US3898969A - Fuel supply systems for engines - Google Patents
Fuel supply systems for engines Download PDFInfo
- Publication number
- US3898969A US3898969A US429373A US42937373A US3898969A US 3898969 A US3898969 A US 3898969A US 429373 A US429373 A US 429373A US 42937373 A US42937373 A US 42937373A US 3898969 A US3898969 A US 3898969A
- Authority
- US
- United States
- Prior art keywords
- engine
- transducer
- demand
- fuel
- control means
- 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
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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
- 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
Definitions
- PUMP OUTPUT FUEL SUPPLY SYSTEMS FOR ENGINES This invention relates to fuel systems for engines, particularly, but not exclusively, compression-ignition engines.
- a system includes control means determining the rate of supply of fuel to the system, a demand transducer providing an input to the control means to influence the output thereof, means for limiting the minimum speed of the engine in accordance with the rate of supply of fuel to produce an idling curve having a predetermined slope, and means for increasing the slope of the idling curve when the engine speed is below a predetermined value.
- the means for increasing the slope supplements the input to the control means from the demand transducer, so as to simulate an increased demand.
- FIG. 1 is a circuit diagram, partly in block form, of the system
- FIGS. 2 to 4 respectively illustrate the outputs of three transducers used in the system
- FIG. 5 represents a fuelspeed characteristic for an engine to be controlled by the arrangement of FIGS. 1 to 4.
- a pump 11 provides fuel to an engine 12, the rate of supply of fuel being determined by a control rod 13 forming part of the pump 11, and the position of which is determined by a actuator 14.
- the control rod 13 is loaded by a spring to a position in which the pump 11 produces a Zero output, and the actuator 14 moves the control rod 13 against the action of the spring to increase the output of the pump 1 1.
- the rotational speed of the engine 12 is sensed by a transducer 15 which produces an output voltage of the form indicated in FIG. 2, this output voltage being at a maximum when the engine speed is low.
- the transducer 15 provides a current input by way of a resistor 16 to the inverting terminal of an operational amplifier 17 which receives its power from a pair of terminals 18, 19 and has its non-inverting terminal connected to a terminal 21.
- the terminal 18 is positive with respect to the terminal 19, and the terminal 21 is at a potential mid-way between the potentials of the terminals 18, 19.
- the origin in FIGS. 2 to 4 represents the potential of the terminal 21.
- the output from the amplifier 17 is fed through a diode 22 to the input terminal ofa drive circuit 23 operating the actuator 14.
- the amplifier 17 also receives input from a current source 24 which sets the minimum speed of the engine and by way of a pair of resistors 25, 26 respectively from a pair of transducers 27, 28.
- the transducer 27 senses the pump output by detecting the position of the control rod 13, and produces an output voltage of the form shown in FIG. 3.
- the transducer 28 is operable by the pedal of the road vehicle. and produces an output voltage representing demand, this voltage being of the form shown in FIG. 4.
- the operational amplifier 17 is connected as a summing amplifier, and for this purpose has a feedback resistor 29 which is connected between the input of the drive circuit 23 and the inverting terminal of the amplifier 17.
- an operational amplifier 31 the inverting terminal of which receives a signal by way of a resistor 32 from the transducer 27, and also receives a signal from a current source 33 used to set the maximum pump output.
- the output from the amplifier 31 is fed through a diode 33 to the drive circuit 23, and feedback to the inverting terminal of the amplifier 31 is taken by way of a resistor 34 from the input of the drive circuit 23.
- the line 41 in FIG. 5 is one of a family of curves representing engine demand, and for the sake of convenience can be said to represent 50 percent maximum speed. If the pedal is set to the 50 percent position, then it provides an input to the amplifier l7, and this input is compared with the actual speed signal by way of the resistor 16. If there were no input from the transducer 27, then the amplifier 17 would simply compare the demanded speed with the actual speed, and operate the drive circuit 23 to cause the actuator 14 to move the control rod 13 to vary the pump output until the actual and desired speeds were equal. However, by virtue of the signal through the resistor 25 representing pump output, the slope shown on the curve 41 in FIG. 5 is obtained. In other words, for a 50 percent demand, the position of the engine on the curve 41 will depend on the pump output, so that there is a range of speeds for a 50% demand, dependent upon the load on the engine.
- the diode 33 is reverse biased so that the amplifier 31 plays no part in the operation.
- the purpose of the amplifier 31 is to limit the maximum pump output, as indicated by the curve 42 in FIG.
- the amplifier 31 If at any time the maximum pump output reaches the curve 42, then by virtue of the current source 33 and the connection through resistor 32, the amplifier 31 produces an output which is a greater positive output than the output produced by the amplifier 17, so that the diode 22 is now reverse biased, and the amplifier 31 provides an input to the drive circuit 23. Although the output from the amplifier 31 is a larger positive output than the output from the amplifier 17, this actually represents a demand for less fuel, and so the fuel is regulated in such a way that the pump output does not exceed the quantity indicated by the curve 42.
- the curve 41 is one of a family of curves representing different demands.
- the zero demand curve is shown, partly dotted, at 43, and is set by the current source 24 so that, ignoring the lower part of FIG. 1, the minimum speed follows the curve 43.
- the maximum speed of the engine is indicated by the curve 44, and is set by a source 45 which acts by limiting the maximum demand of the demand transducer 28.
- the dotted curve 46 shown in FIG. 5 is a function of the engine, not the control system, and represents the no-load idling speed of the engine. As will be seen, the no-load zero demand operating point is the point 47 in FIG. 5.
- the engine will operate at the point 47 during no-load idling.
- the engine speed falls substantially as shown by the dotted portion of the curve 43.
- This substantial possible change in speed at zero demand can result in an undesirable jerk, and in some cases stalling of the engine.
- the problem occurs particularly on vehicles with automatic transmission, where engagement of the transmission with the vehicle at rest and no demand imposed by the pedal will result in an increase in load.
- the slope of the curve 43 is increased below a predetermined speed, as shown by the solid line 43a.
- the predetermined speed will depend on the engine, and need not be the point 47.
- the change in slope is achieved by effectively applying to the inverting terminal of the amplifier 17 a further current simulating a predetermined demand, this signal being applied to the amplifier 17 only when the engine speed falls below the predetermined speed.
- the transducer provides an input to the base of an n-p-n transistor 51, the collector of which is connected through a resistor 52 and a diode 53 in series to the terminal 18, and the emitter of which is connected to the terminal 19 through resistors 54, 55 in series.
- a second n-p-n transistor 56 has its collector connected through a resistor 57 to the terminal 18, and its emitter connected to the terminal 19 through a resistor 58 and the resistor 55 in series.
- the base of the transistor 56 is connected through a resistor 59 to the terminal 18, and through a resistor 61 to the terminal 19.
- the collector of the transistor 51 is connected to the base of a p-n-p transistor 64 having its emitter connected through a resistor 65 to the collector of the transistor 56 and its collector connected to the inverting terminal of the amplifier 17.
- the transducer 15 produces its greatest output when the engine speed is at a minimum value.
- the output voltage of the transducer 15 is insufficient to turn on the transistor 51, and the transistors 56, 64 are off.
- the long tailed pair 51, 56 share the current flow in the resistor 55, until at the predetermined speed the transistors 51, 56 are conducting equally and the transistor 64 is off but about to conduct. Any further decrease in speed causes the transistor 56 to conduct more than the transistor 51, so that the transistor 64 conducts to supplement the current flowing to the inverting terminal of the amplifier 17, so producing the line 43a in FIG. 6.
- the resistor 64 is used to set the slope of the line 43a, and the resistor 61 to set the predetermined speed.
- the arrangement used minimises drift with, for example, temperature in the predetermined speed, and in particular the diode 53 balances the base-emitter diode of the transistor 64.
- the invention can be applied to other forms of governor.
- the invention could be applied to a two-speed governor in which the amplifier 17 com pares the pump output with a demand signal derived from the pedal, and representing the desired pump output.
- the input through the resistor 16 to the amplifier 17 is not required.
- the transducer 15 now provides a current input to the amplifier 31, which serves in this case to limit the maximum speed.
- the signal from the transducer 27 is still fed to the amplifier 31 so that the maximum speed is dependent upon pump output as indicated by the slope of the curve 44 in FIG. 5.
- the source 45 in this example is provided with a signal from the transducer 15 and is used to set the maximum pump output, and the source 24 would require an input from the transducer 15 so that its output is speeddependent to give the required slope of the curve 43.
- the output from the transistor 64 is still applied to the amplifier 17 in this arrangement, and has basically the same effect.
- a fuel supply system for an engine including control means for determining the rate of fuel supply by the system, a demand transducer for providing a signal to the control means representing a demanded engine operating parameter thereby defining engine operating curves having a first predetermined slope, means for limiting the minimum speed of the engine in accordance with the rate of supply of fuel to produce an engine idling curve of a second predetermined slope less steep than said first predetermined slope, and means operable when the engine speed falls below a predetermined value for supplementing the input applied to the control means by the demand transducer so as to simulate an increased demand and produce an engine idling curve having a third predetermined slope steeper than said first predetermined slope.
- control means comprises a pump supplying fuel to the engine, an actuator controlling the output of the pump, and an electronic governor controlling the actuator, the governor receiving an input from the demand transducer and from at least one further transducer responsive to a sys-
Landscapes
- 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)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB89073*[A GB1460013A (en) | 1973-01-06 | 1973-01-06 | Control systems for fuel systems for internal combustion engines |
Publications (1)
Publication Number | Publication Date |
---|---|
US3898969A true US3898969A (en) | 1975-08-12 |
Family
ID=9712293
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US429373A Expired - Lifetime US3898969A (en) | 1973-01-06 | 1973-12-28 | Fuel supply systems for engines |
Country Status (6)
Country | Link |
---|---|
US (1) | US3898969A (it) |
JP (1) | JPS4997126A (it) |
DE (1) | DE2400412A1 (it) |
FR (1) | FR2213417B1 (it) |
GB (1) | GB1460013A (it) |
IT (1) | IT1002598B (it) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4383511A (en) * | 1980-02-19 | 1983-05-17 | Lucas Industries Limited | Control system |
US4548177A (en) * | 1980-02-08 | 1985-10-22 | Lucas Industries Limited | Governor system |
US4730118A (en) * | 1987-02-03 | 1988-03-08 | James D. Barnes | Oil field induction generator system |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3407793A (en) * | 1966-05-20 | 1968-10-29 | Bosch Gmbh Robert | Electronic controller for diesel engines |
US3425401A (en) * | 1966-05-20 | 1969-02-04 | Bosch Gmbh Robert | Electronic controller for diesel 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 |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1267905B (de) * | 1966-05-20 | 1968-05-09 | Bosch Gmbh Robert | Dieselmotor mit einem Stellglied zum Einstellen der Kraftstoffmenge und einem Regler |
-
1973
- 1973-01-06 GB GB89073*[A patent/GB1460013A/en not_active Expired
- 1973-12-28 US US429373A patent/US3898969A/en not_active Expired - Lifetime
- 1973-12-28 JP JP48144806A patent/JPS4997126A/ja active Pending
-
1974
- 1974-01-04 FR FR7400314A patent/FR2213417B1/fr not_active Expired
- 1974-01-04 IT IT47534/74A patent/IT1002598B/it active
- 1974-01-05 DE DE2400412A patent/DE2400412A1/de active Pending
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3407793A (en) * | 1966-05-20 | 1968-10-29 | Bosch Gmbh Robert | Electronic controller for diesel engines |
US3425401A (en) * | 1966-05-20 | 1969-02-04 | Bosch Gmbh Robert | Electronic controller for diesel 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 |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4548177A (en) * | 1980-02-08 | 1985-10-22 | Lucas Industries Limited | Governor system |
US4383511A (en) * | 1980-02-19 | 1983-05-17 | Lucas Industries Limited | Control system |
US4730118A (en) * | 1987-02-03 | 1988-03-08 | James D. Barnes | Oil field induction generator system |
Also Published As
Publication number | Publication date |
---|---|
FR2213417B1 (it) | 1976-11-26 |
JPS4997126A (it) | 1974-09-13 |
IT1002598B (it) | 1976-05-20 |
DE2400412A1 (de) | 1974-07-18 |
FR2213417A1 (it) | 1974-08-02 |
GB1460013A (en) | 1976-12-31 |
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