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Publication numberUS2369397 A
Publication typeGrant
Publication dateFeb 13, 1945
Filing dateMar 21, 1944
Priority dateMar 21, 1944
Publication numberUS 2369397 A, US 2369397A, US-A-2369397, US2369397 A, US2369397A
InventorsKostenick Paul G
Original AssigneeKostenick Paul G
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Variable speed governor
US 2369397 A
Abstract  available in
Images(2)
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Claims  available in
Description  (OCR text may contain errors)

Feb. 13, 1945. p G KQSTENICK 2,369,397

VARIABLE SPEED, GOVERNOR Filed March 21, 1944 2 Sheets-Sheet l Inventor PA UL 6f KOSTEN/C/f,

WW 1? M Feb. 13, 1945. p. a. KOSTE NICKQ I 2.3693

VARIABLE sPEEI GOVERNORM" Filed March 21, 1944 2 Sheets-She e t 2 Patented Feb. 13, 1945 UNITED STATES PATENT ()FFICE 2,369,397 V VARIABLE- SPEED GOVERNOR Paul G. Kostenick, Scobey, Mont. Application March 21, 1944, Serial No. 527,433 Claims. (61. 123-103) This invention relates to a novel and improved variable speed governor for use in connection with gasoline orDiesel motors wherein the 80vernor means proper is operated by and through the medium of oil pressure supplied by an appropriate lubricating pump connected with the crankcase or fuel transfer pump on Diesel motors, whichever the conditions may be, and my primary aim is to provide a new type of governor to replace the conventional mechanical ball-type centrifugal governor ordinarily used on presentday internal combustion engines and motors.

Briefly, the improved governor construction is characterized by an oil pressure actuated diaphragm embodied in a special oil cylinder or receptacle therefor, this being a spring-returned type having direct mechanical connection with the engine throttle, oil being delivered to said cylinder by a conduit leading from the sourceof oil supply and said conduit including a circulatory p pin elevation, bringing out the construction and arrangement of individual details to a degree of greater clarity and sufficiently, it is believed, to reveal all essential parts of the governor and its associated adjuncts.

Referring now to the drawings by distinguishing reference numerals it will be observed that More specifically, the diaphragm-equipped oil cylinder has a return line connected thereto, the 'return line also connecting with the crankcase,

and there being handeregulated valve means associated with the return line adjacent the cylinder for thus enabling the user to predetermine and obtain the desired nicety of regulating control.

In carrying out the preferred embodiment of the invention I have devised a unique structural arrangement characterized by a minimum of parts thus insuring efliciency in simplicity, the parts chosen being so coordinated to cooperate in insuring full throttle control over the full speed range of an engine, whereby to provide for-more effective and selective speed control results.

Other features and advantages will become more readily apparent from" the following description and the accompanying illustrative drawings.

In the drawings, wherein like numerals are employed to designate like parts throughout the same: i I

Figure 1 is a side elevational view of a conventional internal combustion engine, with certain parts omitted for clearness of illustration, this showing the variable speed governor as conceptacle 'or cylinder.

the numeral 3 designates the aforementioned re- This is of appropriate material and dimensions and suitably mounted on the cylinder block as brought out in Figure 1. At the right hand flanged end 4 I provide a suitable closure plate 5whose outer marginal portion is bolted or otherwise secured to the flange 4. The central portion of the plate is somewhat concaved and provided with a bearing having a suit able packing gland 6 through which a control rod 1 reciprocates. This rod is secured at its inner end to a concave-convex diaphragm 8. More specifically, the rod I is bolted or otherwise connected with the central portion of the diaphragm and a coiled spring 9 surrounds the rod, bears at one end against the bearing in and at its opposite end against the diaphragm connection. The outer perimeter of marginal edge of the diaphragm is clamped between the flange 4 and the closure plate 5. This spacing of parts 5 and 8 provides a chamber between the'two.

While considering this end of the governor structure it will be noted, in Figure 2 that the conventional throttle II is actuated by a crank a'rm I2 and intervening link l3, the latter being pivotally connected to the crank arm and likestructed in accordance with the principles of the instant invention and illustrating its preferred association with conventional parts and including, further, auxiliary devices acting as corn-v ponents of the governorstructure as a unitary arrangement.

Figure 2 is a view partly in section, and partly wise pivotally connected to the push-pull control rod 1. Oil is introduced into the left-hand end of the cylinder 3 by way of an inlet or feed neck I4. The oil delivery line or ,conduit I5 is connected, suitably, to this neck M. The intake end of the line l5, as indicated at the point I6, is connected to the crankcase A (in case of a Diesel motor hook-up this pipe end "5 would be connected to the fuel oil tank not shown). An appropriately driven circulating pump I1 is mounted in the conduit to pick-up th oil from the crank case A and to deliver it into the cylinder? by way of the line IS. A Y-shaped valve casing I8 is embodied in the conduit and is provided with a ballcheck valve l9. There is also a branch pipe 20 which leads off from this coupling or connection to deliver lubricating oil to the engine and other parts thereof, (or as in the case of a Diesel 611-," gine, fuel oil to th fuel injection system).

A substantially T-shaped valve fitting or casing 2| i mounted atop the central portion of the cylinder 3, having communication therewith through the branch indicated. A return line 22 leads from this valve casing 2| back to the crankcase A to serve a purpose to be hereinafter explained. A needle or equivalent valve 23 coacts with the seat 24, this valve being on an adjusting rod 25 operating through an adapter branch 26. A coil spring is located in this tubular branch 26 and surrounds the rod and exerts pressure on the shoulder, as indicated, to assist in opening or ,unseating said valve 23. The rod 25 is screw-threaded as at 21 and operates through a screw-threaded sleeve 28 on an attaching bracket 29, this being fixedl mounted on the dash as shown in Figure 1. For purposes of adjusting th screw-threads the rod is provided with an appropriate hand-grip 30. A branch pipe 3|, which serves as a by-pass, affords communicating. connection between the oil return line 22 and the chamber which is formed in the cylinder at a point between the diaphragm 8 and closing plate 5. Oil which accumulates in this chamber acts as a lubricant for the rod 1 and bearing Ill to promote movements of operation of the parts and such oil can be bled from the chainber'by way of the plug screw 32. A imilar drain plug 33 is provided in the bottomof the cylinder 3, this also for purposes of Qdepending portion 35 which connects with a con- .trol wire 36 which is, in turn, operable through a flexible shaft 31, said wire being pushed back and forth by a knob or finger-grip 38. This flexible shaft or wire 36 provides an auxiliary hand control for the governor control rod 1.

Explaining the operation of the invention, it can be seen that when the lubricating pump I1 is in operation, oil is drawn up from the crankcase A and forced up and by the ball check valve l9, then on up through the pipe and into the cylinder 3 by way of the inlet M. The oil in this cylinder exerts pressure against the diaphragm 8 forcing it against the spring 9 and causing the throttle H to close by means of the operating or connecting rod 1, thus causing the engine to slow down. When higher speed is de sired, the valve 23 is opened, this by means of the control rod 25, which relieves oil pressure in the cylinderagainst the diaphragm, thu allowing the pring 9to force the diaphragm back and to open the throttle I I. The overflow of oil escaping through this valve 23 is returned to the crankcase (or to the fuel tank in the case of a Diesel motor) by means of the return line 22. It can be seen that b properl setting the valve 23, that is, in a predetermined position, an equally predetermined pressure will be maintained in said cylinder 3 acting on the diaphragm and, therefore, holding the throttle in a fixed or one position. 'When, however, the motor load happens to vary, causing it to slowdown, the oil pump i1 will obviously decrease its output and lower the pressure in the cylinder 3. which causes the throttl to open. If the load becomes lighter, the engine would tend to speed up and cause the pump to increase the output and also increase the pressure in the cylinder, exerting pressure on the diaphragm, which would decrease the throttle opening by way of the control rod 1. The obvious purpose of the bracket or element 34 is that of an auxiliary control to manipulate the throttl when the governor is not Operating as in the case when the engine is to be started. As before stated, the auxiliary control element 34 is under the influence and action of the flexible shaft 36 and its operating finger-piece 38.

It can be seen that the valve 23 acts as a means of variable speed control due to the fact that the oil pressure in cylinder 3 is controlled by manual adjustment of this valve which, in turn, determines the actions of the diaphragm 8.

The purpose of the check valve [9 is to prevent oil from draining out of the governor control mechanism, whereby to keep said mechanism in readiness, at all times for sensitive functioning.

It is thought that persons skilled in the art to which the invention relateswill be able to obtain a clear understanding of the invention after considering the description in connection with the drawings. Therefore, a more lengthy description is regarded as unnecessary.

Minor changes in the shape, size and arrangement of details coming within the field of invention claimed may be resorted to in actual practice, if desired.

Having described the claimed as new is:

1 In a structural assemblage of the class described, in combination, an engine, said engine including a crankcase laden with oil, a cylinder, a diaphragm in said cylinder, a throttle, an operating connection between the diaphragm and throttle, a conduit connected at one end with said cylinder and at its opposite end with said crankcase, and a pressure circulating pump in said conduit', together with a check valve in said conduit above the pump and below the cylinder.

2. In a structural assemblage of the class described, in combination, an engine, said engine including a crankcase laden with oil, a cylinder, a diaphragm in said cylinder, at throttle, an operating connection between the diaphragm and throttle, a conduit connected at one end with said invention, What is cylinder and at its opposite end with said crank-' case, and a pressure circulating pump in said conduit, together with a check valve in said conduit above the pump and below the cylinder, and a branch pipe-line connected with said conduit below the check valve and above thepump for deliverin oil to the engine and associated parts thereof.

3. In a structural assemblage of the class de scribed, in combination, an engine having a throttle, a crankcase, a pressure circulating pump, a connection between the pump and crankcase, a variable speed control governor embodying a cylinder, a diaphragm mounted in said cylinder, a mechanical operating connection between the diaphragm and throttle, a valved conduit between the cylinder and pump, and a valved return line between the' cylinder and thecrankcase, together with a by-pass pipe between the return line and diaphragm equipped end of said cylinder.

4 A variable oil pressure type speed governor for engines and motors comprising a cylinder having an oil intake at one end, the opposite end being provided with a closure plate having a central bearing, an oil pressure operated diaphragm in the cylinder between the closure plate and adjacent end of the cylinder, a reciprocatory con- 'trol rod slidable in said bearing, the inner end pipe and the chamber formed between the diaphragm and closure plate. a

5. A variable oil pressure'type speed governor for engines and motors comprising a cylinder having an oil intake at one end, the opposite end being provided with a closure plate having a central bearing, an oil pressure actuated diaphragm in the cylinder between the closure plate and adiacent end of the cylinder, a reciprocatory control rod slidable in said bearing, the inner end of said rod being secured to the central portion of said diaphragm, a coiled spring surrounding the 10 control for said throttle rod.

PAUL G. KOSTENICK.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2445321 *Nov 29, 1945Jul 20, 1948Fox Jr William TGovernor
US2486369 *Mar 9, 1948Oct 25, 1949Goss Wensell IMotor vehicle automatic speed regulator
US2517501 *Jan 21, 1948Aug 1, 1950Solex S A R L SocOverspeed prevention device for internal-combustion engines
US2527353 *Jan 23, 1946Oct 24, 1950Milwaukee Lock & Mfg CoEngine governing apparatus
US2575983 *Nov 19, 1949Nov 20, 1951Westinghouse Air Brake CoFluid pressure control apparatus for engines
US2584170 *May 17, 1946Feb 5, 1952Robert H ThornerGovernor mechanism
US2606419 *Feb 8, 1947Aug 12, 1952Weatherhead CoHydraulic speed control apparatus for regulating the fuel supply for combustion engines
US2606542 *Apr 30, 1948Aug 12, 1952Wallace Thomas ClarenceEngine control mechanism
US2618324 *Jul 19, 1947Nov 18, 1952United Aircraft CorpPower plant governor
US2621913 *Jul 17, 1950Dec 16, 1952Lucas Ltd JosephHydraulic governor for internal-combustion prime movers
US2661796 *May 11, 1948Dec 8, 1953Rolis Royce LtdHydraulic control means for engine fuel systems
US2664151 *May 11, 1948Dec 29, 1953Rolls RoyceControl means for fuel systems of gas turbine engines
US2670599 *Oct 20, 1949Mar 2, 1954Rolls RoyceFuel system for gas-turbine engines
US2712300 *Jul 11, 1950Jul 5, 1955Lucas Ltd JosephHydraulic governors for internal combustion prime movers
US2746240 *Oct 19, 1950May 22, 1956City Tank CorpPump and motor hydraulic transmission and pressure responsive servo-motor control means for the prime mover thereof
US2820414 *Jul 6, 1954Jan 21, 1958Fejedelem Bayler JPump governor
US2882915 *Sep 30, 1949Apr 21, 1959Darnell Rex CCentrifugal hydraulic governor
US2899947 *May 27, 1955Aug 18, 1959 fluhr
US3020969 *Mar 1, 1960Feb 13, 1962Rheem Mfg CoDevice for controlling the speed of operation of an internal combustion engine
US3042767 *Jul 14, 1958Jul 3, 1962Bin Dicator CompanyMotion indicator
US3065813 *Jul 13, 1960Nov 27, 1962Ford Motor CoAutomatic speed control system for an automotive vehicle
US3072210 *Jun 1, 1959Jan 8, 1963Holley Carburetor CoAutomobile speed control system
US3099328 *Aug 25, 1960Jul 30, 1963Rheem Mfg CoHydraulic speed control device
US3142363 *Dec 5, 1961Jul 28, 1964Mario TaminiStabilizing and shock-absorbing device
US3170738 *Jan 11, 1963Feb 23, 1965Clarence H WinfreeRotatable mounting structure with mechanical locking blind bolt
US3213763 *May 3, 1963Oct 26, 1965PearsonHydraulic power transmissions and the control of hydraulic motors
US3461993 *May 18, 1966Aug 19, 1969Emerson Electric CoHydaulically released friction clutch
US3643639 *Jul 28, 1970Feb 22, 1972Holley Carburetor CoPressure differential speed sensor
US4009640 *Jun 20, 1975Mar 1, 1977Nissan Motor Co., Ltd.Anti-lock brake system
US4333431 *Oct 1, 1980Jun 8, 1982Yamaha Hatsudoki Kabushiki KaishaWater-cooled two stroke engine having exhaust port timing control valve means
US4352503 *Jun 18, 1980Oct 5, 1982Cotter James FAutomatic transmission shifter for bicycles
Classifications
U.S. Classification123/378, 73/523, 91/47
International ClassificationF02D9/00
Cooperative ClassificationF02D2700/0276, F02D9/00
European ClassificationF02D9/00