US2663313A - Speed control mechanism for automobiles - Google Patents

Description

Dec. 22, 1953 s. B. DOYLE 2,663,313

SPEED CONTROL MECHANISM FOR AUTOMOBILES Filed May 25. 1950 J 5 INVENTOR.

$55M T/AN B. DOYLE.

ATTORNEY.

Patented Dec. 22, 1953 UNITED STATES PATENT OFFICE.

srann CONTROL MECHANISM FOR AUTOMOBILES Sebastian B. Doyle, Miami, Fla.

Application May 25, 1950, Serial No. 164,210

The present invention relates to mechanism for controllin the maximum speed of an internal combustion engine, and is more particularly di-' tested to mechanism ada ted to regulate the rate or flow of fuel-air mixture to the intake manifold, so that a motor vehicle cannot be driven at agreater speed than a predetermined indicated speed.

A principal object of the present invention is to provide a governor for an automotive vehicle, which is sensitive and accurate in operation re sponsive to the suction pressure of the intake manifold, said governor having a relatively few movin parts, thus reducing wear and need for adjustments to an absolute minimum.

A further object of the resent invention is to provide a speed governing mechanism for an internal combustion engine having a conical shaped internal flow chamber which is completely housed within the intake manifold making the mechanism tamper proof and adaptable to fit the many different makes of automotive vehicles.

A further object of the present inventionis to provide a simplified and improved adjustable governor for an automotive vehicle.

Another object of the present invention is to provide a speed control mechanism for an automotive vehicle which operates smoothly without surging and is consequently accurate in operation for a relatively long period of time, keeping at a minimum the need for repairs andadjustment.

A still further object of the present invention is to provide a governor in an automotive vehicle that will completely close off all now of fuel air mixture if on descending a hill the motor is driven sufficiently by the acceleratin vehicle, and opens u as the speed decreases the slightest amount, thus resulting in a considerable braking action and saving of fuel from the closed off engine intake.

With these and other objects in view, the im vention will be best understood from a considera= tion or the following detailed description taken in connection with the accompanying drawings, forming a part of the present specification with the understanding, however, that the invention is not confined to any strict conformity with the showing of the drawings, but ma be changed or modified so long as such changes or modifications mark no material departure from the salient 'feaa tures of the invention as expressed in the appended claims.

In the drawings:

Figure 1 is a cross sectional view in elevation of my invention in its normal operating position 7 Claims. (01. 137-479) between the carburetor and the intake manifold.

Figure 2 is a cross sectional view of a modiflcatlon of my invention.

Figure 3 is a cross sectional view of a further modification of my invention.

Referring to the drawings and more particu'-' larly to the invention shown by Figure 1, the numeral I indicates generally the body of the governor which is positioned between the mixing chamber of a carburetor 2 and the intake manifold 3. Gaskets 9, 9 are placed between the gov ernor I and the carburetor 2 and intake manifold 3 so that when the nuts 5, 5 are tightened on the studs 4, 4 the complete assembly becomes air tight. One of the studs 1 is provided with a hole 6 which when made to align with a similar hole which extends thru the side wall of the gov ernor permits a sealing wire 8 to be threaded therethru, and a seal I secured to the ends of the wireB. As is hereinafter explained in more detail, it can be seen that the operating mechanism of the governor I is situated completely within the intake manifold 3 and so cannot be tampered with or adjusted without having to break the seal I, pull out the wire 8 and remove the governor I from its operating position. In order to adapt the governor to many different makes of automobiles that have diiferent sized intake manifolds the bores 4a, 4a are made elliptical in shape and larger in diameter than the diameter of the studs 4, 4.

Centrally disposed within the governor I is a fluid passageway having a conical cross section to form a circular tapering wall I0. At the lower' end of the wall it there extends a, yoke II having a centrally disposed threaded bore I2 adapted to receive a threaded bushing is which is locked into place by a lock nut l4. Slidably mounted in the bushing l3 and extending upwardly therefrom is a valve stem I5 on the free end of which is mounted a valve head IS. The valve head It may be of any shape or configuration, such as a ball type valve, or a disk having elliptical shape, etc, so long as the results obtained thereby are substantiall the same as those obtained by the circular valve head iii. A conical compression spring I'I encircles the valve stem I5 and extends between the valve plate I6 and the bushing I2. The lower end of the valve stem I5 is provided with threads to receive a nut I8 and a cotter pin I9. The valve stem I5 may be provided with a plurality of bores to receive the cotter pin I9 at various positions of the nut I8 thus permitting the spring tension of the spring I! to be adjusted.

In the assembling of the device, the bushing I3 is threaded in the yoke II, so that its upper end extends beyond the upper wall of the base of the yoke II. The free end of the valve stem I5 with the conical spring I! encircling same, is permitted to be placed in the bore of the bushing I2 and pushed downwardly until the free end of the stem II extends beyond the bushing I3 whereupon a nut I8 is threaded thereon. The conical spring I! is' now firmly held in position at the upper end by the valve head It and at the lower end by the upper end of the bushing I3. The cotter pin I9 is now inserted thru the valve stem I5 to lock the nut I 8 in place. Since the valve head I6 is fixed in area and the side wall In of the governor is tapered, there is a fixed, but different volume rate of flow of air fuel mixe ture for each position of the valve head I6. In fact the volume rate of flow decreases as the valve head I6 moves downwardly. I

By selecting the speed at which it is desired that the governor is'to operate, the suction pressure and the rate of flow of fuel-air mixture will be known. This designated pressure is then manually applied on the valve head I6 and the distance that the valve head I6 moved downwardly is measured. The bushing I3 is then threaded upwardly or downwardly as the case may be until the valve head I6 is placed at a position equal to the distance just measured, above the position at which the rate of volume flow of air-fuel is equal to that flow that will take place at the designated speed. The lock nut M is then tightened against the yoke I I to prevent the bush' mum speed be increased or decreased, respectively, and the lock nut I4 again tightened against the yoke I I. 1

Now, as the speed of the engine is increased from the idling position, the suction pressure becomes increased, thus causing the valve head I6 to move downwardly against the spring pressure I'I. As long as the engine speed is less than the speed at which the governor is set for, the clearance between the edge of the valve head I6 and the side wall III of the governor body is sufficient to allow an unimpeded flow of the air fuel mixture from the carburetor 2to the intake manifold 3. As soon as the maximum speed to which the governor is set is reached, the valve head IE will be in truth floating at a position where the rate of volume flow of air fuel mixture permitted to flow past the valve head is equal to the maximum amount of fuel air mixture required to maintain the designated speed. Any attempt to increase the speed beyond this maximum speed will not result in any increase in fuel air mixture since any increase in suction pressure would cause the valve head I6 to move downwardly and decrease the rate of flow of fuel air mixture. In Figure 1, the full lines indicate the valve IS in a non-operating position, While the dotted lines indicate the position of the valve I6 at the maximum desired engine speed. In the event that extremely high suction pressures are created, the valve head I6 will be caused to move downwardly until the side walls I 6a of the valve head It seat themselves on the tapering walls II] of the governor so as to cut off all fuel air mixture flow to the intake manifold 3. This condition can be caused by accelerating downhill at an excessively high speed. The high speed being travelled will cause a very high suction pressure which in turn will cause the valve head I6 to move downwardly until it seats itself on the side wall Ill.

The governor 20 illustrated in Figure 2, shows the identical construction as the device of Figure 1 with the addition of a valve seat 22 to permit the valve head 2| to seat thereupon when the previously described condition occurred wherein abnormally high suction pressures are created. Upon release of the high suction pressure, the spring ressure 23 will cause the valve head 2| to return to its normal operating position 2I (shown 7 on dotted line) or perhaps to a higher position depending on the speed then being attained.

Figure 3 shows a further modification of the invention. In this device the inside wall of the governor 30 is cylindrical in shape in the upper portion thereof, as at 3| and conical in shape in the lower portion of the governor as at 32. A valve seat 33 is likewise provided. In the operation of the governor 3E], while the valve head (not shown) is moving within the confines of the upper portion of the governor 30, the rate of flow of airfuel mixture permitted will be constant, but. as the suction pressure increases and the valve head moves downwardly within the lower half of the governor 35, the rate of flow of air-fuel mixture will be decreased in the same manner as in the governors I and 2B of Figures 1 and 2 respectively. This type governor 39 is utilized in those instances where it is most desirable to permit an unimpeded flow of fuel air mixture until a speed is reached which is near the maximum speed at which the governor is set; at which time, the valve plate will be moving downwardly out of the upper cylindrical chambers 3| into the lower conical chamber 32 to control the volume flow of fuel air mixture.

Having now disclosed my invention and realiz-.

ing that, in view of my disclosure many modifications in details of construction or design will readilyoccurto those skilled in the art,'I do not choose to limit myself except as in the appended claims.

What I claim is:

A device of the class described comprising a body member, a fluid passageway axially disposed in said body member, said passageway having tapering walls in a direction toward one end of said body member, valve support means mounted at said one end of said body member, a bore in said valve support means, a bushing mounted in said bore, a valve slidably mounted in said bushing and having a valve head positioned at the other end of said body member in said fluid passageway, resilient means positioned between said valve head and said bushing adapted to yieldingly maintain said valve head in said other end, locking means for securing said bushing in position, and stop means mounted at the free end of said valve.

2. The structure as recited by claim 1 and a valve seat mounted at said lower end of said body member.

- 3. A governor comprising a body member, a chamber axially disposed within said body member, a yoke mounted at the lower end of said body member, a bore contained by said yoke in axial alignment with said chamber, a bushing mounted in said bore, a valve stem slidably mounted in said bushing, a valve mounted on said stem and positioned in said chamber at the upper end thereof, resilient means encircling said stem and positioned between said valve and said bushing adapted to maintain said valve in said upper end of said body member, means contained by said chamber adapted to coact with said valve whereby upon actuation of said valve the flow of fluid through said chamber is decreased, and stop means mounted at the free end of said valve stem adapted to limit the movement of said valve.

4. The structure recited by claim 3 wherein said chamber means consists of a decreasing cross sectional area in a direction toward said lower end of said body member.

5. The structure recited by claim 3 wherein said chamber means consists of a cross section of constant area in the upper portion thereof, and a cross section of decreasing area in the lower section.

at said lower end, a bore contained in said yoke,

6 chamber having tapering side walls, a yoke mounted on said body member, a bore contained by said yoke, a spring support member mounted in said bore, a bore contained by said spring support member, a valve stem slidably mounted in said bore of said spring support member and extending into said chamber, a valve head mounted on one end of said valve stem, spring means mounted between said 'valve head and said'spring support member, means for adjusting said spring means, said spring adjusting means being mounted on the other end of said valve stem and adapted to limit the movement of said valve head, and means contained by said spring support member adapted to vary the position of said valve head in said chamber without changing the force exerted by said spring means on said valve head.

' SEBASTIAN 'B. DOYLE.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 821,859 Clegg May 29, 1906 1,102,085 Ruggles June 30, 1914 1,495,101 Oldham May 20, 1924 1,502,476 Canna et a1 July 22, 1924 2,078,347 Shepherd Apr. 27, 1937 2,204,757 Henze June 18, 1940 2,357,321 Fuller Sept. 5, 1944 2,404,924 Sacchini July 30, 1946 FOREIGN PATENTS Number Country Date 9,682 Great Britain June 21, 1890

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