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Патент USA US2130088

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sept. 13, 1938.
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' G. E. HOWARD
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`SPEED REGUBATQR
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SPEED
G. E. REGULATOR
HOWARD
Filed April 19, 1,957
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INVENTOR
Sept.kv13, 1938. »i
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G‘. E. HOWARD
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SPEED
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2,130,088
REGULATOR
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Sept' 13» 1938-
G. E. HOWARD
SPEED REGULATOR
2,130,088
Filed April 19, 1937
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Patented Sept. 13, 1938
2,130,088
_ UNITED STATES _PATENT „OFFICE-»__
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SPW-‘DRE_(’"ULA'1_")_B"`
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' _Application Api-i119, 193i,’seriali1§I_e.__13'z,"z5s_’l " ‘
-21 claims. (clflso-ì-szl
_ ì My invention relates to speed regulators which
_ are especially suited for use in connection with
internal combustionengines.
`
Various _governing devices have heretofore been
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justed'to venons ‘desirenfperlods of
tances of vehicle _travel_.`__
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“or
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A further object of my invention is toprovide
means for automatically changing _the 'governor
5 employed' for controlling the speed of motor ve v control forf normal speeds from _one “set” govern
hicle motors, in order to throttle the same when ing position to anotheiy> as'ior_exa_mple,"so that
ì a predetermined maximum speed is approached, it may automatically 'be caused .toimiiilne the
_but under certain traiiic conditions such gov
vehicle speed _to’a'jlowerrate' at nightfthanjin
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_emorsl lare dangerous in that they tend to increase daytime. _
10_ accidents rather than serving their intended pur
Some forms of`,_app'a_ratus for practicing my 10
pose of preventing accidents through limiting of invention are shown in thelaceompanying'draw
road speeds.
_
'
ings wherein Figure 1 isa_side,_elevationalview
'
One condition under _which the use of speed
governors of the older- types is objectionable
0f abortion. of _ af?imtór. vehicle. te ‘which my
invention> 'isA ab'pliedyFlg. _’Zfis", afverti'cal sectional
15 `arises’out of a situation when the driver of'a
_ ‘_vehiclein attempting _to -pass another vehicle
v_traveling in _the same direction finds it necessary
to'inci'ease hisspeed' temporarily above _the limit
providedfor by the governing device, inorder to
20 get completely past the slower_-moving'_vehicle
1.5
‘Ela 5 ..151 mi .enlarged
20
beforea third vehicle -coming toward him becomes
_- dangerously ‘close._
Another
condition under
which
_extra temporary burst of speed would
be required is where a. driver who is proceeding
25 at___the' normal, maximum speed finds it neces ’
sary to quickly get out of the way of a vehicle
partly _in sectio?f; Figli?? "I_s' 'a diagrammatic'view '
of an indicator-_apparatus toj` show the position'of
certain'of thejspeed control elements at`_a certain
stage oi.' operation; Fig. 8 is a sectional view on
approaching from a side road, for example.
an enlarged'scale of certain of the transmission
mechanism> for_ œrtainfof ` the- regulating mem
l One object of my invention is' to provide a
bers; Fig. 9 Vshows a modiñed form‘of vdrive for
speed governing device which willv normally limit certain of the control elements of the speed regu
driving speeds to a predetermined maximum, but ` lator; Fig. 10`is""an elevational sectional „view 30
wherein provision is made for permitting accel
showing 'a modification of the apparatus shown
in Figs. 3 and 4:'Fig.~11 is a view takenvon the
eration in excess of said normal speed for a lim
ited _period of time, or distance, and wherein after line XI-XI of Fig. 10; Fig. 12> is> a view ltaken
said period of time vor distance the speed will be on the lineV XLI-_XII of Fig.- 10; Fig. 1_3._ is a ver
tical sectional view, showing still another modiil 35
5 automatically reduced to said normal rate.
Another object of my invention is to provide a cation of the speed regulating apparatus of Fig. 2;
speed control device of the character referred to.
4vvherein the period of acceleration is automati
cally followed by another period which is pref~
40 erably longer. than the acceleration period, dur
'
scale, of a portion of the structure of Fig. 13, and
Fig. l5 is a view taken on the line XV--XV of
Fig. 14.
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As heretofore stated, I provide a governor for
ing which the governor is effective to prevent
the vehicle from attaining a speed greater than
normally'limiting vehicle speed to a predeter
the normal maximum speed for which the gov
mined maximum rate, in combinationdwith means
ernor is set.
45
Fig. 14 is a vertical sectional view, on an enlarged
y `
Another object of my invention is to provide
means whereby the relative duration of the ac
celerating period and the following lag period
may beadjusted for different ratios of time or
distance of vehicle travel.
Still another object of my invention is to pro
50
vide means whereby the maximum acceleration
speed,_while it is higher than the maximum gov
ernor speed. can be adjustably limited so as to
prevent excessive speed of the vehicle and pre
55 vent racing of the engine, especially when used
with those types of governors which control en
gine speeds.
Another object of my invention is to provide a
speed control device of the character referred to,
60 wherein the duration of acceleration can be ad
for temporarily rendering the governor ineil’ective
to limit the rate of travel of the vehicle.
Referring iirst to the regulating apparatus
shown in Figs. 1 to 8, a motor vehicle engine is
indicated by the numeral Ill, having the usual
carburetor II, intake pipe I2 and intake mani
fold i3, the- intake pipe being provided with the 50
usual throttle valve Il whichis controlled in the
ordinary manner from a'foot pedal l5.
A governor throttle valve- I 6 is mounted in a
casing Il that is inserted in the intake line be
tween the carburetor and the intake manifold. 55
The valve I6 is actuated by the governing mech
anism, hereinafter described, in order to prevent
the vehicle running at excessive speed. To this
end the stem or shaft of the valve -I6 is provided
with anoperating lever I8 having crank arm
2,130,088
increasing degree of suction is required in order
extensions I9 and 20. A spring 2| isv connected
to produce a given range of movement of the pis
to the arm 20 and to a pin 22 mounted on the
wall of a easing 23, to normally bias the valve I6
-to closedposition.
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'I‘he arm |9 is provided with a-'cam roller y24
which normally has engagement with cam sur
face 25 of a slide plate' 25. The plate 251s
secured to a piston rod 21 and held against tilting .I
by guides 28 that are formed on the' innenside
ton. For this reason, the curvature of the cam
‘is such that the rateof movement imparted to
the cam roller 24, when the piston 29 is moved
against the spring 32, is in its initial stage slower
than when the piston is in its later stages of
movement, whereby for a given change in degree
of suction' a proportional movement will be im
10
'~ -parted‘to thel valve I6.
10 walls of the casing 23. As the piston-rod recip~~ '
The mechanism for'rendering
the governor in
ective"_to «operate the throttle valve I6 for-
rocates, the cam surface will .operate against
the roller 24 to eifect oscillation"of"th'e 'valve' , limited-periods-of time will now be described. To
I5. When the piston rod moves toward'the zright, this end I provide a _link 40_ that is provided with
as viewed in Fig- ,4. _the valve will be rocked to
lost motionj connection with a' 15
~ward open position against the' tension‘of'~the a slot which has
15
spring 2|, while when the piston is'moved in'the
opposite direction, _ the ‘cam willjbe >moved away
fromY the roller 24 andthe springf2| be-pe'rmitted
20'
pin or stud- 4| provided on the 'cranlç arm 2i). O_r
dinarily, the crank arm'is free to rock relative to
the lever 40, _but by. shifting` the link'40 down
to movethe valve toward closed position.
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The piston‘rod'21Y has connection with' a piston
.
_
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' 29 which is "positioned _in_a cylinder 39. One end
wardly, as hereinafter described,- the crankarm
will be moved or held down so as tomaintain'the 20
valve IB in open position with the cam roller 24
out ofv engagement with the cam _25, and hence
ofthe cylinder 30 is' open', as‘shown more clearly 'not aiiected by movement of the piston 29 or
in Fig. 3, and toward thelother end thereof con
cam slide, 26. The lower end of the link 40
`>nection is hadthrough'Ía suction pipe 9|Y with _ the
rocker arm 42 that 25
the
pipel |2"'at a pointbetwe'en _the valve is'pivotally connectedattoitsaother
end to the cas
pivotally mounted
I6 and
manifold il., A’compression `is
ing 23, at _thepoint 43. AA spring 44 biases the
'spring 'een' pçslndned betweenvtne
piston :s sind "f
42 and the link 49 in a counter-clockwise
orfabìitment_. ,13. the spring- at lever
1„sa
an.' being
adjustable
aimable relative to the adjacent _ ' end ' direction, and thereby holds 'aqfcam follower 45
a two-part disc 46-'-41`that isâ's'ecured
,__offthe cylinder 30 bylmeanslof an adjusting' screw "against
to' a'sieeve 49, that is loosely mounted on'a sleeve
'94. in order'to vary the' spring 'pressure Vonvthe
' piston 29. In ord `-'to prevent- unauthorized' ad
30
like clutch element 49 which is secured toa oo_n
iustmentof the' spring 532;. the> .adjusting screw 94
stantlyerotating shaft 5_0.' -
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provided with a serrated head :s which :snor
mally' held against rotatlonby a. set scr'ew 39 that
'I'he shaft 5|! has detachable connection at 5|
with a flexible shaft 52 ‘which may suitably be 35
34 is prevented by asealßß whose wire'extends
two thousand feet of travel of the vehicle.
connected through speedV _reduction'çgearsfat v53
is threaded into `theßàndof the cylinder 30 and
the ordinary speedometerV drivei‘sliaft l54.
:Q is movable into engagement ‘with the; serrations with'
The
speed
reduction at itl issucli'that the shaft
,in the head 35. Unauthorized removal 'of „the 5_„0 will be given
_only one vrevolution for perhaps
set screw 35> and turning-ofthe -adjusting'screw `
40
„ through .the set screw, 36 'anda shoulder or lug
31 formed on the cylinder head. g
.
A
clutchv element 55 is loosely and slidably mounted
on the shaft 50 and isînormally lheld in declutch
ed position relative to the element 49 by a spring
The spring 32 normally urges the piston 29 ` 56. The element 551s constantlyvin telescopic
and consequently .the piston rod and the cam 26 engagement with the sleeve 48. A shifting 'fork
into positionÍ to yieldably. holdV the» valve I6 in 51 is employed to move the clutch element 55 into
openvposition. When the suction in the intake engagement with the element 49, and thereby
manifold and in the pipe 3| exceeds a predeter
cause the sleeve 48 and the cam discs 46-41 to
mined degree, the piston 29 willbe actuated from rotate with the shaft 50'. The clutch fork is ma
the position shown in Fig. 3 against the pressure
50
of the spring 32, to thereby permit movement of
the valve~v I6 toward closed position under tension
of the spring 2|, thus throttling the flow of fuel
' mixture to the motor; Obviously, with a certain
degree of vacuum or‘suction there .will be a _cer
55 tain degree of movement of the piston, with the
result that the valve _I6 will be turned for a pre
determined distance toward closed position. The
degree of vacuum necessary to eiîect movement
of the piston and the extent of movement of the
piston will, of course, be determined by the ad
iustment of the spring. The vdegree of suction
- is dependent upon the pumping action of the en
gine pistons and, hence,A upon engine speed.
Thus, with the valve I6 at- any position _theclegree-
nipulated from the driver’s seat by moving the- 50
acceleratorV pedal |5 downwardly far enough to
engage a. pin 58 which through a bell crank lever
59 operates a pull rod or wire 60 that is in turn
connected to the shifting fork 51.
The main throttle i4 can be held in suñicient
described, and rotation of the cam discs 46-41
will permit the cam follower 45 (Fig. 4) to drop
off the high points in the cams and permit the
lever 49 to be drawn in a counter-clockwise di
rection by the spring 44, thereby causing such
lever to exert a pull that will'move the arm' 20 65
65 of suction will increase with increase in engine
downwardly against thetension of the spring 2|
predetermined point, the piston 29 will be >caused
and hold the cam roller 24 in raised position rel
ative tothe cam surfaces 25, with the valve l5
speed, andlwhen the enginespeed has reached a
55
ly open position bythe depression of the pedal
I5 to a point at which it is not yet operative upon
the pin 58. Further depression of the pedal l5
will throw into operation the clutch just above
to retract .and permit movement of the valve I5 ' consequently open. In this position of the parts, .
toward closed position to v‘produce a throttling movement of the piston 29 will have no eiïect "
and thus prevent the engine runningA faster
10, action
than the maximum governing speed,
The cam 25 is so curved as to secure the proper
proportional movement as between the valve I6
_ -and the pistonl 29, to compensate for the fact that
v75 during compression of the spring, a constantly
upon the position of the valve |5.
The shifting of the clutch Amember 55 A into
operative position, as above described, for cf
fecting a rotation of the cam discs, withdraws a
pin 52 which is carried by the clutch element 55 75
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_.
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_
a,1so,o_ss_
from -a. .hole lin" the cover plate 63 -of the casing
driver'that the .valveè I6 has‘been released-from
thé `-control _- of ' the-_.îg‘ove" or, the circuitÁ lbeing
"ïi'nitteciîto4 rise’somewhat, suchpin'ridingon the ’ V.automatically broken
vannular- boss l64 of thejplatet) will in_aintai~1ithel -_lifted the »lever l42.
11n Figs. 'i andïß` is'shown'vmeans for auto
' vtheclutch
shaft
vmembers
50'has'conipleted
‘ in driving'_'_'__e_ng'_agement.
a.revolution,'-the pin ' maticaliy reducin'g‘ the prèiietarmtned maximum
82 under the iniluence‘of thespring 58 will be
governing speed vvlrer'ebylat'V night-'the vehicle
_ sprung inmune hole 1n the 'boss ¿el _by the spring. y cannot be drive'n‘so :rapidly asin daylight. _'I‘o
4Sli, thereby' automatically~ disengaging the 'clutch 'this end', the pipeß'l is provided'w'ith a'bleed port
68 controlledl by 'afvalve _68. _4. sprin'g’w tends
A.'niembersQ'and_'_a1so_ locking l‘the cams ~48-441 to
-hold the'valve 69ïo'p'en. Y’A‘spl'enoid 1l is‘pro
10
_against idling,v movement. The spring ‘ß is of ‘ auch' stiffness that it _also urges the pin 58 to its ‘vided for closing 'the valve 68' against'the pressure
'of the spring 10. The circuit thro'ugh‘tlie sole
raised ,.PQSllìlon, @through the -wire I0.
Y lDuring rotation of the cams 46-41, the cam'
15 follower will rise from >the low surfaces on the
cam to the >high points thereof. During this
" period of travel over the low cam surfaces,_the
¿valve vi6 Íwill beheld in fully open position _to
noid »is controlled byî'the lightxswitch ‘l2,"suchcircuit being closed `when thelights are> turned
15
on. ' Upon completion of the'circuit through the
solenoid, the valve $9 will be closed, thus~ increas
ing the suction in the cylinder lßfandœausing
permit of `higher speed than that which is nor-_ --the valve‘ i8 to be moved toward closed yposition .
20 mally permitted by the governor mechanism - at lower engine speeds than in'the daytime.-
Referring now to'Fig. 9, I'provide a motor 'I3
above described. The duration of this tempo
rary high speed period i's determined by the ad-~ »which may be either an electric .motor o_ra vac
justment of the cam -discs 46 and 4l relative to uum motor, instead of the shaft '52,'forj1`iriving
'one another. This >relative _adjustment of the the shaft 50a, which corresponds to the shaft 50
the other figures. " Suitable reduction gears 14
42:5 vcam discs 46--41 is effected by pin and slot ar of
rangement; indicated at 85 (Fig. 4), the screw are provided between the motor and theshaft 50a,
the motor 13 being constantly operated during4
_'piriV ,being carried by one of the discs and ex
_tending through a slot in the other disc. The movement of the vehicle, as in the case of shaft
52. 'I‘he casing vßjis‘ provided with the clutch
l'peripheral surfaces of the cams are of thesame
contour, and it will be seen that if one cam disc
apparatus as- shown in Fig. 45, the clutch therein 30
_by the follower 45 at an earlier stage than when
In Figs. 10,11 and 1_2,_I show agovernor of the
centrifugal type which is lemployed instead of the
operated bya pull rod 60a that corresponds
isrotatably adjusted relative to the-'othen‘that- -being
_
the high spotl of the said cam will be engaged to the pull rod Sliv of Figs. 1 and 2.
as'
the cams are set with their raised portions- in>
axial alignment with _one another. As shown in _ vacuum control governor _of VFigs:~¿„;l -'to 8. > -In this 35
Fig. 4,'each cam :disc has- its -depressed portion modified structure, a'rod'80'and a cam‘8l cor-- -
extending through about 120°, during which time , respond in movement and function to the piston
the valve I6 would be permitted to remain open, rod 21 and the cam -member 26 of the other fig
ures. Instead of shifting the rod 80 by 3. piston,
but as shown in Fig. 4, one of the cams is rotat
it is provided with a yoke' arm 82 that engages- an 40
40. ablyoffsetrelative to the other cam a distance annular groove in a sleeve 83 which is ~slidablyof approximately 30°, so that the valve i6 will
be held open thereby through only 90° of cam mounted on shaft 84,. Governor weights 85 are
movement. It will be understood that when the connected by links 88 to the' sleeve 83 and by
cams have passed through the predetermined links 81 to a sleeve 88. The sleeves and links,
of course, rotate with the shaft 84. A spring 90 45
range
of 90° or 120°, as above indicated, for ex
,45
tends to hold the governor in collapsed position.
ample, the' speed control piston and its asso
ci’àœd parts win again be effective to hold the The shaft 84 is driven from a shaft 89 that has
suitable connection with the transmission mech
engine at a reduced speed.
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Thus, the control apparatus'could be put into anism of the car. It will be understood that
when the car reaches a predetermined rate of 50
50 operation by a single application, for a distance
of 2,000 feet of vehicle trav'el, during which time speed, the governor will be expanded under cen
trifugal force and will draw the sleeve 83 toward
the period of acceleration would be while the ve
hicle is traveling perhaps 500 feet, and during the the left, thus withdrawing the cam 8i and per
balance of the time of rotation of this element mitting the valve I6 to be moved to closed posi
tion, as occurs in the showing of the-other figures 55
55 the governor would be operative for normal speed when the cam 26 is withdrawn.
control, and a second accelerating application
The maximum speed at which the vehicle can
could _not be applied until after the said 2,000
travel
is controlled by the governor, and adjust
feet of travel.
The period during which the valve I6 is held ment of governor control is in turn effected-by a
compression spring 8l that is interpose'd‘between 60
open independently of governor control is pur
posely made relatively short, but still long enough
to permit a desired burst of speed. The longer
high dwells on the cams .insure that the operator
-cannot repeatedly actuate the control clutch with
65 such rapidity as to maintain a substantially con
¿ tinuous ungoverned high speed, since he can ef
fectively operate _' thecontrol clutch only once
during each revolution of the shaft 50, because
the high portions of the cams'return the valve
i6 to the control of thegovernor independently
of any action by the driver until a complete revo
lution of the shaft 50 has been had.
Referring to Fig. '1, when the lever 42 is actu
ated- it closes a switch 66 and completes»I cir
75 cuit through an indicating lamp 81, showing the
a suitable shoulder 82 on the' casing and a nut 93
carried by the end of the rod 80.
In this structure, instead of driving the shaft
50 from the speedometer shaft, such shaft is
driven from a countershaft 94 that is in turn
driven through gear 85 and speed reducing gears
96 from the shaft 84. The operation is otherwise
the same as in the structure of Figs. 1 to 8.
In Figs. 13, 14 and 15. I show a structure which
isprimarily intended to permit acceleration of a
motor for a limited time above the normal max
imum governed speed, but preventing “racing”
of the motor during such limited period. How
ever, the. general arrangement shown in these fig
ures could be also employed in substantially the 75
2,130,088
4
It will be understood that the stop screw |20
îcan be.retracted ~to a point that there will not
suiiicient suction in the cylinder |06 to have
eration of thegovernor fora limited time at even be
any effect .whatever on the piston |05 _during
extremely high_enginevspeeds-<` _
.i
the time that the .low point on the cam || |---| I2
In this structure the throttle valve |0|, its op
eratìng lever |02, _spring |03, the cam |04,- the permits it to remain closed, in which case, this
piston |05, _the cylinderl |0_6_„_.and thespring _structure will.function substantially as do the
|01 _ correspond respectively ,_to;_ the `parts _ |6_, _|8, _ structures of the'other figures.
` same manner as the structures of the other iig
ures, in that it can bearrangedto prevent op
2|, _26, _29, :t0-and 32 of î.'F'igs.__ 1 _to_8,» -and func
tion in ,thesame manner as such othenilàelïts.'
The valve |0| is normally held inoperí -position
against the tension of _the _springiiûdby pressure
10
_
I claim >as myinvention:A
_
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.
1;v The combination _with an engine vhaving an 10
"(intake passage for lthe Aflow of _motive fluid to the
„engine anda governor 4operativeto restrictiiow
the motive iluid when the- engine _attains a
o_f _the spring _-|0_‘| acting against'the 4'piston` |05. f_lof
predetermined speed',- .of Acontrol means for ~ren
When suction in the intake lineoffthe motor ex dering thegovernor ineiîective’ïfor a ’given period.
ceeds a predetermined- degree, such 'suctional force
_andfor automatically' rendering the gov
acting through. the. conduit -| 0_8_'
cause piston _l of timeoperativeafter
said period vhas elapsed.
|05 to move to _the left; _and permit'A they spring 'ernor
2,;_The -corr'ibination‘with an engine having an
15
|03 to move the valve ||i|` toward closed position. '
intakepassagei‘or the ñow 'of motive fluid to the
engine, and a governor operative to restrict now 20
The setting of the spring |01 will, ofcourse, de
20 termine the maximum speed at which .the motor
will normally be permitted tn_operate.
25
vof -the motive fluid when the ‘engine attains a pre
determined speed, of control means for render
In order topermit temporary operation of the _ ingthe
governor ineiîe‘ctive for a given period of
engine at higher speeds for~ short periods, but also
limiting the engine speed to a point below its -time _and .for lautomatically rendering the gov 25
maximum or “racing” speed,` I'provide a control ernor operative after said period has `lelapsed,
>device containedwithin a casing |09." Within and means vfor preventing‘reoperation of said
this casing
a shaft ||0_ _ driven fromfthe _control means- for another given period of time.
3. The combination with an engine having an
speedometer shaft'or some _other portion ofwthe ‘intake
passage for the now of ‘motive num to the
mechanism _as in thecase' oflshaft _5_0.__, Rela
tively adjust'ablecam discs | __|_|_`; ,|_ [Ihre rotated Eby
engine,“and a governor operative to restrict iiow
30
of the`motive fluid when the~ engine attains a
the shaftl l0 as' arethe camjdiîscs'jôand 4_`|,lthe ' predetermined
speed. of control means for ren
cam discs being’clutched anddeclutchedffrom _` 4,dering the governor ineifectivefor a given period
the shaft ||_0_in the samefmannerasthe‘cam _ _of time and for automatically rendering the gov«
The "c'am- n_n-Én l. 'c_oiitr’âis' a _Swix-.cnam ns "ernor operative after said period has elapsed, and
which is permitted _toffbe'inoved to _clo’sedposi means ji'or preventing reop'eration of said control
35
means ‘for anothergiven period ‘of timewhich is
tion -under the' influence of__a spring _I’llifor a _ Agreater
_ than the first~named period.
portion‘o'f a rotative cycle of the cam. 'I‘hearm
42 The combination _with an 4engine having an
||3 carries a'contact member _that cooperates vintake
passage for the flow of motive fluid to the
with a contact memberi l5 _to `complete acircuit
through _ a solenoid ||6.
A pivotally-rnounted
armature Ill is actuated by
the solenoid,
andv
in
_
_
_ _
engine, said passage being controlled by a throt
tle..§valve, o_f a speed governor operable when
turn operates a valve .i I8 that is normally held ' .the engine attains --a predetermined speed to move
in a raised position by a spring I_IS.. _The valve ' said valve toward closed position, control means
||8 controls admission of atmospheric air to the operable- to move the valve toward open position 45
conduit |08,"_and the entryof _such air into the ' and maintain it there for a given period of time
conduit will obviously reduce the suctional force independently of movements of the governor, and
in the cylinder |05.v By so reducing the suctional means for automatically rendering said control
force in the cylinder |06, the movement of the means inoperative after said given period of time.
>5. The combination with a motor vehicle hav
piston |05 toward theleft will‘be reduced. so that
so long as the switch at ||5`is closed, and the „ing an internal combustion engine, of a governor
valve ||8 open, the engine speed can be in» operative to restrict iiow of motive fluid to the
engine when the vehicle attains a predetermined
creased to that normally permitted by the gov
ernor. The top speed of the engine is determined speed, and control means for rendering the gov
by the extent to which `the valve fit’ is open, ernor ineiîective fora given period of time and 55
55 and the range of opening movement of the valve
for automatically rendering the governor oper
is determined by the position of an adjustable ative after said period has elapsed.
6. The combination with a motor vehicle driv
stop screw |20.
Assuming, for example, that the valve lla is
in closed position and thesetting of the spring
50 is such that the governor will limit engine speed
at> the equivalent of 40 milesper hour, the cam
|||~--||2 can be set in operation to permit ot
higher speeds for the period ot time required for
the low portions of the cam to move past the
65 switch arm H3. The ,setting of the adjustable
stop |20 can be such that the valve ||8 will be
actuated to a point at which the suctional force
' en by an engine having an intake passage for the
flow of motive fluid to the engine, and a governor 60
operative to restrict ilow of the motive fluid
when the engine attains a predetermined speed,
of control means for rendering the governor in
eiîective fora given .distance of vehicle travel
and for automatically rendering the governor op 65
erative after said distance has been traveled.
'1. 'I‘he combination with a motor vehicle driv
en by an engine having an intake passage for the
now of motive duid to the engine, and a govern
nor operative to restrict ilow of the motive fluid 70
in the line |08 is reduced to such a degree that
the piston |05 will not be actuated until the
70 engine is operating at a desired greater number .when theengine Aattains a predetermined speed,
of revolutions per minute. When the limit 'of of control means for rendering the governor in
said additional speed is reached, the suctional effective for a fgiven distance of vehicle travel
force in the line |08 will be sumcient to cause and for automatically rendering the governor op
operation of the governor to prevent further erative after said distance has been traveled.' and 75
75 increase in engine speeds.
5
2,180,088
means for preventing reoperation of said control
means for another given distance of travel.
8. The combination with a motor vehicle driv
en by an engine having an intake passage for the
now of motive fluid to the engine, and a governor
operative to restrict flow of the motive ñuid when
the engine attains a predetermined speed, of con
trol means for rendering the governor ineffective
for a given distance of vehicle travel and for au
10 tomatically rendering the governor operative aft
er said distance has been traveled, and means for
preventing reoperation of said control means for
another given distance of travel which is greater
than the first-named distance.
9. 'I‘he combination with a motor vehicle driv
15
en by an engine having an intake passage for
the flow of motive ñuid to the engine, said pas
sage being controlled by a Athrottle valve, of a
speed governor operable when the engine at
20 tains a predetermined speed to move said valve
toward closed position, control means operable to
move the valve toward open position and main
tain it there for a given distance of vehicle trav
el, independently of movements o1 the governor,
and means for automatically rendering said con
trol means inoperative aíter said distance of
travel.
'
10. The combination with a motor vehicle hav
ing an internal combustion engine, of a governor
30 operative to restrict ilow of motive iluid to the
engine when the vehicle attains a-predetermined
speed, and control means for rendering the gov
ernor ineffective for a given distance of vehicle
travel and for automatically rendering the gov
ernor operative after said distance has been
traveled.
'
11. The combination with a motor andY agev
ernor operative to regulate the speed of said mo
tor', of a control device for rendering the gover
nor ineiïective for a given period of time and for
automatically rendering the governor operative
after said period has elapsed.
--
v
12. The combination with a motor vehicle, of
a governor operable to prevent the vehicle ex
45 ceeding a predetermined rate of speed, a control
device operable by the driver of the vehicle, for
rendering the governor `ineffective for a prede
termined distance of travel, and automatically
operable means for rendering the governor again
eiïective upon completion of said distance.
50
13. The combi'nation with a motor vehicle, oi’ a
governor operable to prevent the vehicle ex
ceeding a predetermined rate of speed, a control
device operable by the driverv of the vehicle to
render the governor ineffective for a predeter
mined period ot time, and means for preventing
reactuation of said control means for another
given period of time.
14. The combination with a motor vehicle hav
accelerator member beyond its normal driving
position, for rendering the governor ineffective
for a given period of time.
'
v16. The combination with a motor and a gov
ernor operative to normally limit the motor to a Ul
predetermined maximum speed, of a control de
vice for rendering the governor ineffective at said
speed, and means for automatically rendering
the governor again operative after a given peri
od of time.
10
17. The combination with a motor and a gov
ernor operative to normally limit the motor to a
predetermined maximum speed, of a control de
vice for rendering the governor ineilective at said
speed and provided with automatically operable
means for causing it to become again effective at
a higher speed.
18. The combination with a motor and a gov
ernor operative to normally limit the motor to a
predetermined maximum speed, of a control de 20
vice Ior rendering the governor ineffective at
said speed and causing it to become again eiIec
tive at a higher speed, and means for automati
cally restoring the governor to its initial condi
tion after a given period of time.
25
`19. The combination with an internal combus
tion engine having an intake passageway for the
flow of motive iiuid to the engine under suctional
force, of a throttle valve for controlling the sup
ply of motive iiuid, a cylinder communicating
with the passageway, a piston in said cylinder
movable in one direction under a predetermined
suctional force in said passageway and cylinder,
means for moving the said valve toward closed
position when the piston is moved by said suc
tional force, means operable to relieve the said
suctional force, and a device Ior automatically
limiting the duration of elîectiveness of the last
named means, to predetermined periods of time.
'20. The combination with an internal com
bustion engine having an intake passageway for
the ñow of motive iluid to the engine under suc
tional force, of a> throttle valve for controlling
the supply of motive iluid, a cylinder communi
cating with the passageway, a piston in said cyl 45
inder movable in one direction under a predeter
mined suctional force vin said passageway and
cylinder, means for moving the said valve to
ward closed position when the piston is moved by
said suctional force, means operable to admit 50
atmospheric air to the said passageway, and a
device for automatically limiting the duration of
said admission of air to predetermined periods of
time.
21. ’I'he combination with an internal com 55
bustion engine having an intake passageway for
the ilow of motive :duid to the engine under suc
tional force. of a throttle valve for controlling
the supply of motive fluid, a cylinder communi
60 ing electric head lamps, of a governor operable to . cating with the passageway, a piston in said cyl
prevent the vehicle exceeding a predetermined inder movable in one direction under a prede
rate of speed, and means actuated through clos
ing of the head lamp circuit, for rendering said
65
governor operable at a lower rate of ,vehicle speed.
15. The combination with a motor vehicle
having an internal combustion engine, the supply
of iuel to which is normally controlled by a man
ually operable accelerator member, of a governor
operative to restrict flow of motive iluid to the
70 engine when the vehicle attains a predetermined
speed, and means actuated by movement of the
40
60
termined suctional force in said passageway and
cylinder, means for moving the said valve to
ward closed position when the piston is moved by
said suctional force, means operable to relieve the 65
said suctional force` to a predetermined maxi
mum degree,` which will permit of a faster engine
speed under control of said piston, and a device
for automatically limiting the duration of saidrelief of suctional torce.
`
GEORGE E. HOWARD.
70
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