JPS61138316A - Flow rate controller - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to the precise control of fluid flow rates in fluid transmission lines, and has particular application primarily to the control of gaseous fuels for internal combustion engines. More particularly, the present invention relates to controlling fuel supply to an internal combustion engine by means of an electronic digital controller.

Two major problems today in the design of internal combustion engines and their fuel systems are minimizing fuel consumption due to the scarcity and consequent high cost of petrol or other liquid fuels, and environmental pollution. Therefore, it is necessary to reduce the emission of harmful gases. One of the requirements arising from these needs is the operating conditions and engine
One way to alleviate the above problem is to precisely control the fuel supply depending on the parameters. It is the use of fuel. The increased use of gaseous fuels in internal combustion engines has been recognized to reduce the amount of oil that must be imported into countries such as Canada and the United States. There are currently sufficient supplies of gas methane and propane to enable such widespread use. The main source of methane is now natural gas. But it wastes biological products made from coal that could be renewed. Methane and propane are also attractive because of their low polluting emissions.

Italy paved the way for the widespread use of natural gas in automobiles, and as a result most of the conversion kits available in North America were direct imports from Italy, or imitations of Italian designs. A known design is based on a Venturi tube mounted above a carburetor coupled to a vacuum-actuated diaphragm regulator.The basic problem with this method is that it is not obvious in European compact cars, but in North America. This is a major obstacle to gas acceptance.

The present invention provides, instead of a venturi diaphragm device,
We propose a new method using a regulator that can directly convert electronic digital signals into gas flow rates that are exactly proportional to these numbers. The invention allows highly complex devices to be achieved at very low cost. Furthermore, in the device proposed in the present invention, the fuel flow rate is controlled within very narrow limits in response to digital signals from an electronic processing device. The key element of the proposal is an electromechanical device (F!DGAR) capable of receiving an electronic digital input and supplying a fuel flow t that can be adjusted in small discrete steps, the acronym ED()AR [ ``Electronic Digital Analog Gas Regulator'' (*-Trademark) Numerous attempts have already been made to replace traditional analog venturi diaphragm fuel delivery systems with deisotal systems using electronic control systems, particularly microprocessors. Examples of fuel control systems are Canadian Patent No. 1,008,538 and U.S. Pat. No. 377,
and No. 4,212.066.

However, systems that utilize electronic digital processing equipment to monitor gasoline flow in internal combustion engines are generally extremely complex and therefore expensive and difficult to maintain. Applicant's device is relatively simple compared to those of the prior art and is also capable of very precisely controlling fluid flow.

One object of the invention is to provide a new device for controlling the flow rate of a fluid to be utilized in a destination where the flow rate of the fluid is controlled by digital signals. An object of the present invention is to provide an apparatus for controlling the flow rate of fluid for an internal combustion engine in which the flow rate of fluid for an internal combustion engine is controlled in a plurality of parallel fluid transmission lines by programming the lines selected to fully open and fully closed positions by an electronic processing unit.

In accordance with one form of the invention, there is provided an apparatus for controlling the flow rate of a secondary fluid from a fluid source to a destination comprising a plurality of fluid transmission lines, wherein the relative flow rate through the fluid transmission lines is determined by the pressure difference across the lines. When it is sufficient to create a blocked flow condition there, the pre-selected value (2
(preferably, the value is proportional to a continuous power of ). The control device includes a device for connecting the plurality of fluid transmission lines in parallel between the fluid source and the destination. A control valve is disposed within each of the fluid transmission lines, and each of the control valves is operable to fully open and fully closed positions. An electronic control device selectively controls opening and closing of the six valves. When fluid is supplied from the fluid source to the plurality of fluid transmission lines at a pressure high enough to provide the pressure differential described above, the fluid flow rate in each line is independent of changes in fluid pressure at the destination. Thus, as the valves are selectively opened and closed to provide a plurality of predetermined fluid flow rates, the total flow rate of fluid reaching a destination from the plurality of fluid transmission lines can be controlled in discrete steps. In a preferred form of the invention, these total flow rates are proportional to a series of binary numbers.

One preferred form of the invention provides an electronically controlled fuel system for an internal combustion engine. This device typically includes a plurality of fluid transmission lines connected in parallel and having relative fluid carrying capacities proportional to the power of 2 when operating under closed flow conditions. A solenoid control valve is located within each fluid transmission line, and each solenoid control valve is operable to fully open and fully closed positions. The electronic processing unit is arranged to selectively control opening and closing of the six valves by digital signals applied to the solenoids. A sensor device is provided for generating electrical signals representative of operating parameters of the internal combustion engine, said electrical signals being applied to an electronic processing device. An air/fuel mixer is also included having an input connected to the combined output of the plurality of fluid transmission lines and whose output is connected to the internal combustion engine. The fluid flow rate in each line is the air/fluid flow rate in each line.
Apparatus is also provided for supplying fuel to the plurality of fluid transmission lines at a pressure that is independent of the back pressure at the input of the fuel mixer, ie, at such a pressure that line pressure differentials create obstructed flow conditions therein. The electronic processing device operates by opening and closing the control valve in response to the fuel demand of the internal combustion engine as indicated by an electrical signal generated by a sensor device.
The combined fluid flow rate from the plurality of fluid transmission lines is automatically adjusted in a set of discrete steps.

One embodiment of the invention will now be described with reference to the accompanying drawings.

An important element of the fuel regulator shown in the block diagram of FIG. 1 is an electronic digital-to-analog gas regulator 1.

This is an electromechanical device operated by a digital voltage signal from an electronic processing unit and designed to produce an analog gas output adjustable in many discrete steps by the digital signal.

The electronic processing unit 2 operates on the data from the plurality of sensors 3a-3n and converts this data into a binary digital signal that accurately represents the fuel requirement of the engine at a particular time and that can be used later. It is applied to an electronic digital-to-analog regulator in the manner described in detail.

It will be appreciated that electronic processing device 2 may be of any suitable design.

In one form of processing device, also described in more detail below, the data from the sensors 3a-3n are manipulated by analog electrical circuitry, so that they are easily converted into digital form as an interface to the electromechanical flow arrangement described below. . In other standard arrangements, the data from the sensor is first converted to digital form and manipulated by a programmable digital processing device of any suitable and well-known design, such as a microcomputer.

Since methods of manipulating data from sensors by electronic devices are well known, a detailed description of the electronic processing device 2 is deemed unnecessary, but for the convenience of the reader, one form of processing device will be described below. An important point to keep in mind is that processing device 2, regardless of its exact design, produces a digital output representing the desired flow rate, ie, a binary output.

Detecting various parameters that affect engine performance, such as flow rate and exhaust gas composition.

Each sensor produces an electrical signal representing the value of the parameter it measures, and the signals produced by the various sensors are applied to the input of the electronic digital processing device 2.

The fuel is typically methane or propane and is stored in fuel storage tank 4 at a pressure of 3000 psi or more for economical and safety reasons. The pressure is approximately 100 p in the high pressure regulator 5 for application to the electronic digital-analogue regulator.
The pressure is reduced to si. Metered fuel from the electronic digital-to-analog regulator is added to the air stream in an air/fuel mixer 6, whereby the mixed air and fuel are supplied to the intake of the internal combustion engine 7.

The electronic digital-to-analog regulator shown in FIG. 2 will now be described. It consists of a plurality of fluid conduction lines LQ1L1%'L2...
It can be seen that it consists of Ln. Each fluid conduction line has a solenoid valve that is controlled to either a fully open or fully closed position by a signal from an electronic digital processing device. Each line also includes a metering orifice, the dimensions of which determine the specific net fluid carrying capacity at the selected inlet pressure.

The gas supplied at the inlet P1 at constant pressure appears at the input of the metering orifices MO1M1, M2) M3, . . . Mn. An electric solenoid valve V Os V 1 s v2) connected in series with each metering orifice... Song, V, 31. …
Vn is provided with inputs Dos D1% DQ, D3...Dn, each receiving a binary signal from the processing device 2.
The value of the gas flow rate measured by n is respectively QO%
Q1, 'L2% Q3%...Qn. Depending on the combination of electrically opened valves ■, the gas flow rates are combined at the output P2 to give the following sum: Q O+Q, l+Q
, 2 + Q 3 ... + Qn 0 Fluid mechanics is
If there is a sufficiently large pressure difference between the gas at inlet P1 and the gas at outlet P2, the flow within the orifice throat will exhibit sonic speeds, and such flow is known as critical or obstructed flow. Under this flow condition, exit P?
A further reduction in the pressure at the orifice throat will not affect the orifice throat pressure or flow rate. When a critical flow, that is, a blocked flow is maintained, the flow rate of gas passing through each line per unit time is directly proportional to the pressure at the inlet P1. This phenomenon is well known per se, but Robert L.
It is necessary to refer to "Fluid Mechanics and Its Engineering Applications", 7th edition, pages 259-261, published by McGraw-Hill Publishing Co., Ltd. and Equation 9.25, written by John ty et al. In operation of the device, the pressure differential between inlet P1 and outlet P2 is such that when fluid is flowing through each orifice, they operate at occlusion or critical flow conditions. That is, the pressure difference between the inlet and the outlet is always maintained at or above a critical value. For any particular application, the inlet pressure at inlet P1 is kept constant. This device is large (454c, i,
d.) When used to fuel an engine, the standard inlet pressure is 100 psig.

Thus, using the same basic equipment without changing the size of the orifice, a smaller υ size can be obtained by simply reducing the inlet pressure at inlet P1 by an appropriate amount such that occlusion or critical flow conditions are maintained at the orifice. It can supply fuel to the engine. The inventory savings resulting from the use of one calibration method device with different sized engines, i.e. other users, is a significant cost advantage 0 Metering Orifice MO1M1% MQs M! As...M
Since n adjusts the gas flow rate QL Q1% QL Q3-・-Qnt, the gas flow rate from each line contributes as a different amount to the total gas output. 0 The contribution of each metering orifice M to the gas flow rate Q is , weighted by its position in the binary sequence.

The value of the gas flow rate QO1Q1, Q2) Q3, -Q n in the fuel transmission line LO1L1, L2) L3, - L n follows the following formula: % formula % of the fluid transmission line LO, L1, L2) L3, - L n The flow rate in any one metering orifice MO1M1, M2 when the associated solenoid valve is open
)M3. ...depends on the dimensions of the Mn orifice. Therefore, the accuracy of gas flow control in turn depends on the accuracy of these dimensions. Since the orifices operate as described above in closed flow conditions, the flow rate of fluid through each orifice is constant at one foot of inlet pressure. The number of gas flow increments provided by the number of fluid transmission lines rnJ in the binary weighted device is 2n-1. The table below shows the number of such increments for various numbers of lines.

Number of lines Number of increments 10 1.023 The above relationship shows how high the "resolution" can be obtained with a fair number of values.

The resolution of such a device is such that one of the incremental steps equal to Qo is the maximum gas flow t QO−1−Q 1+Q 2+Q, 3+
... is the percentage that is Qn. Thus, for a device with n lines, the resolution R is given by 5.6.
For values of 7 and 8, the resolution is 6.23 inches, 1.59%
, 0.79chi and 0.39%.

The above values of n are believed to cover many practical applications. For example, assuming the device requires a maximum flow rate of 31.0 standard cubic feet per minute (scfm) with a resolution of 4.0 inches, the number of increments obtained with 0.5 bits is 31, so the lowest The bit QO of is selected as 1 scfm.

The binary weights are Q '1% Q2s' Q 3, and Q4
Determine the value of

QO=20QO=IX1=1scfm Q 1=21QO=2 X 1 =2 scfmGL2
=2 ”QO=4X1=4scfmQ3=23QO=8
X'l==sscfmQ4=2'Q, O=16X1=1
6 scfm thus QOlQ of 1.2, 4.8 and 16 scfm respectively, 1. Five lines are required to obtain the required resolution for the values of Q, 2) Q, 3 and Q4. Every combination of device flow rates is
shown in the table. (Electronic digital input 1 energizes the associated solenoid F'lr to open the valve; electronic digital input 0 demagnetizes the solenoid and closes the valve 0) Previously, the flow rate in each line was a continuous power of 2. was explained as being proportional to. A base other than 2, for example 1.
It is theoretically possible to use a base of 9. In this case, the increment value of each step can be varied and the function is non-linear throughout as a few simple calculations show. If a non-linear device matching that created by a fractional base is desired, then that device will likely work. However, in most cases, fractional bases give complex results and are rarely of practical use, so the use of base 2 is highly desirable.

4 n 4 n
n MA
n4 mouth n
200 2. 026 One embodiment of the present invention will be described in detail with respect to FIGS. 3 through 6. In the illustrated passage, several solenoid control valves VO1V1,...Vn are connected along an elongated manifold 10, and the manifold r10 has a recess 12 to receive the solenoids r of the several control valves. There is. The manifold 10 is also longitudinally perforated to provide a pair of isolated elongated ports, an inlet P1 and an outlet P2, both of which are common to several solenoid control valves V. .

Each of the four sections 12 described above is machined to provide an annular valve seat 14. Valve seat 14 includes a flow passage 16 leading to outlet P2 via a metering orifice M dimensioned as described above. Each recess 12 also provides an annular area 18tl- surrounding the valve seat 14, which area communicates with the inlet P1 via a short perforated passage 15. Passages 15 and 16 in this embodiment, together with region 18, are connected to the previously mentioned flow line LO.
1L1,...Ln'(r, each such flow line being provided with a respective metering orifice M.

Each solenoid control valve VO1V1,...Vn includes a solenoid coil 20 and an associated plunger 22. The end of the plunger 22 is provided with a valve disk 24 that mates with the valve seat 14 to provide a good seal when the syringe 22 moves to the valve closed position. In the valve open position, the inlet P1 opens to the outlet P2 via a flow path including an annular region 18, flow passages 15 and 16, and a metering orifice M.

The valve-manifold arrangement described above is very simple and is suitable for many applications, especially when the device is applied to internal combustion engines. The operating context of this arrangement should be readily apparent from the above description.

7% +well/skichy (Honeywell/ak
Inner)■Various forms of quick-acting solenoid valves are commercially available, such as the 5 series valve (12 port). These valves have a flow measurement option (
RM)! However, this option is not critical in the present embodiment where each orifice is individually sized to provide the flow capacity mentioned above.

An important consideration is the operating life of the solenoid control valve. Commercially available valves are particularly effective at 20,000 cycles at 10 cycles per second.
It can be operated 0,000 times, which corresponds to a minimum expected life of 555 hours.

At 60 mph, this is a minimum of 33.3 to predicted valve failure.
Give 00 miles. Statistically, valve life is much better than the minimum calculated value, but some of the reasons for this are as follows: 1. Valves change state under changing engine demands.

2) The valve vO in the line with the lowest fuel carrying capacity is the only valve in the series that responds to small changes.

6. Valve VO is electronically deleted under all conditions except the idle condition.

4. Newer technologies such as piezoelectric or magnetostrictive valves can be introduced to improve valve speed and/or life expectancy.

The electronic processing device 2 was mentioned briefly above.

For the convenience of the contractor, the example below describes one of many circuits that provide the binary signals required to cause the FiDGAR to control the flow of fuel to a vehicle engine.

In this particular example, analog manipulation of two input signals (airflow and RPM) is used to determine the amount of fuel delivered by the EDGAH.

It must be emphasized that the input signals are in no way limited to two, nor is the processing circuitry limited to analog in the form shown. The system shown is a practical model and was tested on a L454 cubic inch displacement engine.

The following definitions apply when considering the fuel requirements of an internal combustion engine: (a) stoichiometry - the "chemically precise amount" of air and fuel that theoretically preserves complete combustion of the supplied fuel without leaving any oxygen; ”
ratio.

(1)) IJ--An air/fuel mixture containing excess air.

(Q) Air/fuel mixture containing excess fuel.

(d) Burnup Limit - The range of air/fuel beyond which combustion can no longer be sustained.

The following definitions pertain to the various stages of normal engine operation: (a) Starting--requiring maximum burn-up air/fuel mixture.

(b) Idle running - some of the supplied fuel is combined with the exhaust gases in the intake Romanifold before reaching the combustion chamber, so that
Call for a "rich" mixture.

(c) Cruise (Maximum Economy) - Requires a "lean" mixture to optimize the use of air as the working fluid in the cylinder.

(d) Acceleration (maximum power) - Requires a "rich" mixture.

(e) Moderation - An ultra-lean mixture is used, but the mixture must be kept within "burnup limits." A mixture above "burnup" will supply unburned fuel to the exhaust system that will cause an explosion when combustion is restored.

! l! An option with DGAR is to electronically command the fuel supply to zero during deceleration which saves fuel without the problem of exhaust explosion.

With the above definitions in mind, FIGS. 7 and 8, which are complete connection diagrams of an electronic processing device, will now be described.

Figure 7 is divided into blocks to which the following description belongs: O Circuit block C provides a signal directly proportional to the airflow entering the engine intake and establishes an adjustable basis to which other modifiers are applied. . Circuit block A provides a signal representing engine load and serving as a modifier of the signal produced by block C. Block D provides a modifier when the engine is operated within a set range of RPM representing idle, while block B provides a modifier for block A,
The signals from C and D are added together to create a composite signal that is applied to an analog-to-digital converter, shown in detail in FIG.

The functions of the above blocks are related to the following several stages of engine operation: (a) Starting - The air signal is processed by block O and fed to block B. Blocks A and D are inactive.

(b) Idle - Blocks C and D contribute to block B's input. Block A is inactive 0 (Q) Cruise - Block C is assisted by a small contribution from block A when fed to block B.

(d) Acceleration (output)--Block C is assisted by a large contribution from block A as it is fed to block B.

(e) Deceleration...Block C supplies block B, but blocks A and D are inactive.

The above functions and the manner in which they are accomplished will be apparent from the following description of the controls shown in FIGS. 7 and 8.

Engineering C1 and Engineering C8 are National LM2917 frequency
The voltage converter oICl converts the ignition pulse into revolutions per minute (
Converts to an analog voltage proportional to RPM), standard value is 0 to 5p000 D to +5 for RPM input range
v output (bin 5.10). The engineering C2 inverts and amplifies the output of the engineering C1, creates a voltage of Ov with ORPM, and
Advance to -10v at 0 RPM. Similarly, IC8 sends pulses from an air flow meter (Flysler part number 426712B) to a wide open throttle (WO) over the RPM range.
T) Convert to a 0-+5v analog signal proportional to air demand.

Unit C9 inverts and amplifies the output of unit C8 to create a voltage at its output (bin 6) that “tracks” the output of unit C2 under WOT conditions. The output of C9 is IC only under WOT conditions.
Equal to the output of 2. For a given RI'M, a lower throttle setting than WOT will produce a proportionally lower voltage at the output of IC9, and the output voltage difference between C2 and C09 will be a positive representation of the engine load. Appears at the output of C3 as a direction correction signal.

The controller C6 generates a negative direction correction signal as follows.

The output of unit 09 is applied to a voltage divider consisting of Re and Rf. The setting of Re determines the portion of the total voltage applied to the inverting input of circuit C6. The non-inverting input of engineering 06 is
It is connected to the output of 109 via a voltage divider. This work 06
), the circuit C6 can only amplify the voltage appearing between the output of the circuit C9 and the wiper Re. Engineering C
If the output of 6 is in the negative direction, it is added together with the positive direction signal from C3 at the input of C40. If the output of IC2 is equal to the output of IC 09 (a WOT condition independent of RPM), no signal is provided by IC 03, so IC4 only amplifies the signal provided by IC 06.

At throttle settings progressively lower than WOT, I
The output of C3 becomes progressively more positive, subtracting from the signal provided by IC6 the output of IC4, which is the algebraic sum of the outputs of IC03 and C6. If the voltage produced by step 03 is greater than the voltage produced by step C6, then step C
The output of IC4 will be negative going, but is prevented from appearing at the output of IC5 by the structure of the diode in the feedback of IC5 (the output of IC5 is "flange" at Ov).

If the magnitude of the voltage at the output of IC6 is greater than the magnitude at the output of IC3, IC5 acts as a gain 10 inverting amplifier.

Returning to voltage dividers RS and Rf, the position of the wiper determines the portion of the voltage created by IC9 that appears between the wiper and ground, but at the same time the wiper determines the portion of the voltage created by IC9 that is applied to voltage C6. Decide on the portion. The sum of the voltages applied to C6 and IC7 must be equal to the output of C9. C7 is simply a summing amplifier that algebraically adds together the outputs of C05, Re, and Rg. Re provides a voltage that is directly proportional to airflow and is a signal to meter fuel under "maximum economy" conditions. IC5 provides a modification in addition to the signal provided by Re to increase the amount of fuel delivered when the engine is expected to make maximum power.゛Rgl''l: Simply provides the voltage used to add the required amount of fuel to compensate the variable engine under idle conditions. Along with idle compensation, the
0B constitutes a win r comparator in which the RPM range of the slip compensation circuit is set.

The output of step 07 is an analog-to-digital converter (ADC) that converts the positive analog signal to digital binary form.
For example, Teledyne 87000. T) is driven. ADC
The two stages of transistor amplification for each bit of EDG
The transistors Qa and Qb are connected so as to obtain a current gain sufficient to drive the valves of AR (D VO, V 1, V 2 - Vn.
However, only the solenoid coil of the valve is shown in FIG. 8. The resistor and capacitance values for the various circuits are shown in FIGS. 7 and 8. The following outlines the other circuit components shown: No. 41.8 - LM 2917
IC-2,3,4,5,6,'/,9-LM
30'7No +10 -
TL 082D +1.2.3 - Engineering N914Q1 - INV 5001AND IC4pl - Teledyne 8
700-OJQ, l-2N 3904 Qb-2N 3055 K - Solenoid Valve Coil Although Applicant's fluid control loading has been described in the foregoing embodiment regarding fuel control of an internal combustion engine, it is not limited thereto. In fact, it is successfully utilized in many applications where accurate metering of gas flows is required.

Under electronic control, the resolution, accuracy and speed of response can be tailored to suit specific demands. Examples of many fields where accurate gas metering is important include medicine, aerospace, process control, and welding.

Some of the advantages of Applicant's device are as follows:1.
Gas is supplied to the engine under positive pressure regardless of engine vacuum changes.

2) All calculations and adjustments of gas flow are done by electronic circuits with greater control capabilities.

3. Mass-produced KDGAR devices are small, accurate, reliable, and inexpensive.

4. The performance of the EDGAR, which follows a precise sequence of successive powers of 2, can be evaluated with an inexpensive flow meter. does not interfere with engine performance.

[Brief explanation of the drawing]

1 is a block diagram illustrating a gas fuel system for an internal combustion engine with digital control of fuel gas flow by an electronic processing unit; FIG. 2 is an illustrative example of an electronic digital-analog regulator of the invention; 3 is a side view of a solenoid valve and manifold arrangement employing features of the present invention, FIG. 4 is a plan view of the structure of FIG. 6, and FIG. 5 is a view taken along line 5--5 of FIG. 6 is an enlarged sectional view showing the valve seat and orifice in detail, FIGS. 7 and 8.
The figure is a connection diagram of one type of electronic device. Explanation of symbols: 1 - regulator; 2 - electronic processing unit: 3a, 3b...3n - sensor; 4 - fuel storage tank; 5 - high pressure regulator; 6 - air/fuel mixer; 7 - internal combustion engine; LO, Ll...Ln-fluid transmission line: Pl-input; P2-output: QO+Q1+・c
tn-flow rate: VO, Vl...Vn-control valve: MO+M1
−・−Mn− Orifice: DO, Dl・=Dn− Valve input cost input Asamura Akira Do ~ Kuko procedure amendment (Mutsu) January 2+, 1985

Claims (21)

[Claims] (1) A device for controlling the flow rate of compressible fluid from a common inlet to a common outlet, comprising: (a) a plurality of fluid transmission lines (L_0, L_1, L_2);
...L_n), (b) connecting the plurality of lines in parallel between the common entrance (P_1) and the common exit (P_2), and leading from the common entrance to the common exit. (c) said common inlet (
P_1) and the common outlet (P_2), when a pressure difference sufficient to provide a blocked flow condition in the line is maintained, the pressure difference is proportional to each one of a plurality of preselected values. The plurality of lines (L_0, L_1, L_2...
(d) a control valve (V_0, V_0,
(e) a control device (2) configured to selectively control opening and closing of the valves (V_0, V_1, V_2...V_n); of the common outlet (P_2) when fluid is supplied to the common input (P_1) at a pressure selected such that the differential pressure between the The total outward fluid flow rate is controlled by the control valves (V_0, V_1, V_2) to provide a plurality of predetermined total fluid flow rates at the common outlet.
. . . V_n), the control device (2) being controlled in discontinuous stages by opening and closing the flow control device (2). (2) In the device according to claim 1,
The device characterized in that the preselected numerical value is a power of the selected number. (3) In the device according to claim 2,
The apparatus characterized in that the powers of the selected numbers are successive powers of 2, whereby the plurality of predetermined total flow rates are proportional to a series of binary numbers. (4) An apparatus according to claim 1, 2, or 3, further comprising the step of supplying said fluid to said fluid transmission line at said selected pressure via said common inlet (P1). When supplied to each orifice (M_0, M_1
, M_2 . . . Q_0, Q_1, Q_2...Q_n). (5) In the device according to claim 4,
Furthermore, the flow rate is different from the line (L_0, L_1, L_
2...L_n) are weighted so that the individual flow rates of the control valves (V_0, V_1, V
_2...V_n) are electric solenoid valves, and the control device controls each input (D_0
, D_1, D_2 . Said device, characterized in that it emits a digital signal corresponding to said binary number for controlling said solenoid valve supplying the outlet. (6) In the device according to claim 5,
Furthermore, each orifice (M_0, M_1...M_n
) is so large that the flow rate therethrough is proportional to the weight of the binary digit represented by the digital signal and thereby actuates the control valve associated therewith. (7) Any one of claims 1 to 6
In the apparatus according to item 1, the fluid is an internal combustion engine (
7), and furthermore, the common outlet (P2
) is in communication with the air/fuel mixer (6) of the engine. (8) Any one of claims 1 to 6
In the apparatus according to item 1, the fluid is an internal combustion engine (
7), and furthermore, the control device (2).
said device, characterized in that said device is adapted to be responsive to signals produced by sensors (3a, 3b, . . . 3n) representative of operating parameters of said internal combustion engine (7). (9) An electronic control device that supplies compressible fuel to an internal combustion engine, which includes a plurality of fuel transmission lines (L_0, L_1, ...L_n) between a common input (P1) and a common output (P2). Since they are connected in parallel, the total flow rate of fluid from said common input to said output is equal to the sum of the separate flow rates through the individual fuel transmission lines, the latter being equal to the flow rate of fuel therethrough (Q_0, Q_1
, ... Q_n) have a mutual relationship such that they are proportional to a continuous power of 2 under conditions of blocked flow in the lines; and in each of the fuel transmission lines, solenoid control valves (V_0, V_
1, ...V_n), and a plurality of valves each connected to each input (D_0, D_1, ...D_n) of the solenoid control valve in order to selectively control the opening and closing of each valve by a digital signal applied to the solenoid. an electronic processing device (2) adapted to provide a binary signal via an output of the internal combustion engine; an input to which a common output (P2) of the plurality of fuel transmission lines is connected; and an air/fuel mixer connected to the internal combustion engine. an air/fuel mixer (6) comprising an output; and between the common input and the common output, the fuel flow rate in each transmission line is related to the back pressure at the input of the air/fuel mixer (6). a device (4; 5), and the electronic processing device (2) used therewith is the sensor (3a, 3b...
said valves (V_0, V_1, . The electronically controlled fuel system. (10) An electronically controlled fuel system according to claim 9, further comprising each of the fuel transmission lines (L_0,
The orifices located at the associated control valves (V_
0, V_1 . . . V_n), characterized in that said orifice (M_0, M_1 . (11) In the electronically controlled fuel system according to claim 10, each of the fuel transmission lines (L_0, L_1
,...L_n) is determined by the dimensions of the orifice, said orifice (M_0, M_1...M
__n) is designed to deliver a predetermined constant flow rate in each of said fuel transmission lines at a constant fuel supply pressure suitable to maintain a blocked flow condition of said orifice, said flow rates being different from the individual flow rates of different fuel transmission lines. is the series 2^0, 2^1, 2^2...2
The electronically controlled fuel system is weighted proportionally to the term ^n, where n+1 is the number of fuel transmission lines. (12) Claims 9, 10 or 11
The electronically controlled fuel device according to paragraph 1, when combined with the internal combustion engine, the device for supplying fuel to the plurality of fuel transmission lines comprises a high pressure fuel storage tank (4);
The electronically controlled fuel system includes a pressure regulator (5) connected to the plurality of fuel transmission lines between the fuel storage tank and the common input P1. (13) In the electronically controlled fuel system according to any one of claims 9 to 12, further, the fuel flow rate Q_0 of one of the fuel transmission lines L_0 is one of the discontinuous stages. , said predetermined value is a function of the fuel consumption of said internal combustion engine and is equal to the other fuel transmission lines (L_1, L_
2...L_n) fuel flow rate (Q_1, Q_2...Q_n
) constitutes a series of continuous multiples of 2 multiplied by one flow rate before the continuous fuel transmission line. (14) Electronic control devices that adjust the flow rate of compressible fluid from a common source to a common user, arranged in parallel and connected between the common source (P1) and the common user (P2). Multiple fluid transmission lines (
L_0, L_1, .
...Q_n), and the line is equal to the sum of the common sources (P1
) and said common user (P2) is maintained at or above a critical level sufficient to provide an obstructed flow condition in said line, a group of selected increases in the flow rate therethrough. a plurality of fluid transmission lines that are proportionally correlated to respective members of the values; and a solenoid control valve (V_0, V_0, V_0, V_0, V_0, V_0,
1,...V_n), a sensor device (3a, 3b,...3n) that generates an electrical signal representing an operating parameter of the common user, and a sensor device (3a, 3b,...3n) connected to the sensor device (3a, 3b,...3n). an electronic processing device (2) having an input device and a plurality of outputs each connected to a combined input (D_0, D_1, . . . D_n) of said solenoid control valve, said individual solenoid control valve (V_0 , V_1...V_n) to open or close the fluid transmission in a set of discrete steps according to the common user operating parameters. The electronic control device, characterized in that it has: the electronic processing device configured to change the sum of fluid flow rates from the line to the common user (P2). (15) The electronic control device according to claim 14, further characterized in that the selected increasing value is an increasing power of the selected number. (16) The electronic control device according to claim 15, further characterized in that the power of the selected number includes successive powers of 2, and the sum of the fluid flow rates is proportional to a set of binary numbers, and An orifice (M_0
, M_1, . (V_0, V_1...V_n) to selectively open or close a digital signal corresponding to a binary number, and each said orifice has a binary weight corresponding to the digital signal by which a control valve in the combined fluid line is actuated. The electronic control device is characterized in that the electronic control device is sized in proportion to the size of the electronic control device. (17) Claims 14, 15 or 1
The electronic control device according to item 6, wherein the fluid is a flammable gas, further comprising a high pressure gas storage tank (4);
a pressure regulator (5) connected between the gas storage tank and the plurality of fluid transmission lines; and a pressure regulating device (5) connected between the gas storage tank and the plurality of fluid transmission lines; said sensor (
3a, 3b...3n) and an air/fuel mixer (6) having an output connected to the combined output of the plurality of fluid transmission lines and an intake of the internal combustion engine (7). The electronic control device characterized in that it has a device for supplying fluid to a plurality of fluid transmission lines. (18) A method of controlling the flow rate of compressible fluid between a common source and a common user, wherein the flow requirements of the users are varied by their selected operating conditions, comprising: (a) the common source ( Plural fluid transmission lines (L_0, L_1...L_n) in parallel between P1) and the common user (P2)
, so that in operation, the total flow rate of fluid from said common source to said common user is divided into separate flow rates (Q_0, Q_1...Q_
n), and the relative flow rate through said line is at or above a critical level such that the pressure difference between said common source (P1) and said common user (P2) is sufficient to create a blocked flow condition in said line. (b) providing the plurality of fluid transmission lines with respective control valves that are proportional to a continuous power of a number when maintained at 0, and each line having a respective control valve operable to fully open and fully closed positions; maintaining said pressure differential at or above a critical level; (c) generating an electrical signal in response to a common user selected operating condition; and (d) providing said signal to a programmable controller. the program controller providing a signal to the program controller responsive thereto by issuing a valve control signal relating to the flow demand of the common user; and (e) the total flow rate of fluid from the common source to the common user. Co-feeding the control valve with the signal for opening and closing the control valve in a controlled manner in discrete steps. (19) In the method according to claim 18,
The method, wherein the number is two. (20) In the method according to claim 18,
The method, wherein the fluid is a combustible gas. (21) In the method according to claim 18,
The method wherein the valve control signal is a binary digital signal.