US3585975A - Fluid-operated rpm regulator for internal combustion engines - Google Patents

Fluid-operated rpm regulator for internal combustion engines Download PDF

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Publication number
US3585975A
US3585975A US831085A US3585975DA US3585975A US 3585975 A US3585975 A US 3585975A US 831085 A US831085 A US 831085A US 3585975D A US3585975D A US 3585975DA US 3585975 A US3585975 A US 3585975A
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United States
Prior art keywords
amplifier element
output
fluid
fluid amplifier
channels
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Expired - Lifetime
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US831085A
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English (en)
Inventor
Hiroshi Tonegawa
Tadayuki Kawasaki
Kenji Nakayama
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Bosch Corp
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Diesel Kiki Co Ltd
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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15C—FLUID-CIRCUIT ELEMENTS PREDOMINANTLY USED FOR COMPUTING OR CONTROL PURPOSES
    • F15C1/00—Circuit elements having no moving parts
    • F15C1/002—Circuit elements having no moving parts for controlling engines, turbines, compressors (starting, speed regulation, temperature control or the like)
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S123/00—Internal-combustion engines
    • Y10S123/10—Fluidic amplifier fuel control
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/206—Flow affected by fluid contact, energy field or coanda effect [e.g., pure fluid device or system]
    • Y10T137/2065—Responsive to condition external of system
    • Y10T137/2071—And causing change or correction of sensed condition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/206—Flow affected by fluid contact, energy field or coanda effect [e.g., pure fluid device or system]
    • Y10T137/212—System comprising plural fluidic devices or stages
    • Y10T137/2125—Plural power inputs [e.g., parallel inputs]
    • Y10T137/2142—With variable or selectable source of control-input signal

Definitions

  • the invention relates to a fluid- (liquid or gas) operated r.p.m. regulator for internal combustion engines particularly of the type operating on injected fuel, wherein pressure pulses, the frequency of which is proportionate to the engine r.p.m., are admitted through two conduits of different lengths to two control channels of a fluid logic element.
  • An r.p.m. regulator of the aforenoted type is the subject of Tonegawa et al. application Ser. No. 815,549, entitled Fluid- Operated RPM Regulator for lntemal Combustion Engines, f'iled Apr. l4, i969. ln a regulator of this type, a proportionate regulation is performed as a result of a continuously proportionate relationship between the input signals and the output signals of the control. Since the permanent deviation of the engine r.p.m. (P-range) is small and the amplification factor of the r.p.m. regulator is large, the time period during which the r.p.m.
  • a differential pressure responsive device for displacing a fuel control rod of a fuel injection pump and, on the other hand, a fluid pressure controlled assembly, hereinafter called a D-component, formed of a circuit A, responsive to pressure drops and hereinafter called D-component A, and of a circuit B, responsive to pressure increases and hereinafter called D-component B.
  • D-component A a fluid pressure controlled assembly
  • D-component B a fluid pressure controlled assembly
  • FIG. 1 is a diagrammatic, simplified view of a fluid-operated r.p.m. regulator according to the invention
  • FIG. 2 is a diagram of the transition function of a fluidoperated r.p.m. regulator with and without a component according to the invention
  • FIG. ⁇ 3 is a diagram of the pressure/time function in the output channels of the fluid logic element.
  • FIGS. 4 and 5 each illustrates a modification of the component according to the invention.
  • FIG. 2 there are shown the characteristics of regulation in the presence and in the absence of a D-component (described in detail as the specification progresses).
  • the transition function has an upwardly sloping linear course. lf the input signals (control deviation) are designated with N and the output signals (control magnitude) with y, then the broken line in the diagram (B) of FIG. 2 indicates the transition function of the regulator which operates merely proportionately (P-regulator), whereas the solid line designates the transition function of the regulator to which there is added the differentiating effect of the D-component (PD-regulator). If in case of an input signal of the r.p.m.
  • the regulating time (or period of control) for the output signal Ay is designated with ATl in a purely proportionate regulator, then the regulating time for the same output signal Ay is, by virtue of the D-effect, shortened to AT, and is therefore shorter than AT,. As a result, the transition period is decreased. Accordingly, the damping period is shortened and the stability of the regulating system is improved.
  • the D-effect is small when T is large, that is, when AT1/AT?, has a low value of approximatelyl QnPt he contrary, in case of a large value of the ratio AT1/AT5 the D-effect is very effective.
  • the dynamic behavior transitional control deviation
  • FIG. 1 the embodiment depicted therein includes a fuel injection pump l having a displaceable fuel control rod 3 for regulating the fuel quantities to be delivered by the pump.
  • a fuel injection pump l having a displaceable fuel control rod 3 for regulating the fuel quantities to be delivered by the pump.
  • One end of the fuel control rod 3 is secured to a membrane 4 separating two chambers 6 and 7.
  • ln chamber 7 there is disposed a spring 8 which opposes the fluid pressure dierence between the pressures in chambers 6 and 7 and which maintains the fuel control rod 3 in a position determined by the regulator.
  • a disc 9 which is provided with a plurality of small openings 10 arranged in a circular array. Adjacent one side of the disc 9 there is disposed a fluid blower nozzle ll to which there is admitted a fluid medium from a source not shown. Adjacent the opposed side of the disc 9, in alignment with the blower nozzle l1, there is disposed a pickup nozzle 12 adapted to receive fluid medium from the blower nozzle 11. From the pickup nozzle 12 there extend a relatively short conduit 13 and a relatively long conduit 14. The ends of these conduits are connected, respectively, to the right control channel 15b and the left control channel 15a of a fluid logic element 1S.
  • a main channel ISc of the fluid logic element 15 is connected to a fluid source (not shown) adapted to deliver fluid under pressure.
  • the fluid stream entering the control chamber of the fluid logic element l5 from the main channel lSc is deflected, by virtue of the Coanda-effect, either by the pressure pulses from the left control channel 15a or by those from the right control channel 15b and is maintained in the last deflected condition even after cessation of said pressure pulses.
  • the output channel 15d or in the output channel 15e there either is a fluid flow (on-condition) or there is no flow (off-condition).
  • the output channels 15d and 15e are connected with the respective control channels 18a and 18b of a fluid amplifier element 18 through fluid capacitors 16 and 17.
  • the fluid amplifier element 18 to the left ofthe centerline of the main flow channel 18e, there are arranged the aforenoted control channel 18a, a control channel 18e through which fluid is admitted, (the constant pressure of which may be arbitrarily set by a throttle valve 19) and output channels 18f and 18g.
  • the aforenoted control channel l8b On the other hand, to the right of thc centerline of main control channel 18e, there are arranged the aforenoted control channel l8b, a control channel 18d carrying fluid under constant pressure constituting an auxiliary flow (bias) and output channels 18h and l8r.
  • the left-hand output channels lf and lg of the fluid amplifier element 18 are connected, respectively, to the relatively longer, left-hand control channel 20a and the relatively shorter,- right-hand control channel 20h of a fluid amplifier element 20 of a D-component A.
  • the right-hand output channels llh and 113i of the fluid amplifier element 118 are connected, respectively, to the relatively shorter, left-hand control channel 2lb and the relatively Ionger, right-.hand control channel 21a of a fluid amplifier element'2l of a D-component B.
  • the lef ⁇ t-hand output channel 20c and the right-hand output channel 20d of' the fluid amplifier element 20 of the D-component A are connected to a left-hand and a right-hand control channel 22a and l22b, respectively, of a fluid amplifier ele ment 22;
  • the right-hand output channel 21e and the left-hand output channel 21d of the fluid amplifier element 2l of the D- component B are, symmetrically with the channels of the fluid amplifier element 20, connected respectively to the right-hand control channel 22e and to the left-hand control channel 22d of the fluid amplifier element 22.
  • the output channels 22e and 22j' of the fluid amplifier element 22 are connected with the chambers 6 and 7, respectively, of the actuator responsive to the differential pressure of the fluid medium.
  • the disc 9 is driven by the cam shaft 2 and at each instant when the blower nozzle l1 communicates with the pickup nozzle l2 through a momentarily aligned opening l0 in the disc 9, in the pickup nozzle l2 a pressure pulse is generated, one part of which is admitted through the conduit 13 and the control channel 15b of the fluid logic element l5 to the control chamber thereof, where it deflects the main flow, entering through the main channel 15e, into the output channel 15d.
  • the other part of the pressure pulse is admitted through the relatively longer conduit M with a delay of To seconds to the other control channel 15a of the fluid logic element l5 and switches the main flow from the output channel 15d to the output channel 15e.
  • n designates the number of small openings l in the disc 9 whereas N designates the r.p.m. thereof.
  • the last-named pulse is divided into two parts and first, the part passing through conduit R3 deflects th'e main flow from the output channel 15e to the output channel 15d and then, the second part of the pulse entering the fluid logic element H with a time delay of T, sec. deflects the main flow from the output channel d to the output channel 15e.
  • the pressure signals formed of a series of pressure pulses described above, are illustrated in FIG. 3. If ⁇ time T is measured along the abscissa and pressure P is measured along the ordinate, then (a) designates the pressure pulse signal in the control channel 15b, (b) is the pressure pulse signal in control channel 15a delayed by T, seconds withrespect to the pulse signal a; (c) and (d) are the pressure pulse signals in the output channels 15d and 15e, respectively, related to (a) and (b).
  • the period during which the main stream flows in the output channel 15d (on-condition) is thus determined by the pulses of signal (b) delayed T, seconds due to the length difference in the conduits 13, M. Consequently, the said period is independent of the r.p.m. of the disc 9.
  • the pulse interval is determined by the r.p.m. N of the disc 9 and by the number n of the small openings l0, this pulse interval is, assuming n is constant, inversely proportionate to the r.p.m. N.
  • the mean pressure generated in the output channel 15d of the fluid logic element 115 is proportionate to the r.p.m. N.
  • the mean pressure generated in the output channel 15e is inversely proportionate to the r.p.m. Consequently, the pressure difference between the pressures in the output channels 15d and 15e is indicative ofthe r.p.m.
  • the pressure signals generated in output channels 15d and 15e are admitted through the fluid capacitors 16 and 17, respectively, to the respective control channels 18a and l8b of the fluid amplifier element 18.
  • the function of the capacitors is to smooth the pressure pulses and, as a result, the output distortions caused by peak pressure values are eliminated.
  • the constant pressure delivered by the control channel 118e and adjustable by the throttle valve i9 is compared with the aforenoted, r.p.m.-dependent pressure delivered by the control channels 18a and 18h.
  • a differential pressure is generated which corresponds to the pressure difference in the control channels of the fluid amplifier element 18.
  • the load on the internal combustion engine temporarily decreases and, as a result, the r.p.m. increases, then the mean pressure in the output channels 18h and l8i of the fluid amplifier element 18 increases.
  • the pressure in the control channel 2lb increases earlier than in the control channel 21a.
  • the pressure in the output channel 21C increases which causes an increase of the pressure in the output channel 22e of the successive amplifier element 22. Consequently, the pressure in the chamber 6 will also increase so that the fuel control rod 3 is displaced towards the left, causing a decrease in the quantities of the injected fuel.
  • the engine r.p.m. will drop to its initially set value.
  • the length of the channel extending from the output of amplifier element 18 to the control channel 21a of amplifier element 2l is related to the magnitude of the D-e'ect, said length is determined for that input frequency which is most likely to cause the aforedescribed unstable condition, that is, which corresponds to an r.p.m. (such as idling) where the appearance of r.p.m. fluctuations hunting”) is preponderant.
  • a fluid capacitor may be inserted.
  • Such a fluid capacitor is designated with reference numeral 23 in FIG. t which, in an exemplary manner, shows the fluid amplifier element 2i of D-component B.
  • the output pressure signal appearing at 24f is also applied to the control channel 25b of a fluid amplifier element 25.
  • an output signal is generated in the output channel 25e, which, in turn, is applied to the control channel 26a of a fluid amplifier element 26.
  • a pressure signal apt pears at the output 26e ⁇ which, in turn, is fed back with a time delay, due to the provision of a serially connected fluid capacitor 29, into the fluid amplifier element 24 through its control channel 24d.
  • This pressure signal causes the output flow to'be switched from the output channel 24f into the output channel 24e.
  • the pressure signal appearing in the output 24e is also applied to the control channel 25 a of fluid amplifier element 25.
  • a pressure signal appears in the output channel 25d which, in turn, is applied to the control channel 26h of the fluid amplifier element 26.
  • a pressure signal appears in the output 26d which, with a time delay due to the fluid capacitor 30, is applied to the control channel 24e of fluid amplifier element 24.
  • the pressure signal that has appeared in output channel 24e (and thus in conduit 28) is, after the same time delay, switched to the output channel 24f- Tuming once more to FIG. l, due to the initial load exerted by the spring 8, despite a throttling of the adjustable throttle valve 19, the r.p.m.
  • the auxiliary flow (bias) in the control channel 18d may not be set below a determined value.
  • the pressure in the output channel 22e of ⁇ the fluid amplifier element 22 is boosted and thus, the increased pressure in chamber 6 effectively counteracts the force of spring 8.
  • the range of displacement of the fuel control rod 3 is enlarged towards the left and consequently the r.p.m. may be set below the aforenoted determined value.
  • the aforedescn'bed r.p.m. regulator has the basic characteristics of r.p.m. regulators operating with fluid elements: the absence of moving mechanical parts. Since the energy required for the displacement of the fuel control rod is taken from an external source, it is unaffected by the engine r.p.m. This is not the case in conventional r.p.m. regulators of the pneumatic or of the centrifugal governor type where the said energy increases as the r.p.m. increases. Thus, fluid operated r.p.m. regulators have the particularly remarkable advantage that at any r.p.m. the output function of the regulator is always the same. ln addition, the responsiveness of fluid-operated r.p.m. regulators is greater than the transitional control deviation may be rendered small without sacrificing the P-deviation (permanent deviation of the control magnitude from the nominal value).
  • a fluid-operated r.p.m. regulator for internal comfirst fluid amplifier element controlled by said output flows and by an arbitrarily adjustable fluid flow of constant pressure and (C) a ressure difference-res onsive actuator to which the output ows of said amplifier e ement are applied for displacing a fuel quantity control member, the improvement comprising a component formed of A. at least one second fluid amplifier element having l. a plurality of oppositely working input or control channels and 2. a plurality of output channels and B.
  • delay means coupled to at least one of said input channels for admitting therethrough a delayed pressure signal to said second fluid amplifier element to switch the output flow, caused by a pressure signal admitted precedingly through an opposing input channel, from one output channel of said second fluid amplifier element into another output channel thereof;
  • the output channels of said first fluid amplifier element being connected to input channels of said second fluid amplifier element, the output channels of said second fluid amplifier element being operatively coupled with said actuator.
  • said component is formed of a first and a second part, each including one said second fluid amplifier element; the input channels of the second fluid amplifier element of said first part are connected to one output of said first fluid amplifier element and the input channels of the second fluid amplifier element of said second part are connected to another output of said first fluid amplifier element; one input channel of said second fluid amplifier element of each part is coupled to one of said delay means.
  • An improvement as defined in claim l including a relatively short fluid conduit connecting an output of said first fluid amplifier element with one of said input channels of said second fluid amplifier element and a relatively long fluid conduit connecting the same output of said first fluid amplifier element with another of said input channels of said second fluid amplifier element; said relatively long fluid conduit constitutes said delay means.
  • said delay means includes a fluid capacitor connected between the output of said first fluid amplifier element and one of said input channels of said second fluid amplifier element.
  • said component comprises A. a sole second fluid amplifier element having l. two oppositely working firs't input channels connected to the outputs of said first fluid amplifier element,
  • said third fluid amplifier element for amplifying at least part of the signals in said output channels of said sole second fluid amplifier element, said third fluid amplifier element has l. a first output connected through one of said delay means to one of said oppositely working second input channels and 2. a second output connected through another of said delay means to other of said oppositely working second input channels.
  • said delay means is formed of two fluid capacitors, one is connected between an output of said third fluid amplifier element and one of said oppositely working second input channels, the
  • said regulator being of the type that includes (A) a fluid logic element having a plurality of output channels carrying output flows of r.p.m.-responsive pressures, (B) a other is connected between another output of said third fluid amplifier element and the other of said oppositely working second input channels.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Theoretical Computer Science (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US831085A 1968-06-10 1969-06-06 Fluid-operated rpm regulator for internal combustion engines Expired - Lifetime US3585975A (en)

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JP3946068 1968-06-10

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US (1) US3585975A (enrdf_load_stackoverflow)
DE (1) DE1918370A1 (enrdf_load_stackoverflow)
FR (1) FR2010538A1 (enrdf_load_stackoverflow)
GB (1) GB1264526A (enrdf_load_stackoverflow)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3690306A (en) * 1970-04-01 1972-09-12 Nippon Denso Co Fluidic control system of fuel injection device for internal combustion engines
US3938486A (en) * 1974-04-18 1976-02-17 Borg-Warner Corporation Pneumatically controlled fuel injection system

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2900969A (en) * 1957-12-19 1959-08-25 Holley Carburetor Co Fuel injection system
US3266510A (en) * 1963-09-16 1966-08-16 Sperry Rand Corp Device for forming fluid pulses
US3292648A (en) * 1963-07-05 1966-12-20 Bowles Eng Corp Turbine speed control
US3461892A (en) * 1968-07-25 1969-08-19 Gen Electric Fluid controls particularly for turbine engines
US3463176A (en) * 1965-12-22 1969-08-26 Honeywell Inc Fluidic fuel control system
US3484889A (en) * 1967-09-25 1969-12-23 Scott & Fetzer Co Sweeper filter

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2900969A (en) * 1957-12-19 1959-08-25 Holley Carburetor Co Fuel injection system
US3292648A (en) * 1963-07-05 1966-12-20 Bowles Eng Corp Turbine speed control
US3266510A (en) * 1963-09-16 1966-08-16 Sperry Rand Corp Device for forming fluid pulses
US3463176A (en) * 1965-12-22 1969-08-26 Honeywell Inc Fluidic fuel control system
US3484889A (en) * 1967-09-25 1969-12-23 Scott & Fetzer Co Sweeper filter
US3461892A (en) * 1968-07-25 1969-08-19 Gen Electric Fluid controls particularly for turbine engines

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3690306A (en) * 1970-04-01 1972-09-12 Nippon Denso Co Fluidic control system of fuel injection device for internal combustion engines
US3938486A (en) * 1974-04-18 1976-02-17 Borg-Warner Corporation Pneumatically controlled fuel injection system

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GB1264526A (enrdf_load_stackoverflow) 1972-02-23
DE1918370A1 (de) 1970-02-19
FR2010538A1 (enrdf_load_stackoverflow) 1970-02-20

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