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Патент USA US3053104

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Sept. 11, 1962
G. P. HANLEY ETAL
3,053,096
LIMITING SPEED‘ GOVERNOR
Filed Aug. 50, 1961
2 Sheets-Sheet 1
By 7(e Ire/r5
,6"
ATTORNEY
Sept. 11, 1962
G. P. HANLEY ETAL
3,053,096
LIMITING SPEED GOVERNOR
Filed Aug. 30, 1961
2 Sheets-Sheet 2
United States Patent 0 ” lC€
1
3,053,096
Patented Sept. 11, 1962
2
carried by a supporting carrier on spider member 24.
3,053,096
This bearing carrier is supported within the larger open
end of the bell housing 12 and telescopically pilots the
?yweight mechanism and bell housing in mounting as
LIMITING SPEED GOVERNOR
George P. Hanley, Northville, and Kenneth J. Winkel,
Detroit, Mich, assignors to General Motors Corpora
sembly with respect to an opening 26 provided in the tim
ing gear housing 8. A ?yweight carrier 28 is secured
tion, Detroit, Mich, a corporation of Delaware
Filed Aug. 30, 196.1, Ser. No. 135,031
8 Ctaims. (Cl. 73-—531)
to the shaft 18 by a hub 30.
The carrier is preferably
of cast con?guration having a perforated spider portion
This invention relates to a governor for an internal
31 secured to the shaft driven hub 30 and four angled
and equiangularly spaced arms 32 which extend lon
gitudinally of the struts between the several spider open
ings. These carry pivot pins 33 and 35 which pivotally
mount two pairs of low and high speed ?y-Weight assem
combustion engine and more particularly to a limiting
speed governor having an operator actuated linkage nor
mally controlling the desired speed and load fuel require
ments of an internal combustion engine between idle and
maximum speed limits maintained by the governor mech
blies 34 and 36, respectively. The low speed ?yweights
anism.
15 34 are pivotally mounted by the pins 33 for outward
The invention contemplates an improved governor of
swinging movement about parallel axes spaced on dia
the type indicated which is of relatively simple and in
metrically opposite sides of the shaft 18. The high speed
expensive construction, permits maximum versatility in
?yweights are similarly mounted by the pins 35 for out
meeting the mounting and speed and load requirements
ward swinging movement about parallel axes disposed at
of different engine installations, and provides a fuel con 20 ninety degrees to those of the low speed weights.
trolling linkage and speeder spring mounting arrangement
The ?yweight assemblies 34 and 36 are preferably
permitting maximum accessibility for inspection, main
fabricated as shown from a plurality of stamped plates
tenance and adjustment.
which may be color coded to indicate dilferent materials
The foregoing and other objects, advantages and fea
and individual masses.
These plates are selected in as
tures of the invention will be more thoroughly under 25 sembly to provide the various ?yweight masses required
stood from the following description of a preferred illus
for different engine applications. To provide adequate
trative embodiment, having reference to the accompany
low speed governor response, the low speed ?yweights are
ing drawings in which:
of substantially greater mass than the high speed weights
FIGURE 1 is an elevational view of a governor em
36.
bodying the invention with portions of the governor be
ing broken away and shown in detailed section;
FIGURE 2 is a view of the governor speed responsive
mechanism shown partially in section and taken substan
tially in the direction of the arrows and in the plane of
35
the line indicated at 2—-2 in FIGURE 1;
FIGURE 3 is a top elevational plan view of the gov—
Abutment toes 38 and 40 are formed on the rear
of the carrier spider 31 and abut end plates 42 and 44 of
the high and low speed ?yweights, respectively, to limit
their speed responsive outward movement. The end
plates 42 and 44 are preferably made of steel and have
inwardly extending lever arms 46 and 48 thrustably
engageable with a thrust collar or Washer 50 secured on
the adjacent end of a riser sleeve 52 which is slidably
mounted on the engine driven shaft 18. The lever arms
46 and 48 thus transfer the speed responsive outward
ernor and fuel controlling linkage; and
FIGURE 4 is a side elevational plan view of the con
trol linkage.
movement of their respective ?yweights to the riser sleeve
entitled “Variable Speed Governor,” and ?led January 19,
and high mass of low speed ?yweights permits them to
swing outwardly into abutment with the spider toes 38
and 40. Further speed responsive movement of the riser
sleeve is thus limited to the speed responsive centrifugal
action of the high speed ?yweights 36.
The speed responsive ?yweight motion imparted to the
Referring more particularly to the drawings, a gov 40 causing it to shift to the right as viewed in FIGURE 1.
ernor incorporating the invention is indicated generally
The low speed lever arms 46 are somewhat shorter than
the lever arms 48 of the high speed ?yweights. As the
at 10. This governor is similar in external con?guration
and mountable on an internal combustion engine in the
engine throttle control is advanced to increase the engine
same manner as to that shown and described in copend
fuel supply and thereby engine ‘speed above the idle range
45
ing United States patent application Serial No. 83,651,
maintained by the governor, the lever arm differential
1961, in the names of George P. Hanley and Charles E.
Sloan.
The governor 10 includes a housing comprising a bell 50
shaped base member 12 and a control head or support
member 14 interconnected by a housing sleeve 16. These
housing components are identical and interchangeable
riser sleeve is transmitted through a second thrust collar
with those of the variable speed governor of the above
54 and an anti-friction bearing 56 carried by the opposite
identi?ed application. The housing base and control 55 end of the riser sleeve to a yoked lever member 58 suit
head are secured for the front of an engine timing gear
ably secured to the adjacent lower end of a shaft 60.
The shaft 60 extends through the housing sleeve 16 and
housing 8 which is in turn secured to the rear end of
the internal combustion engine. The housing members
is journaled adjacent its ends by bearings 62 and 64
12 and 14 are preferably permanent mold light metal
carried by the base housing member 12 and the control
head member 14, respectively. This shaft provides an
operative connection intermediate the centrifugal mecha
nism A and the speeder spring and fuel controlling link
castings with the intermediate housing sleeve 16 being cut
from tube stock to meet the governor mounting require
ments for a given engine. A centrifugal flyweight mech
anism A is rotatably mounted in the base housing mem
ber and the head 14 supports a speeder spring and fuel
control linkage B.
age means B.
The speeder spring and fuel controlling linkage B in
65 cludes a lever 66 which has a hub 68 suitably secured
As best seen in FIGURES l and 2, the ?yweight mech
anism A comprises a shaft 18 which is splined at 19 for
driving connection to a crankshaft driven timing gear,
not shown. The opposite end of the shaft 18 is journaled
by a plain bearing 20 mounted in the smaller closed end 70
is adjustable relative thereto by lock nuts 73' and 73'.
of the bell housing 12. The shaft 18 is journaled adja
cent its gear mounting end by a ball-type bearing 22
The eye bolt anchors one end of a relatively low rate
helical spring 74. The spring 74 serves as an idle speeder
to the upper end of the power shaft 60 for speed re
sponsive movement therewith. The lever 66 has an arm
70 having an upstanding ?ange 71 distal from its hub
68. The ?ange 71 serves to support an eye ‘bolt 72 which
3,053,096
3
spring and is tensively interposed between the eye bolt
72 and one arm 76 of a speeder spring biased lever 78.
The lever 78 has a hub 80 journaled on the upper end
of the power shaft 60 by a ?anged Te?on bearing 82
for limited angular movement relative to the lever 66.
The speeder spring lever 78 has a second arm 84 having
a ?ange 85 extending upwardly therefrom. The ?ange
4
the idle speeder spring. As the lever 126 is rotated
toward its full fuel controlling position, the resultant in
crease in engine fuel supply increases the engine speed.
The resultant increase in speed responsive movement of
the power lever 66 eifects engagement between the side
wall 106 of the slot 104 and the tang 102. After such
engagement, further speed responsive movement of the
lever 66 is opposed by the speeder spring 88. Such move
85 supports a second eye bolt ‘86 which is adjustable
relative thereto by lock nuts 87 and 87'. The eye bolt
ment of the lever 66 also serves to shift the fuel sup
86 engages the adjacent end of a second helical speeder 10 ply controlling ditferential lever 112 in a decreasing fuel
spring 88. The spring 88 is of somewhat higher rate
direction until a fuel supply rate is achieved sufficient to
than the spring 74 and serves to establish the higher speed
maintain the high speed weights and speeder spring in
maintained by the governor mechanism. The spring 88
force equilibrium at an engine speed corresponding to
is tensively interposed between the eye bolt 86 and a
the selected position of the lever 126. As the engine
stationary support ?ange or arm 90 extending laterally
approaches its maximum governed speed upon either a
and upwardly from the bottom of a closed loop bracket
reduction in load or movement of the lever 126 to its
member 92 embracing the speeder spring 88. The bracket
full fuel position, the effected movement of the power
92 is in turn supported above the control head support
lever pivot post 110 carries the differential fuel control
member by a pedestal member 84. A second support
ling lever 112 in a decreasing fuel direction until a maxi
?ange 96 extends laterally and upwardly from the upper
mum speed limiting equilibrium condition is obtained be
loop portion of the bracket ‘member 92 and threadably
supports a bolt 98. The bolt 98 is maintained in its ad
justed position by ‘a lock nut 100 and serves as an ad
justable stop engageable with the ?ange 85 thereby limit~
ing the maximum fuel controlling position of the speeder
spring lever 78.
The spring biased lever 78 has a limited lost motion
connection with the speed responsive power lever 66.
This lost motion connection includes a depressed tang
102 which is carried by the lever 78 and projects down
wardly intoea slot 104 formed in the lever 66 adjacent
its power shaft mounted end. During operation of the
engine above its idle speed range, speed responsive move
ment of the power lever is counterclockwise of its idle
speed position shown in FIGURE 3 and causes the side
wall 106 of, the slot 104 to engage the tang 102. Such
engagement causes the speeder spring lever 78 to rotate
in unison with the power lever 66 against the ‘biasing
tween the centrifugal biasing action of the high speed
?yweights 36 and speeder spring 88.
In the illustrative embodiment, an engine shutdown
control is operable to shift the link 118 to a no-fuel sup
ply position independently of the position of the throttle
control lever 1'26 and of the speed maintaining action
of the governor. This shutdown control comprises a
plate member 136 which is secured to and extends laterally
from the fuel controlling link 118. One end of a ?exi
ble actuating wire 138 extends through an opening pro
vided in one arm of the plate member 136 and carries
an abutment collar 140. Under engine operating con
ditions, this collar is normally spaced from the plate mem
her to permit unrestricted fuel supply controlling move
ment of the link 118. The wire 138 extends through a
?exible sheath 142 to a suitable operating knob, not
An intermediate arm or boss 188 on the power lever
shown, mounted on the engine control panel, also not
shown. The governor adjacent end of the sheath 142 is
supported as shown in FIGURE 1 by a bracket assembly
144 secured to the side face of the control head mem
ber 14.
Upon operator actuation of the wire 138 in a shut
down effecting direction, the thrust collar 140 engages
the plate member 136 and thus carries the fuel control
ling link 118 to its fuel-off position wherein the other
66 carries a pivot post 110 which extends upwardly and
pivotally supports a ?oating differential lever 112 inter
threadably supported by a ?ange 148 upstanding from
action of the high speed speeder spring 88. During idle
speed engine operation, the several governor and fuel
control linkage elements are maintained substantially as
shown in the accompanju'ng drawings with initial speed
responsive movement of the power lever being opposed
solely by the idle speeder spring 74. 0
mediate its ends. The lever 112 has a downwardly ex
tending arm 114 pivotally connected by a ball-and-socket
joint 116 to one end of a link 118. The distal end of
arm of the plate member 136 engages a limit screw 146
the control head member 14. The limit screw 146 thus
prevents overtravel of the fuel controlling linkages and
injector control racks beyond their fuel-off positions. As
the shutdown plate member 136 approaches such engage
the link 118 is connectable to a suitable fuel supply con
trol means such as the fuel supply controlling racks of
ment with the limit screw 146, it ?rst engages a buffer
a plurality of unit fuel injectors, not shown. The other
spring 150 carried by the limit screw. Shutdown ef
arm 120 of the lever 112 carries a pin 122 which piv
fecting movement of the link 118 is normally accom~
otally engages a lost motion slot 124 formed in the ad 55 plished under equilibrium speed conditions and is main
jacent end of a bell-crank throttle lever 126. The lever
tained against the biasing action of the high speed speeder
126 is pivotally supported at 128 on a stationary support
spring 88. Upon release of the shutdown control knob
arm 130 extending from the closed loop bracket mem
the fuel controlling linkage is actuated in an increasing
ber 92. The other arm of the lever 126‘ is pivotally con
fuel direction as the speeder spring 88 carries the ?ange
nect-ed by a ba'll-and-socket connection 132 to one end 60 85 of the spring biased lever 78 into engagement with
of a’ manually operable link 134 for movement between
the bolt 98. Such movement of the lever 78, of course.
idle and full-fuel controlling positions indicated in FIG
conditions the governor and the associated fuel supply
URE 3.
controlling linkages for re-starting the associated engine.
Movement of the lever 126 within such limits normally
7 ‘From the foregoing description, it will be seen that the
controls the fuel supply controlling position of the ?oat 65 preferred illustrative embodiment provides the several
ing diiferential lever 112 between the idle and maximum
stated objectives and advantages of the invention and that
engine speed and load limits maintained by the governor.
various modi?cations and changes might be made therein
When the lever 126 is in its idle position, the centrifugal
without departing from the spirit andrscope of the in
biasing ‘action of the ?yweights 34 and 36 is equalized
vention as de?ned in the following claims.
' by the low speed speeder spring 74 thereby shifting the 70
We claim:
pivot post 110 in accordance with variations in the en
1. A control mechanism operable to govern an engine
gine idle speed. Such movement of this pivot post serves
at a low idle speed and at a higher maximum speed with
to shift the fuel controlling position of the differential
speed modulated manualcontrol of fuel supply for inter
lever 112 about the pivot 122 to maintain the minimum
mediate speeds, said control mechanism comprising an
speed corresponding to the adjusted biasing action of 75 engine speed responsive means including a ?rst lever piv
3,053,098
5
6
otal in response to changes in engine speed, a second
lever pivotally mounted in coaxial pivotal relation to the
speed limit position for said second lever wherein the
?rst lever and having a limited lost motion driving con
nection therewith, said ?rst lever having an upstanding
arm at its end distal from its pivotal end, said upstand
ing arm being in substantially parallel spaced relation to
a ?rst arm on the second lever, an idle speeder spring
idle speed responsive range of movement of the ?rst
lever is incapable of driving the second lever through the
lost motion connection, said high speed speeder spring
biasing the second lever toward said limit position and
acting through said connection to bias said ?rst lever in
opposition to its speed responsive movement beyond its
tensively and adjustably interposed between the ?rst arm
idle speed range, a third lever pivotally mounted on the
?rst lever and having one arm pivotally connected to
of the second lever and the upstanding arm of the ?rst
lever, said second lever having a second upstanding arm 10 one end of a fuel regulating link movable between no
fuel and full-fuel supply positions, and a fourth lever piv
substantially parallel to the upstanding arm of the ?rst
otally mounted on said support and having a limited lost
lever and perpendicular to and opposite the ?rst lever arm
motion pivotal connection with another arm on said third
of the second lever, a support member spaced from the
lever, said fourth lever being operably connectable to
second upstanding arm, a high speed speeder spring ten
sively and adjustably interposed between the second up 15 manual control means and movable between idle and
standing arm and the support member, an adjustable stop
member engageable with the second upstanding arm to
de?ne an idle speed limit position for said second lever
wherein the idle speed responsive range of movement of
the ?rst lever is incapable of driving said second lever
through the lost motion connection, a third differential
?oating lever pivotally supported on said ?rst lever inter—
mediate its ends and between said speeder springs, one
arm of said third lever being pivotally connectable to
one end of a fuel regulating linkage and movable be 25
full-fuel supply controlling positions.
4. In an engine speed control mechanism operable to
provide speed modulated manual control of fuel supply
between idle and maximum engine speed limits, a ?rst
lever pivotal in response to changes in engine speed, a
second lever coaxially pivoted and having a limited lost
motion driving connection with said ?rst lever, said ?rst
lever having an upstanding arm spaced from a ?rst arm
on said second lever, an idle speeder spring tensively in
terposed between the ?rst arm on the second lever and
tween no-fuel and full-fuel supply controlling positions,
the upstanding arm on the ?rst lever, said idle spring
a fourth throttle control lever pivotally mounted on said
support member and having one arm swingable above
biasing the ?rst lever in opposition to its speed responsive
lated manual control of the engine fuel supply for inter
mediate engine speeds, said control mechanism compris
ing a ?rst lever pivotal in response to changes in engine
speed, a second lever pivotally mounted in coaxial piv
de?ning an idle speed and maximum fuel controlling
limit position for the second lever wherein the idle speed
responsive range of ?rst lever movement is incapable of
driving the second lever through the lost motion con
otal relation to the ?rst lever, a limited lost motion
driving connection between said ?rst and second levers, an
nection, a third lever pivotally mounted on said ?rst lever
idle speeder spring tensively interposed between a ?rst
fuel regulating linkage movable between no-fuel and full
fuel supply controlling positions, and a fourth lever piv
movement, said second lever having an upstanding arm
opposite and perpendicular to its ?rst lever arm, a sta
said ?oating differential lever, said fourth lever arm
having a lost motion pivotal connection with the other 30 tionary bracket member spaced from the upstanding arm
of the second lever, a high speed speeder spring tensively
arm of said ?oating differential lever and said fourth
interposed between the bracket member and the up
lever being operably connectable to manual control means
standing arm of the second lever, an adjustable stop
and movable ‘between idle and full-fuel supply positions.
member carried by said bracket member and engageable
2. An engine control mechanism operable to maintain
engine idle and maximum speeds and having speed modu 35 with the upstanding arm of the second lever, said stop
arm on the second lever and said ?rst lever distal from its
at
and having one arm pivotally connected to one end of a
otally mounted on said bracket member and having a
pivotal axis, a support member spaced from a second
limited lost motion pivotal connection with another arm
arm on the second lever, a high speed speeder spring
tensively interposed between said second arm and the sup 45 on the third lever, said fourth lever being connectable to
manual control means and movable between idle and
port member, a stop de?ning an idle speed limit posi
full-fuel supply controlling positions.
tion for said second lever wherein the idle speed respon
5. In an engine limiting speed governor, a housing
sive range of movement of the ?rst lever is incapable of
mountable on an associated en'gine, centrifugal means
driving the second lever through the lost motion connec
tion, a third lever pivotally mounted on the ?rst lever for 50 mounted within said housing comprising a ?rst shaft
journaled within said housing and drivingly connectable
swinging movement between said speeder springs, one
to the engine, a ?yweight carrier mounted on said ?rst
arm of said third lever being pivotally connectable to one
shaft, a pair of low-speed bell crank ?yweights pivotally
end of a fuel regulating link movable between no-fuel and
supported on diametrically opposite sides of said carrier
full-fuel supply controlling positions, a fourth lever pivot
ally mounted on said support member and having one 55 for outward swinging movement relative thereto, a second
pair of high-speed bell crank ?yweights pivotally sup
arm swingable above the third lever, said fourth lever
ported on diametrically opposite sides of said carrier for
arm having a limited lost motion pivotal connection with
outward swinging movement normally of said low speed
the other arm of the third lever and said fourth lever
?yweights, said carrier having abutments successively
being operably connectable to manual control means and
limiting the speed responsive outward movement of said
movable between idle and full-fuel supply positions.
low and high speed ?yweights upon operation of the
3. An engine control mechanism operable to provide
engine above its idle and maximum speed limits, 2. sec
speed modulated manual control of engine fuel supply
ond output shaft journaled in said housing and operably
between idle and maximum engine speed limits, said con
connected for pivotal movement in accordance with the
trol mechanism comprising a ?rst lever pivotal in re
speed responsive outward movement of the ?yweights,
sponse to changes in engine speed, a second lever coaxi
said second shaft projecting at one end beyond said
ally pivoted and having a limited lost motion driving
housing, a ?rst lever secured to the projecting end of
connection with said ?rst lever, an idle speeder spring
said second shaft for speed responsive movement there
tensively interposed between a ?rst arm on said second
with, a second lever coaxially pivoted and having a
lever and the ?rst lever distal from its pivotal axis, said 70 limited lost motion connection with the ?rst lever, said
idle spring biasing said ?rst lever in opposition to its
?rst lever having an upstanding arm at its end distal from
speed responsive pivotal movement, a stationary support
spaced from a second arm on the second lever, a high
speed speeder spring tensively interposed between said
the pivotal axis, an idle speed speeder spring tensively
interposed between a ?rst arm on the second lever and
the upstanding arm on the ?rst lever and biasing said
second arm and said support, a stop de?ning an idle 75 ?rst lever in opposition to its idle speed responsive move
3,053,096v
7
8
ment, said second lever having a second upstanding arm
perpendicular to its ?rst lever arm and extending in sub
stantially parallel spaced relation to the upstanding arm
of said ?rst lever, a closed loop bracket member having
a plurality of support arms extending therefrom and
driving engagement through said lost motion connection,
said high speed speeder spring biasing the second lever
toward its stop limited position and acting through said
lost’ motion driving connection to bias said ?rst lever in
opposition to its speed responsive movement beyond its
mounted on the housing in spaced relation to the up
idle range, a third differential ?oating lever pivotally
supported on said ?rst lever and having an arm pivotally
connectable to one end of a fuel regulating linkage mov
interposed between a support arm thereon and the up
able between no-fuel and full-fuel supply positions, and a
standing arm of the second lever, a stop member thread 10' fourth throttle control lever pivotally mounted on said
ably supported by a second arm on said bracket member
bracket member and having a pin-and-slot lost motion
and engageable with the upstanding arm of the second
pivotal connection with another arm of said ?oating
lever to de?ne an idle speed and maximum fuel supply
differential lever, said fourth lever being operably con
controlling limit position wherein the idle speed respon
nectable to manual control means and movable between
sive range of movement of the ?rst lever is rendered in 15 idle and full-fuel supply positions to shift the fuel supply
standing arm of the second lever, a high speed speeder
spring embraced by said bracket member and tensively
capable of establishing driving engagement through said
lost motion connection, said high speed speeder spring
biasing the second lever toward its stop limited position
controlling position of the differential lever as modulated
by the engine speed responsive movement of the ?rst lever
to maintain a selected constant engine speed correspond
ing to the equilibrium force conditions obtained between
and acting through said lost motion connection to bias
said ?rst lever in opposition to speed responsive move 20 the ?yweights and speeder springs.
ment beyond its idle range, a third differential ?oating
7. In an engine limiting speed governor, centrifugal
lever pivotally supported on said ?rst lever intermediate
means including an engine driven shaft, equiangularly
its ends and extending between said speeder springs, one
spaced and paired low and high speed ?yweights pivotally
arm of said third lever being pivotally connectable to a
supported for outward swinging movement on diametri
fuel regulating linkage movable between no-fuel and full 25 cally opposite sides of said shaft, abutment means for
fuel supply controlling positions, and a fourth throttle ' succesively limiting the speed responsive outward move
control lever pivotally mounted on said bracket member
ment of said low and high speed ?yweights upon opera
and having an arm swingable above the differential lever,
tion of the engine above idle and maximum speed limits,
said fourth lever arm having .a lost motion pivotal con
a ?rst lever operably connected for pivotal movement in
nection with another arm on said differential lever and 30 accordance’ with the speed responsive outward move
said fourth lever being operably connectable to manual
control means and movable between idle and full-fuel
ment of ‘the ?yweights, a second lever having a limited
lost motion pivotal connection with the ?rst lever, an idle
speeder spring tensively interposed between a ?rst arm on
the second lever and the ?rst lever and biasing the ?rst
supply positions thereby shifting the fuel supply con
trolling position of the differential lever as modulated by
the engine speed responsive movement of the ?rst lever 35 lever in opposition to its increasing speed responsive
tending to maintain desired speed equilibrium force con
movement, a support member spaced from a second arm
on the second lever, an adjustable stop engageable with
ditions between the ?yweights and speeder springs.
said second arm to de?ne an idle speed and maximum
6. An engine limiting speed governor operable to main
fuel supply controlling limit position wherein the idle
tain engine idle and maximum speed limits and having
speed modulated manual throttle control of fuel supply 40 speed responsive range of ?rst lever movementis incapa
ble of e?ecting driving engagement through said ‘lost
at all intermediate speeds, said governor comprising a
motion connection, a high speed speeder spring tensively
housing mountable on an associated engine, centrifugal
interposed between said second arm and the support
member and biasing the second lever toward its stop
limited position and acting through the lost motion con
able to the engine, a ?yweight carrier mounted on said
?rst shaft, a pair of low speed ?yweights pivotally sup— 45 nection to bias the ?rst lever in opposition to'its speed
responsive movement beyond its idle range, a third lever
ported on diametrically opposite sides of said carrier for
pivotally supported on the ?rst lever and connectable to a
outward swinging movement relative thereto, a second
means mounted Within said housing and including a ?rst
shaft jouraled within said housing and drivingly connect
fuel regulating linkage movable between no—|fue1 and full
pair of high speed ?yweights pivotally supported on di
fuel supply controlling positions, and a throttle control
ametrically opposite sides of said carrier for outward
swinging movement intermediate said low speed ?y 50 member movable between idle and full-fuel positions and
having a lost motion pivotal connection with the third
weights, said carrier having stop abutments successively
lever, the fuel supply control positioning of the third lever
limiting the speed responsive outward movement of said
by said throttle member being modulated by the engine
low and high speed flyweights upon operation of the
engine above its idle and maximum speed limits, a sec~
speed responsive movement of the ?rst lever to maintain
said second shaft projecting at one end beyond said hous
ing, a ?rst lever secured to the projecting end of said
speeder springs.
ond output shaft journaled in said housing and operably 55 a desired constant engine speed corresponding to the
selected position of the throttle member and the equilibri
connected for pivotal movement in accordance with the
um force conditions obtained between the ?yweights and
speed responsive outward movement of the ?yweights,
'
8. An engine speed control mechanism operable to
second shaft for speed responsive swinging movement 60 provide speed modulated manual control of the engine
fuel supply to maintain desired constant speeds between
therewith, .a second lever coaxially pivoted and having a
idle and maximum engine speed limits, said mechanism
limited lost motion driving connection with the ?rst lever,
comprising an engine speed responsive means including a
an idle speed speeder spring tensively interposed be
?rst lever pivotal in response to changes in engine speed,
tween a ?rst arm on said second lever and said ?rst lever
distal from its pivotal axis, said idle spring biasing said 65 a’ second lever having a limited lost motion pivotal con
' nection with said ?rst lever, a stop de?ning an idle speed
?rst lever in opposition to its speed responsive movement,
limit position ‘for the second lever wherein idle speed
a bracket member mounted on said housing and spaced
responsive ?rst lever movement is incapable of effecting
from a second arm on the second lever, a high speed
second lever driving engagement through the lost’ motion
speeder spring tensively interposed between said second 70 connection, an idle speeder spring interposed between
arm and said bracket member, a limit stop member
threadably supported by said bracket member and engage
and biasing the ?rst lever in opposition to its speed re
sponsive pivotal movement and biasing the second lever
able with said second arm to de?ne an idle speed limit
away from its stop limited position, a high speed speeder
position wherein the idle speed responsive range of ?rst
spring biasing the second lever toward its stop limited
lever movement is rendered incapable of establishing 75 position and acting through the lost motion connection
3,063,096
10
to bias the ?rst lever in opposition to speed responsive
movement .beyond its idle range, a third lever pivotally
engine speed corresponding to the selected positioning of
connected to the ?rst lever and a fuel regulating link mov
the throttle member and equilibrium force conditions ob
tained between the speeder springs and the speed respon
able between no-fuel and full-fuel supply controlling posi
sive movement of the ?rst lever.
tions, and a throttle member having a ‘limited lost motion
connection with said third lever and movable between
References Cited in the ?le of this patent
idle and full-fuel supply controlling positions, the fuel
lw-e
UNITED STATES PATENTS
supply control positioning of the third lever by the
throttle member being modulated by speed responsive
2,290,797
movement of the ?rst lever to maintain a desired constant 10
2,669,983
Benjamin ____________ __ July 21, 1942
Reddy et a1 ___________ __ Feb. 23, 1954
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