GB1586197A - Creación de Inventos y Patentes con Inteligencia Artificial

GB1586197A – Full throttle specific speed tests in internal combustion engine diagnostics
– Google Patents

GB1586197A – Full throttle specific speed tests in internal combustion engine diagnostics
– Google Patents
Full throttle specific speed tests in internal combustion engine diagnostics

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Publication number
GB1586197A

GB1586197A
GB37964/77A
GB3796477A
GB1586197A
GB 1586197 A
GB1586197 A
GB 1586197A
GB 37964/77 A
GB37964/77 A
GB 37964/77A
GB 3796477 A
GB3796477 A
GB 3796477A
GB 1586197 A
GB1586197 A
GB 1586197A
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GB
United Kingdom
Prior art keywords
speed
engine
fuel
indication
pressure
Prior art date
1976-05-07
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

Application number
GB37964/77A
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.)

Raytheon Technologies Corp

Original Assignee
United Technologies Corp
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.)
1976-05-07
Filing date
1977-09-12
Publication date
1981-03-18

1976-05-07
Priority to US05/684,329
priority
Critical
patent/US4061026A/en

1977-09-12
Application filed by United Technologies Corp
filed
Critical
United Technologies Corp

1977-09-12
Priority to GB37964/77A
priority
patent/GB1586197A/en

1977-09-19
Priority to DE2742082A
priority
patent/DE2742082C2/en

1981-03-18
Publication of GB1586197A
publication
Critical
patent/GB1586197A/en

Status
Expired
legal-status
Critical
Current

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Classifications

G—PHYSICS

G01—MEASURING; TESTING

G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR

G01M13/00—Testing of machine parts

G—PHYSICS

G01—MEASURING; TESTING

G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR

G01M15/00—Testing of engines

G01M15/04—Testing internal-combustion engines

G01M15/09—Testing internal-combustion engines by monitoring pressure in fluid ducts, e.g. in lubrication or cooling parts

Description

PATENT SPECIFICATION
( 21) ( 44) ( 51) ( 11) Application No 37964/77 ( 22) Filed 12 Sept 1977
Complete Specification published 18 March 1981
INT CL 3 GO O M 15/00 ( 52) Index at acceptance Gi N 1 A 2 C 1 A 6 351 A 7 C 7 E 1 ( 72) Inventors: HARVEY JAY GOODFRIEND HENRY JOSEPH MERCIK JR.
LEE R ARMSTRONG ( 54) FULL THROTTLE, SPECIFIC SPEED TESTS IN INTERNAL COMBUSTION ENGINE DIAGNOSTICS ( 71) We, UNITED TECHNOLOGIES CORPORATION, a Corporation organized and existing under the laws of the State of Delaware, United States of America, having a place of business at 1, Financial Plaza, Hartford, Connecticut 06101, United States of America, do hereby declare the invention for which we pray that a patent may be granted to us, and the method by which it is to be performed to be particularly described in and by the following statement:-
This invention relates to diagnosing internal combustion engines electronically.
In internal combustion engines, proper operation is related to delivery of fuel at proper pressures as a function of engine speed, and as a function of intake manifold pressure Particularly in the case of diesel engines, the speed of the engine may be controlled by fuel pressure, and overfueling of the engine, which can result in excessive smoke and possible engine damage, is prevented by reducing fuel pressure at the inlet to the engine whenever an inadequate air intake pressure exists.
In diesel engines, it has long been known to check fuel pumps against certain operating standards, particularly to check the pressure of fuel delivered by the fuel pump at the fuel inlet rail for various speeds of the engine (which are herein referred to as the first and second checkpoints and the rated point) and the point at which the governor limits the fuel pressure to avoid excessive engine speed (called cut-off) However, in the prior art it has been common to remove the fuel pump from the engine and mount it on a specially designed test rig in order to operate the pump at desired speeds in a steady state condition, and monitor the pressure developed by the pump at those desired speeds This in turn necessitates an excessive amount of labor in removing the fuel pump from the engine, as well as incurring the potential for inadvertently causing additional problems as a result of the mechanical steps involved in the pump removal and reinstallation procedures.
A seemingly small, but practically troublesome aspect in analyzing a fuel system is the point at which rail fuel pressure is to be measured If the pressure measurement is to reflect the pressure of the fuel pump itself, it must be in full fluid commumcation therewith; this is particularly 55 true where the fuel pressure is to be under high fuel-delivery conditions On many engines, it is extremely difficult and impractical to measure fuel pressure upstream of the throttle In order to provide adequate 60 pressure measurements, the throttle must therefore be fully open for on-engine fuel diagnostics Also, the pump should be tested under full flow conditions Obviously, a vehicle-mounted engine responding to a 65 fully open throttle will simply advance from low idle to governor-controlled cut-off speed, at a very rapid rate, which renders the measurement of fuel pressures at designated, specification speeds impossible To 70 overcome this, it has been known to make open-throttle, steady speed fuel pressure measurements of an engine mounted on a vehicle which is standing on a dynonometer.
As is known, the dynomometer rotates with 75 the power driving wheels of the vehicle, and can be loaded in a controlled fashion from no load (simulating a slight downgrade) to full load (simulating a fully loaded vehicle climbing a hill) Thus, the dynomometer 80 load can be adjusted to hold the desired specification speed under full power, with the throttle wide-open However, a dynomometer is a very cumbersome and expensive test stand, and is frequently 85 totally unavailable where vehicle or engine diagnosis is required.
There are other examples of the need to perform open throttle tests at specified speeds An aneroid fuel pressure control is 90 normally tested at at least one speed to determine the manner in which fuel pressure varies with speed when the pressure is also controlled by the aneroid However, as in the case of fuel pressure tests relating to 95 the fuel pump and other portions of the fuel system, if on-engine testing is to be performed, it must be done with a full throttle in order to permit measuring the fuel pressure, and without a dynomometer to load 100 1 586 197 1 586 197 the engine, full throttle will cause rapid acceleration from idle to governor cut-off, with no ability to carefully limit operation to a desired speed A further example is in the testing of the fuel inlet pressure (the pressure at the upstream end of the fuel pump, downstream from a fuel filter), the measure of which compared against ambient pressure is an indication of the degree of restriction.
But the degree of restriction as indicated by pressure is also a function of the amount of fuel flowing, therefore full flow pressure is required as a test of the fuel inlet restriction.
In order to achieve full fuel flow the throttle must be open; and, without a dynomometer, the apparatus will simply accelerate to governor cut-off speed at which point the governor will reduce the fuel pressure to a very low amount thereby rendering the inlet fuel restriction test impossible to perform.
According to one aspect of the invention there is provided apparatus for testing an internal combustion engine while operating under open throttle conditions without the need of a dynomometer, comprising: transducer means adapted to be disposed for response to an engine-related parameter, a measurement of which is desired with the engine operating under open throttle conditions; speed sensing means adapted to be disposed to sense the rotation of the engine under test through an angular increment which is substantially less than a revolution of the engine in a given time in a fashion to provide an indication of speed on a subrevolution basis; and processing means responsive to said speed sensing means for successively monitoring the speed indication provided by said speed sensing means as said engine is accelerating and, in response to said indications indicating that the engine has reached a speed in excess of a predetermined speed, sampling the output of said transducer means.
According to another aspect of the invention there is provided in the method of making speed-related measurements of a parameter of an internal combustion engine while the engine is operating under open throttle conditions, the steps of: operating the engine with the throttle wide open and allowing the engine to accelerate from idle to its maximum unloaded speed; continuously monitoring the speed of the engine by sensing rotation of a moving member on the engine under test through an angular increment which is substantially less than one revolution of the engine in a given time in a fashion to provide an indication of speed on a sub-revolution basis; continuously comparing the speed indications as provided with test speed indications indicative of speeds at which the parameter of the engine is to be measured; and measuring the parameter of said engine in response to said comparisons indicating that the speed of the engine has reached the corresponding specification test speed.
An example of the invention will now be described with reference to the accompany 70 ing drawings, in which:Fig 1 is a simplified schematic block diagram of a diagnostic system including engine parameter sensing apparatus and exemplary electronic processing apparatus, in which 75 the present invention may be incorporated; Fig 2 is a simplified block diagram of engine parameter sensing apparatus for use in the embodiment of Fig 1; Fig 3 is a simplified schematic diagram of 80 tooth timer means for obtaining instantaneous, sub-cyclic engine speed in the embodiment of Fig 1; Fig 4 is a diagrammatic illustration of principles of the invention; and 85 Fig 5 is a simplified block diagram of the fuel system of an engine with probes which may be used in a diagnostic system incorporating the invention.
Referring now to Fig 1, a system which 90 may incorporate the present invention is illustrated as representing the architecture of a typical data processing system or computer together with special purpose apparatus related to an engine diagnostic 95 system of the type in which the invention may be incorporated Specifically, the system incorporates engine sensors and signal conditioners 10 of a well known type which are adapted to be disposed for response to 100 various parameters or discrete conditions on an engine under test, as described more fully hereinafter Some of the sensors relate to such parameters as pressures and temperatures and are therefore analog signals, the 105 magnitude of which is a measure of the parameter being sensed These sensors are fed over lines 1 1 to an analog to digital converter (A/D) 11 when selected by an A/D multiplexer 12 in response to a particular 110 sensor address applied thereto by the program of the data processor In addition, a tooth sensor may sense the passage of teeth on the flywheel of the engine to provide a tooth signal on a line 14, the intertooth time 115 interval of which (when the engine is running) is measured by a tooth timer 15 and provided on tooth count lines 16 Another discrete signal is a cylinder or cycle identification signal (CID) on a line 17 which is 120 applied to a CID centering circuit 18 to provide a CID signal on a line 19 The raw CID signal on the line 16 is a signal from a proximity sensor disposed to sense movement of an engine member once in each cycle of 125 the engine, such as the rocker arm for the intake valve of one of the cylinders or a cam, if desired; this provides information of the cylinder-by-cylinder position of the engine at any moment in time in the same fashion 130 1 586 197 as the number one firing in a spark ignition engine, and also provides cycle-to-cycle division of the engine’s angular position as it is running or cranking.
The parameters of the engine as provided through the A/D converter 11, and the instantaneous position information with respect to the engine as provided by the CID signal on the line 18 and the tooth signals on the line 14 may be used in diagnosis of the engine in accordance with the invention herein.
Additional special apparatus which may be used (although as described hereinafter is not necessarily required) includes a tooth counter and decode circuit 20, and a pair of counters 20 a, 20 b referred to as counter 1 and counter 2, and an internal timer 20 c, and special purpose registers 22, which may be used (as an alternative to memory) to retain certain factors that are used so often as to render it advisable to have them directly available to the program rather than having to access them in memory, in order to cut down processing time and complexity of programming Such registers may contain factors utilized in processing data (such as multiplicands used in digital filtering of the data and the like) and information relating to the particular engine under test (such as number of strokes and cylinders) which may be entered by switches manipulated by an operator, the switches feeding primary decode circuits such that the decode constantly reflects the position of the switch on a steady state basis in the manner of a register.
The remainder of Fig 1 is illustrative of one type of data processing apparatus, which is shown for illustrative purposes herein since it is a type that may be advantageous for use where general purpose programming is not required, but rather limited functions are to be performed A computer, as is known in the art, includes memory (or accessible storage), and arithmetic unit, program control, and the necessary gates, data flow and event decode or monitoring circuits so as to permit advancing logically through the steps which are to be performed Specifically, a memory 24 may be loaded from a variety of inputs shown on the data flow under control of a memory multiplexer 25 which is enabled and addressed by the program so as to select which of the possible inputs to memory are to be applied thereto, if any The memory 24 is responsive to a memory address register 26 which may respond to a counter used in program control in a usual fashion The output of the memory is available to other portions of the data flow, such as print and display apparatus 27 and the arithmetic apparatus including arithmetic unit input registers, referred to herein as an A register 30 and a B register 31 under control of register gates 32 which are controlled by the program in a known fashion Herein, the output of the A register and the B register is available to the register gates 32 and to the main data flow, 70 so that their contents may be moved between the registers 30, 31 or to the memory 24 This is to facilitate the particular type of processing which may be employed in an engine diagnostic system, as is described 75 more fully hereinafter The registers 30, 31 feed an arithmetic unit of a known type 35, the function of which, controlled by the program, is to add, subtract, multiply or divide, to provide answers to a result regis 80 ter 36 as well as providing indications of the sign of the result As indicated in Fig 1, the result register may be available at the input to the arithmetic unit through the gates 32; alternatively, as is common in many com 85 puters the result register could be automatically one of the inputs to the arithmetic unit, and it can be loaded directly from the memory upon a proper command.
In order to provide data inputs to the 90 memory for initialization and to permit a degree of control over the system during processing, a keyboard 38 of a usual variety may be provided In addition to data inputs, the keyboard may have control function 95 keys that permit choice to the operator of loading, memory from the result register or of loading memory in response to the keyboard, depending upon conditions which may be displayed in the print and display 100 apparatus 27.
For the rather limited number of tests being performed in apparatus incorporating the present invention, the program may be controlled in a variety of ways One way is a 105 program ROM 40 which provides input gate addresses to control the inputs to the memory, the arithmetic input registers, and the A/D converter, etc; the memory address; the functions to be performed by the arith 110 metic unit, and other commands such as commands to the memory to cause it to read or write, and to start the A/D converter 11, and the like Sequencing is controlled by unconditioned branch instructions (which 115 provide a branch address) and by skip instructions (dependent on conditions) provide to a branch/skip control 42 at the input to the program counter 44, which is also responsive to system clocks 46 Thus, as is 120 known, for each program clock signal received from the system clocks, the program counter may be advanced, or skipped once or twice, reset to the branch address, in dependence upon the presence of branch or 125 skip instructions.
It should be understood that the particular processing apparatus used, and the degree of use of special purpose apparatus, is dependent upon the particular implemen 130 1 586 197 tation of the present invention which is to be made, and forms no part of the present invention If the invention is utilized in a complex, sophisticated diagnostic system in which a variety of diagnostic functions are required, then the type of apparatus selected for processing may be more sophisticated and capable of general purpose utilization in order to accommodate the special requirements of all of the diagnostic procedures to be performed However, the cost of programming complexity of such a processing system may be unwarranted in a diagnostic system which performs either relatively few or relatively simple tests As is more apparent in the light of detailed operational descriptions hereinafter, well known processing systems (such as NOVA and PDP/11) employing only programs provided through techniques well known in the art, may be utilized in conjunction with the engine sensors and conditioners 10, suitable input and output apparatus (such as the keyboard 38 and the print and display apparatus 27) and, depending on the processing power of the data processing system selected, some special purpose hardware which may be found advisable, such as the tooth timer 15, the tooth counter 20 and some special registers 22 However, the well known processing systems referred to hereinbefore can provide adequate memory capacity to perform the tooth timing and counting functions, and to provide for the storage of all required parameters and engine information in the memory, as is readily apparent to those skilled in the art.
Referring now to Fig 2, a plurality of engine sensors in a diagnostic system incorporating the present invention may include, among others not shown in Fig 2, a starter voltage probe or clamp 46, a starter current probe 47, an atmospheric pressure transducer 48, which could be disposed in general proximity to the engine under test, a pressure transducer 49 to measure the intake manifold air pressure, a filter pressure transducer 50 to measure the pressure of the fuel downstream of the fuel inlet filter, a fuel pressure transducer 51 to measure the pressure at the fuel injector inlet rail of the engine, a coolant pressure transducer 52 which may preferably measure the pressure of coolant at the inlet to the coolant thermostat, a coolant temperature transducer 53 to measure coolant temperature, preferably at the inlet to the thermostat In a diagnostic system incorporating the present invention there may also be a proximity sensor 54, which may comprise an RGT Model 3010-AN Magnetic Proximity Sensor, provided by Electro Corporation, Sarasota, Florida, for sensing the passage of flywheel teeth past a particular point adjacent to the flywheel housing, and a proximity sensor 55 such as a Model 4947 Proximity Switch distributed by Electro Corporation, for sensing the presence of an engine member which moves in a unique fashion once in each cycle of the engine, which is one revolution in a 70 two stroke engine or two revolutions in a four stroke engine The proximity sensor 55 may preferably be mounted through the valve cover adjacent to a rocker arm related to the intake valve of one of the cylinders of 75 the engine, thereby to provide information as to the particular point of an engine cycle once in each cycle, as well as to delineate successive engine cycles as the engine is rotating 80 Each of the sensors of Fig 2 is applied to a suitable one of a plurality of signal conditioners 56, 57 to filter out unwanted noise, and to provide, through an amplifier, suitable level adjusting as is appropriate for the 85 circuitry being fed thereby For instance, the signal conditioners 56 scale the signals to the proper level so that each of them can be fed through a common A/D converter 11 (Fig 1) The signal conditioners 56, 57 can 90 be suitable ones of a wide variety known in the art, and form no part of the present invention.
Referring now to Fig 3, the tooth timer includes a counter 60 which repetitively 95 counts clock pulses on a line 61 that may be supplied by system clocks 46 in Fig 1 The counter is parallel-fed to a buffer 62, the output of which comprises the tooth counts.
The counter is running substantially all of 100 the time since a very high frequency clock signal can be utilized on the line 61 (anywhere from tens of K Hz to tens of M Hz) whereas at speeds from 300 rpm to 2,000 rpm the frequency of the tooth signals on 105 the line 14 may be on the order of 10 Hz to Hz, depending upon the number of teeth Thus the few clock signals lost during the tooth to tooth resetting of the counter are miniscule 110 Each time that a tooth signal appears on the line 14, the next clock signal will set a D-type flip flop 63, the Q output of which is applied to a D-type flip flop 64 The second clock signal following the tooth signal there 115 fore sets the D-type flip flop 64, and since its Q output is applied to a D-type flip flop 65 the third clock signal will cause it to become set The very first clock signal, after the appearance of the tooth signal, is decoded 120 by an AND circuit 66 since it responds to Q of flip flop 63 and not Q of flip flop 64 and 65; this provides a load buffer signal on a line 67 to cause the buffer 62 to be loaded in parallel from the counter 60 The second 125 clock signal following the appearance of the tooth signal will cause an AND circuit 68 to respond to the Q of flip flops 63 and 64 and the not Q of flip flop 65 so as to generate a clear counter signal on a line 69 which is 130 1 586 197 applied to the clear input of the counter 60 causing it to be cleared to zero The third clock signal, by setting the flip flop 65, simply eliminates the clear counter signal on the line 69 so that the next leading edge of the clock signal and all subsequent clock signals will be counted in the counter 60 Whenever the tooth signal disappears, (which is totally immaterial) the next three clock signals in a row will cause resetting of the flip flops 63-65, in turn, since each of their D inputs will go down The counter and the buffer are independent of the resetting of the flip flops 63-65 since both AND circuits 66, 68 operate only during a progression with flip flop 63 on and flip flop 65 off, which does not occur during the resetting of the flip flops.
Thus the tooth timer 15 provides tooth counts on the line 16 which are stable, throughout substantially each intertooth interval The processing apparatus of Fig 1 may therefore sample the tooth counts at random The tooth timer 15 thereby provides very accurate, subcyclic speed measurement, on a tooth to tooth basis, which provides speed indications many times within each individual cylinder stroke portion of each engine cycle.
In the detailed description of exemplary processing hereinafter, the term «ringgear» is sometimes used in place of «flywheel»; they mean the same thing; the abbreviation «RGT» means «ringgear teeth», a stored factor indicating the number of teeth on the flywheel of the engine under test This may be determined and entered from engine specifications, or as set forth in United
States patent specification 4015466 Other abbreviations include: «RSLT» = result register; «MEM» = memory; «Ctr» = counter; «Factor» means a memory location or a register where the factor is available; «CMPLT» means A/D conversion is completed; «spd» means speed; and other abbreviations are apparent in the drawing.
The exemplary system herein is designed for four-stroke, six-cylinder engines If desired, the programming may be altered to compare counts (particularly counter two) with loaded indications of engine variables, such as cylinders, in a well known fashion.
Referring now to Fig 4, several of the full-throttle, specific speed tests of the present invention, relating to fuel system health, are illustrated In a first test, the aneroid is defeated so that it will not limit fuel supplied to the engine during a snap acceleration, and fuel pressure is measured at three speeds (checkpoint one, checkpoint two, and rated speed) as determined by manufacturer’s specifications for the given fuel system In addition, the speed at which the governor cut off comes into play to limit engine speed is determined by measuring the maximum pressure before the pressure starts to trail off.
In a second test, the aneroid is reconnected, and the fuel pressure is measured at about halfway between low idle and high idle speeds, as illustrated in Fig 4 A third 70 test, not illustrated in Fig 4, measures the restrictive effect of the fuel filter by measuring the pressure downstream of the fuel filter but upstream of the fuel pump, when in a full fuef flow condition, which is taken 75 herein to be rated speed.
Referring to Fig 5, a fuel tank 100 feeds a fuel filter 102 which feeds a fuel pump 104, which is typically a gear-type pump Between the filter 102 and the pump 104, the 80 filter pressure transducer 50 is tapped in.
From the pump 104, the fuel passes through a pressure regulator 106, which is typically formed as an integral part of the fuel pump.
From the fuel pressure regulator, a bypass is 85 provided through an aneroid 107 back to the tank 100 to bypass fuel in a manner which is inverse to the intake manifold air pressure, as is known in the art In other words, when there is little air pressure pro 90 vided by the turbocharger at the intake manifold, then less fuel is allowed to pass to the throttle 108 Downstream of the throttle 108, at the fuel injector inlet rail 110 the fuel pressure transducer 51 is tapped in The 95 arrangement of Fig 5 is not critical to the invention, however Fig 5 is illustrative of certain of the problems relating to full fuel, specific speed tests, and more particularly to problems which may be encountered in 100 diagnosing the health of a fuel system, all as is described hereinbefore.
The speed measurements herein are made by the tooth timer, which senses the passage of teeth and records a count of the number 105 of clock signals fed to a counter on a toothto-tooth basis The number of ringgear teeth can be determined from manufacturer’s specifications and provided in either a register or a predetermined location in memory 110 prior to the test Or, if desired, the teachings of the aforementioned United States specification 4015466 may be utilized to determine the number of ringgear teeth (RGT) on the flywheel and have that avail 115 able in memory; none of this forms any part of the present invention The fraction of a revolution traversed as each tooth passes the sensor is simply the ratio of one divided by the total number of teeth The time for 120 that fraction of a revolution to occur is simply the counts of the interval timer divided by the frequency of clock signals fed to the interval timer Since frequency of the clock feeding the counter is expressed in Hz, and 125 speed is normally expressed in revolutions per minute, a factor of 60 must be employed in a well known fashion To actually determine the speed from the counts provided by the tooth counter the relationship is the 130 1 586 197 ratio of one tooth to the total number of teeth, which is divided by the ratio of the counts to the frequency (the frequency in turn having to be first divided by 60 to yield a result in rpm’s) Re-written this results in the frequency of the clock times 60, all of which is divided by the total number of flywheel teeth times the counts in the timer.
This may be predetermined as a speed factor, so that any time a speed reading is required (such as at governor cut off herein), it can be taken simply by dividing the speed factor by the number of counts in the timer, according to the following instructions:
1 Load MEM (Freq) to a REG 2 Load MEM (RGT) to B REG 3 Divide 4 Load RSLT to A REG 5 Load 60 Factor to B REG 6 Multiply 7 Load RSLT to MEM (Spd Factor) On the other hand, when comparing the actual speed of the engine as determined by the tooth timer with predetermined speeds (such as checkpoints one and two, and rated speed herein) one can reverse the position of speed and counts in the relationships described hereinbefore and determine in advance the number of counts which the tooth timer will have when the engine has a predetermined speed This is done generally by multiplying the frequency of the clock times 60, all of which is divided by the product of the total number of teeth on the flywheel and the desired starting speed in rpm.
This can be accomplished in the exemplary diagnostic system of Fig 1, assuming the specification speeds (checkpoint one, checkpoint two, and rated speed) are available in memory, with the following instructions:
8 Load MEM (Freq) to A REG 9 Load MEM (RGT) to B REG 10 Divide 11 Load RSLT to A REG 12 Load MEM (Check 1 Spd) to B REG 13 Divide 14 Load RSLT to A REG 15 Load 60 Factor to B REG 16 Multiply 17 Load RSLT to MEM (Check 1 Factor)In a similar fashion, factors may be precomputed for checkpoint two and for rated speed as follows:
18 Load MEM (Freq) to A REG 19 Load MEM (RGT) to B REG Divide 21 Load RSLT to A REG 22 Load MEM (Check 2 Spd) to B REG 23 Divide 24 Load RSLT to A REG Load 60 Factor to B REG 26 Multiply 27 Load RSLT to MEM (Check 2 Factor 28 Load MEM (Freq) to A REG 29 Load MEM (RGT) to B REG Divide 70 31 Load RSLT to A REG 32 Load MEM (Rated Spd) to B REG 33 Divide 34 Load RSLT to A REG Load 60 Factor to B REG 75 36 Multiply 37 Load RSLT to MEM (Rated Factor) Then the system can simply monitor the tooth timer counts, continuously subtracting the tooth timer counts from the predeter 80 mined counts Since counts become smaller and smaller as the speed increases, when the speed of the engine exceeds the predetermined speed, then the predetermined counts will exceed the tooth timer counts 85 and this can be determined by doing a reverse subtract and looking for a negative result.
In the following, it is assumed that the fuel pressure test has a base address in 90 memory, and the specific points being accommodated can be indexed with counter 2 Thus the checkpoint speeds, referred to instructions 8-37 hereinbefore, may have been stored at the base address with counter 95 number 2 as the specific address for the checkpoint speed, such as (check 1 spd), as in instruction 12 Then, the factors could have been stored back into the same point simply by keeping track of the three factors 100 by means of counter 2 This mode is illustrated in the instructions which follow, bearing in mind that the counter 2 address is now assumed to be the address where the check factors and rated factor are stored, and 105 where the result will end up However, separate addresses could be utilized, through programming techniques well known in the art.
This test must be performed with the 110 engine accelerating and it is obviously known when the engine is accelerating since the operator must press the throttle to cause the snap acceleration Thus the operator will start the test, the preliminaries referred to 115 hereinbefore will be performed as the operator pushes the throttle down, and as the accelerations actually begin, speed is monitored and pressure readings are taken, to speeds in excess of the rated speed being 120 measured before the pressure reading is taken to be assured that a noise spike hasn’t caused an erroneous sensing of the desired speed (the slight delay is inconsequential, due to commensurate delays in the reading 125 of the fuel pressure as a consequence of long lines, analog signal filters and the like).
Since one of the full throttle, specific speed tests herein is measuring filter restriction at maximum fuel flow, the filter pres 130 1 586 197 sure transducer can be sampled at rated speed, and the results stored This is done following rated speed fuel pressure, at instructions 55 b-56 Exemplary instructions are:
38 Reset Counter 2 39 Reset Counter 1 Advance Counter 2 41 Load MEM (Ctr 2) to B REG 42 Load Tooth timer to A REG 43 Subtract 44 Skip two if Reset Counter 1 46 Branch to 42 47 Advance Counter 1 48 Skip 1 if Counter 1 = 2 49 Branch to 42 A/D MPX to Fuel Pres 51 Start A/D 52 Skip one if CMPLT 53 Branch to 52 54 Load A/D to MEM (Ctr 2) Skip one if Counter 2 = 4 a branch to 39 55 b A/D MPX to Filter Pres c Start A/D d Skip one if CMPLT e Branch to 55 d 56 Load A/D to MEM (Filter Pres) Once the pressure versus specific speed measurements have been made, the present invention can then provide a measure of the speed at which the governor cut-out reduces fuel pressure, thereby regulating the maximum speed of the engine To do this, pressure is measured as fast as the A/D can measure it, although any short time interval could be included to delay if desired For each pressure measurement made, the subsequent pressure measurement must be at least 2 psi (or such other factor as is determined upon in any implementation of the present invention) below the preceding measurement Thus each measurement brought in is compared against the previous one less 2 psi, and then it has 2 psi subtracted from it for comparison with the next measurement, and so forth When two measurements made in turn are 2 psi below the preceding measurement, the speed relating to the first such pressure is taken as the regulator speed, and this is saved for subsequent use However, the pressure measurements made in this portion of the test are irrelevant.
Speed is measured in the manner described hereinbefore, utilizing the speed factor which has been stored in memory by instruction 7 Instructions in an exemplary process are: to keep track of the speeds with each pressure measurement, since the desired speed won’t be known until two additional pressure measurements are taken, and therefore at least three speeds must be available as the test proceeds towards the desired speed, a base address can be utilized in the fashion described hereinbefore with counter 2 used as an index address while counter 1 keeps track of the number of tests In the exemplary pro 70 cess set out hereinafter, the first measurement made will be subtracted from -2 psi, since it will be made against no previous reading However this will automatically fail the test so there is no problem Thereafter 75 legitimate testing is done in response to each loop through the subroutine, as follows:
57 Reset Counter 1 58 Reset Counter 2 59 Skip one if Counter 2 = 3 80 Reset Counter 2 61 Advance Counter 2 62 Start A/D 63 Load Tooth timer to MEM (Ctr 2) 64 Load 2 PSI Factor to B REG 85 REDUCE 65 Subtract n-1 66 Load RSLT to B REG 67 Skip one if CMPLT 68 Branch to 64 LOAD N 69 Load A/D to A REG 90 TEST 70 Subtract 71 Skip one if 72 Branch to 76 73 Advance FAIL 74 Reset Counter 1 95 Branch to 59 76 Advance Counter 1 77 Skip one if Counter 1 = 2 78 Branch to 59 79 Load MEM (Ctr 2) to Print and Dis 100 plav Another full throttle, specific speed test which the present invention performs is sensing the fuel rail pressure at an aneroid checkpoint, as described previously with 105 respect to Fig 4 This utilizes the same pressure sensor, and is exactly the same as the checkpoint test performed hereinbefore.
However, the aneroid defeat (shop air connected to the aneroid) should be removed 110 and the aneroid connected to the intake manifold for proper operation Since the loading of the engine is relatively light, during the snap acceleration used in the aneroid test, the amount of energy in the exhaust gas 115 of the engine is not sufficient to drive the turbocharger very hard, so that the intake manifold pressure remains relatively low throughout the snap acceleration However, from one engine to the next, the aneroid 120 checkpoint provides a very good test of the health of the aneroid by measuring fuel pressure at a speed which is roughly halfway between low idle and high idle, as illustrated in Fig 4 Since only a single test need be 125 made, the speed factor (as described with respect to instructions 8-37 hereinbefore) can simply be saved in the B register, and then the tooth timer can be compared therewith as follows: 130 1 586 197 Load MEM (Freq) to A REG 81 Load MEM (RGT) to B REG 82 Divide 83 Load RSLT to A REG 84 Load MEM (Aner Spd) to B REG Divide 86 Load RSLT to A REG 87 Load 60 Factor to B REG 88 Multiply 89 Load RSL Tto BREG Reset Counter 1 91 Load Tooth timer to A REG 92 Subtract 93 Skip one if 94 Branch to 91 When the speed is actually sensed, all that is required is simply to store the pressure at the fuel rail at that point in time (in the same fashion as described hereinbefore), exemplary instructions for which are:
Advance Counter 1 96 Skip 1 if Counter 1 = 2 97 Branch to 91 98 A/D MPX to Fuel Pres 99 Start A/D Skip one if CMPLT 101 Branchto 100 102 Load A/D to (Aner Spd) Reference should be made to our copending application 37963/77, (Serial No.
1551578) of which the invention is disclosed in the present specification.

Claims (1)

WHAT WE CLAIM IS:
1 Apparatus for testing an internal combustion engine while operating under open throttle conditions without the need of a dynomometer, comprising:
transducer means adapted to be disposed for response to an engine-related parameter, a measurement of which is desired with the engine operating under open throttle conditions; speed sensing means adapted to be disposed to sense the rotation of the engine under test through an angular increment which is substantially less than a revolution of the engine in a given time in a fashion to provide an indication of speed on a subrevolution basis; and processing means responsive to said speed sensing means for successively monitoring the speed indication provided by said speed sensing means as said engine is accelerating and, in response to said indications indicating that the engine has reached a speed in excess of a predetermined speed, sampling the output of said transducer means.
2 Apparatus according to claim 1 wherein said processing means includes means for registering an indication of a predetermined speed and means for continuously comparing said predetermined speed indication with said engine speed indications successively presented by said speed means.
3 Apparatus according to claim 2 wherein said predetermined speed indication is an indication of substantially the maximum speed of the engine below governor cut-off speed.
4 Apparatus according to claim 3 70 wherein said predetermined speed indication is an indication of rated engine speed.
Apparatus according to claim 2 wherein said speed indication is one of a plurality of checkpoint speeds included in 75 the speed-pressure specification of the fuel pump of the engine, and wherein said transducer means comprises a fuel pressure transducer disposed downstream of a throttle in the fuel pressure system of said inter 80 nal combustion engine.
6 Apparatus according to claim 2 wherein said speed indication is a checkpoint speed included in the speed-pressure specification of the aneroid of the engine, 85 and wherein said transducer means comprises a fuel pressure transducer disposed downstream of a throttle in the fuel pressure system of said internal combustion engine.
7 Apparatus according to claim 1 90 wherein said transducer comprises a fuel pressure transducer adapted to be disposed between the fuel inlet filter and the fuel pump inlet of an internal combustion engine and wherein said processing means includes 95 means for registering the rated speed of said engine and providing said predetermined indication in response thereto, the apparatus thereby providing a measure of the pressure rise from ambient across the 100 inlet filter of a fuel system while said fuel system is delivering substantially maximum fuel.
8 In the method of making speedrelated measurements of a parameter of an 105 internal combustion engine while the engine is operating under open throttle conditions, the steps of:
operating the engine with the throttle wide open and allowing the engine to accel 110 erate from idle to its maximum unloaded speed; continuously monitoring the speed of the engine by sensing rotation of a moving member on the engine under test through an 115 angular increment which is substantially less than one revolution in a given time in a fashion to provide an indication of speed on a sub-revolution basis; continuously comparing the speed indica 120 tions as provided with test speed indications indicative of speeds at which the parameter of the engine is to be measured; and measuring the parameter of said engine in response to said comparisons indicating that 125 the speed of the engine has reached the corresponding specification test speed.
9 Apparatus as claimed in claim 1 wherein said processing means is further responsive to said speed means and to said 130 1 586 197 transducer for successively monitoring the speed indications provided by said speed sensor means and the output of said transducer as said engine is accelerating and for determining in response thereto the speed at which the pressure in the fuel system is maximum.
In the method according to claim 8 the additional steps of:
determining the maximum fuel pressure of the engine as it accelerates; and sensing the speed of the engine at which maximum fuel pressure is determined 11 The method of measuring fuel pump inlet according to claim 8 wherein said step of continuously comparing comprises continuously comparing the speed indications as provided with a speed indication indicative of substantially the maximum rated speed; and said measuring step comprises measuring the pressure at the inlet to the fuel pump of said engine in response to said comparisons indicating that the speed of the engine has reached substantially the maximum rated speed 25 12 Apparatus for testing an internal combustion engine while operating under open throttle conditions without the need of a dynomometer substantially as hereinbefore described with reference to and as illus 30 trated in the accompanying drawings.
13 Method of making speed related measurements of parameters of an internal combustion engine while the engine is operating under throttle conditions substan 35 tially as hereinbefore described with reference to the accompanying drawings.
ARTHUR R DAVIES, Chartered Patent Agents, Agents for the Applicants, High Holborn WC 1 and 27 Imperial Square, Cheltenham.
Printed for Her Majesty’s Stationery Office by The Tweeddale Press Ltd, Berwick-upon-Tweed, 1981 Published at the Patent Office, 25 Southampton Buildings, London, WC 2 A l AY, from which copies may be obtained.

GB37964/77A
1976-05-07
1977-09-12
Full throttle specific speed tests in internal combustion engine diagnostics

Expired

GB1586197A
(en)

Priority Applications (3)

Application Number
Priority Date
Filing Date
Title

US05/684,329

US4061026A
(en)

1976-05-07
1976-05-07
Full throttle, specific speed tests in internal combustion engine diagnostics

GB37964/77A

GB1586197A
(en)

1976-05-07
1977-09-12
Full throttle specific speed tests in internal combustion engine diagnostics

DE2742082A

DE2742082C2
(en)

1976-05-07
1977-09-19

Arrangement for testing an internal combustion engine

Applications Claiming Priority (3)

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Priority Date
Filing Date
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US05/684,329

US4061026A
(en)

1976-05-07
1976-05-07
Full throttle, specific speed tests in internal combustion engine diagnostics

GB37964/77A

GB1586197A
(en)

1976-05-07
1977-09-12
Full throttle specific speed tests in internal combustion engine diagnostics

DE2742082A

DE2742082C2
(en)

1976-05-07
1977-09-19

Arrangement for testing an internal combustion engine

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GB1586197A
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1981-03-18

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GB37964/77A
Expired

GB1586197A
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1976-05-07
1977-09-12
Full throttle specific speed tests in internal combustion engine diagnostics

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US4061026A
(en)

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1978-10-06
1980-05-13
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Device for measuring power output of an internal-combustion engine

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1979-06-11
1981-09-29
Cummins Engine Company, Inc.
Diagnosis of engine power and compression balance

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1979-06-11
1982-01-19
Cummins Engine Company, Inc.
Method and apparatus for detecting air in fuel

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1983-03-18
1985-05-21
Sun Electric Corporation
Diesel engine diagnostic system

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1984-05-07
1986-12-09
Wayne State University
Engine deficiency indicator

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1990-10-29
1993-01-26
Snap-On Tools Corporation
Method and apparatus for determining relative contributions of individual cylinders of internal combustion engine using contact tachometer

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1991-08-02
1993-02-04
Werner Prof Dr I Schiroslawski
Measuring specific fuel consumption and torque of motor vehicle IC engine – setting engine speed at full throttle by braking then idling while measuring average consumption and crankshaft acceleration

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2008-10-31
2012-08-14
Cnh America Llc
Cylinder position sensor

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2009-06-16
2021-05-12
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1944-03-04
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Greer Hydraulics Inc
Clogged filter signal device

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I.C. engine testing method – involves measurement of crankshaft angle between ignition and top dead centre, in first cylinder

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1976-05-04
United Technologies Corporation
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1976

1976-05-07
US
US05/684,329
patent/US4061026A/en
not_active
Expired – Lifetime

1977

1977-09-12
GB
GB37964/77A
patent/GB1586197A/en
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DE2742082A
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(en)

1979-03-29

DE2742082C2
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1986-11-06

US4061026A
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1977-12-06

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