US2243655A - Speed control mechanism - Google Patents

Speed control mechanism Download PDF

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US2243655A
US2243655A US96056A US9605636A US2243655A US 2243655 A US2243655 A US 2243655A US 96056 A US96056 A US 96056A US 9605636 A US9605636 A US 9605636A US 2243655 A US2243655 A US 2243655A
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control mechanism
speed
speed control
movement
throttle
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US96056A
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Walter C Scott
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D25/00Controlling two or more co-operating engines
    • F02D25/02Controlling two or more co-operating engines to synchronise speed
    • GPHYSICS
    • G05CONTROLLING; REGULATING
    • G05DSYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D13/00Control of linear speed; Control of angular speed; Control of acceleration or deceleration, e.g. of a prime mover
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00Machine element or mechanism
    • Y10T74/20Control lever and linkage systems
    • Y10T74/20576Elements
    • Y10T74/20636Detents
    • Y10T74/2066Friction

Definitions

  • This invention relates to speed control mechanism, and ,has for its main object and feature means to coordinate the speed of two motors.
  • Fig. l is a more or less diagrammatic view, partly in section, showing two associated motors, in the present form gas engines, and interrelated control mechanism for same;
  • Fig. 2 is an enlarged detail view in section of a coupling or clutch used in connection with the invention
  • Fig. 3 is a transverse sectional view substantially on the plane of line 3-3 of Fig. 2;
  • Fig. 4 is a longitudinal sectional view through the control mechanism substantially on the plane of line 4-4 of Fig. l;
  • Fig. 5 is a transverse sectional view substantially on the plane of line 5-5 of Fig. 4.
  • a and B indicate two motors associated in some way and intended to run either at substantially the same speed or at some other predetermined relative speed such as two to one.
  • motors A and B drive propeller shafts I and 2 of a ship or an aeroplane and may therefore run at equal speed or at such slightly different speed as will tend to avoid undue vibration.
  • 3 and 4 indicate the carbureter throttles of thetwo motors, which throttles are movable in opposite directions to open and close them, and which are urged into closed position by springs 5 and 6.
  • Suitable operating means for the throttles are provided, consisting, in the,
  • 0 indicates a speed control mechanism, to be presently described, responsive to the speed of both motors A and B and in turn controlling the position of at least one of the throttles.
  • this control is accomplished by means of a coupling or clutch C so constructed and arranged that a movement of control element Z of control mechanism 0 is transmitted to sleeve l3, but that, on the'cont'rary, a movement of sleeve I3 is not transmitted to control element Z.
  • the coupling consists here ofa housing l8 loosely mounted on sleeve l3 and movable by bifurcated member l9 that engages pins 20 on the housing.
  • Member I9 is here in the form of a bell-crank pivotally supported at 2i and will cause cam 24 to clutch ball 23 against sleeve l3 thereby imparting a movement to the latter independently of rod l0 so that the position of throttle 3 is slightly changed in that it is opened to a greater extent.
  • cam 24 will no longer clutch ball 23 against sleeve l3 and spring 5 will be free to return sleeve I3 against abutment l4. It will further be observed that manipulation of say handle II in either direction will cause sleeve l3 to slide freely through housing l8 and the motion will not be transmitted to coupling C, control element Z or control mechanism 0.
  • cam 24 is movable with as well as independently of housing l8.
  • bearing member 24a of said cam will be in contact with collar l8a of housing l8 and, as the latter moves to the left (in Fig. 2), cam 24 will at first move with housing l8 and will engage ball 23 holding the latter stationary and front wall l8b will move away from the ball.
  • the movement of housing l8 now continues toward the left while cam 24 stands still until the rear wall of said housing l8 abuts bearing member 24a of cam 24.
  • cam 24 to clutch ball 23 so hard that it carries member l3 with it.
  • lever When lever is is moved to the right (in Fig. 1), it carries housing 3 with it while cam 24 momentarily remains stationary until collar 18a moves it. Meanwhile movement of member [3 to the right (in Fig. 2) under the action of spring 5 keeps ball 23 against cam 24. The movement of member l3 continues until the end of said member strikes collar. l4. The movement of housing l8 continues to the right (in Fig. 2) for a short additional distance but, as member l3 no longer moves, ball 23 will not follow cam 24 and will be completely released.
  • control mechanism 0 may take many forms. In the present instance it takes the form shown in my application Ser. No. 60,423, filed January 23, 1936, now Patent No. 2,119,247 of May 31, 1938, and consists of two control members X and Y mounted to rotate independently of each other at all times on shaft 25.
  • Member X is provided with a series of arcuate and tapering grooves 26 for the reception of balls 21, and member Y is provided with a continuous surface 28 engaging balls 21.
  • Members X and Y rotate in the same direction which in this case is with the shallow end of grooves 26 leading and the deep end of the grooves trailing. At least one of said members, here Y, is slidably as well as rotatably mounted on shaft 25.
  • a spring 29 urges member Y toward member X. It will now be understood that so long as member Y does not exceed the speed of member X, balls 21 will remain in the deep part of grooves 26 but that so soon as the speed of Y exceeds that of X, balls 21 will travel into the shallow end of grooves 26 whereby member Y will be moved sidewise against the tension of spring 29 thereby imparting a movement to control element Z pivotally supported at 30, which element in turn transmits its motion to coupling C in the manner previously described.
  • Member X is here rotated from shaft 1 by suitable transmission means consisting in this instance of sprockets and chain 3
  • Member Y is similarly driven from shaft 2 by means of sprockets and chain 32.
  • the gearing or transmission is so proportioned that when motors A and B run, at the desired relative speed, control members X and Y will run at equal speed.
  • the parts can be so adjusted that, when either handle 8 or II is actuated, throttle 3 will be opened to a slightly less extent than that desired. This will cause control member Y to run slightly faster than X and therefore member Y will move sidewise thereby actuating control element Z and will cause coupling C to move sleeve l3 to open throttle 3 to a slightly greater extent. If member X is accelerated to equal the speed of member Y, coupling C will be declutched whereby spring 5 will return sleeve l3 against abutment member l4 and member X will be decelerated. This acceleration and deceleration will, repeat itself whenever conditions warrant it, and consequently the two motors will operate substantially at the desired relative speed.
  • a control means for a motor including: two slidably related members movable in unison and one of which is capable of independent movement, and means to move said independently movable member including a coupling that is incapable of transmitting a movement of the member it moves.
  • a control means for a motor including: two slidably related members, an abutment element carried by one of said members against which the other member abuts, a spring to urge the members into abutting relation, and means to move one of said members independently of the other including a coupling that is incapable of transmitting a movement of the member it moves.
  • a control means for a motor including: an operating member movable in opposite directions to control the motor, a control mechanism and connections to move the operating member in one direction but not in the other, said control mechanism being unresponsive to movements of the operating member in either direction.
  • a control means for a motor including: an operating member movable in opposite directions to control the motor, a control member, coupling means between said members responsive to transmit a movement of the control member to the operating member in one direction but not in the other and incapable of transmitting a movement of said operating member to the control member.
  • a speed control mechanism controlled by the relative speed of the motors, means controlled by the operator to move said throttles in either direction, and connections including a coupling to transmit a movement of the speed control mechanism to the means controlled by the operator to vary the position of at least one of said throttles but incapable of transmitting a movement of the means controlled by the operator to the speed control mechanism.

Description

Ma.y 27, 1941.
w. c, sco'r'r SPEED CONTROL MECHANISM 2 Sheets-Sheet 2 Filed Aug. 14, 1956 INVENTOR mV 5 6 I. w W
ATTORNEY Patented May 27, 1941 UNITED STATES PATENT OFFICE SPEED CONTROL MECHANISM Walter C. Scott, Plainfleld, N. J.
Application August 14, 1936, Serial No. 96,056
12 Claims.
This invention relates to speed control mechanism, and ,has for its main object and feature means to coordinate the speed of two motors.
In the accompanying drawings the invention is shown in one form in which:
Fig. l is a more or less diagrammatic view, partly in section, showing two associated motors, in the present form gas engines, and interrelated control mechanism for same;
Fig. 2 is an enlarged detail view in section of a coupling or clutch used in connection with the invention;
Fig. 3 is a transverse sectional view substantially on the plane of line 3-3 of Fig. 2;
Fig. 4 is a longitudinal sectional view through the control mechanism substantially on the plane of line 4-4 of Fig. l; and
Fig. 5 is a transverse sectional view substantially on the plane of line 5-5 of Fig. 4.
A and B indicate two motors associated in some way and intended to run either at substantially the same speed or at some other predetermined relative speed such as two to one. In the present instance, motors A and B drive propeller shafts I and 2 of a ship or an aeroplane and may therefore run at equal speed or at such slightly different speed as will tend to avoid undue vibration. 3 and 4 indicate the carbureter throttles of thetwo motors, which throttles are movable in opposite directions to open and close them, and which are urged into closed position by springs 5 and 6. Suitable operating means for the throttles are provided, consisting, in the,
case of throttlew4, of member I and handle 8 pivoted at 9, and, in the case of throttle 3 of two slidably related members, one of whichi is a rod connected to handle 'Il pivoted at l2, and the other of which is a sleeve 13 connected to throttle 3 and adapted to abut, under the influence of spring 5, against abutment member l4 on rod I0. Handles Band II can be operated independently but it is preferred to connect them by means of rods l and I6 and adjustable turnbuckle so that by operating either handle the two throttles can be operated in unison.
0 indicates a speed control mechanism, to be presently described, responsive to the speed of both motors A and B and in turn controlling the position of at least one of the throttles. In the present instance this control is accomplished by means of a coupling or clutch C so constructed and arranged that a movement of control element Z of control mechanism 0 is transmitted to sleeve l3, but that, on the'cont'rary, a movement of sleeve I3 is not transmitted to control element Z. The coupling consists here ofa housing l8 loosely mounted on sleeve l3 and movable by bifurcated member l9 that engages pins 20 on the housing. Member I9 is here in the form of a bell-crank pivotally supported at 2i and will cause cam 24 to clutch ball 23 against sleeve l3 thereby imparting a movement to the latter independently of rod l0 so that the position of throttle 3 is slightly changed in that it is opened to a greater extent. When the upper arm of bellcrank I9 is moved to the right (in Fig. l) cam 24 will no longer clutch ball 23 against sleeve l3 and spring 5 will be free to return sleeve I3 against abutment l4. It will further be observed that manipulation of say handle II in either direction will cause sleeve l3 to slide freely through housing l8 and the motion will not be transmitted to coupling C, control element Z or control mechanism 0. Considering the action of clutch C more in detail, it will be observed that, as stated above, cam 24 is movable with as well as independently of housing l8. Prior to the time that lever l9 moves to the left (in Fig. 1), bearing member 24a of said cam will be in contact with collar l8a of housing l8 and, as the latter moves to the left (in Fig. 2), cam 24 will at first move with housing l8 and will engage ball 23 holding the latter stationary and front wall l8b will move away from the ball. At this time there is no movement of member l3. The movement of housing l8 now continues toward the left while cam 24 stands still until the rear wall of said housing l8 abuts bearing member 24a of cam 24. This causes cam 24 to clutch ball 23 so hard that it carries member l3 with it. When lever is is moved to the right (in Fig. 1), it carries housing 3 with it while cam 24 momentarily remains stationary until collar 18a moves it. Meanwhile movement of member [3 to the right (in Fig. 2) under the action of spring 5 keeps ball 23 against cam 24. The movement of member l3 continues until the end of said member strikes collar. l4. The movement of housing l8 continues to the right (in Fig. 2) for a short additional distance but, as member l3 no longer moves, ball 23 will not follow cam 24 and will be completely released.
The construction of control mechanism 0 may take many forms. In the present instance it takes the form shown in my application Ser. No. 60,423, filed January 23, 1936, now Patent No. 2,119,247 of May 31, 1938, and consists of two control members X and Y mounted to rotate independently of each other at all times on shaft 25. Member X is provided with a series of arcuate and tapering grooves 26 for the reception of balls 21, and member Y is provided with a continuous surface 28 engaging balls 21. Members X and Y rotate in the same direction which in this case is with the shallow end of grooves 26 leading and the deep end of the grooves trailing. At least one of said members, here Y, is slidably as well as rotatably mounted on shaft 25. A spring 29 urges member Y toward member X. It will now be understood that so long as member Y does not exceed the speed of member X, balls 21 will remain in the deep part of grooves 26 but that so soon as the speed of Y exceeds that of X, balls 21 will travel into the shallow end of grooves 26 whereby member Y will be moved sidewise against the tension of spring 29 thereby imparting a movement to control element Z pivotally supported at 30, which element in turn transmits its motion to coupling C in the manner previously described. When member Y slows down to the speed of X or falls below it (or when, what amounts to the same thing, the speed of X is accelerated above that of Y), balls 21 return to the deep end of grooves 26 and spring 29 moves member Y toward X,-contro1 element Z is returned to its original position and coupling C declutches. Member X is here rotated from shaft 1 by suitable transmission means consisting in this instance of sprockets and chain 3|. Member Y is similarly driven from shaft 2 by means of sprockets and chain 32.
The gearing or transmission is so proportioned that when motors A and B run, at the desired relative speed, control members X and Y will run at equal speed. The parts can be so adjusted that, when either handle 8 or II is actuated, throttle 3 will be opened to a slightly less extent than that desired. This will cause control member Y to run slightly faster than X and therefore member Y will move sidewise thereby actuating control element Z and will cause coupling C to move sleeve l3 to open throttle 3 to a slightly greater extent. If member X is accelerated to equal the speed of member Y, coupling C will be declutched whereby spring 5 will return sleeve l3 against abutment member l4 and member X will be decelerated. This acceleration and deceleration will, repeat itself whenever conditions warrant it, and consequently the two motors will operate substantially at the desired relative speed.
I claim:
1. The combination with a carbureter throttle movable in opposite directions, of a spring to urge said throttle toward its closed position, means controlled by the operator to move said throttle into its open position, and a speed control mechanism and connections to move said throttle toward its open position.
2. The combination with a carburetor throttle movable in opposite directions, of meanscontrolled by the operator to move said throttle in either direction, a speed control mechanism, and connections including a coupling to transmit a movement of the speed control mechanism in one direction only to the means controlled by the operator but incapable of transmitt ng a movement of the means controlled by the operator to the speed control mechanism.
3. The combination with a carburetor throttle movable in opposite directions, 01' a spring to urge said throttle toward its closed position, means controlled by the operator to move said throttle into its open position, a speed control mechanism, and connections including a coupling to transmit a movement of the speed control mechanism in one direction only to the means controlled by the operator but incapable of transmitting a movement 01' the means controlled by the operator to the speed control mechanism.
4. A control means for a motor including: two slidably related members movable in unison and one of which is capable of independent movement, and means to move said independently movable member including a coupling that is incapable of transmitting a movement of the member it moves.
5. A control means for a motor including: two slidably related members, an abutment element carried by one of said members against which the other member abuts, a spring to urge the members into abutting relation, and means to move one of said members independently of the other including a coupling that is incapable of transmitting a movement of the member it moves.
6. A control means for a motor including: an operating member movable in opposite directions to control the motor, a control mechanism and connections to move the operating member in one direction but not in the other, said control mechanism being unresponsive to movements of the operating member in either direction.
7. A control means for a motor including: an operating member movable in opposite directions to control the motor, a control member, coupling means between said members responsive to transmit a movement of the control member to the operating member in one direction but not in the other and incapable of transmitting a movement of said operating member to the control member.
8. In a system of speed control, the combination with the carbureter throttles of two motors, of a speed control mechanism controlled by the relative speed of the motors, means controlled by said speed control mechanism to vary the position of at least one of said throttles, and means to vary in unison the position of said throttles independently of the speed control mechanism.
9. The combination with a carbureter throttle movable in opposite directions, of speed controlled means to move said throttle in one direction but not in the other, and means controlled by the operator to move said throttle in either direction without transmitting the movement to the speed controlled means.
10. In a system of speed control, the combination with the carbureter throttles of two motors, of a speed control mechanism controlled by the relative speed of the motors, means controlled by the operator to move said throttles in either direction, and connections including a coupling to transmit a movement of the speed control mechanism to the means controlled by the operator to vary the position of at least one of said throttles but incapable of transmitting a movement of the means controlled by the operator to the speed control mechanism.
11. In a system of speed control, the combination with the carbureter throttles of two motors, of means controlled by the operator to move said throttlesin opposite directions, speed control motors, a speed control mechanism controlled by the relative speed of the two motors, and connections from said speed control mechanism to move the operating member in one direction but not in the other, said control mechanism being unresponsive to movements of the operating member in either direction.
W'ALTER C. SCOTT.
US96056A 1936-08-14 1936-08-14 Speed control mechanism Expired - Lifetime US2243655A (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2452064A (en) * 1944-07-26 1948-10-26 Robert L Mayrath Multiple motor speed synchronizing balancing device
US2603731A (en) * 1948-11-27 1952-07-15 Weiss Joseph Governor for the automatic control of brakes of motor vehicles or the like
US2609868A (en) * 1945-02-24 1952-09-09 Dowty Equipment Ltd Fuel supply control for gas turbines
US2693717A (en) * 1950-10-12 1954-11-09 Allis Chalmers Mfg Co Control mechanism
US2956295A (en) * 1957-08-15 1960-10-18 T W & C B Sheridan Co Independent driving mechanism for book trimmer in bookbinding system

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2452064A (en) * 1944-07-26 1948-10-26 Robert L Mayrath Multiple motor speed synchronizing balancing device
US2609868A (en) * 1945-02-24 1952-09-09 Dowty Equipment Ltd Fuel supply control for gas turbines
US2603731A (en) * 1948-11-27 1952-07-15 Weiss Joseph Governor for the automatic control of brakes of motor vehicles or the like
US2693717A (en) * 1950-10-12 1954-11-09 Allis Chalmers Mfg Co Control mechanism
US2956295A (en) * 1957-08-15 1960-10-18 T W & C B Sheridan Co Independent driving mechanism for book trimmer in bookbinding system

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