US3897762A - Fuel systems for engines - Google Patents

Fuel systems for engines Download PDF

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Publication number
US3897762A
US3897762A US347699A US34769973A US3897762A US 3897762 A US3897762 A US 3897762A US 347699 A US347699 A US 347699A US 34769973 A US34769973 A US 34769973A US 3897762 A US3897762 A US 3897762A
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United States
Prior art keywords
amplifier
output
pump
engine
drive circuit
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Expired - Lifetime
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US347699A
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English (en)
Inventor
Christopher Robin Jones
Malcolm Williams
Geoffrey Albert Kenyon Brunt
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CAV Ltd
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CAV Ltd
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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
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/503—Battery correction, i.e. corrections as a function of the state of the battery, its output or its type

Definitions

  • FIGS 23 (AMPLIFIER 66 SAFETY NETWORK 22 FUEL SYSTEMS FOR ENGINES This invention relates to fuel systems for engines.
  • a fuel system in accordance with the invention comprises in combination a pump for supplying fuel to the engine, a control member for determining the output of the pump, an actuator for varying the setting of said control member, a power amplifier for supplying current to said actuator, a control circuit which receives at least two input signals representing the actual and demanded values of an engine parameter and provides an input to the power amplifier, and means acting to limit the magnitude of said input signal applied to the power amplifier to a fixed level independent of the supply voltage of the system.
  • control circuit includes a summing amplifier to which the signals representing actual and demanded values are fed.
  • said means preferably includes a device for controlling the feedback in said summing amplifier.
  • the system includes an overriding control which, in the event that said means fails to limit the magnitude of the input signal to the power amplifier, operates to prevent operation of the power amplifier.
  • FIG. I is a circuit diagram, partly in block form, illustrating one form of fuel system with which the invention can be used,
  • FIGS. 2 to 4 are graphs illustrating the outputs of three transducers used in FIG. 1,
  • FIG. 5 represents a fuel-speed characteristic for an engine to be controlled by the arrangement of FIG. 1,
  • FIG. 6 is a view similar to FIG. 1 of a second form of fuel system
  • FIG. 7 is a view similar to FIG. 5 but showing the characteristic obtained by FIG. 6,
  • FIG. 8 is a circuit diagram illustrating one example of the invention as applied to the arrangement of FIG. I or FIG. 6, and
  • FIG. 9 is a circuit diagram illustrating a modification of FIG. 8.
  • the examples described relate to a fuel injection sys tem for a diesel engine driving a road vehicle, so that demand is set by an accelerator pedal.
  • the arrangements shown can be used with other engines, and the engine employed need not drive a road vehicle, in which case the demand is of course set in some other way.
  • a fuel pump 11 supplies fuel to the cylinders of an engine 12 in turn, the fuel pump being driven in a conventional manner, with the timing of injection controlled in the usual way.
  • the driving of the fuel pump forms no part of the present invention and is not therefore described.
  • the type of pump used is not critical, but in the example shown the pump is a conventional in-line pump having a control rod 14 the axial position of which determines the rate of supply of fuel to the engine 12 by the pump 11.
  • the axial position of the control rod 14 is controlled by an eIectro-mechanical actuator 13 to determine the pump output.
  • the system further includes three transducers 15, 16 and 17.
  • the transducer 15 produces an output in the form ofa voltage shown in FIG. 2, the magnitude of the voltage being dependent on the rotational speed of the engine.
  • the transducer 16 produces an output voltage shown in FIG. 3 the voltage being dependent on the rate of supply of fuel to the engine, (i.e. the pump output).
  • the transducer 16 conveniently senses the axial position of the control rod 14 as indi cated by the dotted line.
  • the transducer 17 produces a voltage representing demand.
  • the transducer 17 is controlled by the accelerator pedal of the vehicle which is driven by the engine, and in the particular example being described, the engine is controlled by an all-speed governor, so that the output from the transducer 17 is a voltage representing demanded en gine speed.
  • the form of this voltage is shown in FIG. 4, and it should be noted that the slope of this output is opposite to the slopes of the outputs from the transducers l5, 16.
  • the outputs from the transducers IS, 16 and 17 are all applied, by way of resistors 15a, I60, I converting the signals to current signals, to the inverting terminal of an operational amplifier 18 connected as a summing amplifier, whilst the output from the transducer 16 is also connected through a resistor 16b to the inverting terminal of an operational amplifier 19 connected as a summing amplifier.
  • the amplifiers l8 and 19 are powered by positive and negative supply lines 2], 22 and have their non-inverting terminals connected to a line 23 which is kept at a reference potential mid-way between the potentials of the lines 21, 22.
  • the origin in FIGS. 2 to 4 is the potential of the terminal 23, and the supply lines are all derived from the vehicle battery.
  • the output from the amplifier 18 is fed through a diode 24 to a drive circuit 25 which incorporates a power amplifier and which serves to control the electro-mechanical actuator I3.
  • the output terminal of the amplifier 19 is connected to the drive circuit 25 through a diode 26.
  • the diodes 24 and 26 together constitute a discriminator, which ensures that only the amplifier 18, 19 producing the more positive output is coupled to the drive circuit 25 at any given instant. Thus, if the amplifier 18 is producing the more positive output, then the diode 26 is reverse biased, and if the amplifier 19 is producing the more positive output, the diode 24 is reverse biased.
  • the basic operation is as follows.
  • the amplifier 18 receives current inputs representing demanded speed, actual speed and pump output.
  • the amplifier 19 receives a signal by way of the resistor 16b representing pump output and also receives a reference current from a reference source 20. If the pump output demanded by the amplifier 18 exceeds a predetermined value, then the output of the amplifier 19 will be more positive than the output of the amplifier 18, so that the diode 24 ceases to conduct as previously explained, and the amplifier 19 produces an out put to the drive circuit 25. It should be noted that an increasing positive output from an amplifier 18 or 19 represents a demand for a decreasing pump output, that is to say there is an inverting stage between the amplifier and pump.
  • the system When the amplifier I9 is producing an output, the system operates in the same way as when the amplifier 18 is producing an output to reduce the output of the amplifier 19 to a value such that the output from the drive circuit 25 keeps the control rod 14 in the position it has assumed. The system will stay in this condition until the amplifier l8 demands less fuel than the maximum set by the amplifier 19. When the amplifier 18 demands less fuel, it produces a greater positive output than the amplifier l9, and so takes over the operation.
  • the line 40 is set by the amplifier 18 by virtue of the way in which the comparison of actual and demanded speeds is modified in accordance with the input from the transducer 16.
  • the line 40 in the drawings represents 50 percent demand, and is one ofa family of lines stretching from percent demand to 100 percent demand. The extremes of this family, that is to say no demand and full demand, are indicated at 38 and 43.
  • the line 38 is set by a current source 31 providing an input to the inverting terminal of the amplifier 18, to ensure that the engine speed varies with pump output in the manner indicated by the line 38 even when the demand is zero.
  • the maximum speed is set by a control 29 shown in FIG. 1 and which acts by limiting the maximum demand from the transducer 17.
  • the line 35 is the maximum fuel line which is set by the amplifier 19 as previously explained.
  • the boundary line 39 is a function of the engine, not the governor, and represents the no-load fuel require ments of the engine under different demands, so that the points 41 and 42 are the no-load engine speeds at zero and full demand, (i.e. with the pedal released and fully depressed respectively).
  • FIG. explains how the engine will behave in any circumstances.
  • the pedal has been set to demand 50 percent, corresponding to the line 40 shown in FIG. 5.
  • the exact position on the line 40 at any given instant will depend upon the load on the engine, and so for this given setting of the pedal, the engine speed can vary within the limits set by the lines 35 and 40.
  • the slope of the line 40 is, as previously explained, a result of the input to the amplifier 18 from the transducer 16. Assuming that the engine is operating at a particular point on the line 40, then if the vehicle starts to go up an incline, the load will increase, and so for a given position of the pedal the operating point will move up the line 40, so that the speed is reduced.
  • the pump output will increase as rapidly as the pump and governor will allow until the line 35 is reached, and the engine will then move along the line 35 onto the maximum demand line 43, and will assume a position on the line 43 which is dependent upon the load.
  • the operating point will move downwards until the fuel supply is zero. The speed then decreases until the line 38 is reached, after which the operating point moves up the line 38, finishing at a point on the line 38 determined by the load on the engine.
  • FIG. 6 there is shown a second example in which the governor is a two-speed governor, that is to say a governor in which the demand signal is a fuel signal which is compared with the actual fuel, the pump output then being modified to provide the desired fuel output.
  • the amplifier 18 receives a signal from the transducer 16 by way of the resistor 16a, this signal representing actual fuel.
  • a signal representing demanded fuel is fed by way of the resistor 17a to the amplifier 18, but it will be noted that there is no speed term fed to the amplifier 18 from the transducer 15.
  • the characteristics of the system are shown in FIG. 7.
  • the line 40a is one ofa family of horizontally extending lines which are set by the governor, and can be taken to represent the 50 percent demand line. When the pedal sets a demand of 50 percent, the amplifier 18 sets the required fuel level.
  • the operating point on the line 400 will of course then depend on the load on the engine.
  • the amplifier I9 overrides the amplifier 18 in FIG. 6 in a similar manner to the arrangement in FIG. 1, ex cept that the amplifier 19 now receives a signal by way of the resistor 15a representing speed, and also a reference current from a source 200 indicating the maximum engine speed.
  • the amplifier 19 sets the maximum speed of the engine, which is indicated by the line 43 in FIG. 7. It will be noted that the line 43 has a slope, that is to say the maximum permitted speed varies with pump output. This slope is obtained by feeding to the amplifier 19 a signal representing pump output, this sig nal being fed by way of the resistor 16b.
  • the maximum pump output that is to say the line 35 in FIG. 7, is set by a control 29a which limits the maximum demand, in much the same way as the control 29 limits the maximum speed in FIG. 1.
  • the minimum engine speed, indicated by the line 38, is set by a current source 31a, which is similar to the current source 31 except that because the current source 310 acts on the amplifier 18, which does not receive a speed term, the current source 31a must receive a speed term as indicated by its connection to the transducer 15.
  • the lines 23, 22 are interconnected through a diode 51 and a resistor 52 in series, and the junction of the diode 51 and resistor 52 is connected through a pair of resistors 53, 54 respectively to the bases of a pair of n-p-n transistors 55, 56.
  • the transistors 55, 56 have their emitters connected through diodes 57, 58 respectively to the output terminals of the amplifiers 18, 19 and their collectors connected to the inverting input terminals of the amplifiers l8, 19 respectively.
  • the junction of the diode 51 and resistor 52 is also connected through a resistor 61 to the base of an n-p-n transistor 62 the emitter of which is connected through diodes 63, 64 in series to the output terminal of the amplifier l8 and through the diode 63 and a diode 65 in series to the output terminal of the amplifier 19.
  • the collector of the transistor 62 is connected to a safety network 66 coupled to the amplifier 25, and the cathode of the diode 26 is connected to the line 22 through a resistor 70.
  • the arrangement shown in FIG. 8 can be used in conjunction with the arrangement of FIG. 1 or with the arrangement of FIG. 6.
  • the purpose of the transistors 55 and 56 is to minimise the risk of damage to components within the power amplifier 25 in the event that the power amplifier 25 receives a dangerously high input signal from one of the amplifiers l8, 19.
  • a high input signal to the amplifier 25 can arise, by way of example, whenever the demand is increased suddenly.
  • the transistor 56 acts in exactly the same way in relation to the amplifier 19.
  • the purpose of the transistor 62 and its associated components is to effect a control if the output of either amplifier l8, 19 becomes so negative with respect to the terminal 22 that the transistors 55, 56 cannot cope with the situation.
  • the diode 63 is included so that as the potential at the output terminal of one of the amplifiers l8, 19 becomes increasingly negative, the transistors 55 and 56 turn on before the transistor 62.
  • the transistor 62 does turn on, it provides an input signal to the safety network 66 which operates the amplifier 25 to prevent damage to the amplifier 25.
  • the network 66 can, for example, turn the amplifier 25 off.
  • FIG. 9 the arrangement is similar to FIG. 8, and the same references have been used.
  • An additional diode 51a is included in series with the diode 51, and the transistors 55, 56 have their base resistors 53, 54 and emitter diodes 57, 58 omitted, and their emitter and collector connections to their respective amplifiers l8 and 19 reversed as compared with FIG. 8.
  • the inputs to the amplifiers 18, 19 are sensed, but these inputs will of course be equal to the outputs, and so the operation is not altered.
  • the transistor 62 operates as in FIG. 8, but the diode 63 is not needed.
  • a fuel injection system for a compression-ignition engine comprising in combination a pump for supplying fuel to the engine, an electro-mechanical actuator coupled to the pump to determine the pump output, a drive circuit for controlling the electro-mechanical actuator, first, second and third transducers producing respectively output voltages representing engine speed.
  • a first operational amplifier connected as a summing amplifier and having its inverting input connected through resistors to the second and third transducers, said first amplifier producing an output representing the difference between the actual and demanded pump outputs and also serving to restrict the maximum pump output to a predetermined value
  • a second operational amplifier connected as a summing amplifier and having its inverting input connected through resistors to the first and second transducers
  • a discriminator coupling the outputs of the amplifiers to the drive circuit, the arrangement being such that until a predetermined engine speed is attained, the discriminator couples the first amplifier to the drive circuit, but when said predetermined engine speed is reached, the discriminator couples the second amplifier to the drive circuit to limit the maximum engine speed, the maximum engine speed being varied with pump output by the second amplifier, a first low resistance feedback circuit connected between the output terminal and the inverting input of the first operational amplifier, a switching device in said feedback circuit, means for turning said switching device on when the output of the first amplifier reaches a predetermined level, a
  • a fuel injection system for a compression-ignition engine comprising in combination a pump for supplying fuel to the engine, an electro-mechanical actuator coupled to the pump to determine the pump output, a drive circuit for controlling the electro-mechanical ac tuator, first, second and third transducers producing respectively output voltages representing engine speed, pump output and demanded engine speed, a first operational amplifier connected as a summing amplifier and having its inverting input connected through resistors to the first, second and third transducers, said first amplifier producing an output representing the difference between the actual and demanded engine speed, but the difference being modified in accordance with the input received from the second transducer so as to provide the required engine characteristics, a second operational amplifier connected as a summing amplifier and having its inverting input connected through a resistor to the second transducer, a discriminator coupling the outputs of the amplifiers to the drive circuit, the arrangement being such that until a predetermined pump output is attained, the discriminator couples the first amplifier to the drive circuit, but when said predetermined rate of supply

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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)
US347699A 1972-04-04 1973-04-04 Fuel systems for engines Expired - Lifetime US3897762A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1535472A GB1429306A (en) 1972-04-04 1972-04-04 Control systems for fuel systems for engines

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US3897762A true US3897762A (en) 1975-08-05

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US347699A Expired - Lifetime US3897762A (en) 1972-04-04 1973-04-04 Fuel systems for engines

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US (1) US3897762A (enrdf_load_stackoverflow)
JP (1) JPS4914824A (enrdf_load_stackoverflow)
DE (1) DE2316713A1 (enrdf_load_stackoverflow)
FR (1) FR2179089B1 (enrdf_load_stackoverflow)
GB (1) GB1429306A (enrdf_load_stackoverflow)
IT (1) IT980091B (enrdf_load_stackoverflow)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4036193A (en) * 1971-07-30 1977-07-19 Diesel Kiki Kabushiki Kaisha Electronically controlled fuel injection pump
US4140084A (en) * 1975-12-09 1979-02-20 Fiat Societa Per Azioni Process and apparatus for the stabilization of the period of opening of electromagnetic fuel injector
US4323042A (en) * 1979-03-14 1982-04-06 Lucas Industries Limited Fuel control system for an internal combustion engine
US4343274A (en) * 1979-02-03 1982-08-10 Mtu Motoren - Und Turbinen-Union Friedrichshafen Gmbh Injection pump control arrangement
US4379332A (en) * 1978-09-25 1983-04-05 The Bendix Corporation Electronic fuel injection control system for an internal combustion engine
US4383511A (en) * 1980-02-19 1983-05-17 Lucas Industries Limited Control system

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61229951A (ja) * 1985-04-02 1986-10-14 Mitsubishi Electric Corp 内燃機関の回転数制御装置
JP2542568B2 (ja) * 1985-04-02 1996-10-09 三菱電機株式会社 内燃機関の回転数制御装置

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3407793A (en) * 1966-05-20 1968-10-29 Bosch Gmbh Robert Electronic controller for diesel engines
US3630177A (en) * 1968-10-12 1971-12-28 Bosch Gmbh Robert Speed control for internal combustion engine
US3665900A (en) * 1968-11-07 1972-05-30 Bosch Gmbh Robert Electronic control system for shaping the fuel-speed characteristics of an internal combustion engine
US3693603A (en) * 1969-12-13 1972-09-26 Bosch Gmbh Robert Control system for fuel control under starting and excessive speed conditions in an internal combustion engine
US3699935A (en) * 1969-12-13 1972-10-24 Bosch Gmbh Robert Fail-safe fuel injection control arrangement for internal combustion engines
US3707950A (en) * 1968-10-25 1973-01-02 Bosch Gmbh Robert Electronic control system for internal combustion engines
US3724433A (en) * 1971-08-13 1973-04-03 Ambac Ind Engine governor system with signal-loss protection and controlled oscillator circuit suitable for use therein
US3777174A (en) * 1971-03-02 1973-12-04 Mtu Friedrichshafen Gmbh Electronic speed regulator for internal combustion engines

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2078884A5 (enrdf_load_stackoverflow) * 1970-02-26 1971-11-05 Sperry Rand Corp
DE2011712C3 (de) * 1970-03-12 1979-07-12 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoff-Einspritzanlage einer Dieselbrennkraftmaschine

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3407793A (en) * 1966-05-20 1968-10-29 Bosch Gmbh Robert Electronic controller for diesel engines
US3630177A (en) * 1968-10-12 1971-12-28 Bosch Gmbh Robert Speed control for internal combustion engine
US3707950A (en) * 1968-10-25 1973-01-02 Bosch Gmbh Robert Electronic control system for internal combustion engines
US3665900A (en) * 1968-11-07 1972-05-30 Bosch Gmbh Robert Electronic control system for shaping the fuel-speed characteristics of an internal combustion engine
US3693603A (en) * 1969-12-13 1972-09-26 Bosch Gmbh Robert Control system for fuel control under starting and excessive speed conditions in an internal combustion engine
US3699935A (en) * 1969-12-13 1972-10-24 Bosch Gmbh Robert Fail-safe fuel injection control arrangement for internal combustion engines
US3777174A (en) * 1971-03-02 1973-12-04 Mtu Friedrichshafen Gmbh Electronic speed regulator for internal combustion engines
US3724433A (en) * 1971-08-13 1973-04-03 Ambac Ind Engine governor system with signal-loss protection and controlled oscillator circuit suitable for use therein

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4036193A (en) * 1971-07-30 1977-07-19 Diesel Kiki Kabushiki Kaisha Electronically controlled fuel injection pump
US4140084A (en) * 1975-12-09 1979-02-20 Fiat Societa Per Azioni Process and apparatus for the stabilization of the period of opening of electromagnetic fuel injector
US4379332A (en) * 1978-09-25 1983-04-05 The Bendix Corporation Electronic fuel injection control system for an internal combustion engine
US4343274A (en) * 1979-02-03 1982-08-10 Mtu Motoren - Und Turbinen-Union Friedrichshafen Gmbh Injection pump control arrangement
US4323042A (en) * 1979-03-14 1982-04-06 Lucas Industries Limited Fuel control system for an internal combustion engine
US4383511A (en) * 1980-02-19 1983-05-17 Lucas Industries Limited Control system

Also Published As

Publication number Publication date
GB1429306A (en) 1976-03-24
IT980091B (it) 1974-09-30
FR2179089A1 (enrdf_load_stackoverflow) 1973-11-16
FR2179089B1 (enrdf_load_stackoverflow) 1975-12-26
DE2316713A1 (de) 1973-10-11
JPS4914824A (enrdf_load_stackoverflow) 1974-02-08

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