CA1153648A - Rotation sensitive pressure regulator - Google Patents
Rotation sensitive pressure regulatorInfo
- Publication number
- CA1153648A CA1153648A CA000377469A CA377469A CA1153648A CA 1153648 A CA1153648 A CA 1153648A CA 000377469 A CA000377469 A CA 000377469A CA 377469 A CA377469 A CA 377469A CA 1153648 A CA1153648 A CA 1153648A
- Authority
- CA
- Canada
- Prior art keywords
- spool valve
- pressure
- outlet
- engine
- fly
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
- F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
- F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
- F02D1/12—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic
- F02D1/122—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic control impulse depending only on engine speed
- F02D1/125—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic control impulse depending only on engine speed using a centrifugal governor
Abstract
ROTATION SENSITIVE PRESSURE REGULATOR
Abstract This disclosure relates generally to fuel delivery systems for combustion ignition engines and more particularly to devices for limiting exhaust smoke and/or the rise in engine torque. When a compression ignition engine is operating at full speed and a load is applied to the engine, the engine speed decreases until a lug condition results. As the engine speed decreases, a greater volume of fuel is delivered to the combustion chambers resulting in an inherent increase in the output torque of the engine and in the production of smoke. A rotation sensitive pressure regulator solves these problems by using a movable spool valve. Stability of the regulator is achieved by using a spring that adjusts the static force applied to the spool valve and a nondeformable actuator member.
Abstract This disclosure relates generally to fuel delivery systems for combustion ignition engines and more particularly to devices for limiting exhaust smoke and/or the rise in engine torque. When a compression ignition engine is operating at full speed and a load is applied to the engine, the engine speed decreases until a lug condition results. As the engine speed decreases, a greater volume of fuel is delivered to the combustion chambers resulting in an inherent increase in the output torque of the engine and in the production of smoke. A rotation sensitive pressure regulator solves these problems by using a movable spool valve. Stability of the regulator is achieved by using a spring that adjusts the static force applied to the spool valve and a nondeformable actuator member.
Description
Description ~ `
Rotation Sensitive Pressure Regulator . .
Technical Field This invention relates generally to fuel delivery systems for combustion ignition engines and more particularly to apparatus for limiting exhaust smoke and/or the rise in engine torque.
- Background Art When a compression ignition engine is operating at full speed and a load is applied to the engine, the engine speed decreases until a lug condition results. As the engine speed decreases, the delivery of the fuel pump increases and a greater volume of fuel is delivered to the combustion chambers. The increased fuel delivery results in an inherent increase in the output torque of the engine.
In some engines, particularly turbocharged engines, the natural torque rise under such conditions is also detrimental to effective control of exhaust emissions in as much as smoke is produced from the engine.
It has been found that excessive smoke production and damaging increases in torque can be prevented by decreasing the amount of fuel delivered to the combustion chambers as the engine speed decreases from its rated to its peak torque speed.
The task of decreasing the amount of fuel delivered as engine speed decreases typically cannot be performed by a conventional governor alone. A governor increases the delivery of fuel as engine speed decreases in order to maintain engine speed constantO
This is the primary function of a governor. On some engines a fuel air ratio controller and a speed ~.
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.
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sensitive regulator are used in combination with a governor to override the governor. Such fuel air ratio controllers are disclosed in U.S. Patent 3,313,283 entitled "Fuel Ratio Control Override" issued on April 11, 1967 to R. H. Miller; U.S. Patent 4,068,642 entitled "Fuel Ratio Control with ~lanually Operated Air Override" issued on January 17, 1978 to J. P. Little, Jr.; and U.S. Patent 4,149,507 entitled "Fuel~Air Ratio Control with Torque-Limiting Spring for Supercharged Engines" issued on April 17, 1979 to J. P. Little, Jr.
et al. One device for regulating a fuel air ratio controller is disclosed in U.S. Patent 4,136,658, entitled "Speed Sensitive Pressure Regulator System"
issued on January 30, 1979 to Gates and assigned to the assignee of the present application. Other work in this field of technology includes U.S. Patent 3,~95,245 entitled "Fuel Supply System for Internal Combustion Engines" by Ishida issued on October 3, 1972; U.S.
Patent 3,916,~62 entitled "Torque Rise Limiting Device1' by Clouse et al issued on November 4, 1975; U.S. Patent 3,532,082 entitled "Minimum-Maximum Governor With Midrange Regulation" by Clouse et al issued on October 6, 1970; and U.S. Patent 3,911,855 entitled "Torque Rise Limiting Governor" by Hammond issued on October 14, 1975.
Previous devices for controlling torque rise have not always provided the desired service life.
These prior controllers, for example, employ springs that can change in elasticity and/or diaphragms that can rupture due to wear.
Further, there are only a limited number of engines that actually require such a controller. Thus, there is a continuing search for a device which will satisfy these tasks and can be easily installed as an accessory to a conventional governor.
: - .
The present invention is directed to over-coming one or more of the problems as set forth above.
Disclosure of the Invention In one aspect of the present invention, a rotation sensitive pressure regulator is provided having an inlet, an outlet, a vent conduit, and valve means for regulating fluid pressure from the inlet to the outlet wherein the valve means includes a reciprocable spool valve sequentially movable between a first position communicating fluid pressure from the inlet to the outlet, a second position blocking the outlet from the inlet, and a third position communicating the outlet with the vent conduit. The rotation sensitive pressure regulator further includes fly~weight means for moving the spool valve in a first direction and towards its first position in response to increased rotation of the fly-weight means and means for urging the spool valve in a second direction opposite to the first direction and towards its third position in response to fluid pressure in the outlet and decreased rotation of the fly-weight means.
- The problem of providing an apparatus that will utilize existing equipment is met by providing a regulator that requires just an engine speed input shaft and a source of fluid pressure and can be conveniently attached at many locations on the engine.
The foregoing and other aspects will become apparent from the following detailed description of the invention when considered in conjuncution with the accompanying drawings. It is to be expressly understood, however, that the drawings are not intended as a definition of the invention but are for the purpose of illustration only.
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Brief ~escription of the Drawings Fig. 1 is a diagrammatic side elevational view - in cross section of one embodiment of the present invention, and Fig. 2 is a graphic illustration of the torque curves, the generation of smoke and the fuel rack position of an engine that is operated both with and without the embodiment of Fig. 1.
Best Mode for Carrying Out the Invention Fig. 1 illustrates a rotation sensitive pressure regulator 7 that is used on a compression ignition engine (not shown). The regulator includes a speed input shaft 8 that is driven by the engine at a speed proportional to the crankshaft speed. The input shaft is mounted for rotation within two duplex bearings 9 that are rigidly mounted in a base 10. The base attaches the regulator 7 to the engine (not shown) and seals the bottom of the regulator 7 from contamination by dirt and oil. The regulator 7 further includes a body or housing 11 which houses the apparatus. The base 10 and the body 11 are sealed by an O-ring 12.
The speed input shaft 8 rotates a fly-weight assembly 13 that includes a disc shaped carrier 14 on which is mounted a plurality of clevices 15. On each clevice is a pin 16 that acts as a pivot for a fly-weight 17. The fly-weights are located between the clevices and pivot about the pins 16. When the sha~t 8 rotates, the carrier 14 rotates at the same speed and the fly-weights pivot outwardly away from the axis of rotation due to centrifugal force.
Each fly-weight 17 has a toe 18 that engages the outer race or ring of a bearing 20. The inner race :
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of the bearing is rigidly attached to a nondeformable actuator member 19 that is an integral part of a valve means 21 Eor regulating the outlet fluid pressure of the regulator 7. More precisely, the member 19 is a stem located on the lower end of a spool valve 21a and serves as a rigid coupling directly engaged by both the fly-weight assembly 13 and the spool valve for moving the spool valve in an upward direction in response to rotation of the fly-weight assembly. The bearing 20 10 permits the fly-weights to rotate relative to the spool valve during operation. The spool valve has upper and lower relieved portions 22, 23, respectively, that form a control land 24. Throughout the range of motion of the spool valve 21a, the upper relieved portion 22 15 communicates with a vent conduit 28 in the body 11 and the lower relieved portion 23 communicates with a supply conduit or inlet 26. The supply conduit is connected to a source o~ fluid pressure (not shown).
When used on a supercharged or turbocharged engine, the 20 supply conduit 26 is connected to the intake manifold so that the regulator is supplied with pressurized air corresponding to the manifold pressure.
As illustrated in Fig. 1, the control land 24 covers a controlled air conduit or outlet 29. During 25 operation, regulated air at a predetermined pressure is provided through this conduit 29 to a fuel air ratio controller 31 as described below. ~he spool valve 21a slides up and down within a bushing 33 that is rigidly mounted within the body 11 of the regulator 7. The 30 conduits 26, 28 and 29 communicate with the spool valve through the bushing. The clearance between the spool valve and the bushing is approximately 3.30X10 6m (130 millionths of an inch) so that air may be controlled by this spool valve. The spool valve 21a , ,,~
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and the bushing 33 can be fabricated from either stainless steel or porcelain. Porcelain is preferred if high temperature moisture laden air is to be encountered from the intake manifold.
Referring now to the upper portion of Fig. 1, the regulator 7 is provided with means 32 for urging the spool valve 21a in a downward direction in opposition to the fly-weight assembly 13 in response to fluid pressure in the outlet 29.
The urging means includes a cavity or chamber 34 formed around the top of the bushing 33 by a cover 35 and a gasket 36 secured to the regulator housing 11 by a plurality of bolts 37 and which seal the fluid pressure within the regulator. The cavity is connected to the controlled air conduit 29 by a passage 38.
The urging means 32 further includes a compression spring 40 which urges the spool valve 21a in a downward direction and places a static force on the spool valve 21a that opposes the upward force generated by the rotation of the fly-weights 17. The spring provides a way to vary the effect of the fly-weights and to move the operating curve of the regulator as described below in connection with Fig.
Rotation Sensitive Pressure Regulator . .
Technical Field This invention relates generally to fuel delivery systems for combustion ignition engines and more particularly to apparatus for limiting exhaust smoke and/or the rise in engine torque.
- Background Art When a compression ignition engine is operating at full speed and a load is applied to the engine, the engine speed decreases until a lug condition results. As the engine speed decreases, the delivery of the fuel pump increases and a greater volume of fuel is delivered to the combustion chambers. The increased fuel delivery results in an inherent increase in the output torque of the engine.
In some engines, particularly turbocharged engines, the natural torque rise under such conditions is also detrimental to effective control of exhaust emissions in as much as smoke is produced from the engine.
It has been found that excessive smoke production and damaging increases in torque can be prevented by decreasing the amount of fuel delivered to the combustion chambers as the engine speed decreases from its rated to its peak torque speed.
The task of decreasing the amount of fuel delivered as engine speed decreases typically cannot be performed by a conventional governor alone. A governor increases the delivery of fuel as engine speed decreases in order to maintain engine speed constantO
This is the primary function of a governor. On some engines a fuel air ratio controller and a speed ~.
;' , , ;' .
.
~5,t3~4~
sensitive regulator are used in combination with a governor to override the governor. Such fuel air ratio controllers are disclosed in U.S. Patent 3,313,283 entitled "Fuel Ratio Control Override" issued on April 11, 1967 to R. H. Miller; U.S. Patent 4,068,642 entitled "Fuel Ratio Control with ~lanually Operated Air Override" issued on January 17, 1978 to J. P. Little, Jr.; and U.S. Patent 4,149,507 entitled "Fuel~Air Ratio Control with Torque-Limiting Spring for Supercharged Engines" issued on April 17, 1979 to J. P. Little, Jr.
et al. One device for regulating a fuel air ratio controller is disclosed in U.S. Patent 4,136,658, entitled "Speed Sensitive Pressure Regulator System"
issued on January 30, 1979 to Gates and assigned to the assignee of the present application. Other work in this field of technology includes U.S. Patent 3,~95,245 entitled "Fuel Supply System for Internal Combustion Engines" by Ishida issued on October 3, 1972; U.S.
Patent 3,916,~62 entitled "Torque Rise Limiting Device1' by Clouse et al issued on November 4, 1975; U.S. Patent 3,532,082 entitled "Minimum-Maximum Governor With Midrange Regulation" by Clouse et al issued on October 6, 1970; and U.S. Patent 3,911,855 entitled "Torque Rise Limiting Governor" by Hammond issued on October 14, 1975.
Previous devices for controlling torque rise have not always provided the desired service life.
These prior controllers, for example, employ springs that can change in elasticity and/or diaphragms that can rupture due to wear.
Further, there are only a limited number of engines that actually require such a controller. Thus, there is a continuing search for a device which will satisfy these tasks and can be easily installed as an accessory to a conventional governor.
: - .
The present invention is directed to over-coming one or more of the problems as set forth above.
Disclosure of the Invention In one aspect of the present invention, a rotation sensitive pressure regulator is provided having an inlet, an outlet, a vent conduit, and valve means for regulating fluid pressure from the inlet to the outlet wherein the valve means includes a reciprocable spool valve sequentially movable between a first position communicating fluid pressure from the inlet to the outlet, a second position blocking the outlet from the inlet, and a third position communicating the outlet with the vent conduit. The rotation sensitive pressure regulator further includes fly~weight means for moving the spool valve in a first direction and towards its first position in response to increased rotation of the fly-weight means and means for urging the spool valve in a second direction opposite to the first direction and towards its third position in response to fluid pressure in the outlet and decreased rotation of the fly-weight means.
- The problem of providing an apparatus that will utilize existing equipment is met by providing a regulator that requires just an engine speed input shaft and a source of fluid pressure and can be conveniently attached at many locations on the engine.
The foregoing and other aspects will become apparent from the following detailed description of the invention when considered in conjuncution with the accompanying drawings. It is to be expressly understood, however, that the drawings are not intended as a definition of the invention but are for the purpose of illustration only.
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Brief ~escription of the Drawings Fig. 1 is a diagrammatic side elevational view - in cross section of one embodiment of the present invention, and Fig. 2 is a graphic illustration of the torque curves, the generation of smoke and the fuel rack position of an engine that is operated both with and without the embodiment of Fig. 1.
Best Mode for Carrying Out the Invention Fig. 1 illustrates a rotation sensitive pressure regulator 7 that is used on a compression ignition engine (not shown). The regulator includes a speed input shaft 8 that is driven by the engine at a speed proportional to the crankshaft speed. The input shaft is mounted for rotation within two duplex bearings 9 that are rigidly mounted in a base 10. The base attaches the regulator 7 to the engine (not shown) and seals the bottom of the regulator 7 from contamination by dirt and oil. The regulator 7 further includes a body or housing 11 which houses the apparatus. The base 10 and the body 11 are sealed by an O-ring 12.
The speed input shaft 8 rotates a fly-weight assembly 13 that includes a disc shaped carrier 14 on which is mounted a plurality of clevices 15. On each clevice is a pin 16 that acts as a pivot for a fly-weight 17. The fly-weights are located between the clevices and pivot about the pins 16. When the sha~t 8 rotates, the carrier 14 rotates at the same speed and the fly-weights pivot outwardly away from the axis of rotation due to centrifugal force.
Each fly-weight 17 has a toe 18 that engages the outer race or ring of a bearing 20. The inner race :
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of the bearing is rigidly attached to a nondeformable actuator member 19 that is an integral part of a valve means 21 Eor regulating the outlet fluid pressure of the regulator 7. More precisely, the member 19 is a stem located on the lower end of a spool valve 21a and serves as a rigid coupling directly engaged by both the fly-weight assembly 13 and the spool valve for moving the spool valve in an upward direction in response to rotation of the fly-weight assembly. The bearing 20 10 permits the fly-weights to rotate relative to the spool valve during operation. The spool valve has upper and lower relieved portions 22, 23, respectively, that form a control land 24. Throughout the range of motion of the spool valve 21a, the upper relieved portion 22 15 communicates with a vent conduit 28 in the body 11 and the lower relieved portion 23 communicates with a supply conduit or inlet 26. The supply conduit is connected to a source o~ fluid pressure (not shown).
When used on a supercharged or turbocharged engine, the 20 supply conduit 26 is connected to the intake manifold so that the regulator is supplied with pressurized air corresponding to the manifold pressure.
As illustrated in Fig. 1, the control land 24 covers a controlled air conduit or outlet 29. During 25 operation, regulated air at a predetermined pressure is provided through this conduit 29 to a fuel air ratio controller 31 as described below. ~he spool valve 21a slides up and down within a bushing 33 that is rigidly mounted within the body 11 of the regulator 7. The 30 conduits 26, 28 and 29 communicate with the spool valve through the bushing. The clearance between the spool valve and the bushing is approximately 3.30X10 6m (130 millionths of an inch) so that air may be controlled by this spool valve. The spool valve 21a , ,,~
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and the bushing 33 can be fabricated from either stainless steel or porcelain. Porcelain is preferred if high temperature moisture laden air is to be encountered from the intake manifold.
Referring now to the upper portion of Fig. 1, the regulator 7 is provided with means 32 for urging the spool valve 21a in a downward direction in opposition to the fly-weight assembly 13 in response to fluid pressure in the outlet 29.
The urging means includes a cavity or chamber 34 formed around the top of the bushing 33 by a cover 35 and a gasket 36 secured to the regulator housing 11 by a plurality of bolts 37 and which seal the fluid pressure within the regulator. The cavity is connected to the controlled air conduit 29 by a passage 38.
The urging means 32 further includes a compression spring 40 which urges the spool valve 21a in a downward direction and places a static force on the spool valve 21a that opposes the upward force generated by the rotation of the fly-weights 17. The spring provides a way to vary the effect of the fly-weights and to move the operating curve of the regulator as described below in connection with Fig.
2. When the adjustment screw 39 is properly positioned, the screw is locked in place with a jam nut 42 that engages the adjustment screw 39 and the cover 35~ A rubber seal washer 43 is used to prevent the escape of fluid pressure from around the screw.
The regulator 7 controls the pressure in the controlled air conduit 29 by moving ~he control land 2 on the spool valve 21a with respect to the conduit 29.
The position of the control land is controlled by a plurality of forces. The downward force on the spool valve includes a force due to the fluid pressure in the , ' , . ' ~
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cavity 34 under the cover 35. The pressure in this cavity 34 is equal to the pressure in the controlled air conduit 29 and is communicated to the cavity via the passage 38. In addition, there is a downward force acting on the spool valve due to the static force of the spring 40. The upward force on the spool valve 21a includes the force due to the rotation of the fly-weights 17. This force is equal to a constant K
times the square of the speed of the shaft 8 so that the upward force is proportional to the square of the engine speed. The constant K includes the number and mass of the fly-weights, the distance between the center of mass of the fly-weights and the pin 16 and the distance between the toe 18 and the pin 16. The cavity around the fly-weights is vented to the atmosphere so that no fluid pressure acts on the bottom of the spool valve 21a.
The pressure in the controlled air conduit 29 is directed to the fuel air ratio controller 31. The controller includes an upper chamber 45 and a lower chamber 46 separated by a diaphragm 47. The diaphragm is spring loaded with a spring 48 that eliminates preloading the diaphragm. The pressure from the regulator 7 is directed into the upper chamber 45 and ~5 the lower chamber 46 is constantly at atmospheric pressure. The bottom of the diaphragm 47 is connected to a bolt 49 that engages a fuel rack collar 50 that positions a fuel rack 51. The purpose of the fuel air ratio controller 31 is to resist the movement of the fuel rack 51 during acceleration and to coordinate movement of the fuel rack 51 with the amount of air available in the intake manifold (not shown). The construction and operation of the fuel air ratio controller is described in the U.S. patents to Miller and Little cited above.
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Industrial ApplicabilitY
Referring to Fig. 1, the regulator 7 controls the fluid pressure in the controlled air conduit 29 as a function of the rotation of the speed input shaft 8.
The speed input shaft is operatively connected to the crankshaft of an engine (not shown) so that the shaft 8 turns at an integral multiple of the speed of the engine. The regulator is connected to a source of fluid pressure such as the intake manifold of a turbocharged engine via the supply conduit 26. The regulator is also vented to the atmosphere through the vent conduit 28.
In operation, the engine turns the speed input shaft 8 at a multiple of the crankshaft speed. If the input shaft 8 increases in speed, the fly-weights 17 tend to move outward away from the axis of rotation and thus the toes 18 tend to move the spool valve 21a in an upward direction via the actuator member 19. This upward motion tends to connect the fluid pressure in conduit 26 to the controlled air conduit 29 via the lower relieved portion 23 of the spool valve. When the pressure in conduit 29 increases, the pressure in the cavity 34 under the cover 35 increases via passage 38 and tends to force the top of the spool valve 21a in a downward direction against the upward force of the fly-weights. The pressure in conduit 29 is increased until the control land 24 again covers the controlled air conduit 29. A balanced condition results with a predetermined pressure in conduit 29 and with the fly weight force exactly opposing the spring and output pressure forces.
When the speed of the shaft 8 decreases, the fly-weights 17 tend to move toward the axis of rotation which causes the spool valve 21a to move in a downward direction. In addition, the elevated pressure in ., , : .
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g conduit 29 also acts through passage 38 to Eorce the spool valve in a downward direction. When the spool valve moves downward, the control land 24 vents conduit 29 to the atmosphere via the upper relieved portion 22 of the spool valve 21a and the vent conduit 28. This venting lowers the force on the top of the spool valve and tends to permit the spool valve to move upward.
The pressure in conduit 29 is thereby decreased until the control land 24 again covers the controlled air conduit and the opposing forces are balanced.
The regulator 7 through the predetermined pressure in conduit 29 controls the pressure in the upper chamber 45 of the fuel air ratio controller 31.
This controller, in turn, controls the position of the fuel rack 51 which regulates the amount of fuel delivery per pump stroke to the cylinders of the engine (not shown). When the pressure in the upper chamber 45 of the controller 31 increases, the bolt 49 permits a larger amount of fuel delivery to the cylinders. The opposite occurs when the pressure in the upper chamber is decreased.
When the fuel rack 51 is positioned for maximum horsepower at rated speed and the engine is then placed under load so that it begins to lug, the fuel pump (not shown) automatically increases the delivery of fuel to the cylinder. This increase in fuel delivery is a function of the change of e-Eficiency of the fuel pump as the engine speed decreases. As described in detail above, when the engine lugs down~
the speed input shaft 8 turns at a slower speed. This slower speed decreases the fly-weight force and along with the pressure in the passage 38 causes the spool valve to move downward. This vents a portion of the air pressure in the upper chamber 45 out to the ,~
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-9a-atmosphere through the vent conduit 28. The diaphragm 47 in turn moves the rack 51 to reduce the amount of fuel delivery.
Fig. 2 illustrates the performance curves ..
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of an engine that utilizes a rotation sensitive pressure regulator 7 according to the present invention. Graph 56 is the curve of torque (brake mean effective pressure in kPa or psi) vs. engine speed (rpm). Graph 57 illustrates the production of smoke vs. engine speed, and graph 58 illustrates the position of the fuel rack with respect to engine speed. In graph 58 zero indicates the center of the travel of the rack and the graph has an abscissa of plus or minus (.254 cm) (0.10 inches) either side of center.
Referring to graph 58, Fig. 2, Point A
indicates the high idle position where at 2200 rpm there is no load on the engine. Point B is the balance point where maximum horsepower is developed at the rated speed of the engine.
If the eng~ne is started at high idle with no load (Point A) and then is increasingly loaded, the fuel rack moves from Point A to Point B as the engine speed decreases. Once Point B is reached, the rack position is fixed against a mechanical stop (not shown) and the engine beings to lug. The horizontal portion of graph 58 is termed "the fixed rack lug curve.'l As the engine is loaded down from 2000 rpm (Point B) the torque developed on the engine rises as indicated by graph 56. In addition, the production of smoke increases as illustrated by graph 57.
The broken line portions of the performance curves below 1400 rpm illustrate the operation of the engine if the speed sensitive pressure regulator 7 and the fuel air ratio controller 31 are not used. As shown below 1400 rpm the torque developed by the engine peaks and then falls off (graph 56), the production of smoke increases dramatically (graph 57), and the position of the fuel rack remains fixed (graph 58) .
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On an engine equipped with a rotation sensitive pressure regulator 7 and a fuel air ratio controller 31 as described above, the production of smoke and the elevation of torque is substantially changed when the engine speed decreases below 1400 rpm. On graph 58 Point C illustrates where the regulator begins to take effect. At that point the fuel rack is moved in a negative direction and the amount of fuel delivered to the cylinders per stroke is decreased. In graph 56 it can be seen that at 1400 rpm and below the torque developed by the engine is dramatically decreased. In addition, the production of smoke is likewise limited at engine speeds below 1400 rpm.
Referring to Fig. 2, the effect of the pressure regulator 7 is indicated by the upward sloping linear curve 65. The slope of this curve is fixed by the number, mass, and geometry of the fly-weights and the area of the top of the spool valve 21a. The position of this curve crosses 65 along the horizontal axis is controlled by the spring 40. That is to say, the spring controls the speed at which Point C occurs which is the point at which the regulated fuel rack curve 65 crosses the fixed rack lug curve~ For example, if the compression on the spring is increased, starred curves 56', 57' and 65' are produced. Thus, it can be seen that by adjusting the compression of the spring, the maximum elevation in torque and the net production of smoke can be controlled by the apparatus described herein.
In summary, the present invention controls the generation of smoke and limits the rise in engine torque by pulling the fuel rack back when the engine lugs. Stability of the system and reliable ' '' ' ' performance are obtained by utilizing the spool valve 21a, the actuator member 19 and the spring 40.
Other aspects, objects, and advantages of this invention can be obtained from a study of the drawings, the disclosure and the appended claims.
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The regulator 7 controls the pressure in the controlled air conduit 29 by moving ~he control land 2 on the spool valve 21a with respect to the conduit 29.
The position of the control land is controlled by a plurality of forces. The downward force on the spool valve includes a force due to the fluid pressure in the , ' , . ' ~
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cavity 34 under the cover 35. The pressure in this cavity 34 is equal to the pressure in the controlled air conduit 29 and is communicated to the cavity via the passage 38. In addition, there is a downward force acting on the spool valve due to the static force of the spring 40. The upward force on the spool valve 21a includes the force due to the rotation of the fly-weights 17. This force is equal to a constant K
times the square of the speed of the shaft 8 so that the upward force is proportional to the square of the engine speed. The constant K includes the number and mass of the fly-weights, the distance between the center of mass of the fly-weights and the pin 16 and the distance between the toe 18 and the pin 16. The cavity around the fly-weights is vented to the atmosphere so that no fluid pressure acts on the bottom of the spool valve 21a.
The pressure in the controlled air conduit 29 is directed to the fuel air ratio controller 31. The controller includes an upper chamber 45 and a lower chamber 46 separated by a diaphragm 47. The diaphragm is spring loaded with a spring 48 that eliminates preloading the diaphragm. The pressure from the regulator 7 is directed into the upper chamber 45 and ~5 the lower chamber 46 is constantly at atmospheric pressure. The bottom of the diaphragm 47 is connected to a bolt 49 that engages a fuel rack collar 50 that positions a fuel rack 51. The purpose of the fuel air ratio controller 31 is to resist the movement of the fuel rack 51 during acceleration and to coordinate movement of the fuel rack 51 with the amount of air available in the intake manifold (not shown). The construction and operation of the fuel air ratio controller is described in the U.S. patents to Miller and Little cited above.
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Industrial ApplicabilitY
Referring to Fig. 1, the regulator 7 controls the fluid pressure in the controlled air conduit 29 as a function of the rotation of the speed input shaft 8.
The speed input shaft is operatively connected to the crankshaft of an engine (not shown) so that the shaft 8 turns at an integral multiple of the speed of the engine. The regulator is connected to a source of fluid pressure such as the intake manifold of a turbocharged engine via the supply conduit 26. The regulator is also vented to the atmosphere through the vent conduit 28.
In operation, the engine turns the speed input shaft 8 at a multiple of the crankshaft speed. If the input shaft 8 increases in speed, the fly-weights 17 tend to move outward away from the axis of rotation and thus the toes 18 tend to move the spool valve 21a in an upward direction via the actuator member 19. This upward motion tends to connect the fluid pressure in conduit 26 to the controlled air conduit 29 via the lower relieved portion 23 of the spool valve. When the pressure in conduit 29 increases, the pressure in the cavity 34 under the cover 35 increases via passage 38 and tends to force the top of the spool valve 21a in a downward direction against the upward force of the fly-weights. The pressure in conduit 29 is increased until the control land 24 again covers the controlled air conduit 29. A balanced condition results with a predetermined pressure in conduit 29 and with the fly weight force exactly opposing the spring and output pressure forces.
When the speed of the shaft 8 decreases, the fly-weights 17 tend to move toward the axis of rotation which causes the spool valve 21a to move in a downward direction. In addition, the elevated pressure in ., , : .
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g conduit 29 also acts through passage 38 to Eorce the spool valve in a downward direction. When the spool valve moves downward, the control land 24 vents conduit 29 to the atmosphere via the upper relieved portion 22 of the spool valve 21a and the vent conduit 28. This venting lowers the force on the top of the spool valve and tends to permit the spool valve to move upward.
The pressure in conduit 29 is thereby decreased until the control land 24 again covers the controlled air conduit and the opposing forces are balanced.
The regulator 7 through the predetermined pressure in conduit 29 controls the pressure in the upper chamber 45 of the fuel air ratio controller 31.
This controller, in turn, controls the position of the fuel rack 51 which regulates the amount of fuel delivery per pump stroke to the cylinders of the engine (not shown). When the pressure in the upper chamber 45 of the controller 31 increases, the bolt 49 permits a larger amount of fuel delivery to the cylinders. The opposite occurs when the pressure in the upper chamber is decreased.
When the fuel rack 51 is positioned for maximum horsepower at rated speed and the engine is then placed under load so that it begins to lug, the fuel pump (not shown) automatically increases the delivery of fuel to the cylinder. This increase in fuel delivery is a function of the change of e-Eficiency of the fuel pump as the engine speed decreases. As described in detail above, when the engine lugs down~
the speed input shaft 8 turns at a slower speed. This slower speed decreases the fly-weight force and along with the pressure in the passage 38 causes the spool valve to move downward. This vents a portion of the air pressure in the upper chamber 45 out to the ,~
'' ~ ' '' ~" ,.
~ ~1 5~
-9a-atmosphere through the vent conduit 28. The diaphragm 47 in turn moves the rack 51 to reduce the amount of fuel delivery.
Fig. 2 illustrates the performance curves ..
~ , , .
of an engine that utilizes a rotation sensitive pressure regulator 7 according to the present invention. Graph 56 is the curve of torque (brake mean effective pressure in kPa or psi) vs. engine speed (rpm). Graph 57 illustrates the production of smoke vs. engine speed, and graph 58 illustrates the position of the fuel rack with respect to engine speed. In graph 58 zero indicates the center of the travel of the rack and the graph has an abscissa of plus or minus (.254 cm) (0.10 inches) either side of center.
Referring to graph 58, Fig. 2, Point A
indicates the high idle position where at 2200 rpm there is no load on the engine. Point B is the balance point where maximum horsepower is developed at the rated speed of the engine.
If the eng~ne is started at high idle with no load (Point A) and then is increasingly loaded, the fuel rack moves from Point A to Point B as the engine speed decreases. Once Point B is reached, the rack position is fixed against a mechanical stop (not shown) and the engine beings to lug. The horizontal portion of graph 58 is termed "the fixed rack lug curve.'l As the engine is loaded down from 2000 rpm (Point B) the torque developed on the engine rises as indicated by graph 56. In addition, the production of smoke increases as illustrated by graph 57.
The broken line portions of the performance curves below 1400 rpm illustrate the operation of the engine if the speed sensitive pressure regulator 7 and the fuel air ratio controller 31 are not used. As shown below 1400 rpm the torque developed by the engine peaks and then falls off (graph 56), the production of smoke increases dramatically (graph 57), and the position of the fuel rack remains fixed (graph 58) .
5~
On an engine equipped with a rotation sensitive pressure regulator 7 and a fuel air ratio controller 31 as described above, the production of smoke and the elevation of torque is substantially changed when the engine speed decreases below 1400 rpm. On graph 58 Point C illustrates where the regulator begins to take effect. At that point the fuel rack is moved in a negative direction and the amount of fuel delivered to the cylinders per stroke is decreased. In graph 56 it can be seen that at 1400 rpm and below the torque developed by the engine is dramatically decreased. In addition, the production of smoke is likewise limited at engine speeds below 1400 rpm.
Referring to Fig. 2, the effect of the pressure regulator 7 is indicated by the upward sloping linear curve 65. The slope of this curve is fixed by the number, mass, and geometry of the fly-weights and the area of the top of the spool valve 21a. The position of this curve crosses 65 along the horizontal axis is controlled by the spring 40. That is to say, the spring controls the speed at which Point C occurs which is the point at which the regulated fuel rack curve 65 crosses the fixed rack lug curve~ For example, if the compression on the spring is increased, starred curves 56', 57' and 65' are produced. Thus, it can be seen that by adjusting the compression of the spring, the maximum elevation in torque and the net production of smoke can be controlled by the apparatus described herein.
In summary, the present invention controls the generation of smoke and limits the rise in engine torque by pulling the fuel rack back when the engine lugs. Stability of the system and reliable ' '' ' ' performance are obtained by utilizing the spool valve 21a, the actuator member 19 and the spring 40.
Other aspects, objects, and advantages of this invention can be obtained from a study of the drawings, the disclosure and the appended claims.
' ' ~ ' ' ` ' ' j, : , ' . . ~` . ".
'
Claims (9)
1. A rotation sensitive pressure regulator comprising:
an inlet;
an outlet;
a vent conduit;
valve means for regulating fluid pressure from the inlet to the outlet, the valve means including a reciprocable spool valve sequentially movable between a first position communicating fluid pressure from said inlet to said outlet, a second position blocking said outlet from said inlet, and a third position communicating said outlet with said vent conduit;
fly-weight means for moving said spool valve in a first direction and towards its first position in response to increased rotation of said fly-weight means; and means for urging said spool valve in a second direction opposite to said first direction and towards its third position in response to fluid pressure in said outlet and decreased rotation of said fly-weight means.
an inlet;
an outlet;
a vent conduit;
valve means for regulating fluid pressure from the inlet to the outlet, the valve means including a reciprocable spool valve sequentially movable between a first position communicating fluid pressure from said inlet to said outlet, a second position blocking said outlet from said inlet, and a third position communicating said outlet with said vent conduit;
fly-weight means for moving said spool valve in a first direction and towards its first position in response to increased rotation of said fly-weight means; and means for urging said spool valve in a second direction opposite to said first direction and towards its third position in response to fluid pressure in said outlet and decreased rotation of said fly-weight means.
2. The rotation sensitive pressure regulator according to claim 1 wherein said urging means includes pressure chamber means for exposing fluid pressure to an end of the spool valve and passage means for communicating fluid pressure from the outlet to the pressure chamber means.
3. The rotation sensitive pressure regulator according to claim 2 wherein said urging means further includes compression spring means for biasing the spool valve towards the second direction wherein the force applied to the spool valve by the fly-weight means opposes the combined forces of the spring means and the predetermined pressure in the pressure chamber means.
4. The rotation sensitive pressure regulator according to claim 3 including means for selectively adjusting the compression of the spring means and establishing a balanced position of the spool valve.
5. The rotation sensitive pressure regulator according to claim 1 wherein said spool valve includes a control land for modulating the fluid pressure in the outlet in response to the position of the spool valve.
6. An apparatus for preventing excessive torque and/or excessive smoke in a combustion engine, comprising:
a pressure regulator including an inlet adapted to be coupled to an intake manifold of the engine, an outlet, valve means for regulating pressure from the inlet to the outlet, the valve means including a reciprocal valve spool, a fly weight assembly adapted to be operatively coupled to the engine and rotatable at a speed which is proportional to the speed of the engine, the fly-weight assembly being connected to the spool valve for moving the spool valve in a first direction in response to rotation of the fly-weight assembly to provide a predetermined output pressure at the outlet, and means for urging the spool valve in a second direction opposite the first direction in response to the predetermined output pressure at the outlet;
a fuel/air ratio controller connected to the pressure regulator and actuated by the predetermined pressure at the outlet, said fuel/air ratio controller adapted to be connected to and actuate a fuel rack.
a pressure regulator including an inlet adapted to be coupled to an intake manifold of the engine, an outlet, valve means for regulating pressure from the inlet to the outlet, the valve means including a reciprocal valve spool, a fly weight assembly adapted to be operatively coupled to the engine and rotatable at a speed which is proportional to the speed of the engine, the fly-weight assembly being connected to the spool valve for moving the spool valve in a first direction in response to rotation of the fly-weight assembly to provide a predetermined output pressure at the outlet, and means for urging the spool valve in a second direction opposite the first direction in response to the predetermined output pressure at the outlet;
a fuel/air ratio controller connected to the pressure regulator and actuated by the predetermined pressure at the outlet, said fuel/air ratio controller adapted to be connected to and actuate a fuel rack.
7. The apparatus of claim 6 wherein the urging means includes:
a pressure chamber in the regulator adjacent the end of the spool valve;
a passage connecting the pressure chamber to the outlet; and a compression spring in operative engagement with the spool valve.
a pressure chamber in the regulator adjacent the end of the spool valve;
a passage connecting the pressure chamber to the outlet; and a compression spring in operative engagement with the spool valve.
8. The apparatus of claim 7 further including means for selectively adjusting the compression of the spring to establish a balanced condition in the regulator wherein the force applied to the spool valve by the fly-weight assembly at least approximately equals and opposes the combined forces of the compression spring and the predetermined pressure in the pressure chamber.
9. The apparatus of claim 6 wherein the spool valve is actuated by the fly-weight assembly via a nondeformable stem on the spool valve.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US80/01168 | 1980-09-11 | ||
| PCT/US1980/001168 WO1982001036A1 (en) | 1980-09-11 | 1980-09-11 | Rotation sensitive pressure regulator |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1153648A true CA1153648A (en) | 1983-09-13 |
Family
ID=22154530
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000377469A Expired CA1153648A (en) | 1980-09-11 | 1981-05-13 | Rotation sensitive pressure regulator |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP0060244B1 (en) |
| JP (1) | JPH0321731B2 (en) |
| BE (1) | BE889962A (en) |
| BR (1) | BR8009105A (en) |
| CA (1) | CA1153648A (en) |
| DE (1) | DE3069956D1 (en) |
| WO (1) | WO1982001036A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20110294835A1 (en) | 2008-05-15 | 2011-12-01 | The Board Of Trustees Of The University Of Illinois | Muscarinic Agonists as Cognitive Enhancers |
| US9549928B2 (en) | 2011-04-29 | 2017-01-24 | The University Of Toledo | Muscarinic agonists as enhancers of cognitive flexibility |
| CN208474007U (en) * | 2018-02-08 | 2019-02-05 | 常州市美特精密电机有限公司 | Motorcycle idle speed motor |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2566188A (en) * | 1944-09-01 | 1951-08-28 | Marquette Metal Products Co | Engine regulating system |
| FR1117008A (en) * | 1955-01-04 | 1956-05-15 | Hydraulic servo motor automatic speed regulator | |
| US2868184A (en) * | 1957-04-22 | 1959-01-13 | Curtiss Wright Corp | Engine load limiting controls |
| US3049867A (en) * | 1959-09-21 | 1962-08-21 | Woodward Governor Co | Governor for turbo-supercharged prime movers |
| US3077873A (en) * | 1961-08-04 | 1963-02-19 | Caterpillar Tractor Co | Pressure actuated fuel control for supercharged engines |
| DE1751989A1 (en) * | 1968-08-28 | 1971-09-16 | Bosch Gmbh Robert | Speed control device |
| US3777730A (en) * | 1972-03-20 | 1973-12-11 | Caterpillar Tractor Co | Fuel limiting device |
| US3795233A (en) * | 1972-05-19 | 1974-03-05 | Caterpillar Tractor Co | Fuel-air ratio control for supercharged engines |
| US4068642A (en) * | 1975-11-14 | 1978-01-17 | Caterpillar Tractor Co. | Fuel ratio control with manually operated air override |
| US4136656A (en) * | 1977-07-26 | 1979-01-30 | Tsentralny Nauchno-Issledovatelsky Dizelny Institut | Load control device for turbo-suspercharged diesel engines |
| US4149507A (en) * | 1977-10-27 | 1979-04-17 | Caterpillar Tractor Co. | Fuel-air ratio control with torque-limiting spring for supercharged engines |
-
1980
- 1980-09-11 JP JP50151081A patent/JPH0321731B2/ja not_active Expired - Lifetime
- 1980-09-11 EP EP81901007A patent/EP0060244B1/en not_active Expired
- 1980-09-11 DE DE8181901007T patent/DE3069956D1/en not_active Expired
- 1980-09-11 WO PCT/US1980/001168 patent/WO1982001036A1/en active IP Right Grant
- 1980-09-11 BR BR8009105A patent/BR8009105A/en unknown
-
1981
- 1981-05-13 CA CA000377469A patent/CA1153648A/en not_active Expired
- 1981-08-13 BE BE0/205668A patent/BE889962A/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| WO1982001036A1 (en) | 1982-04-01 |
| EP0060244B1 (en) | 1985-01-09 |
| EP0060244A4 (en) | 1983-01-14 |
| EP0060244A1 (en) | 1982-09-22 |
| BE889962A (en) | 1981-12-01 |
| JPS57501389A (en) | 1982-08-05 |
| BR8009105A (en) | 1982-07-13 |
| DE3069956D1 (en) | 1985-02-21 |
| JPH0321731B2 (en) | 1991-03-25 |
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| Date | Code | Title | Description |
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| MKEX | Expiry |