EP0037662A1 - Servo booster apparatus for engine governor - Google Patents

Servo booster apparatus for engine governor Download PDF

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Publication number
EP0037662A1
EP0037662A1 EP81301184A EP81301184A EP0037662A1 EP 0037662 A1 EP0037662 A1 EP 0037662A1 EP 81301184 A EP81301184 A EP 81301184A EP 81301184 A EP81301184 A EP 81301184A EP 0037662 A1 EP0037662 A1 EP 0037662A1
Authority
EP
European Patent Office
Prior art keywords
force
cylinder
governor
control
engine
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.)
Withdrawn
Application number
EP81301184A
Other languages
German (de)
English (en)
French (fr)
Inventor
John H. Parks
Charles E. Alstrin
Dennis M. King
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Caterpillar Inc
Original Assignee
Caterpillar Tractor Co
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Caterpillar Tractor Co filed Critical Caterpillar Tractor Co
Publication of EP0037662A1 publication Critical patent/EP0037662A1/en
Withdrawn legal-status Critical Current

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    • 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
    • F02D1/04—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 by mechanical means dependent on engine speed, e.g. using centrifugal governors
    • 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

Definitions

  • This invention relates to a servo booster governor control (hereinafter called a booster) particularly adapted for automatically reducing throttle control effort during operation of an internal combustion engine.
  • a booster servo booster governor control
  • Fuel injection systems of the type employed in diesel engines typically run at speeds of from 650 to 2400 rpm, and must be precisely designed to exhibit trouble-free operation over an extended period of time.
  • Such systems include a throttle control, usually including an accelerator pedal, for increasing the power of the engine at the will of the operator.
  • the accelerator pedal is connected through a suitable linkage to a governor control lever which functions to compress a spring and associated flyweights thus moving the governor to a higher setting.
  • the governor spring controls actuation of another linkage, interconnecting the governor with the injection pumps of the engine, to control closely injection of fuel into the cylinders of the engine.
  • depression of the accelerator pedal by the operator will provide him with the additional power he requires and, simultaneously, the governor will balance out at this higher settings
  • a solution to this problem comprises the utilization of a booster apparatus for applying an additional force to the governor spring, additive to the force applied to the spring by depression of the accelerator pedal by the operator, "whereby the pedal effort is reduced.
  • booster apparatuses have previously included means for communicating air intake manifold pressure or engine lubricating oil to the governor to counteract the opposing force of the governor spring.
  • leakage and related problems may be occasioned to affect further the precise control of the system.
  • only one specific magnitude of boost force is normally designed into conventional systems.
  • a booster apparatus comprises a control member, first means for applying a first force to the control member to move it in a first direction, second means for applying a second force to the control member in opposition to the first force, and third means for applying a third force to the control member additive to the second force to assist the second means in urging the control member in a second direction opposite to the first direction, characterized in that the third means includes control means for controlling the third force in a predetermined ratio with the second force.
  • third means includes an actuating chamber, the control means maintaining a fluid pressure in the chamber proportional to the value of the second force.
  • the booster apparatus of this invention provides a non-complex and economical means for precisely controlling a booster assist to an operator of a vehicle upon his depression of an accelerator pedal.
  • the operator is thus able to move the governor means to a higher setting to provide the additional power needed without requiring an unduly high pedal effort.
  • the response from throttle to fuel change is with the governor adjusting to the higher setting, dictated by amount of depression of the accelerator pedal by the operator.
  • the booster apparatus may be designed to have its boost force selected from a range of boost forces to effect a desired ratio in respect of the input force of the operator.
  • FIG. 1 illustrates a fuel control system 10 mounted in a housing 11, secured in a conventional manner on an internal combustion engine.
  • Fuel control system 10 comprises a fuel control means 12 for controlling supply of fuel to the fuel injection nozzles of a diesel engine, governor means 13 for automatically controlling supply of such fuel in response to the speed of the engine, and operator input means 14 for selectively applying a first force to governor means 13 to override a counteracting force of the governor means.
  • This invention relates to a booster means 15 for applying a second, downward force to governor means 13 which is additive to the first downward force applied thereto by operator input means 14, to aid the operator input means in opposing the force of governor means 13 to selectively give the governor means a higher setting.
  • Partially illustrated fuel control means 12 comprises a bellcrank 16, pivotally mounted by a pin 17 on a bracket 18 secured to housing 11, for pivoting in response to axial movements of an output shaft 19, slidably mounted in bracket 18.
  • a first arm 20 of bellcrank 16 is pivotally connected at a ball and socket connection 21 to a lower end of shaft 19 whereas a second arm 22 of bellcrank 16 is suitably connected by a standard linkage (not shown) to a series of fuel injection pumps (not shown) of the engine to control the quantity of fuel injected into the combustion chambers thereof.
  • governor means 13 comprises a carrier 25, including an annular gear member 26.
  • a pair of flyweights 27 are each pivotally mounted on carrier 25 by a pin 28 whereby upon rotation of carrier 25 about a fixed bearing 29 flyweights 27 will pivot radially outwardly.
  • a first gear 30 is formed on member 26 and meshes with a second gear 31.
  • Gear 31 is suitably attached to an engine-driven input shaft 32 whereby rotation of gear 31 will, in turn, rotate gear 30 and carrier 25.
  • a spring riser 36 is secured on riser shaft 23 by a cross pin 37 and has an upper end thereof mounted on an axial rod 38 at a flanged connection 39.
  • Rod 38 is mounted within a stationary column 40 which may have its upper end suitably secured to housing 11 at a flared portion 41.
  • a selected or balanced standard governor spring 42 mounted between riser 36 and booster means 15, is adapted to be compressed in an upward direction upon radial outward pivoting of flyweights 27 and to be compressed in the opposite direction by the additive forces of operator control means 14 and booster means 15.
  • operator control means 14 (FIG. 1) comprises a control lever 43 which is mounted on a pivotal shaft 44 so that a pair of bifurcated arms 45 thereofengage an upper end of a cylinder 46 which is reciprocally mounted on column 40.
  • Shaft 44 is. suitably connected to an operator- controlled accelerator pedal or the like (not shown) to selectively pivot control lever 43 clockwise in FIG. 2 to move cylinder 46 downwardly against the opposed biasing force of spring 42.
  • a passage 47, having an orifice 48 defined at a lower end thereof, is formed in column 40 to communicate engine oil therethrough.
  • governor spring 42 continuously biases an annular valve ring 50 of a valve means 51 against a seat defined on an underside of a flange 52 of cylinder 46.
  • actuating chamber 53 (FIG. 1) which receives pressurized oil from passage 47 and orifice 48.
  • oil is communicated from chamber 53 to an upper side of valve ring 50 via three slots 54 and an annular groove 55 formed in flange 52 of piston 46, as shown in FIG. 4.
  • orifice 48 and valve ring 50 comprise control means 51 for continuously controlling oil pressure in actuating chamber 53 in a predetermined ratio relative to the input force of the operator at lever 45.
  • valve ring 50 will unseat to permit dumping of oil therepast, via slots 54 and groove 55, until the oil pressure again falls to such predetermined level.
  • Boosted Governor curve in FIG. 6, when engine speed exceeds a speed of 1300 rpm, for example, the boost force provided by oil pressure in actuating chamber 53 which acts downwardly on cylinder 46 (FIG. 1) will increase relative to engine speed.
  • the boost force can be varied selectively within the depicted range by suitably varying the design parameters of valve means 51 and related constructions.
  • boost force will be additive to the force applied to cylinder 46 by operator control means 14 with the latter force being depicted by the vertical distance between the "Standard Governor” (depicting the opposing force of governor spring 42) and “Boosted Governor” curves in Fig. 6.
  • Booster means 15 thus automatically aids the operator in his application of pedal effort to change and maintain the setting of governor means 13 at higher engine speeds.
  • FIG. 6 it can be seen that when the engine is running at 2000 rpm, the throttle shaft torque of approximately 1.93 N m must be overcome by pedal effort without the use of booster means 15. However, the addition of booster means 15 to the system reduces such pedal effort to approximately 1.12 N m.
  • a snap ring 56 mounted on a lower end of column 40, provides a stop means 57 for setting the maximum downward movement of cylinder 46 relative to column 40.
  • FIG. 5 illustrates a second booster means embodiment 15a of the present invention wherein corresponding structures are depicted by identical numerals, but wherein numerals depicting modified constructions are accompanied by an "a.”
  • Booster means 15a comprises a cylinder 46a slidably mounted on a slightly modified column 40a for upward movement from its extreme downward or engine startup position illustrated in FIG. 5. In this position of cylinder 46a, engine oil may be communicated to an actuating chamber 53a, defined by column 40a and cylinder 46a, via passage 47 and orifice 48. Upon initial running or low idling of the engine, lever 45 is positioned to raise cylinder 46a to an extreme upward position 46a'..
  • Chamber 53a will be thus vented to dump oil into the confines of housing 11, via vent means comprising a shoulder 49a formed on cylinder 46a and one or more slots 58 formed on column 40a.
  • This initial dumping phase of operation is depicted between approximately 500 rpm and 1300 rpm on the "Boosted Governor" curve in Fig. 6.
  • Booster means 15a and a control means 51a thereof will thereafter function substantially similar to booster means 15 and control means 51 of the FIGS. 1 and 2 embodiment to maintain the oil pressure and control means 51 in chamber 53a substantially constant under control of orifice 48 and a valve ring 50a.
  • Valve ring 50a normally engages a seat defined on an underside of a flange 52a of cylinder 46a, under the biasing force of governor spring 42.
  • valve ring 50a During operation, oil pressure is communicated to valve ring 50a via a plurality of ports 54a (one shown) and an annular groove 55a, both defined in cylinder 46a. Thus, should the oil pressure in chamber 53a exceed a predetermined level, valve ring 50a will unseat to dump-out such excess pressure.
  • booster means 15 and 15a are particularly useful in association with the fuel control system of an internal combustion engine, such as a diesel engine typically run at rated speeds of from 1200 to 2400 rpm. It will be understood by those skilled in the arts relating hereto that such booster means are equally adapted for applications whereby a boosting force is desired to supplement an input force for controlling movement of a member which has an opposing force applied thereto.
  • governor spring 42 when the engine is at rest and not running, governor spring 42 will expand to pivot flyweights 27 to their inactived and upright positions illustrated in FIG. 1.
  • flyweights 27 Upon startup and idling of the engine between 650 rpm and 1200 rpm, for example, flyweights 27 will pivot to the positions shown in FIG. 2 to control the engine speed by raising riser shaft 23 and attached shaft 19 to pivot bellcrank 16 clockwise in FIG. 1.
  • the standard linkage system connecting bellcrank 16 with the fuel injection fuel pumps of the engine will thus meter the desired quantity of fuel to the cylinders of the engine during idling thereof.
  • arms 33 of flyweights 27 will, through spring 42, maintain cylinder 46 in an upper position determined by lever 43 illustrated in FIG. 1, whereby booster means 15 is deactivated by permitting any engine oil communicated thereto via passage 47 and orifice 48 to be dumped within the interior of housing 11.
  • booster means 15 is deactivated by permitting any engine oil communicated thereto via passage 47 and orifice 48 to be dumped within the interior of housing 11.
  • This desired deactivation of booster means 15 will ensure stability of the system at low idle and constant rpm with either hot or cold oil. This condition of engine operation is reflected in FIG. 6 approximately between the 500 to 1300 rpm portion of the "Boosted Governor" curve.
  • booster means 15 is predesigned to allow oil pressure communicated to groove 55 to apply an opening force F v in opposition to a force F S of governor spring 42 whereby oil in chamber 53 is dumped past valve ring 50 in an amount substantially equal to the flow of oil through orifice 48 and to chamber 53.
  • the effective area of cylinder 46 is subjected to a booster force F B which is additive to operator input force F L to counteract the opposing force F S of governor spring 42.
  • the effective area of cylinder 46 is precalculated and formed to assist the operator by reducing throttle pedal effort at higher speeds, as reflected by the general linear increase of the "Boosted Governor" curve in FIG. 6 upon increase of engine speed over 1300 rpm. For example, at 2,000rpm pedal effort would require a throttle torque approximating 1.93 N m without the aid of booster means 15. However, the pressurization of actuating chamber 53 to simultaneously apply a boost force F B of approximately 0.78 N m reduces pedal effort approximately forty-on percent. Thus, the operator is enabled to balance force F S of governor spring 42 with minimal effort.
  • the Figure 5 booster means embodiment 15a functions substantially similar to above-described booster means 15.
  • flyweights 27 will pivot outwardly to move cylinder 46a upwardly to, in turn, dump oil from chamber 53a to the interior of housing 11, via shoulder 49a and slot 58.
  • This initial dumping of oil from chamber 53a is reflected by the "Boosted Governor" curve in Figure 6, between approximately 500 and 1300 rpm of engine operation, i.e., low idle.
  • the booster force curve will generally assume the operational characteristics shown in Figure 6.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
EP81301184A 1980-03-28 1981-03-19 Servo booster apparatus for engine governor Withdrawn EP0037662A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
WOPCT/US80/00338 1980-03-28
PCT/US1980/000338 WO1981002763A1 (en) 1980-03-28 1980-03-28 Servo boosted governor control for engines

Publications (1)

Publication Number Publication Date
EP0037662A1 true EP0037662A1 (en) 1981-10-14

Family

ID=22154262

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81301184A Withdrawn EP0037662A1 (en) 1980-03-28 1981-03-19 Servo booster apparatus for engine governor

Country Status (3)

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EP (1) EP0037662A1 (enrdf_load_stackoverflow)
JP (1) JPS57500343A (enrdf_load_stackoverflow)
WO (1) WO1981002763A1 (enrdf_load_stackoverflow)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103498730B (zh) * 2013-10-23 2015-12-02 重庆红江机械有限责任公司 一种能够高低限速的液压调速器

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2215406A (en) * 1938-07-08 1940-09-17 Paxman Edward Philip Engine governor
US2332925A (en) * 1940-05-25 1943-10-26 United Aircraft Corp Hydraulic control for governors
US2631837A (en) * 1951-11-07 1953-03-17 Caterpillar Tractor Co Centrifugal type engine governor having hydraulically assisted speed setting control
US2648533A (en) * 1947-11-04 1953-08-11 Caterpillar Tractor Co Centrifugal type governor having hydraulically assisted speed setting control

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2364817A (en) * 1941-01-27 1944-12-12 Reggio Ferdinando Carlo Regulating device
US3234927A (en) * 1963-06-24 1966-02-15 Murphy Diesel Company Torque control device for diesel engines
JPS4922970B1 (enrdf_load_stackoverflow) * 1969-08-04 1974-06-12
US3777730A (en) * 1972-03-20 1973-12-11 Caterpillar Tractor Co Fuel limiting device
US3915140A (en) * 1974-03-20 1975-10-28 Caterpillar Tractor Co Governor with stabilizing means
US4120275A (en) * 1975-06-28 1978-10-17 Diesel Kiki Co., Ltd. Engine fuel injection pump governor

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2215406A (en) * 1938-07-08 1940-09-17 Paxman Edward Philip Engine governor
US2332925A (en) * 1940-05-25 1943-10-26 United Aircraft Corp Hydraulic control for governors
US2648533A (en) * 1947-11-04 1953-08-11 Caterpillar Tractor Co Centrifugal type governor having hydraulically assisted speed setting control
US2631837A (en) * 1951-11-07 1953-03-17 Caterpillar Tractor Co Centrifugal type engine governor having hydraulically assisted speed setting control

Also Published As

Publication number Publication date
JPS57500343A (enrdf_load_stackoverflow) 1982-02-25
WO1981002763A1 (en) 1981-10-01

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PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

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17P Request for examination filed

Effective date: 19810327

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STAA Information on the status of an ep patent application or granted ep patent

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18W Application withdrawn

Withdrawal date: 19820504

RIN1 Information on inventor provided before grant (corrected)

Inventor name: PARKS, JOHN H.

Inventor name: KING, DENNIS M.

Inventor name: ALSTRIN, CHARLES E.