US3565047A - Systems for controlling compression ignition engines - Google Patents

Systems for controlling compression ignition engines Download PDF

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Publication number
US3565047A
US3565047A US742971A US3565047DA US3565047A US 3565047 A US3565047 A US 3565047A US 742971 A US742971 A US 742971A US 3565047D A US3565047D A US 3565047DA US 3565047 A US3565047 A US 3565047A
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piston
cylinder
servopiston
engine
fuel
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US742971A
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English (en)
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Antonin Bulvas
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CKD Praha DIZ AS
CKD Praha Oborovy Podnik
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CKD Praha DIZ AS
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D13/00—Control of linear speed; Control of angular speed; Control of acceleration or deceleration, e.g. of a prime mover

Definitions

  • Al cylinder means houses the piston means to form a servocontrol therewith, and a wall of the cylinder means is formed with an overflow bore to be covered and uncovered by the piston means.
  • a manually operable speed control means is connected by a linkage means to the piston means while freeing the latter for rotary movement about its axis.
  • a slide valve means communicates with opposed sides of the piston means in the cylinder means to control the flow of fluid pressure thereto, and a governor means which is also connected to the linkage means is operatively connected with the slide valve means to control the latter.
  • the linkage means is also connected with a metering means which meters the amount of fuel delivered to the engine.
  • the invention relates to a mechanical-hydraulic speed and load governor, more particularly for compression ignition engines, wherein the centrifugal forces of governor weights and the force of a load spring actuate a hydraulic control of a servopiston'that controls the metering of fuel injected by an injection pump in dependence both on the engine speed and the engine load.
  • the doublestage speed governor is especially used on engines of traction vehicles, e.g. diesel electric locomotives, wherein the compression ignition engine is connected with a generator which is a power source for the traction motors of the locomotive.
  • the double-stage speed governor comprises two springs to control the centrifugal governor weights, one of them for regulating the idling speed and the other for controlling the rated speed.
  • the governor action is automatically eliminated, and theA fuel delivery from the injection pump tothe engine in dependence on the engine loadI is regulated byan auxiliary device that directly acts on the injection pump.
  • a disadvantage of the double-stage speed governor resides in its restricted metering of fuel, with the aid of a servopiston, from zero delivery to an amount required for the idling speed of the engine.
  • the power piston stops moving and a further increase of the fuel amount is effected by the operator through the medium of an auxiliary device irrespective of the governor position.
  • To each fuel charge set in this manner by the operator correspond certain r.p.m. in dependence on the engine load.
  • the double-stage speed governor can reduce the fuel amount only by a fuel charge to correspond to the engine idling speed.
  • Marine engines require both kinds of regulation and this is why they are equipped with a wide speed range governor and a special auxiliary device.
  • a wide speed range governor maintains a constant engine speed irrespective of the engine load.
  • the special auxiliary device is actuated manually and directly controls the injection pump so that it maintains a constant injection fuel charge irrespective of the engine speed.
  • the action of the wide speed range governor and of the auxiliary device are antagonistic each of the actions is separated so that either one kind of fuel control is eliminated or the output member of the servopiston is connected to the injection pump by a resilient member.
  • Deformation of the resilient member eliminates simultaneous action of the wide speed range governor and the auxiliary device on the injection pump.
  • the fuel charge predetermined by the auxiliary device remains constant because any influence of the wide speed range governor is prevented from increasing the fuel amount, due to a deformation of said resilient member.
  • the action of the wide speed range governor toward a reduction of the fuel amount is in no way restricted, so that the wide speed range governor diminishes the fuel amount set by the auxiliary device only within a certain period of time, which is necessary to eliminate the deformation of the intermediate resilient member. This retardation in time is undesirable from the point of view of regulation.
  • Another object of the invention is to provide a construction capable of regulating not only the speed of operation of the engine but also the supply of fuel thereto.
  • the mechanical-hydraulic governor according to the present invention, wherein the servopiston means is provided at least with one control surface inclined to axial movement, which cooperates with a fuel outlet port in a wall of a cylinder means of the servocontrol, the servopiston or its piston rod being rotatably connected to a control mechanism of the injection pump, e.g., with the aid of a rotatable head and a linkage and a speed lever.
  • the piston means On the cylindrical exterior of the piston means there are preferably provided four inclined control surfaces having the shape of projections, which divide the circumference of the servopiston into four chambers, two opposed charging chambers and two fuel discharge chambers.
  • the charging chambers are constantly interconnected through overflow ports and permanently interconnected with the cylinder space above the power piston, and the fuel outlet chambers are permanently interconnected through outlet ports with an outlet conduit.
  • the wall of the cylinder of the servopiston there are provided, substantially at an equal height, four bores of which two opposite charging bores open into the charging chambers and two opposite bores or overflow ports open into the outlet or discharge chambers.
  • the charging chambers formed by oblique control edges within a rotatable cylinder of the servopiston are permanently interconnected through the charging bore with a space in the rotatably cylinder beneath the servopiston and the outlet chambers are permanently connected with the outlet bore.
  • Parts of the controllable bores are interconnected through a channel with one side and the other parts of the controllable bores are interconnected through channels with the other side of an excitation servomotor of the electric generator.
  • Another advantage of the invention resides in an adaptation to the propulsion of ships or road vehicles.
  • a control member e.g. a cam, which is mounted on a shaft actuated by the speed lever, wherein the functional part of the cam is formed so that certain fuel charges, set according to a predetermined program, correspond to certain predetermined r.p.m.
  • FIG. 1 is a vertical section through a control system having a single inclined control surface on the servopiston
  • FIG. 2 is a vertical section of another embodiment
  • FIG. 3 is a transverse section through the governor along line III-III in FIG. 2;
  • FIG. 4 is a view of the developed exterior of the servopiston according to FIG. 2;
  • FIG. 5 is a vertical section through the system as adapted to operation in electric locomotives
  • FIGS. 6, 7, 8 show views of the developed servopiston in three different positions
  • FIG. 9 shows characteristics of an electric generator and a compression ignition engine
  • FIG. I is a longitudinal section through a portion of another embodiment
  • FIG. l1 shows characteristics of the predetermined course of governing
  • FIG. 12 shows characteristics of governing a steady engine output within a certain speed range.
  • the mechanical part of the governor consists substantially of swingingly mounted governor weights 1 which are loaded by a common spring 2 and symmetrically arranged with respect to a vertical axis of rotation.
  • the hydraulic part of the governor comprises a cylindrical control slide valve 3 slidably mounted in a distribution chamber 4.
  • the control slide valve 3 is actuated by the centrifugal force of the governor weights I, connected thereto in such a manner that the control slide valve 3 is moved up and down.
  • the housing also comprises a vertically arranged cylinder means 5 wherein a power piston means 6 is mounted and is adapted to rectilinearly move and also to rotate.
  • the servopiston 6 is of the differential type and defines with its actuating face at the bottom an annular space within the cylinder 5, and with its larger actuating face at the top a cylindrical space.
  • the servopiston 6 is provided, on its cylindrical exterior of larger diameter, with a control surface or edge 7 which is inclined or oblique with respect to the rectilinear piston movement within the cylinder 5.
  • the distribution chamber 4 communicates intermittently through an overpressure duct 8, with the aid of the control slide valve 3 with the cylindrical space of the cylinder 5 above the servopiston 6 and through a pressure duct 9 with the annular space beneath the servopiston.
  • an overflow bore 1l is provided, with which cooperates the control edge 7 of the piston 6 during its rectilinear motion.
  • a wall of the distribution chamber 4 is provided with an inlet 12 and an outlet 13'for pressure oil
  • the servopiston 6 has a plunger 14 whose cylinder communicates through a balancing channel 15 with a cylinder of a compensating piston 16, the latter being preloaded from both sides with identical balance springs 17.
  • the cylinder of the compensating piston 16 communicates through a channel 15' with the distribution chamber 4 and also with an outlet which is manually controlled by a needle valve 18.
  • the servopiston 6 has a piston rod 19 which is provided with a fuel control lever 20 having the shape of a perpendicular arm.
  • a head 21 On the piston 19 is a head 21 rotatably mounted, which is articulated to a speed control 28 through a linkage means 22 to 27, and also to a shaft 34, which actuates a control rack of an injection pump to form a metering means.
  • the linkage consists of a pull rod 22 that is connected to a two-arm lever 23 rotatably mounted on a pin 24 which is connected at its other end to a rod 25.
  • the rod 25 is articulated to a two-armed lever 26 whose other arm is connected, through a pull rod 27, to the speed lever 28 mounted on a pin 30 to rotate thereon.
  • To the pull rod 29 a base 3l of the load spring 2 is articulated.
  • To the pull rod 22 To the pull rod 22 is attached through a pin 32 an end of a swinging lever 33 that is keyed on the shaft 34.
  • the governor weights 1 With the engine at rest, the governor weights 1 assume a position indicated by line l nearest to the axis of rotation.
  • the control slide valve 3 assumes its lowermost position, and the overpressure duct 8 and the pressure duct 9 are simultaneously open.
  • the speed lever 28 and the servopiston 6 are in their upper position, i.e. the stop" position marked by a dashed line.
  • the oil pressure in the inlet 12 is zero because the oil pump (not shown) is at rest, too.
  • a joint 25' between the rod 25 and the two-arm lever 26 is temporarily fixed.
  • the speed lever 28 Prior to starting the engine, the speed lever 28 is set in a vertical plane to a position of starting r.p.m., whereby the force of the load.l spring 2 is somewhat increased by its depression.
  • the fuel lever 20 is partly rotated in a horizontal plane to a position corresponding to a starting fuel charge.
  • This starting fuel charge is defined by the height Y of the control edge 7 above the overflow bore 11.
  • the pressure oil is forced through the inlet l2 via the overpressure duct 8 out of the distribution chamber 4 into the cylinder 5 above the servopiston 6 and simultaneously via the pressure duct 9 beneath the servopiston 6, i.e. into the annular space with the smaller effective or active area.
  • the servopiston 6 assumes, due to oil overpressure action on its larger effective or active area, a position that corresponds to the fuel charge as set by the fuel lever 20, that is, the servopiston is displaced only within the height Y.
  • the overflow bore will not be opened. Instead, it remains covered by its cylindrical portion.
  • the servopiston can perform a full stroke. If the height is zero, i.e. with the overflow bore l1 uncovered by the control edge 7 at the instant the servopiston 6 assumes its position for a zero fuel delivery, the servopiston 6 is not responsive to eventual pulses from the governor weights 1 and the engine cannot be started or, if it is running, it will be stopped by the governor.
  • the speed lever 28 With the engine once started, the operating r.p.m. equaling, for example, 50 percent rated engine speed will be set by the speed lever 28. This position of speed lever 28 is shown in FIG. l. At the same time, the speed lever 20 assumes its extreme position wherein the system can set maximum fuel delivery in accordance with instantaneous engine load. As soon as the engine reaches the speed set by the speed lever 28, the forces of the governor weights 1 and the force of the load spring 2 are balanced. The control slide valve 3 simultaneously assumes its intermediate neutral position, thus keeping the overpressure duct 8 covered.
  • the plunger 14 which operates the compensating device, i.e. the compensating piston 16 together with the springs l7.
  • the movement of plunger 14 causes both a volumetric and pressure change within the compensating device, which temporarily acts on the control slide valve 3 and returns the same to its intermediate neutral position, whereby the overpressure duct 8 is covered and the movement of the servopiston 6 cut off.
  • the activity of the hydraulic compensating device can be set by the needle valve 18.
  • the speed lever 28 is set to position stop," or the servopiston 6 can be set by rotating the fuel lever 20 to zero fuel delivery.
  • the simple servopiston with one oblique control edge 7, as described, has a disadvantage in that the servopiston 6 is loaded by oil pressure on one side of its cylinder. This inconvenience is overcome by an adaptation of the servopiston 6 and its cylinder 5 as shown in FIGS. 2, 3 and 4.
  • On the larger diameter portion of the cylindrical exterior of the servopiston 6 there are provided, on the circumference, four oblique control edges 7 having the shape of helixlike projections. These projections divide the circumference of the servopiston 6 into four equal chambers, two opposite charging chambers 35 and two opposite outlet chambers 36.
  • the charging chambers 35 are constantly interconnected through'overflow ports 37 provided in the servopiston 6 in a direction of its longitudinal axis with the space of the cylinder 5 above the servopiston 6.
  • the outlet chambers 36 are constantly interconnected, through the outlet ports 38 in the servopiston jacket, with the outlet.
  • In a wall of the servopiston cylinder V5 there are arranged, at the same height, four radial bores, wherefrom two opposite charging bores 39 open into the charging chambers 35 and two opposite bores or overflow bores l1 open into the outlet chambers 36.
  • the operation and function of the servopiston 6 having four control edges 7 is substantially the same as that ofthe servopiston witha singlecontrol edge .7, shown in FIG. 1.
  • Pressure oil is interruptedly fed through the pressure duct 9 into the annular space 5' of the cylinder 5.
  • pressure oil is fed through the overpressure duct 8, when it is uncovered by the control slide valve 3, through the charging bores 39 into the charging chambers 35 of the servopiston, and through the overflow ports 37 into the cylinder 5 above the servopiston 6.
  • the charging bores 39 With an axial movement of the servopiston 6, caused by the centrifugal weights of the governor, the charging bores 39 relatively move in a plane A-A (FIG.
  • the oil in the space above the servopiston 6 escapes through the overflow port 37, the charging chamber 35, and the overflow bore 1l into the outlet until balance of the pressures on both sides of the servopiston 6 which stops halfway into the fuel is achieved, thus restricting both the amount of fuel and output of the engine. If the servopiston 6 is further rotated until the charging bore 35 reaches the plane C-C, the charging bore 39 will be interconnected through the outlet port 39 into the outlet with the servopiston in its upper position and set to zero fuel delivery. The system stops the engine, if running, or prevents its starting if it has been at rest.
  • the system controls the engine as a wide speed range system until the servopiston reaches the position of preset load through the fuel lever 20, i.e. a position, wherein the control edge 7 is set to the height Y from the overflow bore ll.
  • the system maintains the engine speed up to this preset extreme position preset by the speed lever 28, at a constant value irrespective of load.
  • the engine speed will drop, because the system cannot exceed the set fuel amount.
  • a changeover to double-stage speed vcontrol can be effected at any position of the system at will of the operator, in that by turning of the fuel lever 20 the servopiston 6 is set to the required fuel amount and the speed lever 28 will Y be set to the maximum permissible enginespeed.
  • the control slide valve 3 Due to overbalance of the load spring 2, the control slide valve 3 leaves the overpressure duct 8 leading to the space above the servopiston 6, which can only assume a position that corresponds with appropriate setting of the fuel lever 20. Thus the amount of fuel is maintained at a constant value irrespective of the permanently open control of the control slide valve 3.
  • the engine speed will correspond with the set amount of fuel and load. If the amount of fuel as set by the fuel lever 20 is too high for the given load, the engine speed will rise due to excess of fuel.
  • the control slide valve 3 first covers the overpressure duct 8 and upon exceeding the limit, the control slide valve 3 uncovers the overpressure duct 8 into the waste outlet, through which pressure oil escapes from the space above the servopiston 6.
  • the servopiston Due to difference of pressures above and beneath the servopiston 6, the servopiston rises, i.e. to the stop positiony and reduces the excess of fuel. The engine speed drops and upon reaching the limit of permissible r.p.m., the control slide valve 3 covers the overpressure duct 8. If the amount of fuel as set by the fuel lever 20 is too low for a given load and the engine speed will drop, then the operator increases the amount of fuel by turning the fuel lever 20.
  • the design of the mechanical-hydraulic system can be varied in details e.g. ,instead of the rotatable servopiston a rotatable cylinder 5', fitted with a hand lever 20 (FIG. 5) can be provided.
  • Such layout can preferably be employed in governors of diesel-electric locomotives, whereinthe diesel engine is coupled with a generator, constituting a power source for traction motors.
  • the scope of such a system is to control operation of the diesel-electric locomotive on a track having variable inclinations, i.e. to control the loading of the diesel engine in varying safely its overloading even in cases when the engine gives no full output, e.g. due to faulty function of one of the engine cylinders.
  • a differential servopiston 6 within the rotatable cylinder 5' there is slidably mounted a differential servopiston 6, on whose cylindrical surface four oblique control edges 7 at equal distances are distributed. These control edges 7 define within the space of the rotatable cylinder 5 four identical chambers.
  • Two opposite charging chambers 35 are constantly interconnected with the space of the rotatable cylinder 5' beneath the servopiston 6 through overflow ports 37.
  • two opposite chambers 36 are outlet chambers and are interconnected with outlet bores 40.
  • a wall of the rotatable cylinder 5' there are provided four radial bores, at equal ldistances and heights, two of which, opposite charging bores 39, open into the charging chambers 35 and two opposite bores, i.e. overflow bores l1, open into the outlet chambers 36.
  • opposite charging bores 39 open into the charging chambers 35 and two opposite bores, i.e. overflow bores l1, open into the outlet chambers 36.
  • the charging bores 39 and the overflow bores 1l cooperate the oblique control edges 7 of the servopiston so that they regulate, i.e. vary their passage area.
  • the charging bores 39 are interconnected through a channel 42 with one side of a servopiston 43 and the overflow bores 11 are interconnected through another channel 42' with the other side of the servomotor 43.
  • the servomotor 43 consists of a rigid cylinder, which comprises a rotary piston 44 having the form of a wing, or vane, connected through a rod 45 with sliding contact 46 of rotary rheostat 47.
  • the rotary rheostat 47 is connected into a eld winding (not shown) of a diesel-electric locomotive generator.
  • Preloading of the load spring 2 can be varied with the aid of the speed lever 28 mounted on the pin 30, to rotate thereon.
  • the speed lever 28 is interconnected with the servopiston 6 through a transmission gear that transmits angular motion of speed lever 28 into rotary motion of servopiston 6.
  • the transmission gear comprises a level gear 48, mounted on the piston rod 19 by means of a parallel key, so that it is adapted to freely move axially and to rotate together with the bevel gear 48.
  • Another bevel gear 49 keyed on shaft 50 running in bearings 51, engages with the bevel gear 48.
  • an arm 52 is attached, a swinging end of which is connected through a pull rod 53 to the speed lever 28.
  • This connection is constituted by a joint 56 that is mounted to displace in a direction of the longitudial axis of speed lever 28.
  • a swing out of the speed lever 28 is transmitted on to the load spring 2 of the governor weights through the medium of a gearwheel 57, a gear sector 57' and levers 58, 59, which are mounted on a common pin 60 to rotate thereon.
  • a link 61 is attached, the other end of which is connected to the base 31 of the load spring 2.
  • FIG. 6 shows this condition in an equilibrium point 8, which lies on the intersection point of curve I of the generator and curve III of the diesel engine. With this point B also corresponds a certain position B' (FIG. 7) of piston 44 of servomotor 43, wherein the rotary rheostat 47 is set at the minimum resistance value.
  • the diesel engine output is in equilibrium with the generator output.
  • the equilibrium point B according to FIG. 9 displaces on the generator side along the curve I of generator, towards the point Bl and on the diesel engine side along the curve III towards the point B2.
  • the engine load rises and the predetermined fuel charge is insufficient, so that the engine speed is dropping.
  • the governor weights l shift the control slide valve 3 downwards and this, in turn, opens pressure oil admission, the oil now flowing through the overflow bore 1l into the space of the rotatable cylinder 5' above the servopiston 6.
  • the serovpiston 6 is displaced within a certain distance h (FIG. 7) downwards, i.e.
  • the position of the equilibrium point B of curves I, III (FIG. 9) varies and is displaced along the motor curve III to new generator curve, lying between curves l and Il and intersecting curve III in point B2.
  • the point B2 illustrates the new equilibrium state with the regulation accomplished. With the rolling resistances rising, the point B, moving on curve III, can coincide with the point A. In this position, the distance between curves I and III is at its maximum and the servomotor 43 also determines weak resistance values that correspond with the position A' of piston 44 of servomotor 43 (FIG. 6). If the point B displaces along a zone of curve III (FIG.
  • the controlling procedure as described is the same for every degree of engine speed, or condition, determined by various compression of the load spring 2 by the speed lever 28.
  • FIG. 10 For marine or road vehicle engines the embodiment as shown in FIG. 10 is advantageous.
  • a control member e.g. a cam 68
  • the cam 68 is mounted on a shaft together with a gearwheel 70, which engages with the gearwheel 57, keyed on the pin 30 together with the speed lever 28.
  • the functional portion of the cam is constituted so that to certain predetermined r.p.m., certain fuel charges are associated, preset in accordance with a predetermined program.
  • a roller 66 disposed on one leg of a bellcrank 64, is forced to the cam by a coil spring 67.
  • the bellcrank 64 is mounted on a pin 65 to rotate thereon and to its other leg a pull rod 53, connected vwith its other end to arm 52, is attached.
  • the remaining portion of the transmission gear is identical with that of FIG. 5.
  • FIGS. 11 and l2 show an output range of the engine governed in'avccordance with the invention, wherein r.p.m. n of the engine are plotted in percents in a vertical axis and engine load P, -in percents, too, is plotted on the horizontal axis.
  • the output range is restricted by a preliminary determined characteristic consisting of two parts: part L of resistance curve of a ship propeller with adjustable blades in their maximum position; in the zone between 50 to 70 percent rated engine r.p.m., on the oney hand, and part K of constant engine chargingline inthe range between 75 percent to l() percent rated engine r.p.m.
  • the characteristic according to FIG. 3 comprises two parts, as well: part K of constant engine charging line between 5.01075 percent rated engine r.p.m., on the one hand, and part V of constant engine output in the range between 75 percent to 100 percent rated engine r.p.m.
  • the cam according to version A will restrict the engine output at high r.p.m., i.e., for example, in the range 4above 75 ),percent rated engine speed. In the' range below 75 percent rated engine speed (FIG. 3) the system will meter the fuel according to the line of the constant charging up to 75 percent rated engine speed.
  • the cam 68 strikes on the roller 66, which deviates and this movement makes itself apparent by a rotation of the servopiston 6, which restricts the fuel amount and, consequently, engine output, too.
  • the course of this restriction is given by the shape of the cam 68, which can, for example, be chosen so that according to a known previous consumption of fuel, a constant engine output within the predetermined range of speed (FIG.
  • the engine output is limited program is also applicable to tracwithin the range of r.p.m. below 75 percent of nominal engine v speed (FIG. 1l).
  • the cam 68 can be shaped so that the fuel metering for the engine is conformed to the output required. Such a solution is particularly suitable for marine engines having propellers with adjustable blades.
  • piston means having a central axis and an exterior control surface inclined with respect to said axis, cylinder means housing said piston means and guiding the latter for movement along said axis thereof, said cylinder means forming a servocontrol with said piston means and said cylinder means being formed with an overflow bore extending through a wall of said cylinder means to be covered and uncovered by said piston means, said piston means being rotatable within said cylinder means as well as being axially movable therein, a manually operable speed control means, slide valve means communicating with said cylinder means for controlling the flow of pressure fluid into said 'cylinder means at opposite sides .of said piston means, centrifugal governor means coactmg with said slide valve means for controlling the latter, linkage means coacting with said speed control means, governor means, and piston means for controlling said governor means and said piston means in response to actuation of said speed control means while freeing said piston means for rotary movement about its axis, and metering means operatively connected
  • said piston means has circumferentially distributed about its axis four inclined control surfaces in the form of projections defining at the exterior of said piston means four chambers distributed circumferentially thereabout and forming one pair of opposed charging chambers and another pair of opposed discharge chambers, said piston means being formed with one pair of passages providing communication 'between said charging chambers and one side of said piston means and with a second pair of passages providing communication between said discharge chambers and the other side of said piston means, and said cylinder means being formed in a plane perpendicular to said piston axis with a pair of opposed charging bores communicating with chambers said charging chambers and with a pair of opposed overflow bores communicating with said discharge chambers.
  • said piston means is a differential piston means having at its opposite sides different effective areas the smaller of which is in constant communication with a distribution chamber of said slide valve means and the larger of which is placed in intermittent communication with said distribution chamber by the control of said slide valve means through said centrifugal governor means.
  • linkage means includes a bellcrank and bevel gear transmission for converting rotary movement of said cam means into angular movement of said piston means about its axis.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
US742971A 1967-07-01 1968-07-01 Systems for controlling compression ignition engines Expired - Lifetime US3565047A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CS485367 1967-07-01
CS769067 1967-10-31
CS416768 1968-06-05

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US3565047A true US3565047A (en) 1971-02-23

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US742971A Expired - Lifetime US3565047A (en) 1967-07-01 1968-07-01 Systems for controlling compression ignition engines

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US (1) US3565047A (enExample)
DE (1) DE1751622A1 (enExample)
FR (1) FR1578194A (enExample)
GB (1) GB1231266A (enExample)
NL (1) NL6809286A (enExample)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3667439A (en) * 1970-08-07 1972-06-06 White Motor Corp Torque and speed control governor
US3814072A (en) * 1972-06-06 1974-06-04 Woodward Governor Co Manifold pressure controller fuel limiter
US4109629A (en) * 1974-04-01 1978-08-29 C.A.V. Limited Fuel injection pumping apparatus
RU2191909C2 (ru) * 2000-12-04 2002-10-27 Открытое акционерное общество холдинговая компания "Коломенский завод" Регулятор частоты вращения и нагрузки

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2624326A (en) * 1947-11-05 1953-01-06 Harlan N Fiser Injection system for internalcombustion engines
US3067581A (en) * 1943-11-04 1962-12-11 Reggio Ferdinando Carlo Fuel supply system

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3067581A (en) * 1943-11-04 1962-12-11 Reggio Ferdinando Carlo Fuel supply system
US2624326A (en) * 1947-11-05 1953-01-06 Harlan N Fiser Injection system for internalcombustion engines

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3667439A (en) * 1970-08-07 1972-06-06 White Motor Corp Torque and speed control governor
US3814072A (en) * 1972-06-06 1974-06-04 Woodward Governor Co Manifold pressure controller fuel limiter
US4109629A (en) * 1974-04-01 1978-08-29 C.A.V. Limited Fuel injection pumping apparatus
RU2191909C2 (ru) * 2000-12-04 2002-10-27 Открытое акционерное общество холдинговая компания "Коломенский завод" Регулятор частоты вращения и нагрузки

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DE1751622A1 (de) 1970-10-01
GB1231266A (enExample) 1971-05-12
FR1578194A (enExample) 1969-08-14
NL6809286A (enExample) 1969-01-03

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