to act as an air dashpot to insure stability of the governing mechanism, and a flexible diaphragm suitably mounted to form a portion of the wall of the relatively large chamber of said second housing, said flexible diaphragm being operatively connected with said throttle means to control the movement thereof, and normally being in open communication with both of said passages.

2. In a governing mechanism for an engine provided with an intake. passage, the combination of throttle means in the intake passage of the engine, governing means operatively connecting with said throttling means and operated by 'th' yacuum force in said passage on the downstream side of said throttle means, andmeans for counterbalancing an unbalanced force acting upori' said throttle means only at those closed or nearly closed positions of said throttle means where the vacuum force in said passage tends to drop 01!.

3. In a governing mechanism for an engine having an intake passage, the combination of a housing having a vacuum chamber, a movable wall in said chamber, said housing being provided with a pair of passages connecting the vacuum chamber with said intake passage, throttle means in said intake passage betweenthe points .of connection of said pair of passages therewith and operatively connected to said movable wall, and means for obstructing one of the pair of passages of said housing to retard the relief of the vacuum in the chamber of said housing only when said throttling means approaches that substantially closed position thereof at which the curve of the vacuum forces in said intake passage tends to fall off, said means being operated by 'the movement of said throttle means.

4. Governing mechanism for controlling the speed of an internal combustion engine having an intake passage, comprising a throttle valve in said passage, a chamber, a movable wall in said chamber, means connecting said throttle valve and said movable wall for inter-related movements, said chamber having an opening therein communicating the force of the vacuum within said passage on the down-stream side of said throttle valve with said movablewall, said chamber having a second opening therein communicating the interior thereof with said passage on the up-stream side of said throttle valve, spring means opposing movement of said wall in response to the force of vacuum within said chamber, said spring having a force curve characteristic of a similar nature to the curve of the vacuum force in said passage on the down-stream side of said throttle valve, and means for overcoming the effect of the drop off in said vacuum force curve on the movement of said throttle valve under the influence of said spring means, comprising automatically actuated means for throttling said second opening.

5. A governing means for an internal combustion engine having an intake passage comprisi in combination, a butterfly throttle valve for said passage, a housing having a chamber therein, a movable wall in said chamber, means connecting said movable wall and said throttle valve for inter-related movement with respect thereto, said housing having an opening therein communicating saidchamber with said intake passage on the down-stream side of said throttle valve, spring means constantly opposing movement of said movable wall under the influence of vacuum existing in said chamber, said housing having a second opening therein communicating said chamber with said intake passage on the upstream side of said throttle valve whereby to normally reduce the degree of vacuum simultaneously existing in said intake passage on the downstream side of said throttle valve from acting to its full extent on said movable wall, and means for decreasing. the differential of pressure simultaneously existing between said chamber and said intake passage on the down-stream side of said throttle valve during these phases of operation at which the force curve of the vacuum existing in said intake passage on the downstream side of said throttle valve drops off due to said throttle i'combustioneng'ine having an intake passage and includinga butterfly throttle valve in said'passage, a housing having a'chamber therein, a movable wall in the chamber operatively connected with the throttle valve for inter-related movement therewith, spring means constantly urging said movable wall toward open throttle position and'said housing having an opening therein connecting said chamber with saidintake passage on the down-stream side of said throttle valve, the combination of means for overcoming the unbalance of which would otherwise occur at approximately closed throttle position due to the passage on the down-stream side of said throttle valve, and means movable with said throttle valve for restricting said second opening only as said throttle valve approaches the position thereof at i which said drop oil? occurs whereby to reduce said pressure difierential and to prevent a'corresponding dropoff in the curve of the vacuum forces in said chamber acting on said movable wall.

'7.In a governor mechanism for an internal combustion engine having an intake passage and a throttle valve therein, in combination, a chamber, a movable wall in saidchamber connected to said throttle valve for inter-related movement therewith, spring means constantly urging said wall toward a position to open said passage by said valve, means providing constant communication between said passage on the downstream side of said valve and said chamber, and means for increasing the effect of said communication on said wall only at those closed or nearly closed positions of said valve at which the vacuum in said passage on the down-stream side of said valve falls off, whereby to offset the eifect of said falling off. on said mechanism.

8. In a governor mechanism for an internal combustion engine having an intake passage and a throttle valve therein, in combination, a chamber a movable wall in said chamber connected to said throttle valve for inter-related movement therewith, spring means constantiy urging said wall toward a position to close said passage by said valvefmeans providing constant communication between said passage on the downstream side of said valve and said chamber, and means including a second communication between said chamber and the upstream side of said valve and an automatically operable valve controlling the same for increasing the effect of said communication on said wall only at those closed or nearly closed positions of said valve at which the vacuum in said passage on the downstream side of said intake passage, comprising a, throttle valve in said passage, a chamber, a movable wall in said chamber, 1 means connecting said throttle valve and said movable wall for inter-related move- 3 ments, said chamber having an opening therein communicating the force of the vacuum within said passage on the downstream side of said throttle valve with said movable wall, said chamlber having a second opening therein communicating the interior thereof with said passage on the upstream side of said throttle valve, spring means opposing movement of said Well in response to the force of vacuum within said chamber, said spring having a force curve characteristic of a similar nature to the curve of the vacside of said throttle valve, and means for overcoming the effect of the drop off in said vacuum force curve on the movement of said throttle valve under the influence of said spring means comprising a valve in said second opening operable under the influence of pressure differences on opposite sides thereof and spring means constantly urging the last mentioned valve toward a position to close said second opening.

10. Governing mechanism for controlling the speed of an internal combustion engine having an intake passage, comprising a thro'ttle valve in said passage, a chamber, a movable wall in said chamber, means connecting said throttle valve and said movable wall for inter-related movements, said chamber having an opening therein communicating the. force of the vacuum within said passage on the downstream side of said throttle valve with said movable wall, said chamber having a second opening therein communicating the interior thereof with said passage on the upstream side of said throttle valve, spring means opposing movement of said wall in response to the force of vacuum within said chamber, said spring having a force curve characteristic of a similar nature to the curve of the vacuum force in said passage on the downstream side of said throttle valve, and means for overcoming the effect of the drop off in said vacuum force curve, on the movement of said throttle valve under the influence of said spring means comprising a valve in said second opening operable under'the influence of pressure differences on opposite sides thereof, abutment means adjustable toward and from said valve, and spring means maintained under compression between the last mentioned valve and abutment means constantly urging said last mentioned valve toward closed position.

11. In a governing mechanism for an internal combustion engine having an intake passage, a valve for controlling the flow of combustible mixture through said passage, a chamber, movable means in said chamber connected to said valve for controlling operation thereof, said movable means being in open communication within said chamber with said passage on the downstream side of said valve, means for communicating said movable means with a source of varying pressure whereby to permit a transfer of fluid through said chamber around said valve for varying the last mentioned means whereby the vacuum forces produced on said movable means follows a straight line force curve for various positions of said movable means, and means opposing movement of said movable means by said vacuum forces. 1

12. In combination with an internal combustion engine having an intake passage, governing means for said engine, comprising agovernor throttle valve in said passage, a casing having a chamber therein, a movable wall in said chamber connected to said valve for simultaneous movement therewith, means for opposing movement of said wall in one direction at a substantially constantly varying rate, one side or wall within said chamber communicating with said passage g I 9,140,599 I on the downstream side of said .valveand the opposite side of said wall being exposed to at- .m'ospheric pressure, whereby to produce a pressure differentialv on said wall during operation of said engine, and means for varyingthe pressure acting on said wall in opposition to the first mentioned means by bypassing a controlled amountof fuel mixture around said throttle valve and through said chamber whereby to balance the force of said first mentioned means over at least a portion of the operative range of movement thereof and to effect movement of said wall in proportion to,the load on said engine. I

13. Governor mechanism for an internal combustion engine comprising, in combination with an intake manifold for said engine and a throttle valve therein, a movable wall operatively and mechanically connected to said valve for corelated movement therewith, spring means opposing movement of said wall in one direction, a chamber enclosing one side of saidwall, said manifold having an opening therein on the downstream side of said throttle valve communicating with said chamber and an opening therein on the upstream side of said throttle valve communicating with said ch'amber, and rotatable means movably connected with said wall for controlling the eifective area of the last mentioned opening in accordance with the rotatable position thereof.

14. Governor mechanism for an internal combustion engine comprising,- in combination with an intake manifold for said engine and a throttle valve therein, a rotatable shaft for said throttle valve, a chamber, a movable wall in said chamber, means connecting said wall with said valve for interrelated movement, spring means constantly urging said wall toward a position to open. said valve, the interior of said chamber being connected to the interior of said manifold, upstream and downstream of said valve by a plurality oi passages whereby to subject said wall to a suction effect tending to move it in opposition to said spring means, and a damper mounted on said shaft operable with at least one of said passages to vary the flow therethrough.

15. Governor mechanism for an internal combustion engine comprising, in combination with anintake manifold for said engine and a throttle valve therein, a movable wall operatively connected to said valve for correlated movement therewith, spring means opposing movement of said wall in one direction, a chamber enclosing one side of said wall, means communicating said chamber with the interior of said manifold on the downstream side of said throttle valve, other means communicating said chamber with a source of gaseous fluid of varying pressure of a higher value than that normally existing on said down-' stream side of said throttle valve, said means being in open communication with each other with .said chamber during at least a part of the movepassage, a movably mounted lever provided with a flange portion adapted to close or open simultaneously one of said bypass openings to control the vacuum in said vacuum chamber, a wall in said chamber moved under the influence of vacuum therein, and a throttle valve controlling said throttle valve moving toward a full closed position during the closing or opening of said bypass opening.

17. In a governing mechanism for an internal combustion engine provided with an intake passage, the combination of a throttle valve movably mounted in said intake passage, a vacuum chamber provided with a plurality of passages connecting with said intake passage, means for closing or partially opening one of said connecting passages in accordance with the movement of the throttle valve in one direction to vary the vacuum in said vacuum chamber during partial opening movement of said throttle valve, said means being operatively and mechanically connected with said throttle valve, a movtion of a housing having an' intake passage, a

throttle valve movably mounted in the intake passage of said housing, a housing provided with a vacuum chamber, said vacuum chamber being connected with the intake passage of said first mentioned housing by a passage located downstream from the throttle valve, said vacuum chamber being connected with the intake passage of said first mentioned housing by another pas- .sage located upstream from the throttle valve,

said last mentioned passage controlling the vacuum in the vacuum chamber to produce a straight force curve, a movable member in said vacuum chamber having one face exposed to and actuated by the vacuum in said chamber, the opposite face of said member being exposed to atmospheric pressure, means mechanically interconnecting said movable member and said throttle valve for interrelated movement, and means for balancing the vacuum forces of said member.

19. In a governing mechanism for an engine provided with an intake passage, the combination of a vacuum chamber, means movably operated by the vacuum, throttle-means in the intake passage of the engine connected with said movablemeans for interrelated movement therewith, and means for connecting said vacuum v chamber with the intake passage of the engine at a point downstream and at a point upstream from said throttle means to develop during the opening movement of the throttle means varying vacuum pressures on said means movably operated by said vacuum by one portion of said connecting means being in open position in advance of another portion thereof during movement of the throttle means in one direction.

20. A spring and diaphragm assembly for a vacuum operable governor including diaphragm means, a power transmitting member extending therethrough, a plurality of flat leaf springs adjacent the diaphragm means opposite the power applying end of said member, spacing plates between leaf springs, said member having an adjustable connection with the springs for adjusting the position of said springs relative to the diaphragm means, tubular bolts for securing said springs and spacing plates together in rigid relation, and guides, one for each bolt,

. carried byv the diaphragm means and telescopically seated in said bolts, said springs being superposed and aligned relative to each other.

21. A device asdeflned by claim 20, characterized by the diaphragm means including a pair of reeniorcing plates with the'diaphragm, therebetween and through which the member extends, and means connecting the plates and diaphragm together andsupporting the guides.

22. A device as defined by claim 20, characterized by the diaphragmmeans including a pair of reenforcing plates with the diaphragm therespacers, guide'means carried by the diaphragm reenioroements and extending toward the springs,

- other guide means associated with the latter, said guide means having telescopic connection therebetween said springs being superposed and aligned relative to each other.

24. A device as defined by claim 23, characterized by each guide means being of multiple char. acter and the connections and one of the guide means being integral.

25. In a vacuum operable governor, a combination with a chamber subject to vacuum of the intake of an internal combustion engine, said chamber having a port providing restricted. communication with the intake, an intake control valve, the communications with the intake .being upon opposite sides of the valve, a diaphragm responsive to the vacuum in the chamber, spring means having a parabolic-like, force-displacement curve associated with the diaphragm and opposing diaphragm movement due to the vacuum, and means rigidly connecting the diaphragm and spring together, of a control member rigid with the shaft and in the housing and arranged to close and open the port depending on valve positioning, an arm in the housing carried by the shaft for movement thereof, means at one end connected at one end to the arm and at the opposite end to the rigid connecting means for translating axial diaphragm movement into rotary valvemovement.

26. A device as defined by claim 25, characterized by the addition or a cover means tormwhich tha spring means is positioned, a seal means locking said cover means in position. breakage thereof indicating unauthorized access to said spring means. p

27. A device. as defined by claim 25, characterized by the addition of stop means for the means connecting the-rigid connection and the arm to prevent movement of the arm in a direction opposite that for which the same is normally intended to move when subjected to in*- creasing vacuum force.

28. A device as defined by claim 25, characterized by the addition of a cover means forming with said diaphragm a spring chamber in which the spring means is positioned, a seal means locking said cover means in position, breakage thereof indicating unauthorized access to said spring means, and the addition of stop means for the means connecting the rigid conthe same is normally intended to move when subjected to increasing vacuum force.

WILLIAM a. KEMP.

ing with said diaphragm a spring chamber in

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