JPS599743B2 - How to control the operating characteristics of an internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a means for reducing the amount of fuel supplied to an internal combustion engine in dependence on deviations in the periodic fluctuations of the combustion chamber average pressure caused by non-uniformly operating cylinders of the engine. The present invention relates to a method of controlling the operating characteristics of an internal combustion engine within a predetermined operating range by changing at least one of the fuel-air-air ratio of the air-air mixture and the amount of exhaust gas returned to the internal combustion engine.

In the above, "periodic fluctuations in the average pressure of the combustion chamber" refers to periodic fluctuations that appear as fluctuations in the angular velocity of the crankshaft periodically during the stroke of each cylinder in each individual cylinder of the internal combustion engine. "deviation in the periodic fluctuations of the combustion chamber average pressure caused by non-uniformly operating cylinders of the engine" means that all individual cylinders do not behave in the same way, i.e. due to non-uniform behavior between the cylinders; This is the so-called deviation of the periodic fluctuation that occurs.

For example, a four-stroke internal combustion engine has -4 strokes, as one person indicates.

namely, an intake stroke, a compression stroke, an expansion or movement stroke, and an exhaust stroke.

Of these four strokes, only the working stroke imparts rotation to the crankshaft, that is, angular acceleration occurs during the working stroke, and a predetermined angular deceleration occurs during the other strokes.

These processes appear periodically as fluctuations in the angular velocity of the crankshaft or periodic fluctuations in the average pressure in the combustion chamber.

By the way, if all the cylinders operate in exactly the same way, the periodic fluctuations will always be the same.However, since the individual cylinders of an internal combustion engine do not operate uniformly (they operate unevenly), the periodic fluctuations will not be completely the same. It is not uniform and therefore deviations occur.

That is, as mentioned above, this is expressed as a deviation in the periodic fluctuation of the average pressure in the combustion chamber caused by the non-uniformly operating cylinders of the internal combustion engine.

The present invention is capable of determining the fuel-air-ratio of the fuel-air-mixture and the fuel-air-ratio and The operating characteristics of the internal combustion engine are controlled by changing either or both of the amounts of returned exhaust gas, and whether to change one or both of the amounts in this way is determined in consideration of cost and other factors.

How to solve the problems arising due to strict exhaust gas regulations and general fuel shortages by operating the internal combustion engine within a defined operating range that reduces the harmful exhaust gas fraction to a minimum and minimizes fuel consumption. is being studied.

In order to meet these demands, it has first been proposed to operate the internal combustion engine with a fuel-air-mixture as lean as possible, that is, to operate the internal combustion engine at the so-called lean mixture operating limit.

In this operating range, the portion of harmful exhaust gases can be relatively small and the fuel consumption can be low.

In this case, the fluctuations in the pressure in the cylinders of the internal combustion engine are first used as a variable indicating the lean mixture operating limit.

However, if we examine the above-mentioned problem in more detail, we find that the cylinders of an internal combustion engine experience pressure changes that vary widely due to uncontrollable operating parameters of the internal combustion engine, such as air excess rate fluctuations, fuel supply fluctuations, turbulence fluctuations, etc. I understand that.

It is known to provide a pressure sensor within a cylinder in order to detect periodic fluctuations in an internal combustion engine using periodic fluctuations in the average combustion chamber pressure.

However, it is easier to determine periodic fluctuations in the average pressure of the combustion chamber using periodic fluctuations in the angular velocity of the crankshaft.

It is also already known to measure the instantaneous value of the angular velocity of the crankshaft and to determine therefrom the fluctuations in the angular velocity of the crankshaft, which serve as a reference for the periodic fluctuations of the combustion chamber average pressure.

The mutual deviation of these variations in the angular velocity of the crankshaft, ie the dispersion or the dispersion width of the periodic variations in the combustion chamber average pressure, is then utilized for the subsequent control of the internal combustion engine.

If the combustion chamber pressure is measured by means of the instantaneous value of the angular velocity of the crankshaft, further detrimental effects arise, for example, due to vibrating masses of the Darank device, irregularities in the road of the motor vehicle or forces acting on the engine body of the internal combustion engine.

The aforementioned fluctuations, superimposed on the normal pressure changes in the cylinders of the internal combustion engine and represented by the angular velocity fluctuations of the crankshaft, can in fact be filtered out by a low-pass filter, but the internal combustion engine should be operated over a large speed range. Therefore, using such a filter is very problematic.

This is because it is difficult to construct a filter that is effective both at low rotational speeds (frequency) and at high rotational speeds.

The problem on which the invention is based is therefore to provide a method for controlling an internal combustion engine within a defined operating range, without the above-mentioned difficulties or drawbacks.

According to the present invention, this problem is solved as follows.

That is, the deviation in the fluctuation of the combustion chamber average pressure caused by the non-uniformly operating cylinders of the internal combustion engine is determined by measuring the angular phase amount of the deviation in the periodic fluctuation of the angular velocity of the crankshaft. The angular phase of the deviations of the periodic fluctuations of the angular velocity is not affected by the deviations of the periodic fluctuations of the angular velocity of the crankshaft caused by the non-uniformly operating cylinders of the internal combustion engine, but the reference system rotates together with the crankshaft. compared to the angular phase amount generated by
By comparing the two angular phase amounts, the phase difference between the two angular phase amounts is determined and is supplied as a control variable to a control circuit that changes the fuel-air-mixture or exhaust gas return rate.

According to the present invention, fluctuations in the angular velocity of the crankshaft can be directly measured.

In the above, the "reference system that rotates together with the crankshaft" refers to a reference system that rotates together with the crankshaft so that uneven rotational motion between the cylinders of an internal combustion engine is not transmitted, as will be explained in detail in accordance with the embodiment. This is the so-called reference angle phase amount generation system.

The invention will now be explained with reference to illustrated embodiments.

A method and apparatus for operating an internal combustion engine at least partially in said operating range along the lean operating limit will now be described.

The so-called lean operating limit then refers to the operating range in which the first combustion delay occurs.

Combustion misfires occur in lean mixtures with air excess greater than 5-10%.

In general, the fuel consumption in the range of lean operating limits thus defined is less than the fuel consumption in the operating range of an internal combustion engine supplied with a stoichiometric fuel-air-air mixture (air excess ratio λ = 1). It will be considerably less.

Generally, as the fuel-air-mixture supplied to an internal combustion engine becomes leaner, the rate of gas movement into the combustion chamber decreases.

In that case, the combustion of the fuel-air-mixture takes place from near the piston's top dead center to the piston's expansion stroke.

Therefore, periodic fluctuations in the combustion process, that is, torque, occur, so
At a substantially constant load torque, the normally relatively regular variations in crank m angular velocity become quite irregular.

FIG. 1 shows pressure changes in the cylinders of an internal combustion engine.

The pressure increases, reaches a maximum value, and then decreases rapidly.

This pressure change varies widely and affects the angular velocity of the crankshaft of the internal combustion engine.

It can already be seen from the changes in the curves in FIG. 1 that it is not possible to stably control the fuel-air-mixture, that is, the operating characteristics of the internal combustion engine, by continuously measuring the combustion chamber pressure each time.

However, when integrating the instantaneous value of the pressure while considering pressure changes in the range of 00 to 18 Cf' for the rotation angle of the crankshaft, the average value of the combustion chamber pressure is found, and this average value is calculated based on the composition of the fuel-air-air mixture. It varies depending on.

The dispersion of this periodic variation of the combustion chamber average pressure should be measured at predetermined time intervals and used to control the operating characteristics of the internal combustion engine.

In this case, the average pressure in the combustion chamber of the internal combustion engine should actually be measured fairly accurately by a pressure sensor in the combustion chamber.

However, such measurements are very expensive.

It is easier to measure the torque fluctuations of the crankshaft of an internal combustion engine.

Also, the change in angular velocity of the internal combustion engine, i.e., the change in the angular velocity of a given crankshaft
It is even simpler to measure the change in rotation time between two angular positions.

In order to explain the above situation, FIG. 2 shows normalized angular velocity changes.

In that case, the first curve is for excess air ratio λχ1 (stoichiometric mixture) and the second curve is for excess air ratio λ,; 1.15
The third curve is shown for an excess air ratio λ of 21.25.

It is clear from this curve that the angular velocity fluctuation of the crankshaft increases as the excess air ratio increases, that is, as the mixture becomes leaner.

For example, a mark is fixedly placed on the crankshaft of an internal combustion engine,
If a second mark is provided in the reference system and the distance between the mark on the crankshaft and the second mark is detected, the fluctuation in the angular velocity of the crankshaft caused by the fluctuation in the average pressure in the combustion chamber of the internal combustion engine can be calculated as an angle. can be detected.

The reference system is constructed in such a way that it rotates (together with the crankshaft) at a constant reference speed of the crankshaft and does not undergo periodic fluctuations due to fluctuations in the average pressure of the combustion chamber.

In other words, in response to fluctuations in the combustion chamber pressure of the internal combustion engine, the mark on the crankshaft that rotates unevenly is compared with the mark on the reference system that rotates uniformly, and the angle that represents the fluctuation in the angular velocity of the crankshaft is detected. It is.

For example, after individual work cycles, periodic fluctuations result in phase differences, or variations in the spacing between the marks, or variations in the angle between the marks.

3 and 4 show an embodiment of a transmitter for use in detecting the phase angle between the crankshaft of an internal combustion engine and a reference system.

The transmitter of FIG. 3 consists of a mechanical elastic mass system.

Using the transmitter of FIG. 3, an angular signal of a suitable type can be generated depending on the periodic variation of the angular velocity of the crankshaft compared with the reference system.

A mark 11 is provided on the first disk 10.

The first disk 10 is fixed to a crankshaft of an internal combustion engine (not shown).

A second disk 12 is provided opposite to the first disk 10 .

Marks 13 are provided on the second disk 12 .

The first disk 10 and the second disk 12 are connected to each other via a torsion spring 14.

An elastic mass system is constructed as described above.

The mechanical resonance frequency that occurs during the traveling operation of this elastic mass system is lower than the frequency of fluctuations in the rotation of the internal combustion engine, ie the crankshaft, during the traveling operation.

It is advantageous if a damping element is provided between the first disc 10 and the second disc 12.

FIG. 4 shows a cross section of the elastic mass system of FIG.

The disc 10 is fixed to a crankshaft 15 of an internal combustion engine.

A disk 12 is provided opposite the disk 10.

The disc 12 has marks 13. In FIG. 4, the disc 10 and the disc 12 are shown when the mark 11 is in a position opposite to the mark 13.

Disc 10 and disc 12 are connected to each other via a torsion spring 14.

This device for measuring the variation of the angular velocity of the crankshaft (
The operation of the elastic mass system is as follows.

Since the disk 10 is fixedly connected to the crankshaft 15, any uneven rotation or non-uniform movement of the crankshaft is transmitted to the disk 10.

On the other hand, the disc 12 forming the reference system is not fixed, but is connected elastically to the crankshaft 15 via a torsion spring 14 .

That is, the disc 12 can be twisted relative to the disc 10 by a predetermined angle, with the torsion spring 14 serving as the axis of rotation.

As a result, although the disk 12 rotates at the same rotational speed as the disk 10, the rotational non-uniformities of the disk 10 are not transmitted to the disk 12 due to the inertia of the mass of the disk 12.

That is, non-uniformities in the rotation of the disk 10 are almost completely converted in the torsion spring 14 into torsion of the torsion spring.

However, it has become clear that, for example, due to the inertia of the drive wheels, non-uniformities in the rotation of the crankshaft are not transmitted to the drive wheels.

That is, non-uniformities in the rotation of the crankshaft do not affect the disc 12, even through the movement of the entire vehicle, for example.

In summary, the rotation of the disk 10 is affected by the non-uniformity of the crankshaft rotation, whereas the disk 12 rotates uniformly even though it rotates at the same number of rotations.

Therefore, as described above, the deviation between the unevenly rotating disk 10 and the uniformly rotating disk 12 can be measured using the two marks 11 and 13 provided on each disk. .

This deviation then serves as a basis for fluctuations in the angular velocity of the crankshaft and thus also for periodic fluctuations in the average combustion chamber pressure.

An inductive transmitter 16 is provided near the elastic mass system.

Using the inductive transmitter 16, the distance or angle between the mark 13 on the disc 12 and the mark 11 on the disc 10 can be detected.

As already mentioned, due to the inertia of the mass of the disk 12, the rotation of this disk is not affected by non-uniformities in the rotation of the crankshaft, i.e. due to the inertia of the mass of the disk 12, the mechanical The frequency of the resonance is lower than the frequency of fluctuations in the internal combustion engine, so the disk 12 rotates uniformly with the number of revolutions of the crankshaft.

If the acceleration of the internal combustion engine is zero, mark 1 on disk 10
1 and the mark 13 on the disk 12 is constant.

Further, even when the acceleration of the internal combustion engine is constant, the angle between the marks 11 and 13 is constant because the mechanical resonance frequency of the elastic mass system is low as described above.

The angle between the marks 11 and 13 does not change unless the pressure in the combustion chamber of an internal combustion engine (not shown) changes periodically.

For example, after each working cycle of a cylinder of an internal combustion engine, the time between marks 11 and 13 is detected by means of an inductive transmitter 16.

Multiplying the detected time by the rotational speed of the entire elastic mass system yields the angle.

This angle is converted into an electrical signal by means of a downstream angle-to-voltage converter.

The angle voltage converter will be described later.

FIG. 5 shows an embodiment of a device for controlling the composition of the fuel-air-air mixture in accordance with the detected value of the time difference or angle between the marks 11 and 13.

The inductive oscillator 16 is connected via a pulse shaping stage 17 to a logic control circuit 18 .

An evaluation switching device 24 is connected to the output terminals 19 to 23 of the logic control circuit 18.

The evaluation switching device 24 includes the angle voltage converter and the comparator described above.

In the comparator, the target value from the target value transmitter 25 and the actual value are compared.

The output signal of the evaluation switching device 24 is fed to a control device 26 .

The control device 26 controls the fuel injection system or other fuel metering device of the internal combustion engine, and controls the composition of the fuel-air-air mixture.

Furthermore, the output signal of the control device 26 can also be used to open and close the valve of the exhaust gas return path to control the exhaust gas return rate of the internal combustion engine.

FIG. 6 is a circuit diagram of a device that controls the composition of the fuel-air-air mixture in accordance with the detected value of the time difference between the mark 11 on the disk 10 and the mark 13 on the disk 12.

A voltage is induced in the inductive oscillator 16 when the marks 11 and 13 pass nearby.

This induced voltage is converted into a rectangular wave signal by a pulse shaper 17.

However, the pulse width of this rectangular wave signal (rectangular pulse) is constant.

The output side of the pulse shaper 1T is connected to a logic control circuit 18.

First bistable multi-bi break 2 of logic control circuit 18
The clock input side of 7 is connected to a pulse shaper 17.

The output side of the pulse shaper 17 further includes NOR elements 28 to 30.
is connected to the first input side of the.

The second input sides of the NOR elements 28 - 30 are connected to one output side of the bistable multi-by-break 27 .

The other output of the bistable multivibrator 27 is connected to the clock input of a monostable multivibrator 31 and to the clock input of a second bistable multivibrator 32.

A first output side of the second bistable multi-bi break 32 is connected to a third input side of the NOR element 30.

The second output side of the bistable multivibrator 32 is a NOR
It is connected to the third input side of element 29.

The output side of the monostable multivibrator 31 is connected via a capacitor 33 to the set input side of the first bistable multivibrator 27 .

A diode 34 and a resistor 35 are further connected to the set input side of the bistable multi-bi break 27.

The output side of the NOR element 28 is connected to the output terminal 19.

The output side of the NOR element 29 is connected to the output terminal 20.

The output side of the NOR element 30 is connected to the output terminal 21.

A first output side of the first bistable multi-bi break 27 is connected to the output terminal 22 .

The output side of the monostable multi-bi break 31 is the output terminal 23
connected to.

FIG. 7 is a pulse diagram for explaining the operation of the logic control circuit of FIG. 6.

Pulse train 7a is the output pulse train of pulse shaper 17.

When a pulse 36 occurs at the output of the pulse shaper 17, the logic value of the output of the pulse shaper 17 changes from 1 to 0.

Pulse 36 occurs when mark 11 passes close to inductive transmitter 16 .

The pulse 37, on the other hand, occurs when the mark 13 passes close to the inductive transmitter 16.

The pulse train occurring at the output terminal 19 is shown by pulse train 7b.

The first bistable multi-bi break 27 operates as a frequency divider with a division ratio of 2, so that each time a pulse 37 is applied to the bi-stable multi-bi break 27, a pulse 52 is produced at the output terminal 19.

The pulse train generated at the output terminal 20 is shown by pulse train 7c.

The first bistable multi-bi break 27 and the second bi-stable multi-bi break 32 are connected in cascade and thus act as a frequency divider with a frequency division ratio of four.

A pulse train 7d is generated at the output terminal 21.

The pulse train 7d is formed using the frequency divider with a frequency division ratio of 4, similarly to the pulse train 7c.

However, since the output end of the bistable multi-by-break 32 to which the NOR element 30 is connected and the output side of the bi-stable multi-by-break 32 to which the NOR element 29 is connected are different, the pulse train 7d lags the pulse train 7c.

A pulse train 7e is generated at the output terminal 22.

In the illustrated pulse train 7e, when the rising edge of the pulse 36 occurs, the logic value of the signal at the output terminal 22 changes from 1 to 0;
It returns from 0 to 1 when the rising edge of pulse 37 occurs.

The pulse width of the pulses 38 of the pulse train 7e therefore corresponds to the distance between the marks 11 on the disc 10 and the marks 13 on the disc 12.

The output of the monostable multi-bibreak 31 occurring at the terminal 23 is shown by a pulse train 7f.

The pulse width of pulse 39 is monostable multi-by-break 31
is determined by the metastable time of pulse 36 of pulse train 7a.
longer than the maximum interval between pulse 37 and pulse 37
and pulse 36.

First bistable multi-high break 2 by pulse train 7f
7 can be synchronized.

The logic value of the pulse train 7e at the terminal 22 changes from 1 to O every time a pulse 36 occurs, but does not change from 1 to O even when a pulse train 37 occurs.

That is, by the output signal of the monostable multivibrator 31 via the capacitor 33, the first bistable multivibrator 27 is held in a position where it can only be switched by the pulse 36.

This is because the switching of the bistable multi-bi break 27 to the corresponding position is prevented by the output signal of the monostable multi-bi break 31 during the period during which a pulse 37 may occur.

An evaluation switching device 24 is connected downstream of the logic control circuit 18 .

The evaluation switching device 24 has a first semiconductor switch 40 and a second semiconductor switch 41.

The first semiconductor switch 40 cooperates with an operating voltage source, which is not shown.

This operating voltage source is connected to a power supply line 42 and is connected to a capacitor 4
3 acts as a controllable current source.

The collector of the switching transistor serving as the first semiconductor switch 40 is connected to the first electrode of the capacitor 43 .

The second electrode of capacitor 43 is connected to a common ground line.

The emitter of switching transistor 40 is connected to power supply line 42 via resistor 44 .

The emitter of the switching transistor 40 is further connected to the output terminal 22 of the logic control circuit 18 via a resistor 45 and a diode 46.

The connection point between the resistor 45 and the diode 46 is connected to the operational amplifier 47.
and the collector of a switching transistor 41 serving as a second semiconductor switch.

The emitter of switching transistor 41 is connected to a common ground line.

The output side of the operational amplifier 47 is connected to the base of the first switching transistor 40 .

The non-inverting input side of the operational amplifier 47 is connected to the output terminal 23 of the logic control circuit 18 via an RC element 48; 49.

The base voltage of the switching transistor 41 is
0.51.

One terminal of the resistor 51 is connected to a common ground line.

One terminal of the resistor 50 is the output terminal 1 of the logic control circuit 18.
Connected to 9.

Next, the operation of the circuit portion will be explained.

During the occurrence of the pulses 38 of the pulse train 7e corresponding to the distance between the marks 11 and 13, the capacitor 43 is charged via the conducting switching transistor 40.

In this case, the magnitude of the charging current of the capacitor 43 depends on the reference rotational speed of the internal combustion engine.

This is because the switching transistor 40 is controlled via the output terminal 23 of the logic control circuit 18.

The greater the voltage on the non-inverting input side of the operational amplifier 47, the greater the rotational speed of the internal combustion engine.

This is because ON/OFF of the switching transistor 40 is controlled by the output of the operational amplifier 47.

Further, the current flowing through the switching transistor 40 is proportional to the voltage obtained by subtracting the voltage at the non-inverting input side of the operational amplifier 47 from the operating voltage +UB of the power supply line 42.

Immediately before the output signal at the output terminal 22 is restored, the terminal voltage of the capacitor 43 must be written into a downstream memory.

Therefore, it is necessary to maintain the rising terminal voltage of capacitor 43 constant for a short period of time.

This is realized by the output signal at output terminal 19.

That is, when the pulse 52 of the pulse train 7b, for example, is generated at the output terminal 19, the switching transistor 41 becomes conductive, and a negative signal is applied to the inverting input side of the operational amplifier 47.

As a result, a positive signal is generated at the output side of the operational amplifier 47,
During the occurrence of pulse 52 of pulse train 7b, switching transistor 40 becomes non-conductive.

When switching transistor 40 becomes non-conductive, the terminal voltage of capacitor 43 is maintained constant.

If the terminal voltage of the capacitor 43 is constant, the terminal voltage of the capacitor 43 can be written into a memory device connected later.

After writing the terminal voltage of the capacitor 43 into the memory, the terminal voltage of the capacitor 43 is erased when the logic value of the voltage at the output terminal 22 of the logic control circuit 18 changes from O to 1.

When a positive signal is generated at the output terminal 22, a positive signal is generated at the inverting input of the operational amplifier 47.

As a result, a negative signal is generated at the output of operational amplifier 47.

At that time, the capacitor 43 is connected to the switching transistor 4
Discharge occurs between the collector and base of 0.

When the second pulse 38 of pulse train 7e occurs, the apparatus of FIG. 6 resumes the operation described above.

The variation in the voltage that occurs across the capacitor 43 immediately before the end of the second pulse 38 of the pulse train 1e corresponds to the acceleration due to periodic variations in the average pressure in the combustion chamber or to variations in the torque of the crankshaft.

This voltage value is used as an actual value in a control device that controls the composition of the fuel-air-mixture of the internal combustion engine or the exhaust gas feedback rate.

A switching path of semiconductor switches 53 and 54 is connected to the capacitor 43.

A storage capacitor 55,56 is connected downstream of each semiconductor switch 53,54.

Storage capacitor 55 and storage capacitor 56 are connected to each other.

The control electrode of the semiconductor switch 53 is connected to the output terminal 20 of the logic leg circuit 18 .

A control electrode of semiconductor switch 54 is connected to output terminal 21 of logic control circuit 18 .

Output terminal 20. In response to the output signal of 21, either semiconductor switch 53 or semiconductor switch 54 becomes conductive.

When the semiconductor switch 53 becomes conductive, the terminal voltage of the capacitor 43 can be written into the storage element (storage capacitor) 55.

On the other hand, if the semiconductor switch 54 conducts, the capacitor 43
can be written into the storage element (storage capacitor) 56.

Memory element 55 and memory element 56 are connected to each other.

A resistor 57 is connected to the connection point between the memory element 55 and the memory element 56.

Resistor 57 is connected to the inverting input side of operational amplifier 58.

The non-inverting input side of operational amplifier 58 is connected to a common ground line.

Operational amplifier 58 is connected to act as an AC voltage amplifier.

A rectifier 59 is connected downstream of the alternating current voltage amplifier 58 .

Rectifier 59 is connected to the non-inverting input side of operational amplifier 61 via resistor 60 .

Operational amplifier 61 works as a comparator.

The non-inverting input of the operational amplifier 61 is supplied with the actual value of the control device described above.

On the other hand, the inverting input side of the operational amplifier 61 is supplied with the target value.

The target value is formed, for example, by a voltage divider consisting of a resistor 69 and a resistor 63.

However, the resistor 63 is adjustable.

Adjustable resistance 63. By using this, it is possible to adjust the target value depending on the operating parameters of the internal combustion engine, such as the rotational speed, the pressure of the suction pipe, the temperature of the cooling water, etc.

The actual value of the control device corresponds to the angular variation caused by a variation in the relative position of marks 11 and 13.

The AC voltage component of the signal generated at the connection point between memory element 55 and memory element 56 is amplified by AC voltage amplifier 58 and then rectified by rectifier 59 .

Actual values are formed in this way.

A comparator 61 compares the actual value and the target value.

The output signal of the comparator 61 is fed to a first input of a bistable multi-bi break 62.

The clock input side of the bistable multivibrator 62 is connected to the output terminal 19 of the logic control circuit 18.

The output of the bistable multi-bi break 62 is connected to the second input side of the bi-stable multi-bi break 62 and further connected to an integrator/adjuster 64 via an adjustable resistor.

Integrator/regulator 64 consists of an operational amplifier 65 with an integrating capacitor 66 connected between the output side and the inverting input side.

A reference voltage is applied to the non-inverting input side of the operational amplifier 65.

This reference voltage is connected to the tap of a voltage divider consisting of resistor 67 and resistor 68.

Next, the operation of the aforementioned circuit portion will be explained.

A comparator 61 compares the setpoint value and the actual value with each other.

If the actual value is greater than the setpoint value, a thin pulse occurs at the output of the comparator 61.

On the other hand, if the target value is larger than the actual value, the comparator 61
No pulse is generated from the output side of

When a thin pulse is generated from the output side of the comparator 61,
The bistable multi-bi break 62 is switched and a logic 1 signal is produced at the output of the bi-stable multi-bi break 62.

On the other hand, each time a clock pulse occurs at the output terminal 19 of the logic leg circuit 18, the bistable multi-bi break 62 is switched and a signal of logic value 0 is produced at the output of the bi-stable multi-bi break 62.

If the actual value is smaller than the setpoint value, a continuous signal of logical value 0 is produced at the output of the comparator 61, as described above.

Therefore, no pulse is supplied to the set input side of the bistable multi-by-break 62.

At the output of the bistable multi-bibreak 62, therefore, a signal with a logic value of 0 is generated.

At this time, if the output voltage of the operational amplifier 65 increases, the integrator/adjuster 64 integrates in the positive direction.

The output voltage of the integrator and regulator 64 causes the actual value to increase in the direction of the setpoint value.

If the actual value is greater than the setpoint value, a thin pulse occurs at the output of the comparator 61.

As already mentioned, the bistable multi-by-break 62 is switched by the clock pulse, and a logic 0 signal is produced at the output of the bi-stable multi-by-break 62.

When a pulse occurs at the set input of the bistable multi-by-break 62, the bi-stable multi-by-break 62 is switched and a signal with a logic value of 1 is produced at the output.

This signal causes the logical value of the output signal of the operational amplifier 65 to be 0.
change in the direction of

Each time a clock pulse occurs at the output terminal 19 of the logic control circuit 18, the bistable multi-by-break 62 is reset to the priority state.

In this priority state, a logic zero signal is produced at the output of the bistable multi-by-break 62.

The output signal of the integrator/regulator 64 makes it possible, for example, to control a valve in a multiplier stage of a fuel injection device or in the exhaust gas return path of an internal combustion engine.

[Brief explanation of drawings]

Figure 1 is a diagram showing the relationship between pressure changes in the cylinders of an internal combustion engine and time, and Figure 2 is a diagram showing the relationship between angular velocity changes depending on the composition of the fuel-air-air mixture in the internal combustion engine and time. 3 is a schematic perspective view of an embodiment of the transmitter used in the present invention, FIG. 4 is a schematic cross-sectional view of the transmitter of FIG. 3, and FIG. 5 is a block diagram of an embodiment of the device of the present invention. 6 is a circuit diagram of the embodiment shown in FIG. 5, and FIG. 7 is a pulse diagram for explaining the operation of the apparatus shown in FIG. 10, 12... Disc, 11.13...
...Mark, 14...Torsion spring, 15...
... Crankshaft, 16 ... Induction transmitter, 18
......Logic control circuit, 24...Evaluation switching device, 25...Target value generator, 26...
・Controlled breast feeding

Claims (1)

[Claims] 1. The fuel-to-air ratio of the fuel-to-air mixture supplied to the internal combustion engine, depending on the deviations in the periodic fluctuations of the combustion chamber average pressure caused by the non-uniformly operating cylinders of the internal combustion engine. and/or the amount of exhaust gas returned to the internal combustion engine, in a method for controlling the operating characteristics of an internal combustion engine over a predetermined operating range, caused by non-uniformly operating cylinders of the internal combustion engine. The deviation of the fluctuation of the average pressure in the combustion chamber is determined by measuring the angular phase amount of the deviation of the periodic fluctuation of the angular velocity of the crankshaft.
The angular phase amount of the deviation of the periodic fluctuations of the angular velocity of the crankshaft is determined together with the crankshaft without being influenced by the deviation of the periodic fluctuations of the angular velocity of the crankshaft caused by the non-uniformly operating cylinders of the internal combustion engine. By comparing the angular phase amount generated by the rotating reference system and comparing both angular phase amounts, the phase difference between the two angular phase amounts is determined and used as a control variable to calculate the fuel-air-mixture or exhaust gas return. 1. A method for controlling the operating characteristics of an internal combustion engine, characterized in that the rate is supplied to a control circuit that varies the rate.