DE2426976A1 - ELECTRONIC GASOLINE INJECTION - Google Patents

Description

May 28, 1974 Q / May.

PATENT ADVOCATE DIPL. PHYS. H. QUARDER

7 STUTTGART 1

Richard-Wagner-Straße 16 Telephone 0711 / 244446-47

Applicant: Wolfgang Klein

7031 Steinenbronn
Stuttgarter Str. 25

Electronic fuel injection

For internal combustion engines that work according to the Otto principle, In addition to engine-specific design features, it is primarily the composition of the ignition in a piston-cylinder arrangement brought combustion mixture of decisive importance for the exhaust gas composition. As the exhaust gases and combustion residues contain more or less toxic and harmful components, it is the aim of every designer of internal combustion engines, the proportion of pollutants contained in the exhaust gases and combustion residues is as small as possible to keep.

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In addition to specific engine construction measures, this is primarily due to a composition that precisely complies with the stoichiometric law of the fuel-air mixture reached.

There are essentially two methods for preparing the mixture and devices enforced with which a more or less good stoichiometric mixture of fuel, preferably gasoline, and the oxidizing agent air can be produced.

The most common method is the atomization of the fuel in what is known as a carburetor, in which air is constricted by the negative pressure generated by the intake piston of the gasoline engine Cross section is drawn. The air, which is strongly accelerated in the area of the narrowed cross-section, tears through the resulting air Negative pressure from an opening in the area of this narrowed cross section of fuel particles. The air passage and thus also the amount of out The fuel particles sucked out of the opening can be controlled by a throttle valve, with the help of which the current Performance of the internal combustion engine is regulated.

Practice has now shown that the mixture preparation by means of a carburetor only within narrow limits and under certain operating conditions provides satisfactory results with regard to the exhaust gas composition.

509886/0502

The main disadvantage of a carburetor system is shown above all, in dynamic operation in motor vehicles, where speed, load and mixture change continuously and sometimes very quickly.

Even with complex design measures, a stoichiometric Fuel-air mixture not under all occurring operating conditions can be achieved.

These aforementioned inadequacies in the atomization of the fuel in carburetors have led to the development and increasing use of a second process for processing the fuel, the gasoline injection, guided.

Manifold injection is of particular economic importance. Such manifold injections can be carried out from the control side Divide into two systems, the mechanical fuel injection with control by the intake manifold vacuum and the dynamic pressure against a baffle plate in the intake path, or with control by speed and throttle valve position as well as the electronic injection with control through intake manifold vacuum and speed or with control through the position of a baffle plate in the intake path.

Practice has shown, however, that after tightening the exhaust gas regulations a sufficiently precise control of the fuel injection to achieve a stoichiometric fuel-air mixture with mechanical fuel injection and control cannot be achieved by the intake manifold vacuum.

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509886/0502

The main reason for this is the relatively high force for controlling the injection quantity, which is generated by a diaphragm can connected to the intake manifold must be applied to the position responsible for the injection quantity of the pump plunger of the injection device change, which is also subject to considerable fluctuations during the service life of such devices.

The main disadvantage of mechanical fuel injection with control by speed and throttle position via a space cam is In addition to the complex construction, seen over the service life of such a system, the low reproducibility of the control process. Mechanical wear, unavoidable soiling and material expansion are major disruptive factors. Is also disadvantageous the difficult adjustment of such mechanical gasoline injection systems both during manufacture and during subsequent repairs.

In the case of mechanical fuel injection controlled by a damper, the following disadvantages arise: over long periods of time poor reproducibility of the damming force transmission devices (friction, wear, elongation), as well as the control piston,

Mechanical gasoline injection devices have these aforementioned disadvantages to the development of electronic injection devices with control Intake manifold vacuum and speed or with control by changing the position of a baffle plate in the air flow. For example, the control by intake manifold vacuum and speed of an electric fuel pump sucked in fuel from a tank and pressed into a so-called ring line. A pressure regulator ensures that when a certain pressure is exceeded, excess fuel flows back into the tank. There are now electromagnetic ones on the ring line E in injection valves connected, which can be operated electrically. Since the pressure under which the fuel is in the ring line,

509886/0502

is kept constant, the injection quantity depends exclusively on the length of time during which the injector is open.

The injection time is specified by a control unit, which is his Receives information from the individual information providers on the engine.

The start of injection is determined by the position of the camshaft of the Distributor determines while the injection time of two factors depends on: the speed and the load condition of the engine, the speed is in turn transmitted to the control unit by contacts in the Ignition distributor supplied in the form of electrical pulses.

The load condition of the engine can be derived from the pressure conditions in the intake manifold of the engine by means of a pressure sensor which converts the determined pressure into an electrical value and forwards it to the control unit.

The control unit processes this information into a control pulse, which ensures that the injection valves open longer or shorter and thus more or less fuel is injected.

So that the design effort in the control unit and consequently its production costs remain within reasonable limits, are in each case two injectors connected in parallel.

509886/0502

However, even these electronic gasoline injections are no longer able to comply with more stringent exhaust gas regulations, such as those for example have recently come into force in the USA and are expected to comply in other countries because the air volume, which enters the cylinder during an intake process is only proportional to the mean intake manifold pressure in a rough approximation, which however, it is used to control the injection amount of the fuel, so that a stoichiometric fuel-air mixture is not always achieved will.

With a given air intake path, the air charge in the cylinder is decisive determined by the swinging gas columns. These in turn depend directly on the engine speed and the current one Position of the throttle valve. The mean intake manifold pressure is therefore unsuitable as the main control variable for determining the instantaneous Air volume in the cylinder.

The object of the present invention is to provide an electronic gasoline injection system to create a stoichiometric fuel-air mixture in all operating states of internal combustion engines supplies and thus enables a low-pollutant exhaust gas composition.

The object is achieved according to the invention in that the characteristic for the operating and load condition of an internal combustion engine Information such as B. speed, throttle position,

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Intake manifold pressure, temperature, exhaust gas composition, air volume, etc. via a memory or allocator as the respective injection quantity assignable dual value (bit pattern) to control the Injection quantity are used.

A division of the total amount of fuel to be injected can be used take place in subsets, with one or more of these subsets being constant and the others, either individually or together, can be represented in their quantity as a bit pattern.

In a further embodiment of the invention, the individual characteristic Information is first measured in analog form and then digitized, the information being both in can be linked in analog form and only then converted into digital form, i.e. the linking of information can be done in both analog and digital form, both before and after the memory or allocator.

It has been shown that for an exhaust-gas-optimized control of the fuel allocation of a gasoline engine, the detection and evaluation of the variables speed and throttle valve position is sufficient, provided that the The engine is at operating temperature and the temperature and pressure of the intake air are constant.

509886/0502

Details of the invention are described in more detail below using an exemplary embodiment in conjunction with the accompanying drawings.

From the drawings show:

Fig. 1 is a block diagram and

2 shows the overall circuit diagram of an electronic gasoline injection according to the present invention,

Fig. 3a,

3b, 3c a graphical representation of the assignment between the firing order and injection sequence,

Fig. 4 is the pulse diagram of the clock,

Fig. 5 is a pulse diagram in the transition area of individual bit patterns if the phase position is unfavorable,

Fig. 6 is a diagram of the optimal injection amount for various Speeds and different throttle valve positions with corresponding bit pattern assignment,

7 shows a further pulse diagram,
Fig. 8 shows a circuit to the circuit of Fig. 2 and

9 shows a schematic representation of a device for exhaust gas optimization.

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The functional principle of the electronic gasoline injection according to the invention corresponds in principle to the mechanical gasoline injection working with a space cam, in which the two variables Speed and throttle position for controlling the injection quantity can be linked to one another.

With the basic structure of the control unit described below the electronic fuel injection becomes of the knowledge Taken into account that a value memory for the linkage of The most favorable speed and throttle position in digital technology is feasible.

Whether that was used in the experimental setup in the present exemplary embodiment TTl technology can also be used advantageously later in a possible series production of the system, but this is an open question.

The problem to be solved in realizing the present invention essentially consisted in transferring the digital speed information with the throttle valve position, which is also in digital form to process the storage unit in such a way that a bit pattern is created for each value pair, the value of which corresponds to the so-called additional injection time. In addition, each injector should be controlled individually. Farther the various corrections and the measured variable fed back to a control should be made at a later point in time at the basic injection time attack the exhaust emission.

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242097b

In Fig. 1, 1 denotes the memory, which has four supply lines 2 Information about the position of the throttle valve can be provided. The information about the position of the throttle valve is taken from an angle encoder (not shown) and in 4-bit binary code (Binary numbers) communicated to the memory 1. The connection points for the angle encoder are denoted by 3 in FIGS. 1 and 2, with the bit with the highest significance the designation MSB (Most Significant Bit) and the bit with the lowest significance the designation LSB (Lowest Significant Bit).

The angle encoder can recognize 16 different positions between O. The following table shows its coded output signals:

Angle in degrees bit pattern

0 0000

5,0001

7.5 0010

10 0011

12.5 0 100

15 0101

17.5 0110

20 Olli

25 1000

30 1001

35 1010

40 1011

50 1100

60 1101

70 1110

82 1111

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The ignition detection and assignment takes place by means of a designated 4 Device, the information about the connection points Zl to Z4 and the leads 5 from the ignition cable ·! via the intermediary, pulse shaper not described here in detail. Is z. If, for example, cylinder no. 4 is ignited, a negative pulse occurs at Z4; if cylinder no.3 is fired, a pulse occurs at Z3, etc.

Since in a four-stroke engine with four cylinders one cylinder always makes an intake stroke when another cylinder is ignited, the Firing sequence 1-4-3-2 can be assigned an injection sequence 3-2-1-4. The functional sequence is illustrated in Figures 3a to 3c.

The information derived from the ignition cables is transmitted via a digital speed measurement 6 is fed as speed information via the lines 7 to the memory 1, at the same time from the ignition detection and assignment 4, the received signals via lines 8 to an injection valve selection logic 9 and from there to the outputs to the Injectors El to E4 given.

The individual elements of the block diagram shown in FIG. 1 work together as follows: when cylinder 2 is ignited, a negative pulse occurs at Z2, this pulse switches over the Ignition detection and assignment circuit 4, the injection valve E4. At the same time, the basic injection timer 10 is supplied with a "start" signal. In addition, the information is stored as to which cylinder has currently fired.

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After the injection time has elapsed, the basic injection timer 10 a "stop" signal is returned to the ignition recognition and assignment 4. This selects the appropriate valve group based on the information previously stored as to which cylinder was previously ignited and notifies the additional injection timer 11 of a start character for the respective valve group. The additional injection timer now counts in Time cycle back to the overflow. In the event of an overflow, a "stop" signal is given, which closes the opened injection valve again.

The information about how many bars should be counted back is the additional injection timer 11 from the memory 1 as a function of Speed and throttle position communicated.

The speed is determined by the number of the ignition pulses are counted. The memory control 12 ensures that the additional injection time information is available during the "reloading" of a counter cannot change.

The individual valve groups are summarized as follows: Group A cylinder no. 1 and 3, group B cylinder no. 2 and 4.

A central clock generator 13, which in the present embodiment is controlled by a quartz, gives the individual assemblies exact time signals,

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The implementation of the individual assembly blocks is described in more detail below in connection with FIG. 2.

The clock

The central control frequency of 1 MHz is generated in the ICl.

The gates Ic and Id represent a two-stage oscillator; The frequency-determining crystal Qz is located in the feedback branch.

The following gates la and Ib cause a pulse shaping.

IC2 and IC3 divide the 1 MHz clock down to 10 KHz.

At the point S * , at which the signal S is picked up, a tuning fork oscillator module is to be connected in the future, the output signal TT of which is L-compatible (the quartz oscillator used in the exemplary embodiment with an accuracy of 5 10 is for the present Purpose too accurate and too expensive. The tuning fork oscillator will run at an accuracy of approximately

-3

1 χ 10, which is completely sufficient, can be considerably cheaper).

The 10 KHz signal is again divided by 100 by IC 4 and IC 5, so that a 100 Hz signal is available at point A stands. IC6 divides this signal further into the signal G of 10 Hz. At the IC 7, after a further division by 2, the signal H (5 Hz) tapped, while the 1 Hz signal SEC is available at the output of IC7, which is required for the future exhaust gas measuring device will.

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242637b

Signal C is required to generate the "gate time" for speed measurement and to trigger some other clocked processes. To do this, H is inverted in IC9a. G or H results in signal C (IC9bnegative logic); it is a positive pulse of 150 ms and 50 ms pause length as seen from the timing diagram of FIG. 4 _{can be} seen.

Because the edges of H and G overlap, a short negative pulse (length approx. 30 ns) may appear after 50 ms IC9b and IC9c are each followed by a low-pass filter. The cutoff frequency is chosen so that the relatively slow desired pulses can be transmitted without significant distortion, while the high-frequency, fast interference pulses are suppressed.

The signals C and A are linked via the NAND gate IC13a. Since both signals run synchronously, exactly 15 of the 10 ms pulses coming from A are generated during each positive pulse time of C (150 ms) counted in the binary counter IC14. Since the counter is positive Edge counts, the state at the outputs (A, B, C, D) is changed after every 10 ms. This state is made possible by the Decoder IC15 and ICH noted. If the outputs of the decoder are now from clock "1" to "9" via an OR gate (IC10 and IC16-negative Logic) are interconnected accordingly, signal I is obtained at the output.

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This signal cannot yet be used because when the counter is switched over, a negative interference pulse of approx. 50 ns appears every 10 ms. Two filters remove the glitch; the required edge steepness of the signal is restored by IC8 (Schmitt trigger) established, whereupon a "gate time" of 90 ms T appears at the output.

This gate time can be changed from 10 ms to 100 ms, simply through the connection of the decoder outputs to the OR gate.

In the present exemplary embodiment, the 90 ms of the gate time was chosen based on the following considerations:

The maximum permissible continuous speed of the motor is assumed to be 5000 rpm. A speed of approx. 5300 rpm is expected for a short time be available. 5333 rpm means for a four-stroke four-cylinder engine, with ignition at every half crankshaft rotation, an ignition sequence frequency of approx. 178 Hz. This results in every 5.625 ms a counting pulse, if you want a 4-bit binary counter with this max. To get full speed, you need 16x5, 625 ms - 90 ms. The division of the speed range then also results from this consideration in the different bit patterns. The table below shows the corresponding assignment.

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Bit pattern

0000 0001 0010 0011 0100 0101 0110 Olli 1000 1001 1010 1011 1100 1101 1110 1111

The digital tachometer

After the OR circuit IC21 (negative logic) there is one of the speed Proportional firing sequence Z (firing pulses) are available. These pulses are 90 ms long via the AND gate IC17a and IC17b Counter ICl 8 supplied. The speed result is available after the gate time

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at the A, B ₁ , C, D output of the binary counter IC18. The speed measurement is repeated every 200 ms. ^{For this purpose, an 11} RESET pulse "of 20 ms length is fed to the two counters IC18 and ICl4 via IC12 at cycle" 15 "(cf. FIG. 4).

Since the clock frequency, which causes the measuring cycle of the speed measurement, is not synchronous with the ignition pulse frequency, errors in the speed measurement can occur in the transition areas of the individual bit patterns due to unfavorable phase positions. However, these errors are only on the order of a least significant bit, as can be seen from FIG. In principle, the measurement accuracy can be increased by using a 5, 6 or multi-digit bit pattern. The design effort in all parts of the device increases significantly as a result.
The memory

The memory IC28 receives its information from the two latches IC19 and IC20. Each 8-bit address at its inputs (AO to A7) corresponds to a certain bit pattern at its output (01 to 04). This bit pattern is given by the speed and throttle valve position and is illustrated in FIG. 6.

The memory control (control)

Since when "reloading" the counter in the additional injection timer Outputs and thus also the inputs are not allowed to change their bit pattern, so-called latches are connected upstream of the memory inputs. These accept the information from theirs if the transfer is positive

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Input terminals to the output terminals. If the transfer impulse disappears, so the information is kept at the outputs.

The result is available every 200 ms, when the 90 ms gate time is over speed measurement at the output of the IC18. At clock "13" of the decoder a transfer pulse is generated for 10 ms, the IC19 and IC20 opens. The coded speed and throttle valve information are then available at the entrance of the store. However, this only happens when the output of the IC24c is positive, i.e. not when the meters is reloaded.

The ignition detection and assignment and the basic injection timer.

processed
The / ignition pulses, which are entered one after the other at Z1 - Z4 - Z3 - Z2, are short negative signals with a duration of 200 μs. If such a pulse occurs at one of the ignition inputs, there is a positive signal at Z of 200 jus duration. This signal is inverted via IC17c and simultaneously triggers IC31 and IC41, IC41 generates a positive transfer pulse of 100 us duration. This pulse causes the ignition information to pass from the input terminals to the output terminals. After the transfer pulse, the information about which cylinder has fired is available at the input terminals of the IC23a and IC23b. Depending on which valve group the firing cylinder belongs to, there is a positive continuous signal at the outputs of either IC23a or IC23b.

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509886/0502

In the meantime, the 1.5 ms long pulse duration of IC31, the basic injection timer, is over. The negative edge of its output pulse triggers IC30. This gives a positive pulse to the inputs of the gates IC37a and IC37b for 10 / as. Depending on which group of ignition pulses was assigned via IC23a and IC23b, either IC33a or IC33b is set via "PRESET".

At the basic injection timer IC 31, the returned values of the exhaust gas measurement are to intervene later. One that takes place through it Changing the basic injection time causes a shift in the basic fuel level,

The additional injection timer.

Assuming that the IC33a has just been set by "PRESET", for example because cylinder 1 has ignited and the basic injection time has expired, the positive signal at Q IC25a opens. This then lets the clocks S into the divider IC27 via IC25c. The output pulses of the divider divided by 5 are fed to the down counter IC34. Depending on which bit pattern was entered in this down counter during the last "reloading", it begins to subtract 1 bit further from this entered binary number with each cycle. If it reaches the position ¹¹ OOOO "then the time that has passed since the first clock pulse is the product of the value of the binary pattern and the time interval between the clock pulses.

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2426376

For example, if "Uli" was previously read in via the inputs "A, B, C, D", and if the cycle interval is 500 us, then the time is 16 χ 0.5 ms = 8 ms,

The "zero" state is not identified here because, for example _{, "OOOO" can also be admitted via "AjBjC 1} D", which leads to instability of the circuit.

To avoid these difficulties, the "overflow" state (Overflew OVF).

Overflow occurs if there is another clock from the "0000" position is deducted. The time that elapses until the overflow is the time until the position "0000" + 1 clock interval (500 ^ us). So join IC34 "Overflow", then the monoflop IC32 is triggered via IC37d. This generates a pulse of 120 us, the positive pulse sets the divider IC27 back, while the negative pulse via the "CLEAR" inputs the IC33 and the set flip-flop of the injector resets.

The reason why the clock S is only fed to the up counter by 5mnd is easy to see. Assume a gate has released a 500 «s cycle directly to the down counter. Just before the gate was opened, the last clock pulse had passed; after approx. 400 μβ a new one occurs. Only now does the counter begin to run downwards. 400 us must therefore be added to its end time. Around

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509886 / OSQg

_ οι _

to switch off this effect, a 100 * us cycle is used here, which is then divided by 5. The error is then only a maximum of 100 ^ us, which is quite acceptable.

If the IC33b is set by an ignition at Z2 or Z4, the same process takes place via the associated ICs.

If either IC33a or IC33b falls back with a "CLEAR" signal, IC35 or IC39 is triggered. These two monoflops generate a short negative pulse of 10 us duration, which is the corresponding Reloads down counter. If during this time the clock "13" occurs at the decoder ICH, a transfer signal is sent via IC23d and IC24c prevented (see Fig. 7).

The injector selection logic

Each injection valve is assigned its own flip-flop. Kick a negative ignition pulse at Z1 to Z4, the corresponding flip-flop is set. After the spraying time has elapsed, there is an overflow of the associated counter a "CLEAR" is given to the two flip-flops of a group. There is always only one flip-flop anyway Group is set, this one is reset, while the other remains unset.

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609086/0502

Blocking the fuel supply during pushing operation.

This device is shown in the present circuit example from FIG. 2 not yet included. Since this measure allows a further reduction in exhaust emissions, such a device is described below in connection with FIG. 8.

Via a NAND gate 21 to 24 and an inverter 25 to 28 arrive the injection pulses of the individual injection valves E1 to E4 to the output stages. The second input of NAND gates 21 to 24 is summarized and leads to the output of the IC44, the Level "zero", then the control of the output stages is interrupted, i.e. the fuel supply is blocked. That it can come to that, if the two inputs of the NAND gate IC44 are positive, is evident. These inputs are only positive if IC43 (Nor) die The throttle valve recognizes position "0000" and if the digits C or D of the speed information 6 are assigned a "1". This is the case when the speed exceeds 1333 rpm (see the table on page 16).

If the speed drops below 1333 rpm or if the throttle valve is opened again, the injection pulses also come back to theirs Output stages and injectors.

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Protection of the motor against overspeeding through appropriate programming of memory.

If, for example, the motor is over-revved at 5400 rpm with the throttle valve (82) fully open, then counts during the rev measurement the counter IC18 over the state "Uli" to "0000", what after the programming has the consequence that the injection time abruptly decreases from 7.5 ms to 2 ms. Since the speed measurement is carried out every 200 ms, it can be assumed that this reduced fuel supply and the associated If the speed drops, the motor is still effectively protected.

The determination of the optimal injection quantity for each position of the Throttle valve and each speed of the engine is carried out in the electronic injection according to the invention according to FIG. An electric pump 31 conveys through a filter 32 power. material from a fuel tank 33 in a ring line 34, which leads to all Injectors 35 of the engine 36 leads.

A pressure regulator 37 limits the pressure of the fuel in the ring line 34 on 2 atü. Excess fuel flows back into the fuel tank 33 through a return line 38.

The variables can be read directly from the measuring devices of the engine test stand Speed (n), torque (Md) and power (N) can be read off.

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Via an automatic chemistry analysis process connected to the exhaust side The CO, CO2, O2, CH and NOx content can be continuously monitored the exhaust gases are measured and registered.

When the engine is running, trigger impulses are generated by the ignition derived, which cause the valve control device 40 to respond via a trigger circuit 39. The duration of the injection pulses can be controlled manually, which means that the amount of fuel injected, which is proportional to the injection time, can also be controlled. With a pulse width meter 41, the length of the injection time pulses is determined precisely, which is also determined by an oscilloscope 42 can be controlled.

An electrical converter 43 is used to decrease performance on the engine, which either draws power from the engine as a generator or drives the engine in a simulation of the overrun mode in the motor vehicle.

The setting of the control unit is then carried out in such a way that at a certain speed of the engine, for example 600 rpm, the throttle valve passes through all positions from 0 to full load. Above the electrical converter, which acts as a performance brake, keeps the engine speed constant. The injection quantity is then adjusted on the manual control unit 40 so that the result is a complete, clean and low-pollutant combustion. This procedure is repeated for all speeds; it then leads to the diagram shown in Fig. 6, which is a clear allocation

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2A2697B

Order of a binary pattern for a specific injection quantity or a specific injection time results. The throttle valve position appears as a parameter in the family of curves shown. It should be noted that in the full load range, i.e. at speeds from 3000 rpm and throttle valve angles
Excess fuel is worked.

3000 rpm and throttle angles from 70 to 82 with easy

The bit pattern determined in the manner described above is evaluated via the storage unit to determine the additional injection time.

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Claims (16)

To spray 1. Learn about electronic control of fuel injection - In internal combustion engines, characterized in that the Information characteristic of the operating and load state of an internal combustion engine, such as speed, throttle valve position, Intake manifold pressure, temperature, exhaust gas composition, Air quantity etc. via a memory or allocator as a dual value (bit pattern) that can be assigned to the respective injection quantity can be used to control the injection quantity. 2. The method according to claim 1, characterized in that a certain A fixed dual value (bit pattern) is assigned to the fuel injection quantity. 3. The method according to claim 1 and / or 2, characterized in that the total injection quantity of the fuel is divided into individual subsets, one or more of these subsets being constant can be and the others, either individually or together, are represented in their set as a bit pattern. 4. The method according to claim 1 to 3, characterized in that the characteristic of the operating and load conditions of an internal combustion engine Information in digital form on a dual value (bit pattern) that can be assigned to the respective corresponding injection quantity is processed. - 27 - 509886/0502 5. The method according to at least one of claims 1 to 4, characterized characterized in that for an optimal exhaust gas control a gasoline engine only the speed and the throttle position can be used if the engine is at operating temperature and the temperature and pressure of the intake air are constant. 6. The method according to at least one of the preceding claims, characterized in that in the case of a low-pressure intake manifold injection With constant fuel pressure and variable opening time of the injection valves, the injection time as a digital value (bit pattern) is represented, previously from the characteristic information the operating state of the engine was determined and evaluated via a memory. 7. The method according to one or more of the preceding claims, characterized in that the injection time (bit pattern) valid for each load and operating state of the engine is represented by a time cycle, during which the injection takes place, is counted. 8. The method according to at least one of the preceding claims, characterized in that the injection quantity corresponding Injection time is divided into a fixed basic injection time and a variable additional injection time. 9. The method according to one or more of the preceding claims, characterized in that a control variable is obtained by means of an exhaust gas analysis which, via a feedback, determines the amount of fuel regulates the engine to optimize its exhaust gas behavior. OO S09886 / 05Ö2 10. The method according to at least one of the preceding claims, characterized in that one obtained by exhaust gas analysis
Controlled variable the fuel injection quantity to an optimal exhaust gas
The behavior of the motor. 11. The method according to claim 1O _- , characterized in that at
Exceeding or falling below a specified setpoint of the
CO concentration a control process is triggered. 12. The method according to claim 10 and / or 11, characterized in that that the control process is only carried out when idling and after a certain time, the control setting in the meantime occurring load cycle is retained until the next no-load operation. 13. The method according to at least one of the preceding claims, characterized in that by an appropriate design
the bit pattern protects the motor from overspeeding and other dangerous conditions. 14. The method according to at least one of the preceding claims, characterized in that a fuel shut-off takes place in the overrun mode of the engine at increased speed. 15. Device for performing the method according to claim 1 to 14, characterized in that the information characteristic of the operating and load conditions of an internal combustion engine as the dual value assigned to the respective injection quantity - 29 - 509836/0502 (Bit pattern) can be used via a memory or allocator (1) to control the injection quantity. 16. The device according to claim 15, characterized by an angle encoder to recognize the current throttle valve position, which stores its information in a binary code in a memory unit (1) introduces an ignition detection and assignment (4), which contains the digital speed information Also on the storage unit (1) there is a basic injection timer connected to the ignition recognition and assignment (4) (10) and an additional injection timer (11), which receives its information via the memory (1) and a clock generator (13), which supplies the gate time for the digital speed measurement (6), as well as an injection valve selection logic (9) that works with both the ignition detection and assignment (4) and the additional injection timer (11) is connected. 509886/0502 Blank page