U.S. patent number 3,661,131 [Application Number 04/880,563] was granted by the patent office on 1972-05-09 for speed controls.
This patent grant is currently assigned to Brico Engineering Limited. Invention is credited to Brian Hugh Croft.
United States Patent |
3,661,131 |
Croft |
May 9, 1972 |
SPEED CONTROLS
Abstract
The invention relates to speed control systems for controlling
the rotational speed of an internal combustion engine and provides
means for controlling the engine utilizing a fuel injection system
idling speed so as to maintain it at a substantially constant
pre-selected value which is virtually independent of ambient
conditions and engine load conditions. Different types of valve
means are described for controlling the flow of air from a point at
substantially atmospheric pressure to a point downstream of the
engine throttle valve. Control circuits are also described for
controlling the valve means in accordance with the difference
between a pre-selected value of engine idling speed and the actual
engine idling speed.
Inventors: |
Croft; Brian Hugh (Coventry,
EN) |
Assignee: |
Brico Engineering Limited
(Coventry, EN)
|
Family
ID: |
10480999 |
Appl.
No.: |
04/880,563 |
Filed: |
November 28, 1969 |
Foreign Application Priority Data
|
|
|
|
|
Dec 6, 1968 [GB] |
|
|
58,195/68 |
|
Current U.S.
Class: |
123/339.23;
123/360 |
Current CPC
Class: |
F02M
3/075 (20130101); F02D 31/005 (20130101); F02M
3/07 (20130101); F02D 2011/102 (20130101) |
Current International
Class: |
F02D
31/00 (20060101); F02M 3/07 (20060101); F02M
3/00 (20060101); F02d 001/04 (); F02d 011/10 ();
F02d 003/00 () |
Field of
Search: |
;123/14J,97B,97,98,102,124,14J |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Burns; Wendell E.
Claims
I claim:
1. An idling speed control system for an internal combustion engine
having an inlet manifold, a main engine throttle valve disposed in
the inlet manifold for controlling the flow of motive fluid
therethrough, and a fuel injection system responsive to manifold
pressure and engine speed, said system comprising electrically
operable valve means for controlling the flow of motive fluid from
a point at substantially atmospheric pressure to a point in the
inlet manifold downstream of the main engine throttle valve but
upstream of said fuel injection system, selector means for
producing a first electrical signal representative of a
pre-selected value of engine idling speed, means for producing a
second electrical signal representative of actual engine speed and
a comparator device connected to receive the first and second
signals and arranged to produce an electrical output signal
representative of the difference therebetween, said output signal
being applied to the electrically operable valve means to control
the operation thereof, whereby to maintain the engine idling speed
substantially constant at said pre-selected value virtually
independently of ambient conditions and engine load conditions.
2. A system as claimed in claim 1, wherein the electrically
operable valve means comprises first and second chambers each
having a respective outlet which is adapted to be connected to the
inlet manifold downstream of the main engine throttle valve, a
diaphragm separating said chambers and carrying a valve member
which co-operates with a valve seat to control the admission of
motive fluid at substantially atmospheric pressure to the first
chamber, a conduit for establishing restricted communication
between said first and second chambers, and an electrically
operable valve connected to the outlet of the second chamber for
controlling the pressure therein, whereby to influence said
diaphragm.
3. A system as claimed in claim 1, wherein the motive fluid at
substantially atmospheric pressure is derived from a point in the
induction system of the engine upstream of the throttle valve.
4. A system as claimed in claim 1, wherein said valve means
comprises a solenoid operated valve.
5. A system as claimed in claim 1, wherein said valve means
comprises a motor driven valve.
6. A system as claimed in claim 5, wherein the motor driven valve
directly controls the admission of motive fluid to the induction
system of the engine at a point downstream of the throttle
valve.
7. A system as claimed in claim 1, wherein the second signal
representative of actual engine speed is a voltage signal derived
from a tachometer generator driven by the engine and the first
signal representative of the required idling speed is a reference
voltage.
8. A system as claimed in claim 7, wherein the voltages are D.C.
voltages.
9. A system as claimed in claim 8, wherein the comparator device is
an operational amplifier whose output is applied to a level
detector circuit which produces an output employed to control the
operation of a solenoid operated valve means.
10. A system as claimed in claim 9, wherein the level detector is a
further operational amplifier.
11. A system as claimed in claim 8, wherein the comparator device
is an operational amplifier whose output is fed to a second
operational amplifier producing an output which controls an
electric motor driving the valve means.
Description
This invention relates to speed control systems for controlling the
rotational speed of an internal combustion engine.
In accordance with this invention, means are provided for
controlling the idling speed of an internal combustion engine so as
to maintain a substantially constant preselected value of idling
speed which is virtually independent of ambient conditions and
engine load conditions.
In accordance with a feature of the invention, said means for
controlling the idling speed includes valve means controlling a
flow of air from a point at substantially atmospheric pressure,
e.g. from a point in the induction system of the engine upstream of
the engine throttle valve means therein, to a point downstream of
said engine throttle valve.
The invention will now be further described, by way of example,
with reference to the accompanying drawings, in which:
FIG. 1 is a simplified diagram of a basic speed control
arrangement,
FIG. 2 is a diagrammatic drawing of a control valve unit,
FIG. 3 is a diagram of one embodiment of the arrangement of FIG.
1,
FIG. 4 is a diagram of a motor driven control valve;
FIG. 5 is a diagram of a further embodiment of the arrangement of
FIG. 1 and
FIG. 6 shows a further embodiment.
Referring to FIG. 1 of the drawings, a reciprocating internal
combustion engine 8 has an air cleaner 9 at the inlet to the engine
induction pipe 10. The idling speed control includes a control
valve unit 11, shown in greater detail in FIG. 2, the valve unit
being controlled in accordance with the difference between the
actual idling speed and the required idling speed. For this
purpose, a tachometer generator 12 is driven by the engine and
produces an electrical output, e.g. a voltage V.sub.S, which is a
function of the actual engine speed. A device 13 produces a voltage
V.sub.R which is a measure of the required idling speed. The two
voltages are fed to a comparator device 14, the output from which
represents the difference of the voltages. This output is amplified
in an amplifier 15 and the amplified signal is fed to control the
valve unit 11, and hence to control the admission of air into the
induction system of the engine.
Referring to FIG. 2, the control valve unit 11 is shown in detail.
This unit is positioned upstream of a conventional fuel injection
system such, for example, as one of those described in U.S. Pat.
Nos. 3,272,187 and 3,240,191, which system is responsive to
manifold pressure and engine speed. The unit is associated with the
engine induction pipe 10, and includes a casing 16, the interior of
which is divided by a diaphragm 17 into two chambers 18, 19. The
diaphragm carries a central disc valve 20 which co-operates with a
valve seat 21, and a coil spring 22 loads the disc valve in the
opening direction.
The valve seat 21 surrounds the outlet of a duct 23 which is
preferably connected to the induction system just downstream of the
engine air cleaner, and thus has its inlet effectively at
substantially atmospheric pressure. A branch pipe 24 from duct 23
is connected to chamber 18, and contains a restrictor 25. The other
chamber 19 is connected by a duct 26 to a point in the engine
induction system 10 downstream of the throttle valve 7, where the
pressure is below atmospheric pressure.
A further pipe or conduit 27 leads from chamber 18 to duct 26 (or
direct to the induction system downstream of the throttle valve 7),
and conduit 27 contains an electrically operated normally-closed
valve 28. The operation of the valve 28 is controlled by the
amplified electrical signal from the amplifier 15, which is fed to
the valve operating solenoid 29.
In operation of an engine provided with an idling speed control as
described above, if the actual idling speed sensed by the
tachometer 12 is greater than the required idling speed for which
the device 13 is set, an error signal produced by the comparator 14
and amplified by amplifier 15, maintains the valve 28 in the
normally closed position. Since the pressure drops across
restrictor 25 and the orifice 28a of valve 28 are an inverse
function of the respective areas, this causes an increase of
pressure in chamber 18, which in turn tends to load disc valve 20
onto its seating 21 against the load of spring 22. This reduces the
flow of air through duct 23, chamber 19, and duct 26, from
atmosphere to a point in the engine induction system 10 on the
downstream side of the throttle 7, and consequently reduces the
engine idling speed.
Conversely, if the actual idling speed is less than the selected
speed, an error signal is produced causing valve 28 to open, the
pressure in chamber 18 reduced, the valve 20 opens further, and the
air flow through duct 23 increases until the idling speed has
increased to the selected value.
One particular embodiment of the basic arrangement of FIG. 1 is
shown in FIG. 3, wherein like parts bear the corresponding
reference numerals to those in FIG. 1. The reference voltage
V.sub.R, which is a measure of the required idling speed, is
derived from a tapping T on a potentiometer P connected across a
D.C. source, such as a battery B. The tapping T, and hence the
output voltage from device 13, is made variable so that the value
of the pre-selected idling speed of the engine can be varied. The
D.C. voltage V.sub.S from the tachometer generator 12, which is a
function of the actual engine speed, is fed through a filter
network F and combined, with opposite polarity, with the voltage
V.sub.R at the input to the comparator device 14. This device
comprises an operational amplifier A1 which produces an output
error signal representing the difference between the two applied
voltages. The output of amplifier A1 is fed through a further
operational amplifier A2 functioning as a level detector, and a
buffer stage BF. These two stages correspond to the amplifier 15 of
FIG. 1. The output from the buffer stage is employed to energize
the operating solenoid 29 of the valve 28, and hence controls the
operation of the valve unit 11, as previously described.
It will be appreciated that in the arrangements so far described,
the valve 28 is either closed or open, depending upon whether the
engine idling speed is above or below the pre-selected value. In
practice, the valve 28 may be caused to operate fairly rapidly if
the idling speed is fluctuating closely about the pre-selected
value.
In an alternative arrangement, instead of a solenoid controlled
valve, a motor driven valve may be used which can gradually vary
the area of the valve orifice 28a (FIG. 2) between a fully closed
and a fully open position. Such an arrangement is shown in FIG. 4
which reproduces a part of the duct 26 and pipe or conduit 27 which
are interconnected by the valve orifice 28a. This orifice is
controlled by a valve member 30 connected to a worm gear 31 driven
by a gear 32 mounted on the output shaft of an electric motor 33.
The rotation of the motor in either direction to vary the position
of the valve member 30 with respect to the orifice 28a is
controlled by a signal depending on the difference between the
voltages V.sub.R and V.sub.S as previously described.
FIG. 5 shows one particular arrangement for controlling such a
motor driven valve. Once again like parts bear corresponding
reference numerals. As in the arrangement of FIG. 3, the reference
voltage V.sub.R is derived from the tapping T of a potentiometer P
connected across a battery B. This reference voltage is applied to
the input of an operational amplifier A1 together with the voltage
V.sub.S derived from the tachometer generator 12 and which is a
function of actual engine speed. The error signal output voltage
produced by the operational amplifier A1 is fed through a further
operational amplifier A3 which in turn produces an output voltage
controlling the operation of the motor 33. This motor controls the
valve 30, as previously described, so as to maintain the engine
idling speed at the pre-selected value.
According to a further embodiment shown in FIG. 6 and employing a
motor driven valve similar to that shown in FIG. 4, the motor
driven valve itself may directly control the admission of air to
the engine induction pipe 10. In such an arrangement the valve must
be arranged to be closed, except when controlling engine idling
speed.
A further feature which may be incorporated is a circuit which
differentiates the output of the tachometer generator with respect
to time, feeding the resultant signal to the comparator, so that
the error signal takes account not only of the magnitude of the
difference between the actual speed and the required speed, but
also of the magnitude and sense of the rate of change of the actual
speed.
The invention may be applied to engines which employ fuel
injection, for example, into the induction manifold upstream of the
inlet valves.
* * * * *