|Publication number||US2369397 A|
|Publication date||Feb 13, 1945|
|Filing date||Mar 21, 1944|
|Priority date||Mar 21, 1944|
|Publication number||US 2369397 A, US 2369397A, US-A-2369397, US2369397 A, US2369397A|
|Inventors||Kostenick Paul G|
|Original Assignee||Kostenick Paul G|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (31), Classifications (7)|
|External Links: USPTO, USPTO Assignment, Espacenet|
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.
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US2445321 *||Nov 29, 1945||Jul 20, 1948||Fox Jr William T||Governor|
|US2486369 *||Mar 9, 1948||Oct 25, 1949||Goss Wensell I||Motor vehicle automatic speed regulator|
|US2517501 *||Jan 21, 1948||Aug 1, 1950||Solex S A R L Soc||Overspeed prevention device for internal-combustion engines|
|US2527353 *||Jan 23, 1946||Oct 24, 1950||Milwaukee Lock & Mfg Co||Engine governing apparatus|
|US2575983 *||Nov 19, 1949||Nov 20, 1951||Westinghouse Air Brake Co||Fluid pressure control apparatus for engines|
|US2584170 *||May 17, 1946||Feb 5, 1952||Robert H Thorner||Governor mechanism|
|US2606419 *||Feb 8, 1947||Aug 12, 1952||Weatherhead Co||Hydraulic speed control apparatus for regulating the fuel supply for combustion engines|
|US2606542 *||Apr 30, 1948||Aug 12, 1952||Wallace Thomas Clarence||Engine control mechanism|
|US2618324 *||Jul 19, 1947||Nov 18, 1952||United Aircraft Corp||Power plant governor|
|US2621913 *||Jul 17, 1950||Dec 16, 1952||Lucas Ltd Joseph||Hydraulic governor for internal-combustion prime movers|
|US2661796 *||May 11, 1948||Dec 8, 1953||Rolis Royce Ltd||Hydraulic control means for engine fuel systems|
|US2664151 *||May 11, 1948||Dec 29, 1953||Rolls Royce||Control means for fuel systems of gas turbine engines|
|US2670599 *||Oct 20, 1949||Mar 2, 1954||Rolls Royce||Fuel system for gas-turbine engines|
|US2712300 *||Jul 11, 1950||Jul 5, 1955||Lucas Ltd Joseph||Hydraulic governors for internal combustion prime movers|
|US2746240 *||Oct 19, 1950||May 22, 1956||City Tank Corp||Pump and motor hydraulic transmission and pressure responsive servo-motor control means for the prime mover thereof|
|US2820414 *||Jul 6, 1954||Jan 21, 1958||Fejedelem Bayler J||Pump governor|
|US2882915 *||Sep 30, 1949||Apr 21, 1959||Darnell Rex C||Centrifugal hydraulic governor|
|US2899947 *||May 27, 1955||Aug 18, 1959||fluhr|
|US3020969 *||Mar 1, 1960||Feb 13, 1962||Rheem Mfg Co||Device for controlling the speed of operation of an internal combustion engine|
|US3042767 *||Jul 14, 1958||Jul 3, 1962||Bin Dicator Company||Motion indicator|
|US3065813 *||Jul 13, 1960||Nov 27, 1962||Ford Motor Co||Automatic speed control system for an automotive vehicle|
|US3072210 *||Jun 1, 1959||Jan 8, 1963||Holley Carburetor Co||Automobile speed control system|
|US3099328 *||Aug 25, 1960||Jul 30, 1963||Rheem Mfg Co||Hydraulic speed control device|
|US3142363 *||Dec 5, 1961||Jul 28, 1964||Mario Tamini||Stabilizing and shock-absorbing device|
|US3170738 *||Jan 11, 1963||Feb 23, 1965||Clarence H Winfree||Rotatable mounting structure with mechanical locking blind bolt|
|US3213763 *||May 3, 1963||Oct 26, 1965||Pearson||Hydraulic power transmissions and the control of hydraulic motors|
|US3461993 *||May 18, 1966||Aug 19, 1969||Emerson Electric Co||Hydaulically released friction clutch|
|US3643639 *||Jul 28, 1970||Feb 22, 1972||Holley Carburetor Co||Pressure differential speed sensor|
|US4009640 *||Jun 20, 1975||Mar 1, 1977||Nissan Motor Co., Ltd.||Anti-lock brake system|
|US4333431 *||Oct 1, 1980||Jun 8, 1982||Yamaha Hatsudoki Kabushiki Kaisha||Water-cooled two stroke engine having exhaust port timing control valve means|
|US4352503 *||Jun 18, 1980||Oct 5, 1982||Cotter James F||Automatic transmission shifter for bicycles|
|U.S. Classification||123/378, 73/523, 91/47|
|Cooperative Classification||F02D2700/0276, F02D9/00|