US3630177A - Speed control for internal combustion engine - Google Patents

Speed control for internal combustion engine Download PDF

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Publication number
US3630177A
US3630177A US863439A US3630177DA US3630177A US 3630177 A US3630177 A US 3630177A US 863439 A US863439 A US 863439A US 3630177D A US3630177D A US 3630177DA US 3630177 A US3630177 A US 3630177A
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output
furnishing
feedback signal
signal
transistor
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US863439A
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Gerhard Engel
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406—Electrically controlling a diesel injection pump
    • F02D41/407—Electrically controlling a diesel injection pump of the in-line type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/38—Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the position of the rod depends on hydraulic pressure which in turn is controlled by means of an electric valve,
  • the electric valve responds to a control signal which is furnished by a multistage closed loop control circuit in dependence on the difference between a first feedback signal signifying the position of the regulator rod and a desired fuel injection signal varying in dependence both on the motor speed and the position of the accelerator pedal.
  • This invention relates to an arrangement for adjusting the speed of an internal combustion engine.
  • it relates to the adjustment of the speed of a diesel motor, within a family of load-speed characteristic curves of such a diesel motor.
  • Such diesel motors comprise a regulator member for adjusting the quantity of fuel injected during each operating cycle.
  • This invention particularly relates to an arrangement for controlling the motion of such a regulator member, thus controlling the amount of fuel injected during each operating cycle.
  • Diesel motors are often incorporated in vehicles in which a constant operating speed is desired.
  • vehicles include, for example, street cleaning vehicles or various agricultural vehicles as for example, tractors.
  • the motors are equipped with a control arrangement which causes the diesel motor to have a constant speed, unless a signal for a change in speed is furnished by the accelerator pedal.
  • variable speed governors which are also called variable speed governors. These are built on the basis of hydraulic, pneumatic or mechanical principles which have achieved a high degree of reliability in the present state of the art. Such arrangements have to meet a number of requirements dictated by the characteristics of diesel motors. These include a limitation of the maximum amount of fuel furnished, regardless of load; a controlled variable dependence of speed on load; and a decrease or shut-off of the fuel injected if a predetermined maximum speed is exceeded.
  • the arrangement in accordance with the present invention consists at least in part of electronic components whose different parameters may be readily adjusted, even at the motor. They may thus be used readily for different types of motors. Further, it is an object of the present invention to furnish a speed adjustment system in which the complete power of the diesel motor may be fully utilized.
  • This invention thus comprises an arrangement for adjusting the speed of an internal combustion engine within a family of load-speed characteristic curves, at least in part under operator control. It comprises injection means for injecting a regulatable quantity of fuel during each operating cycle. Regulator means for regulating said quantity of fuel during each of said operating cycles are provided, these regulator means functioning in response to a control signal. Further provided are first feedback signal furnishing means, for furnishing a first feedback signal having a characteristic varying as a function of the quantity of fuel actually injected during each operating cycle. Furnished as well are second feedback signal furnishing means which supply a second feedback signal having an electrical characteristic which varies in dependence upon the speed of the internal combustion engine. Adjustment means for varying said electrical characteristic of said second feedback signal under operator control are provided.
  • Closed loop control circuit means having at least an input stage and an output stage receive said first feedback signal and said desired fuel in.- jection signal at a first and second input, respectively, of said input stage.
  • the output of said input stage is a difference signal which is amplified in said output stage and, following said amplification, constitutes the control signal controlling said regulator means.
  • the regulator means comprise an electrically controlled hydraulic valve system which controls the pressure determining the position of the regulator member, or rod, which in turn determines the quantity of fuel injected during each cycle.
  • FIG. I is a block diagram of an arrangement in accordance with the present invention.
  • FIG. 2 is a more detailed diagram of the arrangement shown in FIG. 1;
  • FIG. 3 shows the characteristic curves of a diesel motor
  • FIG. 4 is a detailed diagram showing the regulating means in accordance with this invention.
  • FIG. 5 is a circuit diagram showing the amplifier means and safety arrangement in accordance with this invention.
  • FIG. I shows, schematically, an internal combustion engine 11, called a motor hereinafter, which is mechanically coupled to a tachometer 12 which furnishes a voltage varying as a function of the motor speed.
  • the tachometer output is connected to the first input of adjustment means, whose second input is connected to the accelerometer pedal, 14.
  • the adjustment means serves to furnish a adjusted second feedback signal which is supplied to amplifier means 15, at a second input of said amplifier means.
  • the first input of the amplifier means receive a first feedback signal which has an amplitude depending upon the quantity of fuel injected during each cycle.
  • the output of the amplifier means I5 is used to control the injection pump 16 as a function of the difference between the signals received at its first and second inputs.
  • the injection pump 16 is connected to the motor both mechanically and, of course, over fuel supply pipes.
  • a safety arrangement 20 is connected between the electrical output of the tachometer l2 and a third input to the amplifier means 15.
  • the motor 11 drives both the tachometer I2 and the injection pump 16 either over separate shafts or a common shaft with the motor speed rr,,,,,,.
  • Fuel lines 17 lead from the injection pump 16 to the individual cylinders of the motor 11.
  • the exhaust gases are collected in an exhaust manifold 18 and ejected therefrom.
  • the injection pump 16 supplies fuel to the motor 11 independence on the position of a control member, or control rod 19, which is controlled by the amplifier means 15 via a cylinder arrangement 21.
  • the control rod 19 is connected to the piston 22 of the cylinder arrangement 21 by means of a linkage 23 which has a collar 24. Pressure is exerted against one side of the collar 24 by means of a spring 26 whose other end is connected to a fixed member 25.
  • Linkage 23 is further mechanically coupled to the movable arm of a potentiometer 27, one embodiment of first feedback signal furnishing means.
  • the potentiometer 27 has one terminal connected to a positive supply line 28 and the other terminal connected to the negative or ground of the supply source, namely a battery 31.
  • the regulator means of the present invention comprise a pump 81 which pumps a pressure medium as for example oil, into the cylinder 21.
  • the supply of the pressure medium to cylinder 1 is controlled by means of a pressure regulating valve 82, while the flow from cylinder 21 is controlled by means of a magnetic valve 83.
  • the magnetic valve is connected with the output terminal of the amplifier means 15. Since the pump 81 pumps a substantially constant amount of the pressure medium per unit time, a safety device, namely an overflow valve 84 is furnished to guard against excessive pressure in the fluid conducting system.
  • the fluid conducting means, or pipes 85 are arranged between the cylinder 21, the throttle 82 and the magnetic valve 83.
  • FIG. 3 will be used for explanation of the functioning of the speed adjusting arrangement of this invention. Embodiments of this type of arrangement are disclosed, for example, in US. Pats. 3,425,401 and 3,407,793.
  • the operation is as follows.
  • FIG. 3 shows a family of characteristic curves of a diesel motor.
  • the amplifying means 15, in conjunction with the throttle 82 and the magnetic valve 83 cause a strong movement of the piston 22, causing the control rod 19 of injection pump 16 to be moved to a position corresponding to fuel excess for starting. It remains in this position until the motor has reached the speed n denoted as its starting speed. This process takes place along the dashed lines labeled 33 in FIG. 3.
  • the amplifying means 15, controlled by tachometer 12 via the adjustment means 13, cause an adjustment of the magnetic valve 83 and thus a movement of the piston 22.
  • Spring 26 pushes rod 19 back by an amount sufficient to keep the speed above the starting speed n
  • the amount of fuel injected varies depending upon whether the motor is operating under load, or whether it is free wheeling. For free wheeling, the portion of the curve labeled 34, generally known as a no load decrease" characteristic applies.
  • the speed of the motor, n,,,,,,, may be increased under operator control by means of activation of the pedal 14. If a medium load is assumed and a medium speed n,,,, as desired, then the pedal 14 must be depressed sufficiently that the control arrangement 13, 15 furnishes a sufficient quantity of fuel 0,, by means of the cylinder and piston arrangement 21, 22, the control rod 19 and the injection pump 16. In FIG. 3, this corresponds to point 35. In order to keep the speed substantially constant, more fuel is injected for increasing loads. During such increasing loads, a slight decrease of the speed may be permitted. This is shown in FIG. 2 along curve 36. For reasons of stability, the system is so arranged that the decrease in speed due to increasing load is not compensated for completely. so that a small dependence of speed upon load may be found. This dependence of speed upon load is called the governing coefficient and is represented by the slope of line 36.
  • the governing coefficient depends upon the speed. If a higher speed is desired for an unchanging load, the
  • the spring 26 is, at one terminal, applied to a fixed member 25. The other end of the spring pushes against the collar 24, which is integrally mounted with the linkage 23.
  • the piston 22 is mounted on linkage 23.
  • the cylinder 21 is connected to fluid conducting means or pipe which furnishes the pressure medium, for example oil.
  • the pump 81 which is not shown in the Figure, pushes the oil through throttle 82 into the pipe 85.
  • the amount of fluid flowing from the cylinder is regulated by magnetic valve 83.
  • the amplifier means which are not shown in FIG. 4, control the winding 47 of the magnetic valve 83.
  • FIG. 5 is a circuit diagram of the amplifier means 15 and the safety arrangement 20.
  • the amplifier means comprise a differential amplifier which has a first transistor 48. To the emitter of this first transistor, is connected a first emitter resistance 49.
  • the second transistor of the differential amplifier has a second emitter, to which is connected a second emitter resistance 51.
  • the other terminals of the resistors 52 and 49 are connected together and are further connected to the second power supply line, the negative side, by means of a resistance 53.
  • the collector of the first transistor 48 is directly connected to the first power supply line, the positive side, labeled 28 in FIG. 5.
  • the collector of the transistor 50 is connected to line 28 by means of a collector resistance 54.
  • the base of the first transistor 48 is connected with the movable arm of potentiometer 27, which is not shown in FIG. 5, while the base of the second transistor 50 is connected to the output of the adjustment means 13.
  • Both transistors 48 and 50 constituting the differential amplifier are NPN-transistors.
  • the collector of the second transistor 50 is connected to the base of an NPN-transistor 56 whose emitter is directly connected to line 28.
  • This transistor and its associated circuitry form a first output stage.
  • the collector of transistor 56 is connected to line 29 by means of a parallel circuit consisting of collector resistance 57 and a filter capacitor 58.
  • the emitter of NPN- transistor 59 is connected via an emitter resistance 61 to line 29, while the collector is connected to line 28 by means of the activating coil 47, or electrical input element, of the magnetic valve 83.
  • the limiting resistance 62 in series with the coil 47 of the magnetically controlled hydraulic valve, herein called magnetic valve for simplicity, may be dispensed with in some applications.
  • a feedback resistance 54 is connected between the collector and the base of transistor 59.
  • a parallel circuit consisting of a resistance 65 and a capacitor 66 is connected between the collector of transistor 59 and the base of transistor 56.
  • the connection between the amplifier and the safety arrangement is furnished by a diode 68, whose anode is connected to the base of transistor 59 and whose cathode is connected to the collector of a transistor 69 which forms part of a bistable circuit included in the safety arrangement 20.
  • the emitter of this transistor 69 is connected with the emitter of a second transistor 70.
  • the emitters are connected over a common emitter resistance 71 to line 29.
  • Both transistors 69 and 70 are NPN-transistors.
  • the collector of the transistor 70 is connected to the base of transistor 59 by a parallel circuit consisting of a resistance 72 and a capacitor 73.
  • the base of the first transistor 69 is connected to line 29 by means of a resistance 74.
  • the collector of the first transistor 69 is connected to the positive line 28 by means of a resistance 75, while the collector of transistor 70 is connected to this line by means of collector resistance 76.
  • a resistance 77 is connected between the collector of the transistor 69 and the base of transistor 70.
  • the parallel circuit consisting of resistance 72 and capacitor 73, as well as the resistance 77, are the feedback elements of the bistable circuit having transistors 69 and 70.
  • the base of the second transistor 70 is connected to line 28 by means of a resistance 78.
  • a diode 91 has an anode connected to the base of transistor 70 and a cathode connected to the point 92. Between the point 92 and the positive line 28 is a biasing resistance 93; between the point 92 and the output of the tachometer 12 is a coupling capacitor 94.
  • the pressure medium pumped by pump 81 flows through the valve 82. After the valve, within the pump 85, a substantially constant pressure exists. Because of this substantially constant pressure in the chamber of the cylinder 21, the piston 22 is pushed out of the cylinder. Of course the piston 22 is connected to the control rod 19, which is not shown here. This process is opposed by the spring power of spring 26 which tends to push the piston back into the cylinder housing 21.
  • the magnetic valve 83 controls the flow of the pressure medium out of the cylinder by opening or closing in response to the control signal furnished by amplifying means 15, which are not shown in FIG. 4.
  • the differential amplifier shown in FIG. 5 with transistors 48 and 50 constantly compares the desired voltage furnished by the adjustment means 13 with the voltage fed back by potentiometer 27.
  • the voltage which results at the collector of the transistor 50 serves to control the magnetic valve 83 over the following amplifier stages.
  • the common emitter resistor 53 of the differential amplifier may be replaced by a conventional constant current source.
  • This constant current source may, for example, comprise a transistor with a fixed baseemitter voltage.
  • the collector voltage of transistor 50 decreases. This causes the transistor 56 to change from a blocked to a conductive condition. This then causes the transistor 59 associated with the power output stage to assume its conductive condition.
  • the collector of NPN-transistor 59 is connected with the base of transistor 56 over the feedback networks 65 and 66. This causes the amplifier stage to operate as a switch. By choice of the correct components, the difference between the switching states of the power output transistor for switching in and switching out may be kept small.
  • the limiting resistance 62 serves to linearize the collector current but may be dispensed with.
  • the emitter resistance 61 serves to stabilize the emitter current relative to changes in temperature and also serves to generate an emitter biasing voltage which is required for the functioning of a safety arrangement described below. Thus if the voltage furnished by adjustment means 13 increases, causing transistor 59 to become conductive, the winding 47 of the magnetic valve 83 becomes activated, closing the magnetic valve.
  • the winding 47 of the magnetic valve 83 cannot be activated, so that the valve 83 opens in any case, thus decreasing the pressure in pipe 85.
  • the spring 26 can push the piston 22 into the cylinder housing 21, causing an interruption of the injection of fuel into the motor and thus causing the motor to stop.
  • the transistor 70 is in a conductive condition, while the transistor 69 is blocked.
  • the potential at the point 92 is substantially equal to the potential at line 28, or twelve volts in the embodiment shown in FIG. 5.
  • the potential at point 92 is pulled in the negative direction in synchronism with the alterations of the voltage furnished by tachometer 12.
  • the amplitudes of the voltage furnished by tachometer 12 increase with increasing motor speed.
  • the diode 91 begins to conduct.
  • the base potential of transistor 70 becomes more negative, transistor 70 finally becomes nonconductive, causing transistor 69 to become conductive.
  • the cathode potential of diode 68 now decreases substantially to the emitter potential of transistor 69. This causes diode 68 to become conductive and causes the base potential of transistor 59 in amplifier means 15 to assume a low value. Thus the base current flowing in transistor 59 no longer suffices to cause a collector current in transistor 59 of sufficient magnitude to activate the winding 47 of the magnetic valve 83. Thus the magnetic valve 83 opens. The pressure in pipe decreases. The spring pushes the piston 22 and thus the control rod 19 into a position corresponding to a zero quantity ofinjected fuel.
  • a step change in collector potential of transistor 69 is fed back to the base of transistor 70 by means of resistance 77, thus furnishing an assurance against a reswitching of the bistable circuit with the following positive half-wave of the voltage furnished by tachometer 12.
  • the motor becomes to a complete standstill and can only be put back into operation by means of a renewed starting procedure.
  • the safety arrangement may be tested frequently, by causing the normal shutoff of the motor to be effected by it. If it is desired that the motor may not be restarted after the safety arrangement has operated, then a fusing arrangement can be furnished in the collector circuit of transistor 69 which fuse opens when the safety arrangement is activated. ln this case of course the testing of the safety arrangement in the normal shutting off of the motor must be dispensed with,
  • the present invention allows the manufacturing of a simple combined electronic-hydraulic regulating arrangement.
  • the electronic control of the magnetic valve is achieved preferably by means of a differential amplifier which compares the voltage furnished as a function of speed and adjusted by means of the accelerator pedal with a voltage furnished by a potentiometer whose variable arm is connected with the control rod mechanically.
  • Temperature drift of the differential amplifier and therefore the temperature drift of the whole amplifying means is negligible for present function, since the output stage which furnishes the winding of the magnetic valve with current is operated in a switching type operation.
  • the arrangement in accordance with this invention thus operates even under the most difficult conditions which arise in the operation of commercial vehicles very safely and with great reliability.
  • Arrangement for adjusting the speed of an internal combustion engine within a family of load-speed characteristic curves, at least in part under operator control comprising, in combination, means for furnishing a regulatable quantity of fuel during each operating cycle of said internal combustion engine; regulator means for regulating said quantity of fuel during each of said operating cycles in response to a control signal; first feedback signal furnishing means, for furnishing a first feedback signal having an amplitude varying as a function of the actual quantity of fuel injected during each operating cycle; second feedback signal furnishing means for furnishing a second feedback signal having an amplitude which varies in dependence upon the actual speed of said internal combustion engine; adjustment means for varying said amplitude of said second feedback signal under operator control, thus fumishing a desired fuel injection signal; first and second power supply lines; and closed loop control circuit means having at least an output stage and an input stage, said input stage comprising a differential amplifier, said differential amplifier comprising a first and second semiconductor element, each of said semiconductor elements having a first and second output electrode and a control electrode, said first feedback
  • Arrangement for adjusting the speed of an internal combustion engine within a family of load-speed characteristic curves, at least in part under operator control comprising, in combination, means for furnishing a regulatable quantity of fuel during each operating cycle of said internal combustion engine; regulator means for regulating said quantity of fuel during each of said operating cycles in response to a control signal; first feedback signal furnishing means, for furnishing a first feedback signal having a characteristic varying as a function of the actual quantity of fuel injected during each operating cycle; tachometer means for furnishing a second feedback signal having an electrical characteristic which varies in dependence upon the actual speed of said internal combustion engine; adjustment means for varying said electrical characteristic of said second feedback signal under operator control, thus furnishing a desired fuel injection signal; and closed loop control circuit means having at least an input stage and an output stage, said input stage having a first input receiving said first feedback signal, a second input receiving said desired fuel injection signal, and an output furnishing a difference signal varying as a function of the difference between the signals applied at said first and second inputs, said output stage
  • said regulator means comprise a regulator member adapted to move along a predetermined path in response to pressure applied at a predetermined location,-said regulator member being connected to said fuel furnishing means in such a manner that the quantity of fuel injected during each operating cycle of said combustion engine depends upon the location along said path of said regulator member; means for applying a hydraulic pressure at said predetermined location; and electrically controlled hydraulic valve means for varying said hydraulic pressure in response to said control signal.
  • said first feedback signal furnishing means comprise electrical feedback means, having a movable arm mechanically intercoupled with said regulator member, and adapted to generate a first electrical feedback signal varying as a function of the location of said regulator member along said predetermined path.
  • said output stage comprises a first output stage; and a power output stage.
  • said first output stage comprises a PNP-transistor.
  • said hydraulic valve means comprise an electrical input element; wherein said power output stage comprises an output semiconductor element having an output control electrode and an output circuit; wherein said first output stage comprises a first output semiconductor element having a first output control electrode; first passive circuit means intercoupling the output of said first output stage and said output control electrode; second passive circuit means intercoupling said output'circuit and said first output control electrode; and wherein said electrical input element of said hydraulic valve means is connected in said output circuit of said power output stage.
  • bistable circuit comprises a first and second NPN-transistor.
  • said second feedback signal furnishing means comprise a tachometer, having at least one tachometer winding; wherein one side of said winding is connected to said second power supply line; wherein said safety arrangement further comprises a capacitor having a first capacitor terminal connected to the second terminal of said winding, and a second capacitor terminal; wherein said safety circuit means further comprises a resistor having a first resistor terminal connected to the second capacitor terminal, and a second resistor terminal connected to said first power supply line; and wherein said safety circuit means further comprises rectifier means having an anode connected to the gate of said first NPN-transistor and a cathode connected to said first resistor terminal.
  • said second NPN-transistor has a second collector, a second emitter and a second gate; further comprising second rectifier means having an anode connected to said third input of said amplifier means, and a cathode connected to said second collector.
  • said output stage of said closed loop control circuit means comprises an output transistor have an output control electrode; and wherein the output of said bistable circuit is connected to said output control electrode.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US863439A 1968-10-12 1969-10-03 Speed control for internal combustion engine Expired - Lifetime US3630177A (en)

Applications Claiming Priority (1)

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DE19681802859 DE1802859A1 (de) 1968-10-12 1968-10-12 Elektronischer Diesel-Verstellregler

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US3630177A true US3630177A (en) 1971-12-28

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US863439A Expired - Lifetime US3630177A (en) 1968-10-12 1969-10-03 Speed control for internal combustion engine

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US (1) US3630177A (enrdf_load_stackoverflow)
JP (1) JPS4940891B1 (enrdf_load_stackoverflow)
DE (1) DE1802859A1 (enrdf_load_stackoverflow)
FR (1) FR2020579A1 (enrdf_load_stackoverflow)
GB (1) GB1280324A (enrdf_load_stackoverflow)

Cited By (25)

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US3745982A (en) * 1970-07-01 1973-07-17 Nippon Denso Co Fuel control means for an internal combustion engine
US3750633A (en) * 1970-03-14 1973-08-07 Diesel Kiki Co Electronic governor for fuel-injection type internal combustion engines
FR2179090A1 (enrdf_load_stackoverflow) * 1972-04-04 1973-11-16 Cav Ltd
FR2179085A1 (enrdf_load_stackoverflow) * 1972-04-04 1973-11-16 Cav Ltd
US3797465A (en) * 1970-07-04 1974-03-19 Nippon Denso Co Fuel injection system for internal combustion engines
US3822679A (en) * 1971-09-08 1974-07-09 Nippon Denso Co Fuel control system for fuel injection type internal combustion engine
US3841285A (en) * 1972-03-21 1974-10-15 Bosch Gmbh Robert Composite centrifugal speed-dependent fuel controller for fuel injection pumps and electric signal transducer
US3867918A (en) * 1971-12-03 1975-02-25 Cav Ltd Fuel supply systems for internal combustion engines
US3897763A (en) * 1972-04-04 1975-08-05 Cav Ltd Fuel system for engines
US3897762A (en) * 1972-04-04 1975-08-05 Cav Ltd Fuel systems for engines
US3911883A (en) * 1972-04-04 1975-10-14 Cav Ltd Fuel systems for engines
US3916842A (en) * 1970-10-21 1975-11-04 Bosch Gmbh Robert Fuel injection apparatus for internal combustion engines
US3973539A (en) * 1972-04-04 1976-08-10 C.A.V. Limited Fuel systems for engines
US3973537A (en) * 1971-12-03 1976-08-10 C.A.V. Limited Fuel supply systems for internal combustion engines
US3978837A (en) * 1973-12-14 1976-09-07 U.S. Philips Corporation Device for automatic speed control of a diesel engine
US3981287A (en) * 1973-03-02 1976-09-21 C.A.V. Limited Fuel systems for engines
US4018201A (en) * 1974-05-17 1977-04-19 C.A.V. Limited Fuel supply systems for diesel engines
US4036193A (en) * 1971-07-30 1977-07-19 Diesel Kiki Kabushiki Kaisha Electronically controlled fuel injection pump
US4219000A (en) * 1977-04-06 1980-08-26 Robert Bosch Gmbh Control device for selectable speeds in internal combustion engines
US4301883A (en) * 1977-07-21 1981-11-24 Vdo Adolf Schindling Ag Device for the control of the traveling speed of a motor vehicle
EP0122408A3 (de) * 1983-04-15 1986-11-20 Klöckner-Humboldt-Deutz Aktiengesellschaft Einrichtung zur Steuerung des Regelstangenanschlages einer Kraftstoffeinspritzpumpe
EP0219729A1 (de) * 1985-10-16 1987-04-29 Iveco Magirus Aktiengesellschaft Vorrichtung zum Regeln der Kraftstoffzufuhr einer Brennkraftmaschine
US4940034A (en) * 1988-01-07 1990-07-10 Robert Bosch Gmbh Control circuit and method for controlling the speed of an electric fuel pump for an internal combustion engine equipped with fuel injection
US20120022734A1 (en) * 2010-07-23 2012-01-26 Jung Woong Choi Hybrid electric working vehicle and control method thereof
US20140156105A1 (en) * 2012-11-30 2014-06-05 Caterpillar Inc. Conditioning a Performance Metric for an Operator Display

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JPS51592U (enrdf_load_stackoverflow) * 1974-06-05 1976-01-06
JPS5479895A (en) * 1977-12-08 1979-06-26 Miyoshi Tetsukou Kk Polishing method to wooden stud* etc*
DK116680A (da) * 1979-03-19 1980-09-20 Fidus Controls Ltd Koeretoej med udstyr til kraftudtag
US4370961A (en) 1980-09-15 1983-02-01 Derek Brown Fuel rate control for internal combustion engines
DE3130080A1 (de) * 1981-07-30 1983-02-17 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregelsystem fuer eine brennkraftmaschine mit selbstzuendung
JPS5947156A (ja) * 1982-09-10 1984-03-16 Shintou Bureetaa Kk 油圧振動式表面研摩方法およびその装置
FR2534627A1 (fr) * 1982-10-18 1984-04-20 Renault Vehicules Ind Dispositif de commande d'injection pour moteur diesel
JPS59202503A (ja) * 1983-05-04 1984-11-16 Diesel Kiki Co Ltd 定車速制御装置

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US3750633A (en) * 1970-03-14 1973-08-07 Diesel Kiki Co Electronic governor for fuel-injection type internal combustion engines
US3745982A (en) * 1970-07-01 1973-07-17 Nippon Denso Co Fuel control means for an internal combustion engine
US3797465A (en) * 1970-07-04 1974-03-19 Nippon Denso Co Fuel injection system for internal combustion engines
US3916842A (en) * 1970-10-21 1975-11-04 Bosch Gmbh Robert Fuel injection apparatus for internal combustion engines
US4036193A (en) * 1971-07-30 1977-07-19 Diesel Kiki Kabushiki Kaisha Electronically controlled fuel injection pump
US3822679A (en) * 1971-09-08 1974-07-09 Nippon Denso Co Fuel control system for fuel injection type internal combustion engine
US3973537A (en) * 1971-12-03 1976-08-10 C.A.V. Limited Fuel supply systems for internal combustion engines
US3867918A (en) * 1971-12-03 1975-02-25 Cav Ltd Fuel supply systems for internal combustion engines
US3841285A (en) * 1972-03-21 1974-10-15 Bosch Gmbh Robert Composite centrifugal speed-dependent fuel controller for fuel injection pumps and electric signal transducer
US3973539A (en) * 1972-04-04 1976-08-10 C.A.V. Limited Fuel systems for engines
US3911883A (en) * 1972-04-04 1975-10-14 Cav Ltd Fuel systems for engines
US3897762A (en) * 1972-04-04 1975-08-05 Cav Ltd Fuel systems for engines
US3897763A (en) * 1972-04-04 1975-08-05 Cav Ltd Fuel system for engines
FR2179085A1 (enrdf_load_stackoverflow) * 1972-04-04 1973-11-16 Cav Ltd
FR2179090A1 (enrdf_load_stackoverflow) * 1972-04-04 1973-11-16 Cav Ltd
US3981287A (en) * 1973-03-02 1976-09-21 C.A.V. Limited Fuel systems for engines
US3978837A (en) * 1973-12-14 1976-09-07 U.S. Philips Corporation Device for automatic speed control of a diesel engine
US4018201A (en) * 1974-05-17 1977-04-19 C.A.V. Limited Fuel supply systems for diesel engines
US4219000A (en) * 1977-04-06 1980-08-26 Robert Bosch Gmbh Control device for selectable speeds in internal combustion engines
US4301883A (en) * 1977-07-21 1981-11-24 Vdo Adolf Schindling Ag Device for the control of the traveling speed of a motor vehicle
EP0122408A3 (de) * 1983-04-15 1986-11-20 Klöckner-Humboldt-Deutz Aktiengesellschaft Einrichtung zur Steuerung des Regelstangenanschlages einer Kraftstoffeinspritzpumpe
EP0219729A1 (de) * 1985-10-16 1987-04-29 Iveco Magirus Aktiengesellschaft Vorrichtung zum Regeln der Kraftstoffzufuhr einer Brennkraftmaschine
US4940034A (en) * 1988-01-07 1990-07-10 Robert Bosch Gmbh Control circuit and method for controlling the speed of an electric fuel pump for an internal combustion engine equipped with fuel injection
US20120022734A1 (en) * 2010-07-23 2012-01-26 Jung Woong Choi Hybrid electric working vehicle and control method thereof
US20140156105A1 (en) * 2012-11-30 2014-06-05 Caterpillar Inc. Conditioning a Performance Metric for an Operator Display
US8965640B2 (en) * 2012-11-30 2015-02-24 Caterpillar Inc. Conditioning a performance metric for an operator display

Also Published As

Publication number Publication date
GB1280324A (en) 1972-07-05
DE1802859A1 (de) 1970-05-27
JPS4940891B1 (enrdf_load_stackoverflow) 1974-11-06
FR2020579A1 (enrdf_load_stackoverflow) 1970-07-17

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