US3693605A - Speed controller for a diesel engine - Google Patents

Speed controller for a diesel engine Download PDF

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Publication number
US3693605A
US3693605A US100938A US3693605DA US3693605A US 3693605 A US3693605 A US 3693605A US 100938 A US100938 A US 100938A US 3693605D A US3693605D A US 3693605DA US 3693605 A US3693605 A US 3693605A
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US
United States
Prior art keywords
engine
diaphragm
clutch
speed
speed controller
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US100938A
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English (en)
Inventor
Koichiro Hirozawa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin Corp
Original Assignee
Aisin Seiki Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin Seiki Co Ltd filed Critical Aisin Seiki Co Ltd
Application granted granted Critical
Publication of US3693605A publication Critical patent/US3693605A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/02—Controlling by changing the air or fuel supply
    • F02D2700/0269—Controlling by changing the air or fuel supply for air compressing engines with compression ignition
    • F02D2700/0282—Control of fuel supply
    • F02D2700/0284—Control of fuel supply by acting on the fuel pump control element
    • F02D2700/0287—Control of fuel supply by acting on the fuel pump control element depending on several parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/02—Controlling by changing the air or fuel supply
    • F02D2700/0269—Controlling by changing the air or fuel supply for air compressing engines with compression ignition
    • F02D2700/0282—Control of fuel supply
    • F02D2700/0284—Control of fuel supply by acting on the fuel pump control element
    • F02D2700/0289—Control of fuel supply by acting on the fuel pump control element depending on the pressure of a gaseous or liquid medium
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/07—Automatic control systems according to one of the preceding groups in combination with control of the mechanism receiving the engine power

Definitions

  • ABSTRACT is invention relates to a speed controller for a diesel [2l l Appl' No" 100938 engine, said controller being arranged to be controlled normally by a pneumatic negative pressure controlled [30) Foreign Application Priority Data by a throttle valve operatively connected with an en- Dec. 23, 1969 Japan ..44/103979 gine accele'rator pedal or its equivalent means'
  • the speed controller is characterized by the provision [52] U.s. cl 12s/14o MP, 74/858, 192/.092 0f a vacuum pump, a pressur'comroller and Change- [51] im.
  • the object of the invention is to provide a speed controller'providing a broad possibility for automatic control of the fuel injection system for a diesel engine.
  • the drawing is a schematic and illustrative general arrangement view of a preferred embodiment of the apparatus according to the invention destined for the control of revolutional speed of a diesel or compression ignition type internal combustion engine.
  • numeral l 1 represents only schematilcally a conventionalv accelerator pedal which is pivotably mounted at l3on a floor pannel 12, only shown partially and in its section, of an automotive vehicle fitted with a diesel or compression ignition type internal combustion engine.
  • a connecting rod 14 is pivotably connected with its one end, said rod extending through an opening 15 perforated through the board l2 and being linked at 18 to a bellcrank lever 17 which is pivotably mounted at 16 on the lower surface of said board l2.
  • lever 17 is linked at 20 to one end of an elongated connecting rod 19 only schematically shown by a single line, while the opposite end of said rod is linked to the lower end of an operating lever 23 the upper end of which is rigidly connected with a pivotably mounted pin 22a rigid with a throttle plate 22 constituting a main part of a conventional venturi unit 2l having a duct 121 leading to an air supply opening, not shown, of a diesel or compression ignition engine.
  • a conduit piping 24 is pneumatically connected with an opening 25 which is formed on thewall of said duct 121 of the venturi unit 2l, and arranged for cooperation with a duct 29 formed in a change-off valve member 26 rigid with a plunger 28 controlled by an electromagnetic solenoid 27, said duct 29 being arranged so as to cooperate with a stationary piping 30 leading to an inlet port 33 which is formed in the bottom wall of casing 32 of a fuel regulator 31.
  • a further and inclined duct 34 is formed laterally through valve member 26 and so designed and arranged thatupon energization of solenoid 27, pipings 30 and 35 areucidically connected with each other, the latter piping 35 leading a port 49 formed throughy a casing 46 of pressure control valve unit 44.
  • the interior space of casing 32 is divided into two chambers 80 and 82 by a diaphragm 36, the peripheral surface of the latter being rigidly attached to the inside wall of said casing.
  • a fuel-adjusting rod 37 is rigidly attached 'at its one end with the diaphragm 36 at its center.
  • the rod 37 is only shown partially, it is mechanically connected with a control rack, not shown, adapted for control of the fuel injection quantity for the engine, as known per se and in such a way that with the rod rightwardly shifted, the fuel injection quantity is increased correspondingly and vice versa.
  • the right-hand chamber 80 of the unit 31 is kept in pneumatic communication with open atmosphere.
  • the left-hand chamber 82 contains a back-up spring 38 for the diaphragm 36 and is, additionally, in kept in fluid communication with said piping 30 through port 33.
  • the diaphragm 36 is subjected to a rightwardly acting urging force.
  • Numeral 39 represents a vacuum pump, only schematically represented, which is mechanically connected with the crankshaft, not shown, of the engine, through a chain, belt or the like conventional transmitting means. When driven, this pump 39 generates vacuum which is conveyed to a piping 40 leading to further pipings 42 and 43 yas shown through a junction 41.
  • Pressure regulator unit 44 comprises a pair of casing hand chamber 185, so as to resiliently urge the diaphragm valve assembly 47;50 towards left.
  • the valve member 50 is so designed and arranged as to cooperate with the port 48 for control of the fluid passage rate thereat when the assembly is urged to move rightwards from the position shown and against the action of spring 51, as will be more fully described hereinafter.
  • Casing part 45 is formed with port 52 which is kept in communication through a piping 53 with open atmosphere.
  • piping 43 The upper extreme end of piping 43 is kept in mutually slidable contact of a slide valve member 54 which is rigid with a plunger 59 electromagnetically controlled by a solenoid 58 of clutch control changeoff valve member 154 which is shown in its clutch-off position.
  • a spring 60 is inserted under pretension between a part of the chassis of an automotive vehicle, not shown.
  • the solenoid 58, plunger 59, valve member 54, straight passage 57 and inclined passage 55 formed therethrough constitute in combination a change-off valve unit.
  • This change-off valve unit 154 is so designed and arranged that with the solenoid 58 energized, valve member 54 is shifted rightwards against the action of spring 60, piping 43 is brought into fluid communication through straight duct 57 with a piping 56.
  • Duct 55 is normally kept in fluid communication through a piping 83 with open atmosphere, on the one hand, and with a piping 56 leading to a chamber 84 of the interior space of a servo unit 6l comprising casing parts 63 and 64 rigidly coupled together.
  • Clutch master cylinder 62 is combined with said servo unit 6l comprising said casing parts63 and 64 and a diaphragm 65 vis at its peripheral zone fixedly gripped therebetween, said diaphragm being rigidly attached with a piston rod 66 having a piston 66 made rigid therewith.
  • a spring 67 is inserted between the casing part 63and the diaphragm 65 by which the interior space of the casing 63; 64 is divided into two chambers 68 and 84.
  • the piston 69 is slidably mounted within the interior space 7l of cylinder 62. Spring 67 urges the diaphragm 65 to movetowards right.
  • the chamber 68 defined by diaphragm 65 and casing part 64v is kept always in fluid communication with open atmosphere, as hinted in the drawing.
  • the rod 66 passes through the end wall of clutch master cylinder 62 and connected rigidly with said piston 69.
  • Piping 70 iiuidically connects the cylinder space 7l with the left-hand end of the interior space of a clutch release cylinder 72 mounting inturn a piston 73 slidably.
  • a piston rod 74 is rigidly connected by its one end with said piston 73.
  • Numeral 75 represents a conventional release lever 75 adapted by its actuating upper end for on-off controlling a clutch 78 through a release bearing 76 and a diaphragm spring 77.
  • a clutch 78 through a release bearing 76 and a diaphragm spring 77.
  • the clutch is mechanically connected with a conventional synchronously engageable speed change gearing 79 having four forward drive steps and a rear drive step. This kind of gearing as at 79 is highly conventional and popular so that it has been shown only in a highly simplified and schematic manner.
  • Ends denoted A and B of the solenoids 27 and 58 are electrically connected to conventional switch means fitted on a conventional automotive shift lever, although not shown, in such a way that when a vehicle driver grips the operating knob of the shift bar, said switch means is/are brought into lclosed position by being subject to the manually gripping pressure.
  • said ends A and B are connected to switch means which is/are operable with electrical signals for actuation or control of an automotive speed change mechanism in response to occasional vehicle speed or throttle valve opening degree.
  • slide valves 26 and 54 are enclosed as conventionally in respective housings, although these housings have been omitted only for simplicity.
  • change-off valve 54 With energization of solenoid 58, change-off valve 54 is moved rightwards against the action of spring 60 and the straight passage 57 is brought into fluid communication with pipings 43 and 56 and the duct 83 communication with open atmosphere is interrupted from communication with piping 56.
  • change-off valve 26 With simultaneous energization of solenoid 27, change-off valve 26 is attracted against the action of spring 81 so that the inclined passage 34 is brought into fluid communication with pipings 30 and 35, while the piping 24 is brought into its interrupted position.
  • Pressure control valve unit 44 is so designed and arranged that by presetting the spring pressure 5l, a properly controlled vacuum pressure is conveyed from the vacuum pump 39 to'the vacuum chamber 82 of unit 31.
  • the revolutional speed of a compression ignition engine can be automatically controlled to a desired degree with use of the aforementioned mechanism.
  • the fuel delivery rate of a fuel injection pump for the engine can be controlled in the delivery-reducing sense and responsive to a clutch actuation signal generated at the speed change operation.
  • a merit thereby realized is such that unpleasant -racing problem as appearing upon continued accelerator pedal depression even after a clutch interruption caused by an automatic speed change operation can be settled in an efficient manner.
  • an undue increase of the engine revolution caused by a mal-manipulation of the shift lever which is normally in operative connection with the clutch disengaging means in a semi-automatic speed changer can be effectively avoided.
  • Speed controller for a compression ignition engine, comprising a throttle valve means for controlling air flow into said engine, means for sensing negative pneumatic pressure created with said engine in response to movement of an accelerator pedal, rst conduit means for conveying said negative pressure to an engine speed control means controlled by said negative pressure, a pump means operatively connected with said engine for generating' negative pneumatic pressure, second conduit means for conveying said pump generated negative pressure to said engine speed control means, a change-over valve means connected in said first and second conduit means and adapted for interrupting said second conduit means during a regular travelling period of a vehicle driven by said engine and interrupting said first conduit means in response to an instruction signal for control of the engine speed.
  • Speed controller for a compression ignition engine comprising a throttle valve means for controlling air flow into said engine, means for sensing negative pneumatic pressure created within said engine in response to actuating movement of an accelerator pedal, a vacuum pump adapted for generation of negative pneumatic pressure and being driven by said engine, an engine speed control means comprises two chambers defined by a diaphragm means arranged therebetween, a rod connected rigidly with said diaphragm means and adapted for control of engine speed in response to movement of said diaphragm, and a return spring abutting against said diaphragm, first conduit means adapted for conveying said negative pressure crested within said engine to one of said two chambers, second conduit means for conveying said negative pressure generated by said pump to said one of the two chambers, a pressure regulator valve means connected in said second conduit means, and a changeover valve adapted for interruption of said first conduit means upon reception of an instruction signal for the control of revolutions of said engine.
  • Speed controller as claimed in claim 2 wherein said pressure regulator valve comprises a diaphragm arranged between two chambers, a valve made rigid with said diaphragm, and a spring biasing against said dia ra m, one o said tw c a bers of s id ress re regg atogr valve being kept in uitril communication wlith open atmosphere.
  • Speed controller as claimed in claim 2, further comprising third conduit means adapted for establish# ing fluid communication between said vacuum pump and servo means of a clutch master cylinder assembly, the clutch master cylinder-servo means comprising a diaphragm defining two chambers, a rod connected to said diaphragm, a spring, and a piston, and further comprising fourth conduit means adapted for communication of said clutch master cylinder assembly with a clutch release assembly comprising a cylinder, a piston and a rod, a clutch means controlled by said rod of the clutch release assembly, and a clutch control changeover valve connected in said third conduit, said clutch control change-over valve being adapted for interrupting said third conduit means upon reception of said instruction signal for controlling the speed of said engine on and for introducing atmospheric pressure to one chamber of said servo means.
  • Speed controller as claimed in claim 6, wherein said clutch control change-over valve is biased by a spring, and is made rigid with a solenoid and a plunger, said solenoid being controlled in response to movement of a shift lever.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
US100938A 1969-12-23 1970-12-23 Speed controller for a diesel engine Expired - Lifetime US3693605A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP44103979A JPS506895B1 (enrdf_load_stackoverflow) 1969-12-23 1969-12-23

Publications (1)

Publication Number Publication Date
US3693605A true US3693605A (en) 1972-09-26

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Family Applications (1)

Application Number Title Priority Date Filing Date
US100938A Expired - Lifetime US3693605A (en) 1969-12-23 1970-12-23 Speed controller for a diesel engine

Country Status (4)

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US (1) US3693605A (enrdf_load_stackoverflow)
JP (1) JPS506895B1 (enrdf_load_stackoverflow)
DE (1) DE2063393A1 (enrdf_load_stackoverflow)
GB (1) GB1340348A (enrdf_load_stackoverflow)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4281751A (en) * 1978-04-17 1981-08-04 Nissan Motor Company, Limited Automatic gear shifting method
US4662494A (en) * 1984-02-16 1987-05-05 Diesel Kiki Co., Ltd. Automatic transmission system for vehicles

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS51123424A (en) * 1975-04-19 1976-10-28 Toyota Motor Corp After-burning prevention device of internal combustion engine
GB2210664B (en) * 1987-10-07 1991-11-13 Automotive Products Plc Fuel supply control

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2446711A (en) * 1944-11-01 1948-08-10 Mallory Marion Throttle control for internal-combustion engines
US2702029A (en) * 1952-12-23 1955-02-15 Cav Ltd Liquid fuel injection pump for internalcombustion engines
US2727504A (en) * 1953-10-02 1955-12-20 Renault Fuel injection systems
US3392714A (en) * 1966-06-20 1968-07-16 Ford Motor Co Fuel metering system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2446711A (en) * 1944-11-01 1948-08-10 Mallory Marion Throttle control for internal-combustion engines
US2702029A (en) * 1952-12-23 1955-02-15 Cav Ltd Liquid fuel injection pump for internalcombustion engines
US2727504A (en) * 1953-10-02 1955-12-20 Renault Fuel injection systems
US3392714A (en) * 1966-06-20 1968-07-16 Ford Motor Co Fuel metering system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4281751A (en) * 1978-04-17 1981-08-04 Nissan Motor Company, Limited Automatic gear shifting method
US4662494A (en) * 1984-02-16 1987-05-05 Diesel Kiki Co., Ltd. Automatic transmission system for vehicles

Also Published As

Publication number Publication date
GB1340348A (en) 1973-12-12
JPS506895B1 (enrdf_load_stackoverflow) 1975-03-19
DE2063393A1 (de) 1971-07-01

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