U.S. patent number 3,570,460 [Application Number 04/856,997] was granted by the patent office on 1971-03-16 for control system for blocking fuel injection in an internal combustion engine.
This patent grant is currently assigned to Robert Bosch GmbH. Invention is credited to Friedrich Rabus.
United States Patent |
3,570,460 |
Rabus |
March 16, 1971 |
CONTROL SYSTEM FOR BLOCKING FUEL INJECTION IN AN INTERNAL
COMBUSTION ENGINE
Abstract
Opening pulses for fuel injectors are furnished by a
multivibrator. The pulses are applied to a resistance-capacitance
network which furnishes a negative pulse having an amplitude which
varies with the speed and the temperature of the engine. This
signal is applied to the base of a switching transistor whose bias
is controlled by the accelerator pedal. The collector of the
switching transistor is connected to the base of an auxiliary
transistor, whose collector is connected by means of a feedback
resistance to the base of the switching resistor. The opening pulse
is also applied to the base of the auxiliary transistor by means of
a series resistance-capacitance circuit. Blocking of the auxiliary
transistor causes transmission of the opening pulse to the
injector. The auxiliary transistor blocks only upon simultaneous
conduction of the multivibrator furnishing the opening pulse and
the switching transistor. The circuit is arranged to block the
transmission of the opening pulses in case of speeds exceeding the
idling speed while the accelerometer pedal is not depressed.
Inventors: |
Rabus; Friedrich (Stuttgart-Bad
Cannstatt, DT) |
Assignee: |
Robert Bosch GmbH (Stuttgart,
DT)
|
Family
ID: |
5702849 |
Appl.
No.: |
04/856,997 |
Filed: |
September 11, 1969 |
Foreign Application Priority Data
|
|
|
|
|
Sep 21, 1968 [DT] |
|
|
1,776,103 |
|
Current U.S.
Class: |
123/325; 123/333;
123/493; 123/484 |
Current CPC
Class: |
F02D
41/123 (20130101) |
Current International
Class: |
F02D
41/12 (20060101); F02d 033/00 (); F02d 011/10 ();
F02b 049/00 () |
Field of
Search: |
;123/97 (B)/ ;123/119,32
(E-1)/ ;123/102,(Inquired) |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Burns; Wendell E.
Claims
I claim:
1. In an internal combustion engine having a crankshaft, at least
one injection means adapted to inject fuel in response to an
opening signal, and means for furnishing said opening signals in
synchronism with the rotation of said crankshaft, a control system
for preventing the activation of said injection means at
predetermined excessive speeds in the presence of a substantially
closed accelerator valve, comprising in combination, switching
circuit means having a switching control element, said switching
circuit means being adapted to be in a first or second stable state
in dependence upon the total signal amplitude at said switching
control element; network means interconnecting said means for
furnishing opening signals and said switching control element, for
furnishing an operating signal varying at least in part with the
speed of said internal combustion engine at said switching control
element; biasing signal furnishing means for changing the bias
signal applied to said switching control element from a first to a
second biasing value upon substantial closing of the accelerator
valve of said internal combustion engine; auxiliary circuit means
having an auxiliary control element and an auxiliary output
circuit, said auxiliary output circuit being adapted to be in a
first or second stable state in dependence upon the signal at said
auxiliary control element; first interconnecting means
interconnecting said auxiliary output circuit and said switching
control element; second interconnecting means interconnecting said
switching circuit means and said auxiliary control element; and
third interconnecting means interconnecting said means for
furnishing said opening signals and said auxiliary control element;
and fourth interconnecting means interconnecting said auxiliary
output circuit and said injection means in such a manner that said
opening signal is applied to said injection means when said
auxiliary output circuit is in said first stable state, and is
locked from said injection means when said auxiliary output circuit
is in said second stable state.
2. A control system as set forth in claim 1, wherein said first
interconnecting means comprise a first resistance.
3. A control system as set forth in claim 2, wherein said second
interconnecting means comprise a second resistance.
4. A control system as set forth in claim 3, wherein said means for
furnishing opening signals comprise a multivibrator; and wherein
said fourth interconnecting means comprise a resistance-capacitance
network.
5. A control system as set forth in claim 4, wherein power to said
control system is supplied by means of a first and second supply
line; further comprising first voltage divider means connected
between said first and second supply line and having a first and
second voltage divider tap; wherein said auxiliary control element
is connected to said first voltage divider tap; wherein said
resistance-capacitance network is a series resistance-capacitance
circuit connected from said first to said second voltage divider
tap.
6. A control system as set forth in claim 5 wherein said switching
control element is connected to said second supply line by means of
a first and second bias resistor connected in series; and wherein
said biasing signal furnishing means comprise a switch mechanically
intercoupled with said accelerator valve in such a manner that said
switch and said accelerator valve close substantially
simultaneously, said switch having a first terminal connected to
the common point of said bias resistors and a second terminal
connected to a predetermined potential.
7. A control system as set forth in claim 6 wherein said
predetermined potential is ground potential.
8. A control system as set forth in claim 7, further comprising a
first diode interconnecting said series bias resistors and said
switching control element.
9. A control system as set forth in claim 8 further comprising a
second diode interconnecting said switching control element and
said network means.
10. A control system as set forth in claim 9, wherein said
switching circuit means and said auxiliary circuit means comprise a
first and second transistor respectively.
11. A control system as set forth in claim 1 wherein said network
means comprise temperature dependent circuit means in thermal
contact with said internal combustion engine, and having an
electrical characteristic which varies in dependence on the
temperature of said internal combustion engine, whereby said
operating signal varies both as a function of engine speed and
engine temperature.
12. A control system as set forth in claim 11 wherein said output
signal is furnished at an output point; wherein the power for said
control system is supplied by a first and second supply line; and
wherein said temperature dependent circuit means comprise second
voltage divider means, said second voltage divider means comprising
a negative temperature coefficient resistance in thermal contact
with said internal combustion engine, connected in series to a
fixed resistance; and means interconnecting said output point and
the common point of said negative temperature coefficient
resistance and said fixed resistance.
13. A control system as set forth in claim 1 wherein said network
means comprise a first and second passive network; and wherein at
least one of said passive networks further comprises a temperature
dependent element, thereby causing said operating signal to vary
both in dependence upon engine speed and engine temperature.
14. A control system as set forth in claim 1 wherein said opening
signal is an opening pulse; wherein said means for furnishing said
opening signal comprise means for furnishing said opening pulses at
an opening pulse furnishing terminal; wherein power for said
control circuit is supplied by a first and second supply line; and
wherein said network means comprise a first charging resistance and
a first network capacitance interconnected in series, said series
connection having a first terminal connected to said opening pulse
furnishing terminal, a common point, and a second terminal
connected to said switching control element; a second charging
resistance, a second network capacitance, and a third charging
resistance series connected between said common point and said
first supply line; a diode connected in shunt with said first
charging resistance and having its cathode connected to said common
point; and an interconnecting resistor connected between the common
point of said second network capacitance and said third charging
resistance at one terminal, and the output of said switching
circuit means at the second terminal.
Description
BACKGROUND OF THE INVENTION
This invention relates to a control system for activating
electromagnetic injection means in an internal combustion engine.
In this type of control system a monostable multivibrator may be
used to determine the length of time that the injection means are
open as a function of an operating parameter of the engine, as, for
example, the pressure in the intake manifold. More particularly, it
relates to a control system wherein it is desired to terminate the
fuel injection if the accelerator valve is closed and if, in
addition, the speed of the engine exceeds the highest permissible
idling speed by a predetermined amount. The type of control system
using a monostable multivibrator is very effective in practice
since the amount of fuel delivered to the engine can be readily
varied to conform to the particular operating conditions. However,
it has been found desirable to shut off the fuel supply at the
above-mentioned conditions, namely excessive speed in the presence
of a closed accelerator valve. This prevents unburnt fuel from
reaching the exhaust and thus prevents contamination of the
atmosphere as well as preventing excessive fuel consumption. The
type of condition under which the engine may be operating at
excessive speeds with closed accelerator valve may for example
occur when the vehicle goes downhill and the engine is used
effectively as a brake.
In order to assure that the engine will continue to operate in the
idling phase, the blocking of the injection mentioned above must be
suspended when the speed of the engine is below a predetermined
amount, which predetermined value is above the idling speed with a
sufficient margin of safety. A known solution for this problem is
taught in German Pat. No. 1,220,179. This comprises a bistable
multivibrator and at least one network connected to the input of
said bistable multivibrator. This network is connected alternately
to each of two supply lines having different potentials by means of
a switch. The network is an RC network with rectifiers. The output
of the network varies with engine speed and is applied to the
bistable multivibrator whose state determines whether or not the
opening pulses furnished by another multivibrator are transmitted
to a selected injector.
Further, injection systems are known in which two such networks are
used, each tuned to a different limiting speed. Thus it can be
accomplished that the injection process is stopped at a higher
speed when the speed of the engine is increasing, and is restarted
at a lower speed when the speed of the engine is decreasing.
SUMMARY OF THE INVENTION
The object of this invention is to furnish a control system which
is substantially simpler than the above-discussed control
system.
It is a further object of this invention to provide such a control
system wherein both the upper speed at which the blocking of the
fuel supply takes place and the lower limiting speed wherein said
fuel injection is resumed depend also upon the operating
temperature of the internal combustion engine.
This invention thus is a control system in an internal combustion
engine having a crank shaft and at least one injection means
adapted to inject fuel into the engine in response to an opening
signal. The combustion engine further has means for furnishing said
opening signals in synchronism with the rotation of the crank
shaft. The control system for such an engine, and for preventing
the activation of said injection means at predetermined speeds
exceeding the idling speed in the presence of a substantially
closed accelerator valve, comprises switching circuit means having
a switching control element and adapted to have a first or second
stable state in response to the total signal at said switching
control element. It further comprises network means interconnecting
said means for furnishing said operating signals and said switching
control element. The network means are adapted to furnish an
operating signal at said switching control element which varies at
least in part with the speed of said internal combustion engine.
Further applied to said switching control element is a biasing
signal. This biasing signal changes from a first to a second
biasing value when the accelerator valve closes. The invention also
comprises auxiliary circuit means having an auxiliary control
element and an auxiliary output circuit. The auxiliary circuit
means are also adapted to assume either a first or a second stable
state. Further comprised in the invention are first interconnecting
means interconnecting said auxiliary output circuit and said
switching control element, second interconnecting means
interconnecting said auxiliary control element and the output of
said switching circuit means; third interconnecting means
interconnecting the means for furnishing the opening signals and
the auxiliary control element; and fourth interconnecting means
interconnecting the auxiliary output circuit and the injection
means in such a manner that the opening signal is applied to said
injection means when said auxiliary circuit means is in the first
stable state, and that the opening signal is not applied to the
injection means when the auxiliary output circuit is in the second
stable state.
This arrangement, while requiring much less equipment than the
previously known arrangements also permits the simple introduction
of the operating temperature as a criterion for influencing the
blocking of the fuel supply as stated above.
The novel features which are considered as characteristic for the
invention are set forth in particular in the appended claims. The
invention itself, however, both as to its construction and its
method of operation, together with additional objects and
advantages thereof, will be best understood from the following
description of specific embodiments when read in connection with
the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1 shows an injection system including the circuit diagram of
an electric control system according to this invention;
FIG. 2 shows a variation of cutoff speeds and injection-resumption
speeds as a function of temperature for the control system shown in
FIG. 1;
FIG. 3 shows a second embodiment of the control system of this
invention, using two speed responsive networks;
FIGS. 4a to 4c show a number of characteristic lines for the
networks of FIG. 3, as a function of temperature.
DESCRIPTION OF THE PREFERRED EMBODIMENT
The preferred embodiment of this invention will now be discussed
with reference to the FIGS.
The injection system shown in FIG. 1 is used in a four-cylinder
internal combustion engine 1. The spark plugs 2 are connected to a
high voltage ignition supply which is not shown. Coordinated with
each individual cylinder of the internal combustion engine is an
inlet valve which is not shown in FIG. 1. These inlet valves are
each situated on a connecting pipe which connect the individual
cylinder to the inlet pipe 3. Each of these connecting pipes is
equipped with injection means, namely electromagnetically activated
injection valves 4. Each of these injection valves is supplied with
fuel from a fuel distributor 6 via fuel lines numbered 5 in FIG. 1.
A pump 7, delivers the fuel to the fuel distributor and the fuel
lines 5 under substantially constant pressure of approximately 2
atmospheres.
Each of the injection valves 4 comprises a magnetizing winding
which is not shown. One terminal of each of the magnetizing
windings is connected to ground, while the other terminal of each
winding is connected via connecting lines 8 with one of the four
resistors labeled 9 in FIG. 1. The resistors 9 are connected in
pairs, each pair to one of the power transistors 10, 11. Each power
transistor has an emitter, both of these emitters being connected
to the cathode of a diode 12 whose anode is connected to the
positive supply line. It is the function of the diode 12 to assure
the blocking of the power transistors between consecutive
injections.
The power transistor 10, together with a driving transistor 14,
which is an NPN-type transistor and a transistor 16 which serves as
an AND gate, form the first control channel, while power transistor
11, in conjunction with its driving transistor 15 and transistor
17, which also serves as an AND gate constitute the second control
channel of the injection system. The channels are selected
alternately by means of a common bistable multivibrator 20 which is
framed in the dashed lines in FIG. 1. Each channel allows injection
to take place at two of the four injection valves. This
multivibrator comprises two NPN-type transistors, 21 and 22, each
having an emitter directly connected to the negative supply line 19
and a collector connected to the positive supply line 13 by means
of a load resistance. The load resistances are labeled 23 and 24
respectively. The collector of transistor 21 is also connected to a
series circuit comprising resistors 251, 261 and diode 271 whose
anode is connected to resistor 261, while its cathode is connected
to the base of transistor 22. Similarly, the collector of
transistor 22 is connected via a series feedback network of
resistances 25, 26 and diode 27 to the base of transistor 21. The
base of transistor 22 is also connected to the negative supply line
by means of a resistance 281, while the base of transistor 21 is
connected to the negative supply line by means of a resistance 28.
One or the other of the control channels is selected by means of
the switches 31 and 32. The switches are housed in the distributor
for the high voltage ignition of the internal combustion engine.
This distributor is not shown. Each switch has a fixed contact
connected to the negative supply line 19 and a movable arm
connected to the common point of resistors 25 and 26, and 251, 261,
respectively. The base of AND gate transistor 16 is connected to
the collector of transistor 21 by means of a resistance 34. AND
gate 16 can only be blocked, thus causing its associated power
transistor 10 and driving transistor 14 to become conductive, when
transistor 21 is conductive. This condition exists when switch 32
is closed. After a further rotation of crankshaft 30 of the
internal combustion engine the other switch is closed, causing
transistor 21 to be blocked and, therefore, transistor 22 to become
conductive. The base of AND gate 17 is connected to the collector
of transistor 22 by means of a resistance 35. Thus transistor 17
becomes blocked. The group of injection valves which are
coordinated with power transistor 10 can thus only be activated to
cause an injection when transistor 21 has become conductive through
the closing of the switch 32, while the second group of valves is
chosen by means of switch 31.
Switches 31 and 32 not only serve the function of selecting the
particular group of valves, they also signify the start of each
consecutive injection process. The amount of fuel injected during
each injection process is dependent upon the duration of the
injection process. In order to coordinate the quantity of fuel to
the particular operating conditions of the internal combustion
engine, a monostable multivibrator 40 is provided. This monostable
multivibrator has an input transistor 41 and an output transistor
42. The element which serves to determine the injection time is a
transformer 44 which has a primary winding 43 connected in the
collector circuit of transistor 42. The secondary winding 45 has a
first terminal connected to the common point of a resistance 46 and
47 whose other terminals are respectively connected to the positive
and negative supply lines 13 and 19. The base of input transistor
41 is connected to the negative supply line via a resistance and to
the positive supply line by means of a diode 48 and a resistance 49
to the positive supply line. The diode is connected so that the
transistor 41 is kept in a conductive condition in the interval
between consecutive injection processes, by allowing the necessary
base current to flow. The anode of diode 48 is connected to the
anodes of three additional diodes 51, 50, and 52. The cathode of
diode 50 is connected to the secondary winding 45 of transformer
44. The two other diodes, 51 and 52, conduct the pulses required to
switch the multivibrator 40 to its unstable state, thus causing an
opening pulse 53 to be generated at point C, the collector of
transistor 42. The pulses which switch the multivibrator are
supplied via two differentiating capacitors 54 and 55. One of these
is connected to the collector of transistor 21, while the other is
connected to the collector of transistor 22. The other terminals of
the differentiating capacitors 54 and 55 are connected to the
diodes 51 and 52, respectively. Each of these terminals is further
connected to a separate voltage divider connected between the
positive and negative supply lines.
As stated above, it is desired that the width of the opening pulse
depends upon the various operating conditions of the internal
combustion engine. Many such arrangements are known. That shown in
FIG. 1 is an example only. The particular example shown in FIG. 1
shows an arrangement whereby the width of the opening pulse depends
upon the pressure in the inlet means of the engine. Thus a pressure
element 58 is connected behind the accelerator valve 57 in the
direction of intake. A core 59 is mechanically linked to the
membrane of this pressure element by means of a linkage indicated
by a dash-dot line in FIG. 1. The arrangement is such that the core
is pulled away from the winding as the inlet pressure in pipe 3
increases relative to the outside atmospheric pressure. Thus the
less the inlet pressure, the shorter the opening pulses 53 which
are furnished by the multivibrator 40. Multivibrator 40 constitutes
a means for furnishing opening signals, or opening pulses.
The circuitry for supplying these opening pulses to the power
transistors 10 or 11 will now be described. Auxiliary circuit
means, here illustrated by a transistor 60 are connected to the
output of monostable multivibrator 40 in such a way that the base
of transistor 60 is connected to the collector of transistor 42;
specifically, the base of transistor 60 is connected to the common
point of a resistor 61 and 62 which form part of a voltage divider
which also comprises a resistor 63 and is connected from the
negative to the positive supply line. The collector of transistor
42 is directly connected to the common point of resistors 62 and
63. The collector of transistor 60 is connected to the positive
supply line by means of resistor 65. The collector of transistor 60
is further connected to fourth connecting means which interconnect
the auxiliary transistor 60 and the injection means in such a way
that the opening pulse is transmitted to the injection means when
the transistor 60 is in the first stable state and is blocked from
the injection means when the transistor 60 is in the second stable
state. The fourth connecting means comprise a transistor 67 which
has a base connected to the collector of transistor 60 by means of
a resistance 66. The transistor 67 is a preamplifier and is an NPN
transistor. The collector of this transistor is connected to the
base of AND gate transistor 17 by means of a resistance 68. It is
further connected to AND transistor 16 by means of a resistance 69.
When an opening pulse 53 is generated, auxiliary transistor 60 is
blocked and the preamplifier transistor 67 becomes conductive. This
causes the particular AND gate to become blocked whose associated
transistor 21 or 22 becomes conductive. The injection process is
ended as soon as the transistor 67 returns to its original blocked
condition.
It is an object of this invention to conserve fuel and to cause as
little unburnt fuel as possible to appear in the exhaust gases of
the internal combustion engine. Thus if the internal combustion
engine is driven at speeds greatly exceeding the idling speed when
the accelerator valve is closed, whereby the engine serves as a
brake during the compression stroke, it is desired to prevent the
injection of fuel. This is accomplished by the combination of
network means denoted by 71 in FIG. 1, and switching circuit means,
comprising transistor 70 in FIG. 1. The network means specifically
comprise a resistance 72 connected to the collector of transistor
42, and a capacitor 73 connected in series with said resistance 72.
Further, a diode 74 is connected to the common point of resistor 72
and capacitor 73, as is a resistance 75 in parallel with said
diode. Resistance 75 is a variable resistor. A capacitor 76 is
connected in series with the parallel combination of diode 74 and
resistance 75. The other terminal of capacitor 76 is connected to
the negative supply line by means of a resistance 77. The other
terminal of capacitor 73 is connected to the common point P of two
resistors 78 and 79, whose other terminals are respectively
connected to the positive and negative supply lines. Further
connected to point P is the cathode of a diode 80 whose anode is
connected to the base of switching transistor 70. The
above-described network generates a voltage at point P during the
opening pulse which serves as a criterion for the speed of the
internal combustion engine.
During the operation of the circuit, which will be described in
more detail below, the capacitors 73 and 76 are discharged as long
as transistor 42 is in the conductive condition and generating an
opening pulse 53. The discharge time is independent of the speed of
the engine. Capacitor 73 and 76 are charged as long as transistor
42 is blocked. Charging of capacitor 73 takes place through
resistance 72 and is a short time constant charging process. The
resultant voltage on capacitor 73 is positive on the terminal
connected to resistance 72, since point C is effectively at the
positive potential when transistor 42 is blocked. In contrast, the
charging of capacitor 76 is effected with a large time constant.
Thus the voltage developed across this capacitor will depend upon
the speed of the engine. The polarity is such that the terminal
connected with resistance 77, and marked Q in FIG. 1, is negative.
When diode 74 is conducting, as is the case during the opening
pulse, the maximum negative voltage developed at point P depends
upon the algebraic sum of the voltages across capacitances 73 and
76, and will be more negative the higher the speed.
As was explained above, it is desired to block the fuel
transmission if the speed is excessively high when the accelerator
valve is closed, or in idling position. Thus, the position of the
accelerator valve is the second criterion required for the shutoff
of the fuel supply. This criterion is supplied as follows. A switch
S is mechanically coupled to the gas pedal 56. The movable arm of
the switch S is connected to ground, while a fixed terminal 81 is
connected to a terminal 82 which in turn is connected to the common
point of resistors 83 and 84 which are in the base circuit of
transistor 70. Resistor 83 has a second terminal connected to the
positive supply line, while resistor 84 has a second terminal
connected to the base of transistor 70 by means of a diode 85 whose
cathode is connected to said base. The base of transistor 70 is
further connected to the collector of transistor 60 by means of a
feedback resistance 86 which is herein referred to as first
interconnecting means. The collector of transistor 70 is connected
to the base of transistor 60 by means of second interconnecting
means, namely a resistance 87. The collector of transistor 70 is
further connected to the positive supply line by means of a load
resistance 88.
The following operating conditions result from the above-described
circuitry, which includes the speed-responsive part of network
71:
1. When accelerator valve 57 is open, switch S is also open. Thus
only one of the two above-named criteria for shutting off the fuel
injection exists and the fuel injection should thus not be
blocked.
1a. If the output transistor 42 of multivibrator 40 is blocked, and
thus no opening pulse is being generated, the auxiliary transistor
60 is in the conductive condition. Switching transistor 70 is held
in the conductive condition via resistances 83 and 84 and diode 85.
It cannot be blocked through any negative pulse which might appear
at point P.
1b. If transistor 42 becomes conductive and generates an opening
pulse 53, transistor 70 remains conductive, since the negative
pulse appearing at point P is not sufficient to block it. When
transistors 42 and 70 are conductive simultaneously, the auxiliary
transistor 60 is blocked and thus the opening pulse 53 can be
transmitted to one of the power transistors 10 or 11. Thus an
injection process takes place for the duration of the opening pulse
53 at the injection means selected by means of bistable
multivibrator 20.
2. If however the accelerator valve 57 is in the idling position,
and therefore the switch S is closed, the possibility exists that
the fuel supply will be blocked if the speed of the engine
increases excessively.
2a. In the interval between two opening pulses 63 output transistor
42 is in the blocked condition, transistor 60 is conductive, and
transistor 70 is blocked since terminal 82 is now at ground
potential. A negative pulse appearing at point P would thus be
ineffective, since transistor 70 is already blocked.
2b. If, at very low speeds, the transistor 42 becomes conductive,
thus generating an opening pulse 53, transistor 70 is initially
blocked, as it is in the interval between two opening pulses, so
that transistor 60 would normally remain conductive over
resistances 87 and 88. However, the resistance 62 which is in the
base circuit of transistor 60, is shunted by means of a series
combination of a capacitor 90 and a resistance 91. The capacitor 90
may, for example, be approximately 1 .mu.f. The capacitor 90,
resistance 91 and the line 64 furnish the third interconnecting
means, interconnecting the base of transistor 60 to the output of
transistor 42. In the intervals between opening pulses, the
capacitor 90 is charged by the base current of transistor 60 to the
voltage existing across resistance 62. The charge stored on the
capacitor causes the transistor 60 to receive a blocking pulse at
the beginning of an opening pulse. The transistor 60 is thus
blocked causing switching transistor 70 to become conductive via
the feedback resistance 86. Since the auxiliary transistor 60
remains blocked for the total duration of the opening pulse 53, an
injection process takes place at the injection valve.
2c. If, however, the speed of the engine is very high, namely high
enough so that the potential at point P, caused by the charge on
capacitance 73, is very negative, then the transistor 70 can become
conductive only during the discharge time of capacitance 90, which
discharge time is in the order of 10 .mu.sec. Thus the transistor
70 will be blocked again immediately even during the duration of
the opening pulse 53, thus causing the transistor 60 to resume its
conductive condition. The injection valve cannot respond to an
opening pulse which only exists for approximately 10 msec. and thus
remain closed. The fuel supply is thus blocked until such time as,
either, the accelerator valve is opened, or the speed is decreased
to a lower value, which, however, still exceeds the idling speed as
will further be described below. In particular, the speed at which
the fuel resumption occurs is hereinafter denoted as n.sub.1.
Beneath the speed n.sub.1, the opening pulses are transmitted to
the injection means as described in paragraph (2b) above even if
the accelerator valve is still closed.
As implied above, the speed at which the fuel supply is blocked,
which will be denoted by n.sub.o, is not necessarily identical to
the speed n.sub.1 at which the fuel supply is resumed. This will be
discussed further below.
However, first, it should be noted that the values n.sub.1 and
n.sub.o mentioned above are, for the system described above,
independent of the operating temperature of the engine. However, it
is desirable to increase the idling speed greatly during the winter
in order to assure a trouble-free operation of the engine.
Thus it will be noted that in FIG. 1, one terminal of capacitance
73 is connected not only to the common point of resistors 78 and 79
which form a voltage divider arrangement, but also to a common
point of negative temperature coefficient resistance 93 and a fixed
resistance 94 which are also connected in a voltage divider
arrangement between the positive and negative supply line. The
common point of the voltage divider including the negative
temperature coefficient resistance may be connected to the common
point P of the voltage divider arrangement with resistances 78 and
79 by means of a resistance 95. The NTC resistance 93 is in a
heat-conductive connection with the internal combustion engine 1
and increases in resistance the lower the operating temperature of
the engine. As the operating temperature of the engine decreases,
the potential at point P thus increases for lower temperatures.
Capacitor 73 charges, in the interval between opening pulses 53, to
a potential which corresponds to the difference between the
potential at point P and the positive potential at positive supply
line 13. Thus the charge on capacitor 73 is less at lower
temperatures. Thus when transistor 42 becomes conductive at the
beginning of the next opening pulse 53, a less negative pulse is
generated at point P, which becomes ineffective at an earlier point
in time. For the reasons set forth in paragraph (2c) above, the
fuel cutoff speed n.sub.o is then correspondingly higher.
As described above, the charge on capacitance 76 depends upon the
speed, and now the charge on capacitance 73 becomes temperature
dependent. Since the cutoff of tube 70 is determined by the
algebraic sum of the voltages on capacitances 76 and 73 as
explained above, and the voltage on capacitor 73 becomes smaller
with decreasing temperatures, obviously the cutoff point for
transistor 70 will be reached for lower voltages on capacitance 76.
This condition exists at higher speeds. Thus the NTC resistance 93
causes the fuel cutoff speed n.sub.o, as well as the fuel
resumption speed n.sub.1 to assume higher values with decreasing
operating temperatures.
In order to achieve sufficient stability and circuit conditions in
the vicinity of the two speeds n.sub.o and n.sub.1, the circuit is
arranged in such a manner that the cutoff speed n.sub.o is
substantially higher than the resumption speed n.sub.1. For this
purpose an interconnecting resistance 98, is connected between the
point Q on the one hand and the collector of transistor 70 on the
other hand. In this way, the potential at point Q is kept at
substantially the value of the negative supply line 19 while the
transistor 70 is conducting, but is at a substantially higher
potential, fixed by the dividing ratio of resistances 88, 98 and 77
when transistor 70 is blocked. Thus if a sufficiently high negative
pulse is generated at point P to block transistor 70, the capacitor
76 receives a charge during the opening pulse which is opposed to
the charge it acquires in the interval between opening pulses. This
charge thus tends to make terminal Q positive with respect to the
other terminal of capacitor 76. This effectively increases the
charging time of capacitance 76. In order that the transistor 70,
may, as described under paragraph (2b) above, furnish the next
opening pulse 53 to the transistors 10 and 11 when the accelerator
valve is closed by blocking transistor 60 for the duration of this
pulse, the negative pulses appearing at point P at the beginning of
these opening pulses may not extend for a longer time period than
the discharge time of capacitor 90. In this way the cutoff speed
n.sub.o at which the injection process is blocked at increasing
speeds, is substantially higher at a given operating temperature
than the resumption speed n.sub.1 at which the fuel injection is
resumed for decreasing speeds.
FIG. 2 shows the variation of the cutoff speeds n.sub.o and the
resumption speeds n.sub.1 in dependence on the operating
temperature. In particular, the solid lines correspond to the
condition wherein resistances 78 and 79 are relatively high while
resistances 93, 94 and 95 are comparatively low, so that NTC
resistance 93 has a great influence. The dashed lines show that
n.sub.o is maintained a constant amount above n.sub.1, if instead
of the NTC resistance a fixed resistance is used, thus eliminating
the temperature dependence.
For a second preferred embodiment of the present invention, two
speed-responsive networks arranged in parallel with each other may
be used as is shown in FIG. 3. The first network may be subject to
a high temperature dependence, and is constructed similarly to the
network 71 shown in FIG. 1. Its components are thus labeled with
the same reference numbers as in FIG. 1. The second network 171 is
similar but not identical. Its components have reference numbers
which are increased by 100 relative to the corresponding components
of the network 71. The second network 171 is not influenced by
temperature, since it has no NTC resistance. Furthermore, its
capacitor 173 is connected to the base of transistor 70 by means of
a diode 180 and is further connected to resistance 196 whose other
terminal, together with diode 174 and resistance 175, is connected
to a second capacitor 176.
As shown in FIGS. 4a through 4c, the cutoff speeds n.sub.o2 of the
second network as well as the resumption speeds n.sub.12 of the
network are straight lines parallel to the temperature axis.
Because of the intercoupling resistance 198 which connects the
collector of transistor 70 to point Q', the cutoff speed n.sub.o2
exceeds the resumption speed n.sub.12 by approximately 400 r.p.m.
In the particular example, the resumption speed n.sub.12 is assumed
to be approximately 800 r.p.m. Because of NTC resistance 93 the
first network is greatly influenced by the temperature. The cutoff
speed n.sub.o1, as well as the resumption speed n.sub.11 are shown
in dashed lines.
In general, it is desirable that the cutoff speed is not increased
further by decreasing temperatures if the temperature is below a
specified amount, for example -10.degree. C. However, even for
these low temperatures, it is desirable to maintain a difference
between the cutoff and the resumption speeds. For instance if
networks 71 and 171 are connected in parallel, but mutually
decoupled, to the base of transistor 70, the cutoff speed, for
increasing engine speeds, is determined by the network which is
tuned to the lower cutoff speed. For the case illustrated in FIG.
4a, the resulting cutoff speed n.sub.o shown in the solid curve
follows the constant cutoff speed n.sub.o2 of the second network
171 for temperatures less than -10.degree. C., and corresponds to
the cutoff speed n.sub.o1 of the first network at higher
temperatures. Under the conditions shown in FIG. 4a, the networks
are adjusted so that the temperature dependent values of the
resumption speed n.sub.11 of the first network are always beneath
the constant resumption speeds n.sub.12 of the second network 171.
Thus n.sub.11 determines the resumption of the fuel injection
process throughout.
The same is true when the networks are adjusted to yield the
characteristic curves shown in FIG. 4b. The difference between
FIGS. 4b and 4a results from the fact that a much more substantial
difference exists between the speeds n.sub.11 and n.sub.o1
throughout the whole range. Since the cutoff frequency n.sub.o1 is
at all temperatures higher than the temperature-independent cutoff
speed n.sub.o2, the resulting cutoff speed n.sub.o will be constant
regardless of temperature.
In FIG. 4c, the networks are adjusted so that the cutoff speed
n.sub.o varies with temperature approximately as it did in FIG. 4
a. However, n.sub.11 is greater than n.sub.12 at very low
temperatures, thus causing n.sub.12 to determine the fuel injection
resumption speed n.sub.1 at low temperatures. At higher
temperatures the resumption speed n.sub.11 of the first network
becomes lower than the fixed resumption speed n.sub.12 of the
second network and therefore controls the actual resumption of fuel
injection in the engine.
While the invention has been illustrated and described as embodied
in a control system using a particular type of speed-responsive
network, it is not intended to be limited to the details shown,
since various modifications and circuit and structural changes may
be made without departing in any way from the spirit of the present
invention.
What is claimed as new and desired to be protected by Letters
Patent is set forth in the appended claims.
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