GB1592124A - Creación de Inventos y Patentes con Inteligencia Artificial

GB1592124A – Methods of and apparatus for controlling the operating behaviour of a spark-ignited internal combustion engine upon the commencement of during and after overrun operations
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Methods of and apparatus for controlling the operating behaviour of a spark-ignited internal combustion engine upon the commencement of during and after overrun operations

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Publication number
GB1592124A

GB1592124A
GB16234/78A
GB1623478A
GB1592124A
GB 1592124 A
GB1592124 A
GB 1592124A
GB 16234/78 A
GB16234/78 A
GB 16234/78A
GB 1623478 A
GB1623478 A
GB 1623478A
GB 1592124 A
GB1592124 A
GB 1592124A
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GB
United Kingdom
Prior art keywords
ignition
overrun
stage
internal combustion
fuel
Prior art date
1977-08-29
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)

Expired

Application number
GB16234/78A
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Robert Bosch GmbH

Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
1977-08-29
Filing date
1978-04-25
Publication date
1981-07-01

1978-04-25
Application filed by Robert Bosch GmbH
filed
Critical
Robert Bosch GmbH

1981-07-01
Publication of GB1592124A
publication
Critical
patent/GB1592124A/en

Status
Expired
legal-status
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Classifications

F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING

F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS

F02D—CONTROLLING COMBUSTION ENGINES

F02D41/00—Electrical control of supply of combustible mixture or its constituents

F02D41/02—Circuit arrangements for generating control signals

F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow

F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device

F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING

F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS

F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES

F02P5/00—Advancing or retarding ignition; Control therefor

F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions

F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means

F02P5/155—Analogue data processing

Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS

Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE

Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

Y02T10/00—Road transport of goods or passengers

Y02T10/10—Internal combustion engine [ICE] based vehicles

Y02T10/40—Engine management systems

Description

PATENT SPECIFICATION ( 11)
1592124 ( 21) Application No 16234/78 ( 22) Filed 25 April 1978 ( 19) ( 31) Convention Application No 2738886 ( 32) Filed 29 Aug 1977 in ( 33) Fed Rep of Germany (DE) ( 44) Complete Specification published 1 July 1981 ( 51) INT CL 3 F 02 D 37/02 F 02 P 5/00 ( 52) Index at acceptance FIB B 108 B 120 B 135 B 200 B 204 B 212 B 228 B 400 BB ( 54) IMPROVEMENTS IN OR RELATING TO METHODS OF AND APPARATUS FOR CONTROLLING THE OPERATING BEHAVIOUR OF A SPARK-IGNITED INTERNAL COMBUSTION ENGINE UPON THE COMMENCEMENT OF, DURING, AND AFTER OVERRUN OPERATIONS ( 71) We, ROBERT BOSCH GMBH, a German Company of Postfach 50, 7 Stuttgart 1, Federal Republic of Germany, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement:-
The present invention relates to methods of and apparatus for controlling the operating behaviour of spark-ignited internal combustion engines upon the commencement of, during, and after overrun operations.
Overrun operation of a motor vehicle is characterised by an engine speed in excess of a value which would normally correspond to a given state of load and a given position of the throttle butterfly valve, particularly at an engine speed in excess of normal idling speed when the butterfly valve is closed Overrun operation always occurs when the accelerator pedal is brought into its normal position during a normal travelling operation This is predominantly the case during transition from a travelling operation to a braking operation, although also before and without the accelerator pedal being actuated, for example, when travelling downhill.
Braking of a motor vehicle by its internal combustion engine is desirable during overrun operation However, for this purpose, it is necessary that the internal combustion engine should no longer supply any positive torque to the drive transmission, which means that combustion operations must no longer take place relative to the normal firing angle In order to save fuel, provision is also made to entirely stop the supply of fuel, this being known as «cut-off’ or «overrun cut off’ In order to ensure idling operation at the idling speed nid, the supply of fuel is reestablished at a so-called restoring speed n,.
This cut-off operation can be realised, in principle, in all fuel injection systems, and, by means of solenoid valves in the idling system, also in internal combustion engines having carburettors It has the advantage that the braking action of the internal combustion engine can be fully utilized, and, in particular, that there can be a distinct saving 50 of fuel particularly in very dense traffic and in the case of motor vehicles of high performance.
The present invention is based on a fuel supply system for an internal combustion 55 engine in which the supply of fuel during overrun operation is shut off until the restoring speed n, is attained Fuel is subsequently again fed to the combustion chambers of the inernal combustion engine It has been found 60 that a so-called restoring jolt can occur upon the restoration of the fuel supply, this being detrimental to the travelling comfort In addition to this, the emission of injurious substances is increased for a specific period 65 of time after the supply of fuel has been restored, since the formation of the mixture is impaired as a result of the internal combustion engine having under the circumstances been cooled to a considerable extent, and 70 thus the combustion operation is not effected in an optimum manner.
According to the present invention there is provided a method of controlling the operating behaviour of a spark-ignited internal 75 combustion engine during and after overrun operation, in which the supply of fuel is cut off during overrun operation, and the point of ignition is retarded after the commencement of the overrun operation in response to 80 a signal from an overrun detection stage, and in which the point of ignition is restored to its normal point in response to a signal from the overrun detection stage in response to at least one operating parameter 85 According to another feature of the present invention apparatus for carrying out the method comprises transducers for providing signals responsive to at least the load and the speed of the internal combustion engine to 90 :
I,) 1,592,124 an ignition point control stage, a device for determining the quantity of fuel to be fed to the internal combustion engine, and an overrun detection stage to which are connected, in particular, the transducers providing signals responsive to the engine speed and to the load, which which is connected to the ignition point control stage and/or to a fuel enrichment stage, and to a device for cutting off the supply of fuel.
By using the method of the present invention the restoring jolt can be avoided since the internal combustion engine does not supply any drive torque when the ignition is retarded, and the torque increases when the ignition retardation is reduced By virtue of the ignition operations effected at a retarded ignition angle, the combustion operations serve almost exclusively to heat the internal combustion engine, whereby an exhaust gas having a low content of injurious substances can be obtained relatively rapidly after the supply of fuel commences to be restored By virtue of the additionally proposed enrichment of the fuel/air mixture at the end of the overrun operation, the internal combustion engine is heated even more rapidly and thus an exhaust gas having a low content of injurious substances can be obtained more rapidly.
In a further development of the invention, the supply of fuel is shut off only after a predetermined period of time after commencement of overrun operation, although the point of ignition is retarded immediately after the commencement of overrun operation This measure also contributes to travelling comfort and renders possible a smooth transition from normal travelling operation to overrun operation.
The invention will be further described by way of example with reference to the accompanying drawings in which: Fig 1 is a graph of ignition angle plotted against engine speed before, during and after an overrun operation according to one method of retarding the ignition, Figs 2 and 3 are graphs of ignition angle plotted against time according to other methods of retarding the ignition, Fig 4 shows four graphs against time relating to the cutting-off of the fuel supply and retarding the instant of ignition at the commencement of overrun operation, Fig 5 is an outline block circuit diagram of apparatus according to one embodiment of the invention, Fig 6 is a simplified illustration of an overrun detection stage, Fig 7 is an outline circuit diagram of an ignition timer, Fig 8 illustrates diagrammatically a pneumatic embodiment of the invention, and Fig 9 is a circuit diagram of two solenoid valves in the embodiment of Fig 8.
The following description relates to an internal combustion engine in which fuel is injected into the inlet manifold The point of ignition is dependent upon at least the operating parameters engine speed and load 70 Overrun operation is detected by means of an overrun detection stage such as that subsequently described with reference to Figs 5 and 6.
In the graph of Fig 1 the ignition angle a z 75 is plotted against the speed N of the internal combustion engine during overrun operation, characteristic speeds such as idling speed nid, the restoring speed n,, and the cutoff speed n,, being plotted on the abscissa 80 The cut-off speed n,, characterises that speed above which the fuel supply is interrupted when the throttle butterfly valve is closed.
The supply of fuel is restored at the restoring speed n, in order to ensure that the internal 85 combustion engine operates at idling speed.
The difference between the engine speeds n_ O and n, thereby acts as a hysteresis It will be seen from the graph of Fig 1 that the ignition angle a is retarded up to an engine speed 90 below the restoring speed n, and that this ignition retardation is reduced only between this restoring speed n, and the idling speed nid The ignition angle O is shown as the end point of the reduction of ignition retardation 95 in Fig 1, although, in accordance with the type of internal combustion engine, the optimum ignition angle during idling operation can be other than 0 .
The ignition timing shown in Fig 1 100 ensures that the torque of the internal combustion engine is low in the range of engine speed in which the supply of fuel is restored.
The reason for this is that the ignition angle is advanced from the retarded range only at 105 speeds below the restoring speed The extent to which it is advanced depends upon the particular internal combustion engine, since only the idling operation has to be ensured.
The graph of Fig 2 shows the reduction of 110 the retardation of the ignition from the instant t, at which the restoring speed n, is reached Accordingly, ignition retardation is reduced linearly with respect to time, for example over a period of 2 seconds, while 115 Fig I shows a linear reduction with respect to engine speed.
The graphs of Figs I and 2 deal with the case in which the restoring speed n, is reached before or without actuating the 120 accelerator pedal or opening the butterfly valve, that is, as a result of a drop in the engine speed.
In the graph of Fig 3 the ignition angle az is plotted against time t in the case in which 125 ignition retardation is reduced linearly with respect to time after a time t, at which the butterfly valve is opened Here also, the final ignition angle is given as O for the sake of simplicity, although this is in no way impera 130 1,592,124 tive.
The graph of Fig 3 deals with the case in which the driver of the motor vehicle arbitrarily terminates overrun operation.
Four graphs characterising conditions during overrun operation are shown in Fig 4.
The angle of the throttle butterfly valve a, is plotted against time t in Fig 4 a The butterfly valve is plotted as opened with a constant angle up to an instant t, at which the butterfly valve is closed and overrun operation commences Since the supply of fuel is not terminated at the commencement of overrun operation, but only after a time lag td, a time delay stage produces a delay signal of duration td, as is shown in Fig 4 b Fig 4 c shows the supply of fuel against time and it will be seen that the supply of fuel is terminated only after the duration td has expired.
In order to ensure smooth transition from normal travelling operation to overrun operation, Fig 4 d shows that the ignition angle is retarded from the commencement of overrun operation at t, (butterfly valve closed), and that the final value of the retardation of the angle of ignition is reached within the duration td of the time delay stage so that the final value of retardation is obtained before the supply of fuel commences to be cut off.
Fig 5 is an outline block circuit diagram of one form of apparatus for carrying out the method of the present invention The circuit diagram is divided into three regions, an ignition region 10, an injection region 11, and a transducer region having a tachogenerator 12 responsive to engine speed, a butterfly valve angle sensor 13 which produces a signal when the butterfly valve is closed, and an air quantity sensor 14 which is responsive to the throughput of air in the air intake.
The main feature of the ignition region 10 is a stage 20 for determining the instant of ignition which, in dependence upon the engine speed and pressure signals, ascertains an optimum instant of ignition in accordance with the instantaneous pressure and the instantaneous engine speed The output of the stage for determining the instant of ignition is connected to a shift stage 21 which operates in dependence upon the output signal of an ignition point control stage 22, and to a synchronizing device 23 which sets the ignition angle relative to top dead centre, thus to feed an ignition signal to the spark plugs 24 at the desired instant The ignition point control stage 22 receives input signals from an overrun detection stage 25 and from the tachogenerator 12 and the butterfly valve angle sensor 13 Switches in the connection leads from the transducer 12 responsive to the engine speed and from the sensor 13 responsive to the butterfly valve angle to the ignition point control stage 22 indicate the overrun-dependent ignition timing can selectively be dependent upon the butterfly valve angle or the engine speed.
The injection region 11 includes a pulse generator stage 30 which supplies injection pulses whose pulse length is dependent upon engine speed and the throughput of air The 70 pulse generator stage 30 is followed by a cutoff device 31 in which the output signals of the pulse generator stage 30 are cut off, suppressed or gated out preferably in a delayed manner in dependence upon the 75 output signal of the overrun detection stage The output signals from the cut-off device are fed to an injection device 32 which includes at least one electromagnetically operable injection valve Finally, the injec 80 tion region also includes an enrichment stage 33 which is coupled to the pulse generator stage 30 and which ensures that the fuel/air mixture is enriched at the end of overrun operation by prolonging the injection pulses 85 produced in the pulse generator stage 30.
The subdivision of the ignition region 10 into the stage 20 for determining the instant of ignition, the shift stage 21 and the synchronization stage 23 may be omitted ac 90 cording to the construction of the ignition system In this respect, it is conceivable to use a double pressure box having two inputs in order to permit adjustment in dependence upon two input variables However, with a 95 view to greater functional clarity, the foregoing subdivision proves to be advantageous in an electronic ignition system.
During normal travelling operation, ignition pulses are prepared in the ignition 100 region 10 at predetermined instants or ignition angles, in dependence upon the normally relavant parameters, that is to say, the pressure (P) in the air intake and the engine speed Pulses originating from the engine 105 speed and the throughput of air in the intake are likewise formed in the injection region 11 and are fed to the solenoid injection valves 32.
When the overrun detection stage 25 110 detects overrun operation from data concerning the engine speed and the angle of the butterfly valve, the ignition point control stage 22 retards the angle of ignition, that is the instant of ignition is shifted in the 115 direction of a large negative ignition angle.
The ignition point stage 22 has to be connected to the tachogenerator 12 when the ignition retardation is reduced in dependence upon engine speed in conformity with the 120 graph of Fig 1 Likewise, the ignition point control stage 22 requires data concerning the angle of the butterfly valve in order to cause the reduction of the ignition retardation after the butterfly valve has opened However, this 125 connection can be omitted according to the construction of the overrun detection stage.
The case under consideration here is particularly that in which overrun operation not only occurs when the butterfly valve is closed 130 1,592,124 and the engine speeds are in excess of idling speeds, but also when there is a specific correlation between the butterfly valve angle and idling.
In dependence upon the output signal of the ignition point control stage 22, the instant of ignition which is ascertained in the stage for determining the instant of ignition, and which results from the instantaneous parameter values of the engine speed and the pressure, is retarded and is converted to a specific angular value by means of the synchronization stage 23.
In the injection region 11, the enrichment stage 33 connected to the pulse generator stage 30 has a circuit arrangement for detecting the end of overrun operation Furthermore, it includes a timing element for enriching the fuel/air mixture for a predeterminable period of time after overrun operation has ended.
The output of the pulse generator stage 30 is connected to a cut-off device 31 which, in order to save fuel during overrun operation and to fully utilize the braking action of the internal combustion engine, interrupts the supply of fuel to the internal combustion engine or to the inlet manifold during overrun operation This may be effected by suppressing or gating-out the output signals of the pulse generator stage 30.
Fig 6 shows in block form an overrun detection stage 25 which comprises a threshold value switch 35 for the rotational speed signal from the tachogenerator 12, and a switch 36 between an output lead 37 and an earth lead 38 The switch 36 is shown in the position it assumes during idling operation (butterfly valve closed), and it will be seen that, in this case, the signal level on the output lead 37, which is connected to the output of the threshold value switch 35, is solely dependent upon the switching state of the threshold value switch 35, and thus upon the engine speed The switch 36 is closed outside the idling range, and then the potential on the output lead 37 is zero irrespective of the engine speed.
Preferably, the threshold value switch 35 operates with hysteresis, in order to be able to fix different engine speeds for the commencement of fuel cut off during an overrun operation and for the restoration of fuel supply towards the end of an overrun operation.
Fig 7 shows an example of an ignition point control stage 22 which essentially includes an operational amplifier 40 connected as an integrator Two circuits lead from an input 41 of the ignition point control stage 22 to the negative or inverting input of the operational amplifier 40, wherein the first circuit comprises a resistor 42 and a diode 43 forward biassed for positive input signals, and the other circuit comprises a series combination comprising two resistors 44 and and a diode 46 biassed in the opposite direction to the diode 43 The resistor 44 can be bridged by means of a switch 47 which responds to the position of the butterfly valve 70 and which is open during idling An output signal dependent upon overrun operation is present at the output 48 of the ignition point control stage 22, the resistor 42 determining the time characteristic at the commencement 75 of overrun operation in accordance with Fig.
4 d, the resistors 44 and 45 determining the time characteristic towards the end of overrun operation in accordance with Fig 2, and the resistor 45, together with the switch 47, 80 determining the time characteristic in accordance with the graph of Fig 3.
One way in which the method of the present invention may be realised pneumatically is shown in Fig 8 which shows, 85 diagrammatically, an ignition distributor 50 having a double pressure box 51, an air filter 52 upstream of an air intake 53 having a butterfly valve 54, an inlet manifold 55, and a highly simplified section through an internal 90 combustion engine An additional volume chamber 61 is located between an inlet 60 of the double pressure box 51 and the air intake 53 or inlet manifold 55 and is connected to the air intake 53 by way of a throttle 62 on 95 the one hand and, on the other hand, by way of a series combination comprising a further throttle 63 and an electro-magnetically operable solenoid valve 64 Furthermore, a series combination comprising a throttle 65 and a 100 solenoid valve 66, which can also be operated electro-magnetically, is located between the additional volume chamber 61 and the inlet manifold 55 Alternatively, the additional volume of the chamber 61 can comprise the 105 volume of the lines and the retarding box 51.
The degree of admission to or the pressure in the additional volume chamber 61 can be controlled in dependence upon the engine speed and the angle of the butterfly valve, 110 whereby the double pressure box 51 receives a signal for timing the ignition An electrical circuit for the electromagnetically operable solenoid valves 64 and 65 is shown in Fig 9.
It has to be taken into account that the 115 solenoid valve 66 is pneumatically closed when it is non-energized and is pneumatically open when it is energized The solenoid valve 64 operates in the opposite manner.
Fig 9 shows a series combination comprising 120 a butterfly valve switch 70 and a parallel combination whose first circuit includes only the solenoid valve 64 and whose second circuit comprises a series combination consisting of a speed-dependent switch 71 and 125 the solenoid valve 66 This entire arrangement is located between a positive lead 72 and a negative lead 73 The rotational speed switch is preferably subjected to hysteresis, that is, it should be closed when the engine 130 1,592,124 speed exceeds the cut-off speed n_, and remains closed until the rotational speed drops below the restoring value, that is, the restoring speed n,.
The switch 70 constitutes a butterfly valve switch of known construction whose contacts are closed when the butterfly valve is also closed Proceeding from this mode of operation of the switching elements specified, the mode of operation of the circuit arrangement of Fig 9 resides in the fact that the solenoid valve 64 is open when the butterfly valve is closed In contrast to this, the criterion of speed dependence enters into the switching behaviour of the solenoid valve 66, wherein, in accordance with the mode of operation of the individual switches, the solenoid valve 66 is open when the butterfly valve is closed and the engine speed is in excess of the cut-off speed N 0, or down to the restoring speed n, as the engine speed decreases Fig 8 shows that the device for the additional volume chamber 61 is continuously coupled to the air intake by way of the throttle 62 irrespective of the signal from the sensor responsive to the butterfly valve angle, and irrespective of the rotational speed signals.
While the throttle 65, together with the solenoid valve 66, is responsible for the timedependent behaviour of the ignition angle in accordance with the graph of Fig 4 d, the actions of the throttles 63 and 65 commonly determine the time function in accordance with the graph of Fig 3.
A modification of the pneumatic realization of the invention illustrated in Fig 8 can, in particular, reside in omitting the throttle 63 and the solenoid valve 64 In this case, it is still ensured that the ignition is timed in dependence upon the angle of the butterfly valve and in dependence upon the engine speed.

Claims (1)

WHAT WE CLAIM IS:-
1 A method of controlling the operating behaviour of a spark-ignited internal combustion engine during and after overrun operation, in which the supply of fuel is cut off during overrun operation, and the point of ignition is retarded after the commencement of an overrun operation in response to a signal from an overrun detection stage, and in which the point of ignition is restored to its normal point in response to a signal from the overrun detection stage in response to at least one operating parameter.
2 A method as claimed in claim 1, in which the point of ignition is retarded in accordance with a selectable parameter after overrun operation has commenced, and the supply of fuel is still maintained for a predeterminable period of time after such commencement.
3 A method as claimed in claim I, in which the end of overrun operation and/or the end of the cutting-off of the supply of fuel to the internal combustion engine is or are determined by a signal from the overrun detection stage in response to the aperture angle of a throttle butterfly valve and/or 70 from a transducer responsive to engine speed, and the ignition retardation is subsequently reduced.
4 A method as claimed in claim 3, in which the retardation of ignition is reduced 75 particularly in a linear manner when plotted against time.
A method as claimed in claim 3, in which the retardation of ignition is reduced particularly in a linear manner during a 80 predeterminable interval of time.
6 A method as claimed in claim 3, in which the retardation of ignition is reduced in dependence upon at least one of the variables: engine speed, pressure in an air 85 intake, and throughput of air in the intake.
7 A method as claimed in any of claims 1 to 6, in which the quantity of fuel fed to the internal combustion engine is temporarily increased towards the end of overrun opera 90 tion and/or thereafter.
8 Apparatus for carrying out the method as claimed in any of claims 1 to 7, comprising transducers for providing signals responsive to at least the load and the speed of the 95 internal combustion engine to an ignition point control stage, a device for determining the quantity of fuel to be fed to the internal combustion engine, and an overrun detection stage to which are connected, in particular, 100 the transducers providing signals responsive to the engine speed and to the load, and which is connected to the ignition point control stage and/or to a fuel enrichment stage, and to a device for cutting off the 105 supply of fuel.
9 Apparatus as claimed in claim 8, in which the overrun detection stage includes at least one threshold value switch responsive to a signal responsive to the engine speed and a 110 switching element controlling the output signal of the threshold value switch and responsive to signals from, in particular, the transducer responsive to the butterfly valve aperture angle 115 Apparatus as claimed in claim 8, in which the ignition point control stage includes a timing circuit embodying an operational amplifier which is controllable at least by one of the signals responsive to engine 120 speed, overrun operation, and the aperture angle of the butterfly valve.
11 Apparatus as claimed in claim 8, in which the cut-off device comprises a pulse gating-out stage preferably having a time-lag 125 element.
12 Apparatus as claimed in any of claims 8 to 11, in which the ignition point control stage is formed by an electro-pneumatic system which has at least one device 130 1,592,124 for providing an additional volume or store, preferably having connection points communicating with the air intake at least upstream and/or downstream of the throttle butterfly valve, and is connected to an ignition distributor vacuum adjusting box, for effecting additional adjustment of the point of ignition.
13 Apparatus as claimed in claim 12, in which the additional store is connected to the inlet manifold preferably through a throttle and a solenoid operated valve which is open during overrun operation.
14 Apparatus as claimed in claim 12 or 13, in which the additional store is connected by way of a throttle and/or a series combination comprising a throttle and a second solenoid operated valve, to a point at which, in particular, atmospheric pressure prevails.
15 Apparatus as claimed in claim 13 or 14, in which an engine speed-dependent switch and a switch whose switching state is dependent upon the aperture angle of the butterfly valve, are connected in series with the solenoid of the first mentioned solenoid operated valve.
16 Apparatus as claimed in claim 15, in which the solenoid of the second solenoid valve is connected in parallel with the series combination comprising the speed-dependent switch and the solenoid of the first mentioned solenoid operated valve.
17 Apparatus as claimed in claims 13 and 14, characterised in that the action of the pneumatic throttles can be realised by solenoid operated valve operated in a pulsed manner.
18 Apparatus as claimed in claim 8, in which the fuel enrichment stage is in the form of a pulse prolongation stage for output pulses of a pulse generator stage forming part of the device for determining the quantity of fuel fed to the internal combustion engine.
19 Methods of controlling the operating behaviour of spark-ignited inernal combustion engines during and after overrun operation, substantially as hereinbefore particularly described with reference to and as illustrated in the accompanying drawings.
20 Apparatus for controlling the operating behaviour of spark-ignited internal combustion engines during and after overrun operation, constructed and arranged and adapted to operate substantially as hereinbefore particularly described with reference to and as illustrated in Figs 5, 6 and 7 of the accompanying drawings.
21 Apparatus for controlling the operating behaviour of spark-ignited internal combustion engines during and after overrun operation, constructed and arranged and adapted to operate substantially as hereinbefore particularly described with reference to and as illustrated in Figs 8 and 9 of the accompanying drawings.
W P THOMPSON & CO, Coopers Building, Church Street, Liverpool LI 3 AB.
Chartered Patent Agents.
Printed for Her Majesty’s Stationery Office by Burgess & Son (Abingdon) Ltd -1981 Published at The Patent Office, Southampton Buildings, London, WC 2 A LAY, from which copies may be obtained.

GB16234/78A
1977-08-29
1978-04-25
Methods of and apparatus for controlling the operating behaviour of a spark-ignited internal combustion engine upon the commencement of during and after overrun operations

Expired

GB1592124A
(en)

Applications Claiming Priority (1)

Application Number
Priority Date
Filing Date
Title

DE2738886A

DE2738886C2
(en)

1977-08-29
1977-08-29

Method and device for controlling the operating behavior of an internal combustion engine with spark ignition at the start, during and after overrun

Publications (1)

Publication Number
Publication Date

GB1592124A
true

GB1592124A
(en)

1981-07-01

Family
ID=6017580
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Title
Priority Date
Filing Date

GB16234/78A
Expired

GB1592124A
(en)

1977-08-29
1978-04-25
Methods of and apparatus for controlling the operating behaviour of a spark-ignited internal combustion engine upon the commencement of during and after overrun operations

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US
(1)

US4257363A
(en)

JP
(1)

JPS5447037A
(en)

DE
(1)

DE2738886C2
(en)

GB
(1)

GB1592124A
(en)

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1988-09-05
Fuji Heavy Ind Ltd
Fuel controller for internal combustion engine

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1988-03-23
1994-02-01
Honda Giken Kogyo Kabushiki Kaisha
Excess slip control device for driving wheel

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1993-10-11
2003-05-15
Bayerische Motoren Werke Ag

Device for overrun fuel cutoff in a motor vehicle internal combustion engine

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1993-11-24
1995-06-06
Honda Motor Co Ltd
Ignition timing control device for internal combustion engine

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1994-12-20
2008-03-13
Robert Bosch Gmbh

Method and device for controlling an internal combustion engine of a vehicle

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1996-04-20
2007-04-26
Robert Bosch Gmbh

Method for controlling the fuel cut of an internal combustion engine

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2000-07-21
2002-01-31
Bayerische Motoren Werke Ag

Device and method for controlling the negative pressure in an internal combustion engine

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2005-09-21
2010-05-26
三菱自動車工業株式会社

Control device for internal combustion engine

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2007-03-19
2010-12-15
トヨタ自動車株式会社

Control device for torque demand type internal combustion engine

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2009-03-27
2012-02-15
マツダ株式会社

Method and system for controlling exhaust gas recirculation in an internal combustion engine

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2013-09-30
2014-12-11
Continental Automotive Gmbh

Method and device for controlling the transition between the operation with overrun fuel cutoff and normal operation of an internal combustion engine operated with direct fuel injection

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2020-05-29
2022-08-23
Cummins Inc.
Engine brake ramping

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Method for controlling engine braking in a vehicle

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Ignition timing adjustment device for internal combustion engines

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1968-03-13
1969-11-04
Gen Motors Corp
Internal combustion engine ignition spark vacuum advance mechanism delay system

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Switching device on internal combustion engines to reduce the CO and CH content of the exhaust gas in overrun mode

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1968-12-09
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1969-02-03
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Double vacuum adjuster for the ignition timing adjustment in internal combustion engines

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Servo mechanism

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Bendix Corp
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ANALOGUE-DIGITAL-ANALOGUE CONTROL SYSTEM WITH MULTI-FUNCTION DIGITAL COMPUTER FOR MOTOR VEHICLES

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Internal combustion engine with an electrically controlled gasoline injection system

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1973-06-30
1978-09-26

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1974-12-25
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1975-09-08
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Nippon Denso Co Ltd
Electronic controlled fuel jet device for internal combustion engine

1977

1977-08-29
DE
DE2738886A
patent/DE2738886C2/en
not_active
Expired – Lifetime

1978

1978-04-25
GB
GB16234/78A
patent/GB1592124A/en
not_active
Expired

1978-08-22
US
US05/935,831
patent/US4257363A/en
not_active
Expired – Lifetime

1978-08-28
JP
JP10479378A
patent/JPS5447037A/en
active
Granted

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Priority date
Publication date
Assignee
Title

GB2221497A
(en)

1988-07-05
1990-02-07
Fuji Heavy Ind Ltd
Control of i.c. engine ignition timing during fuel injection cut-off

Also Published As

Publication number
Publication date

JPS5447037A
(en)

1979-04-13

US4257363A
(en)

1981-03-24

JPH025903B2
(en)

1990-02-06

DE2738886C2
(en)

1992-10-22

DE2738886A1
(en)

1979-03-15

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