DE2055490A1 - Control system for internal combustion engines - Google Patents

Description

Control system for internal combustion engines

. The invention relates to a control system for internal combustion engines, in which the fuel supply and Ignition, the haunt factors that control engine operation are controlled by signals that are different from each other 'Feelers will be supplied in order to be more appropriate and rational Alternatively, carry out the desired control of the motor.

Is provided at a previously known control system for an internal combustion engine ,, the injection device with a fuel nit a carburetor or a nozzle for injecting fuel in dia engine cylinder, an ignition device for the fuel ignition provided which completely unabi. "Rr ^r lg of the fuel injector

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is controlled. In the known engine control system in which the fuel supply system is controlled completely independently of the ignition system, but were for the single systems Sensor required to determine engine speed, load condition, etc., and major technical difficulties Problems occurred when these systems worked together. The known The engine control system is deficient in that the engine only works satisfactorily under extremely limited conditions can be controlled, since the sensors determining the states of the engine must be provided several times and the fuel injection system and the ignition system completely work independently.

The invention provides a control system for internal combustion engines that includes a vacuum detector ^ has a crankshaft relation detector for generating an output signal representing the negative pressure in the air intake pipe of the engine to generate an output signal by determining a specific angular position of the engine crankshaft rotation, a speed detector for generating an output signal proportional to the engine speed, a Sawtooth wave generator for generating a sawtooth wave synchronous with the output signal from the crankshaft position detector with constant amplitude when this signal is applied, a fuel injection start signal

generator for generating a fuel injection start signal,

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a temperature detector for generating an output signal by detecting the engine temperature, a first converter for converting from the vacuum detector and the Voltage supplied to the temperature detector into a voltage indicating a required amount of fuel to be injected into the engine indicates means for generating a fuel injection signal in dependence on the relationship between the output signal supplied from the first converter and that from the fuel injection start signal generator supplied fuel injection start signal, a cylinder detector for generating a signal in synchronism with the engine rotation immediately before the fuel injection takes place in a certain (specific) cylinder, a fuel injection signal distributor for distributing a fuel injection signal to the cylinders in dependence from the output signals supplied by at least the specific cylinder detector and the first square wave generator, an angle advance device for generating an output signal representing the angle advance for the ignition depending on the output signals, which is at least are supplied by the speed detector and the negative pressure detector, means for generating a Ignition signal as a function of the output signal of the Sawtooth wave generator and on one point of the sawtooth wave and an ignition signal distributor for igniting the

Cylinders in a predetermined order. 10 9821 / UAI

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According to the invention, the output signals from the Device for determining the negative pressure in the air intake pipe of the engine, the device for determining the Angular position of the crankshaft rotation, the device for determining the engine speed and the device for determining the engine temperature as the main factors in determining the amount of fuel injected and for the Engine required ignition timing and a characteristic conversion depending on the degree in which the amount of fuel injected and the injection time are influenced by these factors. Furthermore, the sum of these output signals to determine the amount of fuel injected and the ignition time ' serve point. So the invention brings extraordinary things Advantages in that the sensors are not provided multiple times for the ignition system and the fuel injection system and that suitable programming can be done as rationally as possible, because the pieces of information derived from the sensors collectively processed and subjected to a characteristic transformation for the necessary adaptation to the respective system will.

According to the invention, there is also a specific point sampled on the crankshaft as a reference to a sawtooth waveform to determine the angular position of the crankshaft

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to generate rotation. The invention thereby provides extraordinary Advantages that the angular position of the crankshaft rotation can easily be determined, the ignition timing and the fuel injection setting can thereby be freely selected and that there is a single sawtooth waveform signal allows the amount of fuel injected, the fuel injection timing and to determine the ignition timing extremely precisely.

According to the invention, a source of a Sawtooth wave signal and another source one with the ■ Engine rotation synchronous cylinder determination signal for the distribution of the fuel injection signal and ignition signal used. The invention thus provides the great advantages that for fuel injection and ignition none mechanical distributors are required, as the distribution can be carried out entirely electrically, with the The problem of the arrangement is largely solved, and other mechanical disturbances can be substantially eliminated; the fact that the source of the sawtooth waveform signal is the fuel injection signal distributor and the ignition signal distributor is common leads to the rationalization of the system.

The invention is illustrated below with the aid of a schematic Drawings of exemplary embodiments explained in more detail.

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Fig. 1 shows a block diagram of an inventive Control system for an internal combustion engine;

Fig. 2 shows a block diagram of a sensor section, a converter section and an angle advance device for fuel injection and ignition;

Fig. 3 shows a block diagram of a sawtooth wave generator;

Fig. 4 shows an electrical circuit diagram of the in Fig. 3 sawtooth wave generator shown;

FIGS. 5a through 5d show voltage waveforms generated at various portions of that illustrated in FIG electrical circuit occur;

Fig. 6 shows a block diagram of a fuel injection signal generator;

Fig. 7 shows an electric circuit diagram of the fuel injection signal generator according to Fig. 6;

Figs. 8a and 8b show voltage waveforms corresponding to

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occur in various portions of the circuit of Figure 7;

Fig. 9 shows a block diagram of an ignition signal generator;

Fig. 10 shows an electrical circuit diagram of the ignition signal generator according to Fig. 9;

Fig. 11a to lic show Spanruncsfoxmen, which at different Portions of the electrical circuit of Figure 10 occur;

Fig. 12 shows a block diagram of a fuel injection signal distributor;

Fig. 13 shows an electrical circuit diagram of the fuel injection signal distributor according to Fig. 12;

FIGS. I ¹ Ia to I ¹ Ih show voltage waveforms which occur at different sections of the electrical circuit according to FIG. 13;

Fig. 15 shows an electrical circuit diagram of a device for determining the fuel injection timing;
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Fig. 16 shows a block diagram of an ignition signal distributor;

Fig. 17 shows an electrical circuit diagram of the ignition signal distributor of Fig. 16;

Figures 18a through 18k show voltage waveforms which

occur at various portions of the electrical circuit of Figure 17; and

19a and 19b show electrical circuit diagrams of the entire system.

The sensor section 1 in the block diagram of Fig.l has a sensor for determining the negative pressure in the air intake pipe, a throttle speed sensor for determining the speed at which the throttle valve is moved, a throttle position sensor to determine the Position of the throttle valve, a temperature sensor for measuring the oil or water temperature in the engine, a Start sensor for determining the start of the engine, a timing sensor for determining the angular position of the Engine crankshaft rotation and a synchronous sensor to determine a specific cylinder to inject fuel into is or is to be ignited. The seven sensors in FUhlerabschnitt 1 are with corresponding converters

connected in a converter section 2 so that the output signals these sensors can be converted into corresponding voltages by the respective transducers. The structure of the Sensor section 1 and the transducer section 2 will be described in detail later. One with the converter section 2 associated adjustment device 3 sets the kenge of the injected Fuel and ignition timing as a function of the output signals from the sensors in the sensor section 1 a. A sawtooth wave generator 4 generates a sawtooth waveform in response to the signal received from to the transducer connected to the timing sensor in the sensor section 1. A fuel injection signal generator 5 generates a fuel injection signal upon receiving the output signals from the adjuster 3 and the sawtooth wave generator 4. An ignition signal generator 6 generates an ignition signal when it is received by the setting device 3 and the sawtooth wave generator 4 Receives output signals. Distributors 7 and 10 distribute the output signals from the fuel injection signal generator, respectively and the ignition signal generator 6 to the cylinders. The fuel injection signal thus distributed is sent to a Fuel injection device 8 applied, which contains an amplifier for amplifying the fuel injection signal. The ignition signal distributed go is applied to an ignition device 9 for generating a spark via the electrode gap a spark plug arranged in each cylinder.

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Depending on the number of cylinders in the engine, a number of such fuel injectors are 8 and 8 Ignition devices 9 are provided. Alternatively, a manifold 7, a fuel injector 8 and a Ignition device 9 can be provided, and the high-voltage ignition can be pre-toilted by a high-voltage distributor will.

In the following, the operating mode of the in dein Block diagram according to the invention illustrated in FIG System briefly described. The output signals from the sensors in the sensor section 1 are assigned by the associated Converters in the converter section 2 in corresponding Stresses that are applied to the next stage are transformed. The on the setting device 3 to determine the amount injected fuel and the ignition timing are adjusted by the setting device 3 in a suitable manner Converted to voltages representing the operating conditions of the motor so that the voltage output signal of the setting device 3 indicates how much fuel should be injected at which ignition point. The output signal from the converter which converts the output signal from the timing sensor in the sensor section 1, is an alternating voltage, and this alternating voltage is waveformed in the sawtooth wave generator H. and appears as a sawtooth waveform. This saw- ■■ * ■■ · ■ Jl 0.98 21 / U4 1

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- ii -

Gear shaft is at a predetermined angular position, the engine crankshaft rotation reset so that it is always a constant Owns great. The sawtooth waveform output signal is applied to the fuel injection signal generator b, in which the signal is combined with the signal received from the adjuster 3 is delivered to the duration (amount) of To determine fuel injection and the timing of fuel injection. The sawtooth waveform output signal is also applied to the ignition signal generator 6, so that this generates an ignition signal at the ignition timing which is derived from both the sawtooth waveform and the output signal is determined by the adjustment device 3. Every time the distributor 7 receives the voltage output from the one with the Synchronous sensor in the sensor section 1 connected converter and the sawtooth waveform output signal from the sawtooth wave generator M- receives, it determines the time of the Distribution of an output signal from the fuel injection signal generator 5 for the fuel injection valve assigned to each cylinder. The fuel injection signal thus distributed is due to the fuel injector in the fuel injection device 8 for injecting Fuel in the assigned cylinder. The ignition signal distributed by the distributor 10 is in the same way on the ignition device 9 for generating a spark via the electrode gap of the spark plug in the associated Cylinder on.

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The construction and operation of the components of the system shown in Fig. 1 will now be described in detail. In FIG. 2, the vacuum sensor, the throttle speed sensor, the throttle position sensor, the temperature sensor, the start sensor, the time setting sensor and the synchronizing sensor are designated with the reference numbers la, Ib, Ic ₄ ld »le, If and Ig, respectively. The vacuum sensor la is connected to a vacuum voltage converter 2a, which converts the vacuum in the air intake pipe into a corresponding voltage. The throttle speed sensor Ib is connected to a throttle speed voltage converter 2b which generates a voltage for controlling the fuel supply in response to a sudden change in the throttle position to its fully open state. The throttle position sensor Ic is connected to a throttle position voltage converter 2c, which converts the determined throttle position into a corresponding voltage and thus a voltage signal for switching between a high initial air-fuel ratio, which results in a rich mixture close to the fully open throttle position, and an economical one Generates air-fuel ratio that gives a lean mixture at a different throttle position than the cable fully open. The temperature sensor Id is connected to a temperature voltage converter 2d. The start sensor Ie is connected to a start voltage converter 2e. The time setting sensor If is connected to a converter 2f sun

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■ - 13 -

shape a reference position of the crankshaft into a corresponding one Voltage connected. The synchronous sensor Ig is with a cylinder voltage converter 2g to generate a Voltage connected as a function of a certain angular position of the crankshaft rotation with respect to a certain cylinder. The sensor la and the converter 2a, the sensor Ib and the converter 2b, the sensor Ic and the converter are practical 2c, the sensor Id and the converter 2d, the sensor Ie and the converter 2e, the sensor If and the converter 2f, and the sensor Ig and the converter 2g for forming the sensor portion integrally combined.

The structure and mode of operation of the adjustment device 3 is explained below with reference to FIG. The Einteil Device 3 determines the amount of fuel injected and the ignition timing and contains a characteristic converter 30 for appropriately performing a conversion of the negative pressure characteristic, an adder 31, a device 32 for setting the amount of fuel to be injected during normal operation and a fuel injection cut signal generator 33. The adder 31 receives the signals from the sensors la to If via the converter 2a to 2f and generates signals as a result of the addition of these signals a signal to "adjust the amount of fuel to be injected under normal driving conditions, including increased fuel Fuel supply for acceleration and switching

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-In the meantime the high starting air-fuel ratio and the economical fuel-air ratio. The fuel Injection cut-off signal generator 33 generates a signal to cut off the fuel supply in dependence of the presence of the negative pressure-dependent signal supplied by the negative pressure voltage converter 2a and that of the Temperature-voltage converter 2d supplied temperature-dependent signal. I.e. the fuel supply is interrupted, when the engine temperature exceeds a predetermined setting or the engine has been warmed up sufficiently and the negative pressure in the air intake pipe is extremely high, namely when the throttle valve is completely closed. The fuel injection cut signal generator 33 has a comparator with an AND gate. A fuel augmentation signal generator 34 compares that from a time base voltage generator that is in the starting voltage converter 2e is arranged, supplied output voltage with the output voltage, which is from the temperature-voltage converter 2d is delivered to the duration of the increased fuel to determine the supply to the engine during starting operation. A characteristic converter 35 gives the output signal from the negative pressure voltage converter 2a a further correction, see above that the output signal from the characteristic converter 35 has a one-to-one relationship with the Unterdimck angular advance characteristic Has. A speed voltage converter

3B is connected to the reference position voltage converter 2f. I 0 9 8 2 1 / U 4 1

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tied to the output signal from the reference position voltage converter 2f into an output voltage that is proportional to the motor speed. A characteristic converter 3 7 gives a correction to the output signal from the speed-voltage converter 36, so that the output signal from the Characteristic converter 37 has a one-to-one relationship with the rotation angle advance characteristic. The voltage appearing on the output line 3d of the characteristic converter 3 5 and that on the output line 3e of the characteristic converter 37 appearing output voltage are added in an adder 3 8, one of which is the composite angle advance characteristic an output signal representative of an output terminal 3f appears.

The following is a more detailed description of the mode of operation an adjusting device 3 with the structure described. The negative pressure determined by the negative pressure sensor la is converted into a by the negative pressure voltage converter 2a The voltage is transformed, and this voltage is applied to the characteristic converter 30 and is converted into a control value, which corresponds to the fuel injection quantity, which corresponds to the negative pressure in the air intake pipe from the throttle speed voltage converter 2b, the Throttle position voltage converter 2c and the temperature voltage converter 2d supplied voltages and the output signal supplied by the speed-voltage converter 36, the

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converts the output voltage supplied by the reference position voltage converter 2f into one proportional to the engine speed Transformed voltage, are at the adder 31 together with the Output signal supplied from the characteristic converter 30 will. The output signal from the adder 31 is applied to the device 32 for setting the amount of fuel to be injected under normal Fahrig conditions, and an output signal to determine the amount of fuel to be injected under normal driving conditions appears at an output port 3a. The fuel injection cut signal generator 33 interrupts the fuel supply as a function of of the output voltages supplied by the vacuum voltage converter 2 a and temperature · voltage converter 2 d, if

There is a high negative pressure when the engine is heated, i.e. when the engine is overrun. The fuel ^ multiplication signal generator 3 4 generates a sawtooth waveform depending on the starting voltage converter 2e supplied output voltage, and this sawtooth waveform is matched with the output voltage of the temperature-voltage converter 2d to determine the magnitude of the increase in the amount of fuel supplied at start-up. If the Engine temperature is low, there will be an increased amount of fuel fed for a prolonged period of time while at warmed up Motor a decreased. Fuel st off amount for one, is supplied for a short period of time. Die Winkelvorstellunp, for

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the ignition signal is described in one of the following Way done. The output signal of the vacuum voltage converter 2a is applied to the characteristic converter 35, which supplies an output voltage that corresponds to the negative pressure related angle conception characteristic is proportional. On the other hand, there is the output signal from the converter 36, which converts the output signal from the reference position voltage converter 2f into a voltage proportional to the engine speed converted, at the characteristic converter 37, which supplies an output voltage that corresponds to the angle advance characteristic related to the speed is proportional. The output voltages supplied by the characteristic converters 35 and 37 are applied to the adder 3 8 and are summed up in this, so that one of the composite angle advance characteristics proportional output is supplied from the adder 38 and appears at the output terminal 3f.

Figures 3 and 4 each show a block diagram and an electrical circuit diagram of the sawtooth wave generator 4. The structure and mode of operation of the sawtooth wave generator 4 will be described with reference to FIGS. 3, 4, 5a to 5d. the The combination of the timing sensor If and the reference position voltage converter 2f shown in Fig. 3 generates a signal synchronous with the rotation of the motor. The reference numerals 41, 42, 43, 44 and 45 each denote a wave shaper, a sawtooth wave generator device, an integrator

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grator, a differential amplifier and an adjusting device. The from the reference position voltage converter 2f The output voltage supplied has a waveform, -like it with V ^ is shown in Fig. 5a. This voltage waveform lies to wave shaper 41 to obtain a square waveform as shown at V in Fig. 5b; by Differentiation of this square waveform are those at V, received pulses shown in Fig. 5c. The sawtooth wave generator device 42 generates one at V based on the pulses obtained by the differentiation. in Fig. Sawtooth waveform shown in Figure 5d. That is, the sawtooth waveform is reset in synchronism with the differentiated pulses.

The integrator 43 generates a DC voltage that proportional to the area per unit time of the sawtooth waveform V. is. The differential amplifier 44 generates a

SA

Voltage which is proportional to the difference between the DC voltage and a reference voltage applied by the setting device 45 and that from the differential amplifier 44 supplied output voltage is fed back to the sawtooth wave generating device 42 to the size to control the sawtooth waveform to a constant value. Control is performed so that the inclination of the Sawtooth waveform is increased when the peak value of the sawtooth

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tooth waveform smaller than that of the adjuster 45 is applied reference voltage, while the slope of the Sawtooth waveform is decreased when the peak value of the sawtooth waveform is larger than the reference voltage, so that the area of the sawtooth waveform is constantly changing with the setting matches. With such control, the amplitude of the sawtooth waveform can be kept constant.

The wave shaper 41 shown in Fig. 4 includes a Schmitt circuit for generating the square wave form and a CR differentiating circuit for differentiating the square waveform in impulses. The sawtooth wave generator device 42 has a transistor 420 which, as a function of the differentiated pulses conducts and is reset, a transistor 421 whose collector current is the Slope of the sawtooth waveform, a capacitor 422 on which the sawtooth waveform appears, and a Emitter follower transistor 423. The integrator 43 has a CR smoothing circle. The differential amplifier 44 is known and the adjuster 45 includes a potentiometer. The output signal from the differential amplifier 44 is at the base of transistor 421 to the. Area per. Unit of time of the sawtooth waveform is constant. halt en and -..- ■■ so that the amplitude of the sawtooth waveform is constantly constant, ---. to keep.

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The fuel injection signal generator 5 controls the duration of the fuel injection and thus determines the amount of fuel injected. The structure and operation of the fuel injection signal generator 5 will be described with reference to FIGS. 6 and 7, which show a block diagram and an electrical circuit diagram of the generator 5, respectively. Waveforms occurring in the generator 5 are shown in Figs. 8a and 8b. The fuel injection signal generator 5 shown in Fig. 6 includes a sawtooth wave generator 51 for generating a sawtooth waveform voltage V _R (shown in Fig. 8a) with a fixed time constant and a square wave generator 52 which the sawtooth waveform voltage Vg with a reference voltage V for generating a square waveform voltage V. ( shown in Fig. 8b) compares. As shown in FIGS. 8a and 8b, the square waveform V drops at time t ^ at which the sawtooth waveform V _ intersects the reference voltage V.

The sawtooth wave generator 51 shown in Fig. 7 is composed of a resistor 51a, a capacitor 51b and a reset transistor 5 3 is formed. The square wave generator 52 consists of an emitter follower transistor 54, a resistor 55 for the transistor 54, a comparator 56, an amplification transistor 57 and a load resistor 5 8 for the transistor 57. Depending on the application of a fuel injection start synchronization, p; ssip; nal to the

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Base 53a of the transistor 53 discharges the capacitor 51b through the transistor 53. The transistor 53 becomes immediately blocked, and the capacitor 51b is discharged through the resistor 51a. This causes a - shown in Fig. 8a -

• r

set - sawtooth waveform V "on capacitor 51b and is derived through transistor 54 and resistor 55. The sawtooth _waveform V gß is applied to an input connection ™ 5 6b of the comparator 5 6, while the output signal appearing at the output connection 3a of the fuel injection quantity setting device 32 in the setting device 3 is applied to the other connection 56a of the comparator 56, which therefore compares these two input signals and produces a square waveform output signal V (shown in Figure 8b). More precisely, the fuel injection setting signal supplied by the fuel injection quantity setting device 3 2 in the setting device 3 is applied to an input terminal S6a of the comparator b6, and this signal has a voltage level shown at V in FIG. 8a. On the other hand, the sawtooth waveform V _n O with a fixed time constant is applied to the other input terminal 56b of the comparator 56. As a result, the square waveform V appearing at the output terminal b6c of the comparator 5 6 falls at the time t 1. from where the reference voltage V intersects the sawtooth wave V, and rises at time t = 0 or a reset point of the sawtooth waveform V _ss. As far as the sawtooth wave

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voltage V _{R changes} linearly over time, the time interval between t = 0 and t = t is directly proportional to the reference voltage V. This square waveform is then amplified by the transistor 57 and appears as a fuel injection timing signal at the output terminal 5a. According to the square waveform shown in FIG. 8b, fuel injection is started at time t = t0 and ended at time t = t ^. If these two instructions are required separately, the square waveform can be differentiated. The one at an angular position «. the crankshaft rotation occurring negative pulse V, (shown in Fig. 5c), ie the pulse synchronous with the sawtooth waveform appearing at the output terminal Ua of the sawtooth wave generator 4 is preferably used as a fuel injection start signal to be applied to the base 53a of the transistor 53, if not is specially specified.

A circuit arrangement as shown in Fig. 15 based on the same Hee as them may be used generally used to determine the ignition timing, used to find a suitable correlation between the engine valve opening timing and the fuel injection starting timing to obtain. In the circuit shown in Fig. 15, one of a potentiometer 501 is used for setting the starting point supplied to the fuel injection time

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voltage and the sawtooth waveform appearing at the output terminal 4a of the sawtooth wave generator 4 are applied to a comparator 502 for generating a square waveform. Reference numerals 503, 504, 505, 506, 507 and 508 denote an amplifier transistor, a load resistor for the transistor 503, a capacitor and a resistor constituting a differentiator, a differentiated pulse amplifying transistor and a load resistor for the transistor 507, respectively The output voltage of the potentiometer 501 and the sawtooth waveform are compared in the comparator 502 which produces a square waveform which is synchronous with the angular position Q * of the crankshaft rotation and which rises and falls at two points where the level of the output voltage of the potentiometer 501 with the voltage level of the sawtooth waveform matches. The point other than that corresponding to the angular position Q * of the crankshaft rotation is a fixed angular position of the rotation of the engine crankshaft as long as the size of the sawtooth waveform remains unchanged. The square wave shape thus obtained is amplified by the transistor 503 and then differentiated by the differentiator formed by the capacitor 505 and the resistor 606 and appears as a pulse at the collector of the transistor 507 or the output terminal 509. This pulse occurs at a point other than the point on that of the angular position Θ. corresponds to the rotation of the crankshaft. This impulse lies

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at the base 53a of the resistor 53 as a fuel injection start signal at.

In the following, the structure and the mode of operation of the ignition signal generator 6 will be described with reference to FIGS. 9 and 10, each showing a block diagram and an electrical circuit diagram of the generator 6. The one shown in Fig. 9 Square wave generator 60 generates a square wave form in response to the application of a to the output terminal 4a of the sawtooth waveform generator 4 appear Sawtooth waveform. An integrator 61 generates a voltage proportional to the on-off ratio of the square waveform and is formed by a CR smoothing circle. The output from the integrator 61 and the Angle advance output signal appearing at the output terminal 3f of the adder 38 in the setting device 3 are applied to a differential amplifier 62, which the difference between these two input signals is determined and an output signal is generated that is proportional to the difference between these signals is. The output signal of the differential amplifier 62 is fed back to the input of the square wave generator 60 so that the generated by the generator 60 Square wave form an on-off ratio in accordance with the output signal supplied by the adder 3 8. The output from the square wave generator 60 is applied to a differentiator 63 in which

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the signal is differentiated and appears as an ignition pulse at the output terminal 6a. In FIGS. 11a, 11b and 11c, in which the horizontal axis indicates the angular position of the crankshaft rotation, voltage waveforms which occur at different sections of the ignition signal generator 6 are shown. The ignition takes place at the angular positions O ₁ , © 2 ^and crankshaft rotation. The output of the sawtooth wave generator U has one at V. 11a, the output from the square wave generator 60 has a _{waveform shown at V R} in FIG. 11b, and the output from the differentiator 63 has a waveform shown at V_ in FIG. The differentiated pulse V _p is used as an ignition signal.

The square wave generator 60 shown in FIG. 10 consists of a comparator 600, an amplifier transistor 601 and a load resistor 602 for the transistor 601. If the comparator 600 is the sawtooth waveform from the sawtooth wave generator 4 and the DC voltage output level from the differential amplifier 62, it provides a square wave output with a On-Off ratio that corresponds to the DC voltage level of the output signal from the differential amplifier 62, and this square wave output signal is derived from the Transistor GOl reinforced. The output signal from the

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istor 601 is integrated by an integrator, which is formed from a resistor 601 and a capacitor 611, and the output signal of the integrator is applied to one of the input connections of the differential amplifier 62. The differentiator 63 is composed of a resistor 630 and a capacitor 631 and differentiates the square wave output from the comparator 600 and generates the ignition signal V _p . The ignition signal V _p is fed to the ignition circuit associated with each cylinder.

The structure and mode of operation of the fuel injection signal distributor 7 will now be described with reference to FIG and 13, each showing a block diagram and an electric circuit diagram of the distributor 7. The in Step waveform generator 701 shown in Fig. 12 generates a step waveform in response to the application of the fuel injection start signal Vq and is connected to a voltage divider 702. A fuel injection cutoff device 703 stops the fuel injection depending on that at the output port 5a of the fuel injection signal generator 5 appears the fuel injection signal. Discriminators 7021, 7022, 7023 and 702 4 discriminate the signal supplied from the voltage divider 702 in order to be sent to the respective fuel injectors 801, 8o2, 803 and 804 in a fuel injection device assigned to the cylinders (FIG. 13)

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directing fuel injection signal to choose. The step waveform generator 701 is reset in response to the presence of the output voltage V of the cylinder voltage converter 2g. When the first fuel injection start signal V n is applied to the step wave generator 701, it generates a voltage corresponding to the first step level of the step waveform. In response to the application of the second fuel injection start signal V _, the generator 701 generates a voltage corresponding to the second step level of the step waveform. In this way, voltages corresponding to the third and fourth step levels of the step waveform are successively generated. Then the step wave generator 701 is reset again as a function of the application of the next synchronization signal, which is supplied by the cylinder voltage converter 2g. The step waveform generated by the step wave generator 701 is applied to the voltage divider 702, by means of which the voltage is divided into four equal voltages which are applied to the respective discriminators 7021, 702 2, 702 3 and 702 4. Depending on the application of the distributed voltages, the discriminators 7021, 7022, 7023 and 7024 energize the corresponding fuel injection valves 801, 802, 803 and 804 one after the other and thus bring them into the open position. This is how the fuel injection is started. Meanwhile, the fuel injection Unterhrcchungseinrichtung 703 depending on the will of the z Kraftstoffeinsprif

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signal generator 5 supplied output signal actuated and generates a signal to close the fuel that is now open injector after a certain period of time, whereby fuel injection into the cylinder is completed.

In FIGS. IMa to IHh, voltage waveforms are shown which occur at different sections of the fuel injection signal distributor 7. 14a shows the voltage waveform of the synchronization signal. Fig. 14b shows the voltage waveform of the timing adjustment; s5ignalr>. 14c shows the step voltage waveform appearing at the output terminal of the step wave generator 701. Yh- ,. 14d shows the voltage waveform of the Λιιπρ, .ιγ.; "·.: '.- signals supplied by the fuel injection interruption device 703. - Valves 801, 802, B03 and 804 applied fuel injection time ei η st eil signal π.

The stepped wool converter shown in FIG

CX3 701 has an input connection 7Ola for the pre. dew.

to fuel injection signal generator 5 scale synchroni- "" sierungssignal, Eirien transistor 701c, a Pasi's header - .. resistance 701b for the transistor 701c, an 'oil Ic) A orwiderstand 701d for sparsely transistor 701c, · a Kor.iVonsator 701c! Diodes 7C ^ f, ^ L ¹ A g _f ) ö ί h ^uni1 701.i, im'iumi K »ir.Jon:; a Um«

Bathroom original

7Olj, a transistor 701k, an emitter resistor 7011 for the transistor 701k, a capacitor 701m which is connected in parallel to the emitter resistor 7011, a resistor 701n, an input terminal 701p for the timing signal applied from the cylinder voltage converter 2g, a transistor 701q that performs switching in response to the timing signal, and ™

an output terminal 701r.

The voltage divider 702, operating in response to the signal applied by the step wave generator 701, includes voltage divider resistors 702a, 702b, 702c and 702d, transistors 702e, 702f, 702g and 702h and diodes 702i 702j, 702k, 7021, 702m and 7O2n. The fuel injection interruption device 703 applying the signal to interrupt the fuel injection has an input J connection 703a, a V / resistor 703b, a transistor 703c, diodes 703d, 703e, 703f and 703g and a collector resistor 703h for the transistor 703c. The fuel injection valves 801, 802, 803 and 80U in the fuel injection device 800 are arranged for injecting a suitable amount of fuel at a suitable time on the suction pipe near the suction valves and provided with corresponding driver coils 801a, 802a, 803a and 804a. The reference numeral 70 Λ denotes a power supply connection.

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2055A9Ü

The mode of operation of the fuel injection signal distributor with the structure described above is explained in more detail below with reference to FIGS. 13 and 14a to 14h. The synchronizing signal having a voltage waveform shown in Fig. 14a is applied to the input terminal 701a of the step wave generator 701, and the timing signal having a voltage waveform shown in Fig. 14b is applied to the input terminal 701p while simultaneously the fuel cut signal having a voltage waveform shown in Fig. 14d is applied to the input connection 703a of the fuel injection interruption device 703. The transistor 701q is brought to conduct at time t _Q from its previous blocking state as a function of the timing signal applied to the input terminal 70lp (FIG. 14b), and the diodes 701f and 701i conduct. Therefore, the capacitors 701e, 701j and 701m charged before the time t ~ discharge, and no voltage appears on the capacitors 701e, 701j and 701m. At the time t ₁ , the transistor 701q is blocked again due to the disappearance of the time setting signal, and the diodes 701f and 701e are blocked again. In the meantime, the transistor 701c is brought to block from its previous conductive state as a function of the synchronization signal applied to the input terminal 701a, and the capacitors 701e and 701j are charged via the resistor 701d and the diode 701h.

^{/ U41} BADOiBHAL

Assume that the time constant includes the capacitor 701j, the capacitor 701e and the resistor 701d Charge-discharge circuit is selected to be smaller than the pulse width of the synchronization signal, i.e. the Duration between time t. and the time t ",

where C., C ₀ , V., e and e are the capacitance of the capacitor 1 ' i m η r ^J

701e, the capacitance of the capacitor 701j, the supply voltage, the voltage across the capacitor 701j and the Voltage across the capacitor 701m results in the following equation:

e = (V. + e - e I

η in r η

In Fig. 13, transistor 701k operates as an emitter follower and therefore e is equal to e. At the time X. ~ , the transistor 701c conducts, and the capacitor 701e is charged in the reverse direction via the diode 701g by the voltage e on the capacitor 701m. At time t ^ the transistor 701c is blocked again, and the capacitors 701e and 701j are again charged via the diode 701h in the manner described above, so that a voltage e + e = 2e appears across the capacitor 701ni. At times t ,, t ", t", t. and t .. the same process as the process described above is repeated, no that the voltage appearing at the capacitor 7 <~) lm and therefore the voltage at the output terminal 701r.

109821/144 1

BATH ORIGINAL

apparent output voltage has a step waveform in the period from t _Q to t _la , as shown in Fig. I ¹ Ic. At the instant t ^ g, a second pulse of the timer signal shown in FIG. 1b is applied to the base of the transistor 701q via the input terminal 701p, and the transistor 701q is switched on from its previous blocking state. As a result, the diodes 701f and 701i conduct again, and the voltage across the capacitor 701m disappears, while the voltage across the capacitor 701e also disappears at the same time. At t * i and the following times, the same process as it _{occurred from t * to t 13} is repeated, so that the voltage across the capacitor 701m is increased in the form of a step waveform and disappears again at time tgg. The time constant of the combination consisting of the capacitor 701m and the resistor 7011 is selected in such a way that, in comparison to the repetition period of the in FIG . synchronization signal shown is sufficiently large.

With the above-explained operation, an output voltage with a step waveform as shown in FIG. 1 e appears at the output terminal 701r. To the ; At time t _Q , all transistors 702e, 702f, 702g and 702h are in the blocking state. When the output voltage appearing at the output voltage v "] 701r is then increased to the t level of the first stage at time tj, ie to the level * ₍ ; 109821 / 14-41-: I

BATH ORIGINAL. \

the output voltage is divided by the divider resistors 702a, 702b, 702c and 702d and applied to the bases of the respective transistors 702e, 702f, 702g and 702h. The resistance values of the divider resistors 702a, 702b, 702c and 702d are selected such that the transistor 702h only conducts, while the remaining transistors 702e, 702f and 702g in FIG. in this case remain in their blocked state. At the point in time t .. % , the transistor 7o2h conducts and energizes the driver coil 804a, which is connected to its collector, for the fuel injection valve 804, so that the latter begins the fuel injection unit into the associated cylinder. At the time t ₃ , the fuel injection interruption signal shown in FIG. 14d is applied to the input terminal 703a in order to switch the transistor 703c conductive from its previous blocking state. As a result, the signal voltage that was at the base of transistor 702h is diverted to ground via diode 703g g and transistor 703c, so that transistor 702h is switched back to its blocking state and fuel injection by fuel injection valve 804 at time t _g is terminated. At time t ^ the fuel injection interruption signal disappears and the transistor 703c is turned off again, while at the same time the output voltage appearing at the output terminal 701r is increased to the level of the second stage, ie to the level 2e. Since the resistance values of the divider resistors 702a, 702b, 702c and 7O2d are selected in such a way

ι Π 9 8 2 1 / U A 1

that the transistor 702g conducts alone in this case,
while the remaining transistors 702h, 7O2f and 7O2e in
remain their blocking state, the transistor 702g energizes the driver coil 803a connected to its collector
for the fuel injection valve 803 so that the fuel injection valve 803 starts injecting fuel into the associated cylinder. On the leading state of the
Transistor 702g is not followed by the simultaneous conductive state of transistor 702h, since the base of transistor 702h is connected to ground via diode 7021, depending on the conductive state of transistor 702g. That is to say, the transistor 702h only conducts when that appears at the output connection 701r
The output voltage is at level e and no pulse of the fuel injection interruption signal shown in FIG. 14d is applied to the input terminal 703a. Accordingly, the fuel injection valve 804 injects fuel only during a period from t * to t, and during a period from t ₁₄ to ΐ. _β in the next cycle as shown in Fig. IHe.

The transistor 703c is turned on in response to the presence of a pulse of the fuel injection interruption signal at the input terminal 703a at the time t _β from its previous blocking state, and the diode 703f conducts and brings the transistor 702p; again to lock and thus terminates the fuel injection by the power

^109821/1441 'BADOfflGINAL

Fuel injection valve 803. Thus, fuel injection valve 803 injects fuel during a period from t ^ to tg and during a period from t ^ - to tg in the next cycle, as shown in FIG. 14f. At the point in time t ", the fuel injection interrupt signal which was applied to the input terminal 703a, as shown in FIG. I ¹ Id, disappears and the transistor 703c blocks again. At the same time, the fuel injection valve 802 begins to inject fuel into the associated cylinder, since the resistance values of the divider resistors 702a, 702b, 7o2c and 7O2d connected to the output connection 701r are selected such that the transistor 702f only conducts when the output voltage appearing at the output connection 701r is Level of the third stage reached, ie the level 3e _n> In this case, the transistors 702g and 702h are prevented from conducting, and the fuel injection * valves 803 and 804 inject no fuel, since the bases of these transistors 702g and 702h via the Diodes 702j and 702m and transistor 702f are grounded. At time t _g, a pulse is the applied shown in FIG. Fuel injection interruption signal to the inlet connection 703a 14d to the transistor 703c to bring to conduct, so that the diode 703e is conducting and the transistor 7O2f is locked, whereby the fuel injection by the fuel injector 802 is terminated. The fuel injector 802 injects fuel during a 109821/1441

Perlode of ty to t _g, and during a period from t "" to \ t "2 1 * next cycle, as shown in Fig. IHG. ; At time t _1Q , the fuel injection (

Interrupt signal that is connected to the input terminal 703a! as shown in Fig. IHd, and transistor 703c is turned off. At the same time, the fuel injection valve 801 begins to add fuel to the associated; Inject the cylinder, since the resistance values of the divider \ resistors 702a, 702b, 702c and 7O2d are selected in such a way »! that the transistor 702e only conducts when the output voltage appearing at the output connection 70ir reaches the level of the fourth stage, ie. the level He. The remaining transistors 702f, 702g and 702h are kept in their blocking state due to the fact that their bases are connected to ground via the diodes 7021, 702k and 702n and the transistor 702e. At time ± ₁₂ , a pulse of the fuel injection interruption signal shown in Fig. Ltd is applied to <the input terminal 703a to turn the transistor 703c j

to conduct, and the base of transistor 7O2e is grounded through diode 7O3d to terminate fuel injection by fuel injector 801. The fuel injection valve 801 injects fuel during a period from t ^ _Q to t ^ ₂ ^ ¹ * ¹ during a period from t ₂₃ to t _2g in the next cycle, as shown in FIG. IHh. /;

'■ ■ ■ ■' ■ \ 109821/1441 'ί

The structure and mode of operation of the ignition signal distributor 10 will now be described with reference to FIGS. 16 and 17 each showing a block diagram and an electrical circuit diagram of the distributor 10. With the in Fig. 16 shown cylinder voltage transducer 2g, which has an output voltage or a synchronization signal V .. with a

provides the waveform shown in Fig. 18b, the synchronous ^ sensor Ig connected. A wave shaper 110 divides the synchronization signal V ,. a waveform with. A signal generator 120 generates one specifying the first cylinder Signal. A first cylinder ignition signal generator 130a identifies the signal specifying the first cylinder and generates an ignition signal for the first cylinder; Identical signal generators 130b, 130c and 130d generate a second cylinder ignition signal, a third cylinder ignition signal and a fourth cylinder ignition signal, respectively. ^ A wave shaper 150 divides that from the output port 6a of the ignition signal generator 6 applied timing signal with a waveform shaping.

The synchronization signal and timing signal subjected to waveform shaping in the respective waveformers 110 and 150 are applied to the signal generator 120 specifying the first cylinder, which outputs its output signal to the first cylinder ignition signal generator 130a after the first cylinder ignition signal generator 108821 / U41

2G5549O

130a has received the signal from the signal generator 120 specifying the first cylinder, it generates a Ignition signal for the first cylinder and informs at the same time the second cylinder ignition signal generator 130b that the next ignition will take place in the second cylinder target. That means the second cylinder completes the preparation for the ignition depending on the work of the first Cylinder. If thereupon a pulse from the wave shaper 150 to the second cylinder ignition signal generator 130b is applied, it generates an ignition signal for the second cylinder. At the same time the third cylinder completes the preparation for the ignition, and the first cylinder ignition signal generator 130a is reset to its original idle state. It can be seen that this Circle has the property of a ring counter. In the same way, the third and fourth cylinders become ignition signal generators 130c and 130d operated in succession. In response to the application of a pulse to the first cylinder ignition signal generator 130a, the fourth cylinder ignition signal generator 130d returns to its original idle state reset.

As shown in FIG. 17, the wave shaper 110 is formed by an input resistor 111 and a compensator 112. The signal generator 120 specifying the first cylinder is through a resistor 121, a 109821 / 1U1

controlled silicon rectifier 122 to specify the first cylinder, a gate input resistor 123 for the silicon controlled rectifier 122, transistor 12H to turn off the controlled silicon rectifier 122 and an input resistor was 125 for the transistor 12 H formed. The first cylinder ignition signal generator 130a is constituted by a capacitor 131 which is a controlled one Silicon rectifier 135a, a gate input resistor 133a for the controlled silicon rectifier 135a, a load resistor 13 ** a for the controlled silicon rectifier 135a, a transistor 136a for switching off the controlled Silicon rectifier 13Sa, a differentiator forming capacitor 139a and a resistor IHOa, a Purple transistor for polarity reversal and a load resistor I * t2a for the transistor IHla. The structure of the second, third and fourth cylinder ignition signal generators 130b, 130c and 130d is the same as that of the first cylinder ignition signal generator 130a and is therefore not shown here.

In Fig. 18a to 18k, the horizontal axis represents the angular position Q of the crankshaft rotation. Fig. 18a shows the pulses of the ignition signal _{Vg a applied to the base of the transistors 151 and 124.} Voltage converter 2g delivered output signal. Figure 18c shows the 109821 / U41 waveform

appearing at the junction of resistor 121 and the anode of controlled silicon rectifier 122 Voltage V.. Fig. IRd shows the stress waveform.

of the signal V applied to the anode of the controlled silicon a

rectifier 135a for feeding to the first cylinder whose ignition appears. Fig. IPe shows the pulses of the ignition signal V. for the first cylinder. Fig. 18 ^ shows

la

is the voltage waveform of the signal V, which is applied to the anode of the silicon controlled rectifier 135b for feeding the second cylinder appears to its ignition. Fig. Ifg shows the pulses of the ignition signal V. ^ for the second Cylinder. 18h shows the Spar.nunRsv.'wellenform of the signal V, which is connected to the anode of the controlled low-voltage rectifier 135c appears to be fed to the third cylinder for its ignition. Fig. 18i shows the pulses of the ignition signal V. for the third cylinder. Fig. IRj shows the stress waveform of the signal V i, which is applied to the anode of the silicon controlled rectifier 135d for supply to the fourth The cylinder that is to be ignited appears. 18 shows the pulses of the ignition signal V. 1 for the fourth cylinder.

When the synchronization signal specifying the cylinder is applied to the comparator 112 shown in FIG. 17, the latter generates a square wave form which is applied to the gate of the controlled silicon rectifier 122 and causes it to conduct. The transistor l? ¹ »bc-

1 0982 1 / U41

8AD OBiGiNAL

2055A9Ü

is usually found in the conduction state, and therefore flows Current through resistor 121, the controlled silicon rectifier 122 and the transistor 124, whereby the potential at connection point 121a of the resistor 121 and the anode of the silicon controlled rectifier 12 2 is reduced. Depending on the application of a pulse of the Z'indunpissignals from the output terminal 6a of the ignition signal generator 6 to the base of transistor 151, this becomes conductive and transistor 12 4 is blocked. Through this no current flows through the controlled silicon rectifier 122, and the potential at the connection point 121a suddenly increases. This leads to the conducting of the controlled silicon rectifier 135a and - via the capacitor 139a to the Turn off transistor 141a. However, the transistor 141a conducts again after a period of time that is dependent determined by the time constant of the combination consisting of the capacitor 139a and the resistor 14Da and a positive pulse shown at V. in Fig. IRe appears at the collector of transistor 141a. Of the positive pulse V. is used as the ignition signal for the first

ia

Cylinder used. The voltage at the anode of the silicon controlled rectifier 135a becomes low because of the conduction of the silicon controlled rectifier 135a is reduced, and the capacitor 131b discharges through the resistor 132b, the controlled silicon rectifier 135a and the V. 'resistor 133b. Then from the ignition signal generator 6 a

10982 1 / 1U1

BAD OBiGiNM.

Pulse of the ignition signal applied to ignite the second cylinder, the transistor 151 is blocked, and the increased Collector voltage charges the capacitor 131b through the diode 138. This creates a positive voltage your gate of the controlled silicon rectifier 135b, the thereby directs. At the same time, the capacitor 13 6a discharges via the controlled silicon rectifiers 135b and 135b 135a and thus blocks the controlled silicon rectifier 135a. Since the voltage at the anode of the controlled silicon rectifier 135b is reduced, the controlled silicon rectifier 135b continues to conduct Silicon rectifier 135c in response to the next pulse of the ignition signal. On this VJ you can the ignition signals for the first, second, third and fourth cylinders are generated.

The entire circuit diagram of the system according to the invention is shown in FIGS. 19a and 19b. Designated in Fig. 19a the reference numeral 11 a voltage supply circuit with a positive line D, a grounded Line E and a negative line B for the power supply of the components described above. the Input power for the power supply circuit 11 is supplied from a battery 12 mounted on the vehicle is. The ignition device 9 is a condenser ignition device, the controlled silicon rectifiers 901, 902, 903 and 904, ignition coils 905, 905, 9o7 and 908,

1 0 9 8 2 1 / U A 1

ÖAD OftiGINAL

Spark plugs 909, 910, 911 and Ü12 and a common discharge capacitor 913 owns.

The following is the mode of operation of the inventive System described with reference to FIGS. 19a and 19b. There is a detector for the negative pressure in the suction pipe from the vacuum sensor la and the vacuum voltage converter 2a. The vacuum sensor la is connected to the air intake pipe of the engine, so that one enters the sensor la built-in membrane is moved depending on the negative pressure in the Lurftansaugrohr and a differential converter in Is operated depending on the diaphragm movement. That so The generated signal is supplied to the characteristic converter 30 and converted and amplified therein, so that the output signal of the characteristic converter 30, the required amount of fuel corresponding to the negative pressure in the air intake pipe represents. Part of the output signal of the converter 2a is applied to the character is ikv / andler 35, so that this A DC voltage is generated which corresponds to the VJi nkelvor position corresponding to the negative pressure in the air intake pipe. The characteristic converter 30 and the characteristic converter 35 work as follows: A current only flows through a resistor when the input saving is low; but the current flows through a Zener diode when the input voltage has risen to a certain level, so that an output voltage characteristic

• 09821/1 U1

BATH ORIGINAL

will hold, which shows a breakpoint when the negative pressure increases in the air intake pipe. The desired angle for the ignition based on the negative pressure is selected in such a way that the desired angle is large at high negative pressure in the air intake pipe, while the amount of fuel to be injected based on the negative pressure is selected such that the amount of fuel injected is low when there is a high negative pressure in the air intake pipe. The polarities are chosen to meet the above conditions. The timing sensor If has a generator rotating in synchronism with the engine and is connected to the reference set ellunge voltage converter 2f which provides an output signal synchronous with the rotation of the engine. This output signal is applied to the speed-voltage converter 36, which determines the engine speed, and also to the sawtooth wave generator H, which determines the reference position of the crankshaft. The output signal of the reference position voltage converter 2f has the waveform shown at V in Fig. 5a, and the reference angular position of the crankshaft rotation thus determined is _{denoted by θ ^, θ 2} , .... The signal voltage supplied by the reference position voltage converter 2f is subjected to waveform shaping by the Schmitt circuit in the speed voltage converter 36 and appears as a square waveform, which is then differentiated by the differentiating element, so that a pulse appears at the reference angular position of the crankshaft rotation.

10982WUA1

205549Q

This pulse is used to generate a sawtooth waveform used, which is reset at the reference angle position of the crankshaft rotation. The speed-voltage converter v / e has a sawtooth wave generator that generates another sawtooth waveform with fixed time constants, the is reset by the differentiated pulse. This sawtooth waveform is used to generate a square waveform used at a predetermined level of the sawtooth waveform rises and falls, and this square waveform is integrated to determine the engine speed. More specifically, the square waveform having a fixed period is used in the speed voltage converter 36 for generation a voltage that changes linearly with the engine speed is integrated, whereby the engine speed is determined will. The signal voltage proportional to the engine speed is sent through the characteristics converter 37 to the adder 38 together with those from the characteristics converter 35 and the Temperature-voltage transducer 2d applied signal voltages, so that a composite Winkelvorstellun ^ s characteristic voltage representing is supplied from the adder 38 and applied to the ignition signal generator 6. The temperature sensor Id is connected to the temperature-voltage converter 2d and has a thermistor Tn, which in the engine cooling water or engine oil is immersed to adjust the temperature based on a temperature-dependent change in resistance of the thermistor. More precisely,

109821 / U41

a resistor whose resistance value does not change depending on the temperature is connected in series with the thermistor T, and a constant voltage is applied to this series circuit. The voltage applied to the thermistor T changes due to the change in the resistance of the thermistor T, and this voltage is determined to determine the motor temperature. The voltage representing the engine temperature is applied to adders 31 and 38. The throttle position sensor Ic connected to the throttle position voltage converter 2c supplies a signal which indicates the position or opening of the throttle valve. The throttle position voltage converter 2c operates when the throttle valve opening to increase the amount of injected fuel exceeds a predetermined value to switch the fuel consumption from the economical air-fuel ratio to the high-output air-fuel ratio. The starting voltage converter 2e increases the amount of injected fuel depending on the detection of the start of the engine by the starting sensor Ie, and supplies its output signal to the adder 31. The throttle speed sensor Ib connected to the throttle speed voltage converter 2b has a generator which is connected to the Throttle valve is connected so that the throttle speed voltage converter 2b generates an output voltage when the throttle valve is suddenly moved to its open position, 10 9 8 21 / U 41

and this output is used to increase the amount injected Fuel to the adder 31.

The invention provides a control system for internal combustion engines created in which the output signals from sensors that determine the amount of air sucked into the engine or determine the negative pressure in the air intake pipe, the acceleration status, the throttle valve position, the temperature of the heated engine, the start signal of the engine, the angular position of the crankshaft rotation and the position of a certain cylinder, in a suitable manner to determine the amount of fuel to be injected and the ignition timing depending on these output signals are added, whereby a fuel injection signal and an ignition signal is obtained. Since the sensors performing the individual services are not provided multiple times and so are the ignition and Fuel injection can be controlled relative to each other, * any desired driving condition can be set sufficiently freely and the system can be used for any type of engine by simply changing the parts for programming different Sets are applied so that standardization of different parts can be easily done can.

109821/1441

Claims (1)

- HQ - ,
Claims ..) Control system for internal combustion engines, characterized by a vacuum detector (la) for generating an output signal representing the vacuum in the air intake pipe of the engine, a crankshaft reference position detector (If) for generating an output signal by determining a certain angular position of the crankshaft rotation, a speed detector (36) for generating an output signal proportional to the engine speed, a sawtooth wave generator for generating a sawtooth wave of constant amplitude synchronous with the output signal from the crankshaft reference position detector (If) when this signal is applied, a fuel injection start signal generator for generating a fuel injection start signal, a temperature detector (Id) for generating an output signal through detection the engine temperature, a first converter (2a, 2d) for converting the voltages supplied by the negative pressure detector (la) and the temperature detector (Id) into a voltage which is an e indicates the required amount of fuel to be injected into the engine, a device for generating a fuel injection signal as a function of the relationship between the output signal supplied by the first converter (2a, 2b) and the fuel injection start signal supplied by the fuel injection start signal generator 1 0 9 8 2 1 / U 4 1 BAD OfHGlNAL signal, a detector (Ig) to determine a certain Cylinder and generating a signal synchronous with engine rotation just before fuel injection in the specific cylinder takes place, a fuel injection signal distributor for distributing a fuel injection signal to the cylinders depending on the at least the detector for determining the specific cylinder and output signals supplied to a first square wave generator, an angle advance device for generating a representative angle advance for the ignition Signal as a function of the output signals from at least the speed detector (36) and the vacuum detector (la) are supplied, a device for generating an ignition signal as a function of the output signal of the Smgczahnwellegenerator and on one point of the Sawtooth wave, and an ignition distributor for igniting the cylinders in a predetermined order. 2. Control system according to claim 1, characterized in that the speed detector (3 6) is an output signal as a function of an output signal of the crankshaft reference position Gdctcktors generated. 3. Control system according to claim 1 or 2, characterized in that the fuel injection start signal generator a fuel injection start signal as a function of 1 0 9 8 2 1 / U 4 1 ßAD ORIGINAL - 50 - an output of the crankshaft reference position detector (If) generated. k. Control system according to one of Claims 1 to 3, characterized in that the device for generating a fuel injection signal has a first square wave generator for generating a square wave, the width of which corresponds to the size of an output signal of the first converter. 5. Control system according to claim 4, characterized in that the means for generating an ignition signal is a second square wave generator for generating having a square wave, which depends on the output signals of the sawtooth wave generator and the Angle feed rises and slit and baieinsn ranks of the sawtooth wave, which corresponds to the output signal of the angle advance device, and a differentiating element to determine the drop point of this square wave. 6. Control system according to one of the preceding claims, characterized in that the ignition distributor is a Ignition signal to an ignition circuit corresponding to each cylinder as a function of output signals of the determined Cylinder locking device and the differentiating element distributed. 1Q9821Y1U1