U.S. patent number 3,750,632 [Application Number 05/128,617] was granted by the patent office on 1973-08-07 for electronic control for the air-fuel mixture and for the ignition of an internal combustion engine.
Invention is credited to Richard Zechnall.
United States Patent |
3,750,632 |
Zechnall |
August 7, 1973 |
ELECTRONIC CONTROL FOR THE AIR-FUEL MIXTURE AND FOR THE IGNITION OF
AN INTERNAL COMBUSTION ENGINE
Abstract
A function generator is fed input signals corresponding to at
least two different engine operating parameters, such as the
position of the accelerator pedal and the engine rpm, the function
generator, in dependence on these input signals, controlling the
amount of fuel supplied to the cylinder so as to maintain a desired
excess air coefficient .lambda. for each operating condition of the
engine. In one form of the invention, the function generator
controls the fuel and air supplied, as well as the ignition
timing.
Inventors: |
Zechnall; Richard (Stuttgart,
DT) |
Family
ID: |
25758889 |
Appl.
No.: |
05/128,617 |
Filed: |
March 25, 1971 |
Foreign Application Priority Data
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Mar 26, 1970 [DT] |
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P 20 14 633.2 |
Feb 5, 1971 [DT] |
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P 21 05 353.2 |
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Current U.S.
Class: |
123/350; 123/488;
123/406.45 |
Current CPC
Class: |
G01F
1/28 (20130101); F02D 43/00 (20130101); F02B
1/04 (20130101) |
Current International
Class: |
G01F
1/28 (20060101); G01F 1/20 (20060101); F02D
43/00 (20060101); F02B 1/04 (20060101); F02B
1/00 (20060101); F02b 003/00 (); F02p 005/04 ();
F02p 001/00 () |
Field of
Search: |
;123/32EA,119R,139AW,99,104 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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600,895 |
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Apr 1948 |
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GB |
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1,099,267 |
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Feb 1961 |
|
DT |
|
Other References
"Aircraft Carburetion," Thorner 1947, Pages 38, 39, 40, 41,
82-85.
|
Primary Examiner: Goodridge; Laurence M.
Assistant Examiner: Cox; Ronald B.
Claims
What is claimed as new and desired to be protected by Letters
Patent is set forth in the appended claims.
1. An electronic system for controlling the air-fuel mixture in an
internal combustion engine having an accelerator, at least one
cylinder and a throttle valve, first means for providing a first
signal corresponding to the position of the accelerator and a
second signal corresponding to the engine rpm; second means
including an electronic function generator having input means
connected to receive said first and second signals for controlling
the amount of fuel supplied to the cylinder so as to obtain a
desired excess air coefficient alpha for each operating condition
of the engine, and said second means further including means for
controlling the position of the throttle valve comprising an
amplifier having an input connected to receive said first signal,
and a Zener diode connected between ground and said input of said
amplifier to become conductive when said accelerator is greatly
depressed so that the throttle valve is completely opened before
the accelerator is moved to its maximum position.
2. An electronic system for controlling the air-fuel mixture in an
internal combustion engine having a throttle valve, an accelerator
and at least one cylinder comprising, in combination first means
comprising a first transducer for providing a first signal
corresponding to the position of the accelerator and a second
transducer for providing a second signal corresponding to the
engine rpm; second means connected to receive said signals as input
for controlling, in dependence upon said signals, the amount of
fuel supplied to an engine cylinder so as to obtain a desired
excess air coefficient alpha for each operating condition of the
engine, said second means including an electronic function
generator for selecting the ignition timing in dependence upon said
signals, said function generator including an electronic multiplier
having first and second inputs respectively connected to receive
said first and second signals, said second means further including
ignition timing setting means for adjusting the ignition timing, a
first control circuit having an input connected to receive said
first and second signals and an output connected to said ignition
timing setting means to control the latter in dependence upon said
signals, and wherein said second means further includes
throttle-valve setting means for adjusting the throttle-valve
position and a second control circuit having an input connected to
said transducers to receive said signals and having an output
connected to said throttle-valve setting means to control the
latter in dependence upon said signals.
3. A system as defined in claim 1, wherein said second means
includes means for providing a rich mixture only at full load
operation and at operation at low engine rpm and small load.
4. A system as defined in claim 1, wherein said first means provide
a third signal corresponding to the amount of air passing through
the intake manifold, and wherein said function generator input
means is connected to receive said third signal.
5. A system as defined in claim 4, wherein said first means
includes a static plate for measuring the amount of air passing
through said intake manifold, and first transducer means for
converting the movements of said static plate into said third
electrical signal.
6. A system as defined in claim 4, wherein said first means
includes temperature dependent resistance means located in the
intake manifold air flow for providing a temperature dependent
resistance, and transducer means connected to said resistance means
for converting the temperature dependency thereof into said third
signal.
7. A system as defined in claim 1, wherein said first means
provides a third signal corresponding to the air temperature, a
fourth signal corresponding to the air pressure, and a fifth signal
corresponding to the engine temperature, and means for connecting
said input means of said function generator to said third, fourth,
and fifth signals.
8. A system as defined in claim 2, wherein said second means
includes dosing valve means for controlling the amount of fuel fed
to the cylinder, and an electronic function generator connected to
said dosing valve means to regulate the latter in dependence on
said engine operating parameters.
9. A system as defined in claim 2, wherein said second means
includes fuel injection valve means for controlling the amount of
fuel fed to the cylinder, and an electronic function generator
connected to said fuel injection valve means to regulate the open
time of the latter in dependence on said engine operating
parameters.
10. A system as defined in claim 1, wherein said second means
includes metering means for controlling the flow of fuel to the
cylinder, and control means for setting said ignition timing, said
metering means, and the throttle valve.
11. A system as defined in claim 10, wherein said control means
includes servo loop means and feedback means for feeding back said
operating parameters as an actual value in said servo loop
means.
12. A system as defined in claim 1, including a further
differential amplifier for controlling the amount of fuel supplied
to the cylinder, said function generator including an electronic
multiplier having first and second inputs and an output, said
output being connected to the input of said further differential
amplifier, said first input being connected to receive said first
signal, and wherein said first means includes a further transducer
for providing said second signal, and further including rectifying
means having an input and an output, said input being connected to
receive said second signal and said output being connected to said
second input of said multiplier.
13. A system as defined in claim 12, further including
resistance-diode network means connected to said first input of
said multiplier for providing a non-linear function.
14. A system as defined in claim 2, further including a first
resistor and a second control amplifier connected in parallel
between the output of said first transducer and said input of said
first control amplifier.
15. A system as defined in claim 14, including a negative feedback
circuit connected between the input and output of said second
control amplifier, said feedback circuit including a diode and a
resistor connected in parallel.
16. A system as defined in claim 2, including a negative feedback
circuit connected between said input and output of said first
control amplifier, said feedback circuit including a Zener diode
and a resistor connected in parallel.
17. A system as defined in claim 2, including a Zener diode
connected between said output and said first input of said
multiplier.
18. A system as defined in claim 14, wherein said first multiplier
input is connected to a first constant bias voltage and the input
of said second control amplifier is connected to a second constant
bias voltage.
Description
BACKGROUND OF THE INVENTION
The invention relates to an electronic system for controlling the
air-fuel mixture for Otto engines.
The major requirement placed on these systems is to reduce the
concentration of partly burned or unburned components in the
exhaust of internal combustion engines. Some known system
completely cut off the fuel supply when the vehicle is coasting so
that the engine is driven by the wheels. However, there are other
operating conditions of the internal combustion engine for which
exhaust purification is both possible and necessary.
After burning is one known method for purifying the exhaust. This
method increases the consumption of fuel, and requires an expensive
after burner.
SUMMARY OF THE INVENTION
An object of the invention is an electronic system for controlling
the excess air coefficient .lambda. throughout as many operating
conditions of the engine as possible so as to obtain an exhaust
with a greatly reduced concentration of harmful components.
The excess air coefficient .lambda. expresses the ratio between air
and fuel. By definition, .lambda. has a value of 1 for a
stoichiometric mixture.
Among the poisonous components, particularly unburned hydrocarbons,
carbon monoxide, and nitrogen oxide should be removed from the
exhaust.
Briefly, the invention consists of first means for providing a
respective electrical signal for each of at least two different
engine operating parameters, the electrical signals corresponding
to the parameters taken into account, and second means connected to
receive these signals as input for controlling, in dependence on
these signals, at least the amount for fuel supplied to the
cylinder so as to obtain a desired excess air coefficient .lambda.
for each operating condition of the engine.
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 drawing.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a diagram showing the dependence of unburned hydrocarbons
and nitrogen oxide concentration on .lambda. and on the ignition
timing;
FIG. 2 is a graph showing the dependence on unburned hydrocarbons
and carbon monoxide concentration on the sparking time;
FIGS. 3, 4, and 5 are block diagrams of three different embodiments
of the invention;
FIGS. 3a, 3b, 4a, and 6 are wiring diagrams of four different
embodiments of the electronic function generator of the invention;
and
FIGS. 4d, 4c, 7, 8, and 9 are graphs used in explaining the
operation of the function generators shown in FIGS. 4a and 6.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
FIG. 1 shows graphically the discharge of poisonous exhaust fumes
in dependence on the excess air coefficient .lambda.. The curves
40,41, and 42 pertain to nitgrogen oxide, with the respective
ignition points of 25.degree.,35.degree. , and 50.degree. of
topdead center. The curves 43,44, and 45 pertain to unburned
hydrocarbon at the respective ignition points of
25.degree.,35.degree. , and 50.degree. of top-dead center. The
concentration of carbon monoxide is not shown, the concentration
falling with increasing .lambda. until .lambda. exceeds 1.2
whereupon the concentration does not further decline.
Accordingly, it is most advantageous to operate the internal
combustion engine with a .lambda. of about 1.2. With still greater
values of .lambda., combustion slips can occur, so that the
concentration of unburned hydrocarbons increases sharply, as shown
in FIG. 1. The fact that the greatest output of the engine occurs
at .lambda.=0.9 must also be taken into account.
In accordance with the invention, a sensible compromise between
engine output and clean exhaust is obtained in the following
manner. A lean mixture is used during those driving conditions that
prevail in the city, when maximum engine output is not required,
thereby obtaining as clean an exhaust as possible; and a rich
mixture is used during those driving conditions that prevail when
driving across country, when a clean exhaust is not required.
In accordance with the invention, the speed of the vehicle is used
to distinguish between these two groups of driving conditions.
FIG. 3 shows a first embodiment for use with an internal combustion
engine having fuel injection. In accordance with the invention,
this embodiment can, with slight modifications, also be used with
carburetor engines.
The accelerator 13 controls the position of the throttle valve in
the intake manifold 11 of an internal combustion engine so as to
control the amount of air flowing through the cylinders. This air
flow is measured either by a heated temperature sensor 15, which is
cooled by the air stream, or by a static plate 15a. The measured
values are converted into electrical signals of suitable amplitude
by a respective transducer 16 or 16a, the output of which is
connected to a first input of an electronic function generator 19.
A transducer 14 measures the angular position of the throttle valve
12, the output of this transducer being connected to the second
input of the function generator 19. Connected to the third input of
the function generator is a multivibrator 18, which delivers pulses
at a frequency proportional to the engine rpm. The input of the
multivibrator is connected to the primary winding 17 of the
ignition coil, not shown. The output of the function generator 19
is connected to a first input of a differential amplifier 20. This
differential amplifier 20 is part of a servo control that also
comprises a dosing valve 22, an electromagnetic control 21 for the
valve, and a transducer 23 for providing the signal voltage
corresponding to the actual setting of the valve 22 for controlling
the latter.
The function generator 19 delivers a signal corresponding to the
desired amount of fuel that is to be supplied to the injection
valves. The signal from the function generator, which represents a
desired value, is compared by the differential amplifier 20 with
the signal from the transducer 23, which represents the actual
value. If the signal of the desired value is larger than that of
the actual value, the dosing valve 22 is opened more by the
electromagnetic control 21.
The function generator 19 is designed so that its output signal is
dependent upon the amount of air passing through the intake
manifold 11. The engine rpm and the angular position of the
throttle valve are obtained from the transducers 16 (or 16a) and 18
as correction signals, and delivered to the other two inputs of the
function generator.
Consequently, the fuel supplied to the cylinders is so measured
that in all operating conditions of the engine a suitable excess
air coefficient .lambda. is obtained.
FIG. 3a shows a first embodiment of the function generator 19.
Positioned in the intake manifold 11 are two resistors 150 and 152,
which together with two other resistors 151 and 153 constitute a
Wheatstone bridge. The voltage across the diagonal of the bridge is
conducted by respective resistors 193 and 199 to the two inputs of
an operational amplifier 198. The output of the operational
amplifier 198 is connected to the base of a voltage amplification
transistor 194 and by a resistor 197 to the positive line 40. The
collector of the transistor 194 is connected to the base of a power
transistor 195, the emitter of the transistor 194 being connected
to the collector of the transistor 195 and to the junction between
the resistors 150 and 152. The emitter of the transistor 195 is
connected by a resistor 196 to the positive line 40.
The junction between the resistors 150, 151, and 199 is connected
to an input resistor 192 of a non-linear amplifier 190, the output
of which is connected by a resistor 191 to the input of the
differential amplifier 20. The position of the accelerator 13 is
obtained by means of a potentiometer 24, the wiper of which moves
with the accelerator and is connected by a resistor 241 to the
input of the differential amplifier 20. The multivibrator 18 is
connected by a rectification stage 181 and a resistor 182 to the
input of the differential amplifier 20.
The Wheatsone bridge consists of a low ohmage branch 150,151 and of
a high ohmage branch 152,153, so that most of the current flowing
through the bridge and through the power transistor 195 flows
through the low ohmage branch. The value of the resistor 150 in the
intake manifold 11 is such that the current through it heats the
resistor to a temperature of about 200.degree.C. The current
control circuit, which includes the operational amplifier 198 and
transistors 194 and 195, serves to keep the current at such a value
that the resistor 150 remains at a temperature of about
200.degree.C. no matter what amount of air streams through the
intake manifold.
Since the resistor 150 has a positive temperature coefficient, the
voltage drop across it will become smaller if the air stream in the
intake manifold cools the resistor. Consequently, the voltage at
the junction between the resistors 150 and 151 becomes more
positive. The voltage at the output of the operational amplifier
198 falls, the transistors 194 and 195 thereby becoming more
conductive so as to increase the amount of current flowing through
the bridge and to maintain the resistor 150 at its original
temperature.
Thus, the current through the bridge is a measure of the amount of
air flowing through the intake manifold 11, since the higher the
rate at which air streams past the resistor 150 the more the
resistor is cooled. Since the bridge current is not a linear
function of the air flow per unit time, the voltage drop across the
resistor 151 is not proportional to this air flow. The non-linear
amplifier 190 serves to make linear the voltage drop across
resistor 151. This amplifier can comprise, for example, a
resistor-diode network, such as is shown in FIG. 4a(components 252
to 259).
These signal voltages --proportional to the air flow per unit time,
to the position of the accelerator 13, and to the engine rpm-- are
conducted by the adding resistors 191, 241, and 182 to the input of
the differential amplifier 20. Accordingly, the dosing valve 22 is
opened wider the greater the air flow, the higher the engine rpm,
and the more the accelerator is depressed.
The second resistor positioned in the intake manifold, the resistor
152, is part of the high ohmage branch and therefore does not heat
up as a consequence of the current. The value of its resistance
does, however, depend on the temperature of the streaming air. The
resistor 152 thus compensates for the ambient temperature. With the
aid of the operational amplifier 198 and transistors 194 and 195,
the difference in temperature between the resistors 150 and 152 is
therefore held constant.
FIG. 3b shows a second, simplified, embodiment of the function
generator 19. In this embodiment, the amount of air per unit time
is measured by means of a static plate 15a, which is mechanically
connected to the wiper 165 of a potentiometer 160. A spring 166
holds the wiper in its position of rest. The potentiometer 160 has
a series of fixed taps, respective resistors 161,162,163, and 164
being connected between neighboring taps. The potentiometer 160 is
connected between the positive rail 40 and ground. A resistor 167
connects the wiper 165 to the input of the differential amplifier
20. In other respects, this embodiment is the same as the
embodiment shown in FIG. 3a.
The purpose of the resistors 160 to 164 is to provide on the wiper
165 a voltage that is linearly related to the air flow per unit
time. In this embodiment, it is not necessary to compensate for the
ambient temperature, since the movement of the static plate 15a
depends on the air density and therefore on the temperature.
Otherwise, the operation of this embodiment is the same as that of
the first embodiment shown in FIG. 3a.
In the second embodiment of the invention, shown in FIG. 4, the
function generator controls both the amount of fuel and the amount
of combustion air.
The electronic function generator 25 has two outputs. The first
output is connected to the input of the differential amplifier 20,
which, as in the embodiment shown in FIG. 3, controls the dosing
valve 22. The second output of the function generator is connected
to the input of a second differential amplifier 26, which by means
of a second electromagnetic control 27 controls the throttle valve
12. The three inputs of the function generator 25 are respectively
connected to the transducer 13, the transducer 24, and to the
multivibrator 18. The functions of these three components have
already been described.
The function generator 25 can have one or two other inputs to
which, if required, transducers 28 and 29 for respectively
refurnishing signals corresponding to air temperature and/or the
air pressure can be connected.
In this embodiment, the function generator 25 controls both the
dosing valve 22 and the throttle valve 12, the latter being
controlled by means of a servo loop.
The signal inputs to the function generator 25 are obtained from
the transducers 24,18, and 14. In a refinement of this embodiment,
additional inputs of the function generator 25 can be connected to
the aforesaid transducers 28 and 29, which furnish corrections
signals in dependence on the air temperature and the air
pressure.
FIG. 4a is a wiring diagram of one form of the function generator
25. The heart of the generator is an electronic multiplier 48
having two multiplying inputs 481 and 482 and two correction inputs
483 and 484. The output of the multiplier is connected to the input
of the differential amplifier 20. The first multiplying input is
connected to a diode-resistor network (components 252 to 259) and
is connected by a resistor 251 to the output of the transducer 24.
The diode-resistor network contains two voltage dividers 252,254
and 253,255, which are connected between the positive line 40 and
ground. The tap of each of these voltage dividers is connected by a
diode and a resistor connected in series (256 and 257, or 258 and
259) to the first multiplying input 481.
A resistor 43 connects the output of the transducer 24 to the input
of the differential amplifier 26. A Zener diode 45 is connected
between this input and ground. The rectification stage 181 is
connected between the second multiplying input 482 of the
multiplier 48 and the multivibrator 18.
The first correction input 483 is connected by a resistor 282 to
the tap of the voltage divider consisting of a resistor 281 and of
a negative temperature coefficient resistor 280. The NTC resistor
280 measures the ambient temperature. A resistor 291 connects the
second correction input 484 to the wiper of a potentiometer 290.
This wiper is mechanically connected to a bellows for measuring the
air pressure.
FIGS. 4b and 4c show the two families of curves that can be
obtained with the function generator shown in FIG. 4a. FIG. 4b
illustrates how the amount of fuel Q is dependent on the engine rpm
n. Q and n are given in percent of their maximum values. The fixed
parameter is the position .alpha..sub.P of the accelerator, which
is also given in percent of the maximum possible value. FIG. 4c
illustrates the dependence of the amount of fuel Q on the
accelerator position .alpha..sub.P for different fixed values of
the parameter n. Practical tests have shown these two families of
curves to be best.
The knees in the curves shown in FIG. 4c are obtained by the diode
of the resistor network 252 to 259. The diode 256 or the diode 258
is conductive as long as its cathode potential is lower than the
precisely set voltage at the respective tap of the voltage divider.
When one or both of these diodes is conductive, an additional
current flows through one or both of the voltage dividers to the
first multiplying input 41. The Zener diode 45 ensures that the
throttle valve 12 is completely opened at some intermediate
position, such as 70 percent of maximum position, of the
accelerator 13, as shown in FIG. 7.
In this second embodiment of the invention (FIG. 4), as in the
first embodiment (FIG. 3), the dosing valve 22 is opened wider in
measure as the accelerator 13 approaches its maximum position and
as the engine rpm is raised. The volume of air is not taken into
account, since the function generator 25 also controls the throttle
valve 12.
FIG. 1 shows that the nitrogen oxide concentration is still quite
large at .lambda.=1.2, and that it can be reduced both by
increasing the value of .lambda., and by delaying the ignition
point. Misfirings, which cause a pronounced increase in hydrocarbon
concentration at large values of .lambda., can be reduced by
prolonging the sparking time. FIG. 2 shows the dependence of
hydrocarbon concentration on the sparking time.
The third embodiment of the invention, shown in FIG. 5, has all of
the features of the first two embodiments in addition to having
means for prolonging the sparking time to at least 2 milliseconds
and means for adjusting the ignition timing. The devices for
metering the air and fuel are so designed that the internal
combustion engine at partial load is fed a very lean mixture with a
.lambda. as large as 1.4. By prolonging the sparking time to above
2 milliseconds, there are obtained the curves 43a, 44a, and 45a
(see FIG. 1) for hydrocarbon concentration. These curves show that
the exhaust is very clean.
The third embodiment of the invention incorporates a function
generator 32 having 4 inputs and 3 outputs. Aside from the two
transducers 24 and 18, previously described, there are connected to
respective ones of the inputs two additional transducers 33 and 34,
respectively providing a signal corresponding to the temperature of
the cooling water and to the pressure of the air. The first output
of the function generator is connected to the fuel regulating
system 35, which controls the amount of fuel supplied to the fuel
injection valves 30. A second output of the function generator is
connected to a throttle valve control amplifier 36, which regulates
the throttle valve 12 by means of a control device 37. A third
output of the function generator is connected to an ignition timer
setting device 38, the output of which is connected to an ignition
device 39, to which is connected a plurality of spark plugs 31.
Unnecessary complication of FIG. 5 is avoided by showing feedback
circuit 37a for only the throttle valve control amplifier 36. The
feedback circuit enables comparison between the actual setting of
the throttle valve 12 and the desired setting. Similar feedback
circuits for comparing actual and desired settings can also be
provided for the fuel regulating system 35 and the ignition timer
setting device 38.
FIG. 6 shows the wiring diagram of the function generator 32, the
transducers 33 and 34 being omitted.
The output signals of the function generator 32 are shown in FIGS.
7, 8, and 9. FIG. 7 shows the dependence of the position
.alpha..sub.D of the throttle valve 12 on the position
.alpha..sub.P of the accelerator 13. FIG. 8 shows the dependence of
the required amount q of fuel for each piston stroke on the engine
rpm n and on the accelerator position .alpha..sub.P. The value of
.lambda. and the accelerator position of .alpha..sub.p are given
for each of the curves in FIG. 8. FIG. 9 shows the dependence of
the spark advance .alpha..sub.Z on the engine rpm n and on the
accelerator position .alpha..sub.P.
The families of curves shown respectively in FIGS. 4b and 8 are
different, because, along the ordinate, the amount of fuel is
plotted for continuous metering in FIG. 4d, whereas in FIG. 8 the
amount is plotted per injection. Experiments have shown that both
families of curves are ideal for the particular operating
conditions.
The most important parts of the function generator shown in FIG. 6
are the multiplier 48, the first control amplifier 55, the second
control amplifier 61, and the three Zener diodes 45,47, and 57.
The transducer 24, which provides a signal corresponding to the
position of the accelerator 13, is a potentiometer or an inductive
voltage divider of which the upper terminal is connected to a
positive direct current voltage 40. In the following description it
will be assumed that the transducer 24 is a potentiometer.
A resistor 43 connects the wiper of the potentiometer 24 to an
output terminal 44, which is connected to the input of the throttle
valve control amplifier 36. The positive direct current potential
on the potentiometer wiper is also connected by a resistor 46 to a
first input of the multiplier 48, by a resistor 53 to the input of
the first control amplifier 55, and by a resistor 59 to the input
of the second control amplifier 61.
The Zener diode 45 limits the amplitude of the output signal of the
potentiometer 24, causing the knee in the curve shown in FIG.
7.
By way of a resistor 50 and of the first output terminal 51, the
electronic multiplier 48 delivers the control signal for the fuel
regulating system 35. The family of curves shown in FIG. 8 graphs
this signal. In order to ensure that the curves, as n .fwdarw. 0,
do not converge towards the origin but instead towards point A, a
negative direct current voltage is applied to the first input
terminal 41 of the multiplier 48. A resistor 49 connects this input
terminal to the multiplier 48. The other input of the multiplier is
connected to the output of the multivibrator 18, the multivibrator,
as previously explained, providing a voltage signal corresponding
to the engine rpm n.
For angular positions of the accelerator that approach the maximum
position, the curves of FIG. 8 should have a knee, as shown. This
knee is provided by the Zener diode 47.
Whereas the signals corresponding to the engine rpm and to the
position of the accelerator are multiplied together to determine
the amount of fuel per system stroke, these two signals are added
together at the input of the first control amplifier 55 to adjust
the ignition timing. There results the family of parallel straight
lines, shown in FIG. 9. A resistor 52 conducts the rpm dependent
signal, and a resistor 53 conducts the accelerator position
dependent signal, to the input of amplifier 55.
The first control amplifier 55 has a negative feedback circuit,
composed of a resistor 56 and of a Zener diode 57. This amplifier
causes advance of the sparking in measure as the engine rpm rises
and the accelerator is depressed, but only until the accelerator
pedal reaches one-half of its maximum position. The Zener diode 57
causes the knees in the curves at high engine rpm, as shown in FIG.
9. When the accelerator pedal is pushed to beyond one-half of its
maximum position, the spark must be retarded, as shown in FIG. 9.
For this purpose, the second control amplifier 61 is provided. The
input of this amplifier is connected by a resistor 59 to the output
of the transducer 24, which provides a signal corresponding to the
angular position of the accelerator, and by a resistor 60 to a
negative direct current voltage at the terminal 42. Because of the
negative feedback circuit, composed of the resistor 62, and of the
diode 63, no signal appears at the output of the amplifier 61, so
long as the summation signal at the input has a negative value for
small angular positions of the accelerator pedal. As soon as the
input signal to the amplifier 61 is positive, the output of the
amplifier provides a negative signal that is proportional to the
angular position of the accelerator pedal. By suitably choosing the
value of the resistor 54, the voltage output of the amplifier 61,
when it exceeds a certain value, has a negative effect at the input
of the amplifier 55. In this way, the ignition is retarded for
larger and larger values of the angular position of the
accelerator.
In the second and third embodiments of the invention (FIGS. 4 and
5), the multiplier can be, for example, a Hall effect multiplier.
In this case, for example, the current in the Hall probe is equal
to the input current of the first multiplier input 481, and the
magnetic field is proportional to the current of the second input
482. The correction voltages can be conducted by summing resistors,
thereby enabling omission of additional correction inputs.
The advantageous features of the third embodiment of the invention
will now be briefly described. Two fundamental steps reduce the
concentration of harmful components in the exhaust. First, the
internal combustion engine is operated with excess air in order to
reduce the concentration of carbon monoxide and of hydrocarbons.
Second, the concentration of nitrogen oxide is reduced by lowering
the maximum combustion temperature. This is done by making the
excess air coefficient .lambda. very large (.lambda. =1.4).
Combustion slips, or misfirings, are avoided by prolonging the
sparking time to several milliseconds and by advancing the spark.
Means are provided for eliminating the steps to cleanse the exhaust
when a large output is required from the internal combustion
engine. In the third embodiment, the criterion for the elimination
of these steps is the speed of the vehicle. These steps can also be
eliminated by providing, as with automatic drive, a kick down
switch; the steps are bypassed when the accelerator is pushed all
the way down to the floorboard.
The third embodiment is a very advantageous compromise solution. It
provides good cleaning of the exhaust and yet can be manufactured
at a price that is substantially below that of exhaust purifiers
that have after burners.
It will be understood that each of the elements described above, or
two or more together, may also find a useful application in other
types of circuits differing from the types described above.
While the invention has been illustrated and described as embodied
in an electronic control for the air-fuel mixture and for the
ignition of an internal combustion engine, it is not intended to be
limited to the details shown, since various modifications and
structural changes may be made without departing in any way from
the spirit of the present invention.
Without further analysis, the foregoing will so fully reveal the
gist of the present invention that others can by applying current
knowledge readily adapt it for various applications without
omitting features that, from the standpoint of prior art, fairly
constitute essential characteristics of the generic or specific
aspects of this invention and, therefore, such adaptations should
and are intended to be comprehended within the meaning and range of
equivalence of the following claims.
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