Robert Boschgmbh

Alfred Schulz

Uwe Kiencke

Helmut Janetzke

Gunter Honig

Helmut Espenschied

Gunther Honig

Chi-Thuan Cao

Martin Zechnall

Helmut Kauff

Werner Nitschke

Georg Haubner

Ulrich Flaig

Jurgen Wesemeyer

Karl Ott

Harald Michi

Andreas Erban

Manfred Schwab

Hans Schrumpf

Werner Meier

Winfried Klotzner

Ingo Gorille

Ernst-Olav Pagel

Wolfgang Borst

Heinz Moller

Theodor Gast

Rudolf Nagel

Bernward Boning

Heinz Theuerkauf

Peter Dilger

Wilfried Venzke

Heinrich Baumann

Jorg Birmelin

Henning Cordes

Klaus Glockler

Paul Baier

Wolfgang Matuschek

The invention is directed to a control system for an internal combustion engine with reference to air throughput, rotational speed and lambda. In this control system, a decoupling device is provided between open loop and closed loop control signals which act with different speeds. An ignition signal is influenced in dependence upon a lambda-dependent signal via at least one dead time member. In this way, phases having unfavorable opposing influence on control branches of different reaction durations are reduced.

Control system for an internal combustion engine

Wheel speed (V.sub.R) and braking pressure (P.sub.B) applied to a wheel are continuously measured and utilized to estimated values from a mathematical system model, to obtain the physical values: coefficient of friction (.mu.), vehicle speed (V.sub.F), slope of a slip curve (d.mu./dS), slip (S), and coefficient of friction of a stationary-rotary brake couple structure. At least one of the physical values so obtained, and preferably the coefficient of friction (.mu.), vehicle speed, and slope of wheel slip curve are used to control braking pressure being applied to the wheel. Braking pressure can be controlled for example for braking in accordance with coefficient of friction and slope of the friction-slip curve, for example to operate the wheel just before the coefficient of friction drops as the wheel begins to slip. Spinning of a wheel can be avoided by controlling the braking pressure to be below slippage value.

Method to control the operation of wheels of a vehicle to prevent

Control signals for triggering the events to be controlled, via at least one output stage (13, 14), are generated in a vehicular computer (11) as a dependent function of the output signals of a sensor (10) coupled to a rotating shaft of the engine, and of further sensors dependent on other operating parameters. At least one sensor-controlled auxiliary control device (17, 18) is provided. The output signals of the auxiliary control devices (17, 18) are transmitted via a switching device (12) to the terminal control stages (13, 14) as an alternative to the output signals of the computer (11). The switching device (12) is preferably embodied as a multiplexer and is controllable by an error decoding stage (19) for decoding and monitoring serial, or parallel, signals of the computer (11) to determine proper function of the computer (11); in case of malfunction of the computer (11), decoding stage (19) causes control of the output stage, or stages (13, 14) from the respective auxiliary control device.

Apparatus for the control of repetitive events dependent on operating

A controller (13) provides control signals to an engine (E) to control its idling speed. To provide for additional fuel under special operating conditions--e.g. low engine temperature, starting conditions, placement of a sudden load such as connection of an air-conditioner or the like--a modification signal is generated in signal generators (17, 18, 19 . . . 19n) which signals are introduced into the path of the signals from the idle or command function generator (11) to a positioning element (15) which controls fuel supply to the engine. The engine itself can provide at least some of the signals to the function generators, for example by engine temperature transducers (ETt); engine speed transducers (ETn), to provide engine temperature signals. Starting can be sensed by sensing both engine speed and temperature, and/or operation of the starting switch. An additional function generator (19) is preferably provided to prevent overshoot of the positioning element (15) if the accelerator pedal is suddenly released, thus preventing stalling of the engine.

Method and system for control of idle speed of an internal combustion

Disclosed is an electronic system for computing control magnitudes for a control system of an internal combustion engine. The control magnitudes are derived by computation from measured auxiliary parameters. The control magnitude such as suction pipe pressure is computed from its relationship with the flow rate of air mass, or throttle valve position and rotary speed. Atmospheric pressure is computed from the air mass flow, rotary speed and throttle valve position or from the cross-section of the channel by-passing the throttle valve and from the supplied air mass. The computation arrangement can be either analog or digital.

Electronic control system for an internal combustion engine

The invention is directed to a method and an apparatus of determining whether the rotational speed of an internal combustion engine is attributable to a corresponding correcting quantity signal from an idle air charge control or whether an overrun condition exists. For this purpose, a variable supplementary signal is superposed on the correcting quantity signal of the idle air charge control. The mean value of this supplementary signal may be preferably zero. Taking the dead time of the internal combustion engine into account, the measured rotational speeds are correlated with the changes in the previously issued correcting quantity signals, and it is determined whether the engine is in the overrun mode of operation or idling. If an overrun condition is detected, an overrun recognition signal may be issued to initiate measures aimed at preventing the internal combustion engine from stalling, for example.

Method and apparatus for determining the influence of different control

Repetitive processes in internal combustion engines which are dependent upon the values of particular parameters are controlled either by a main computer or an auxiliary computer. Switching from the main to the auxiliary computer takes place if a sequence error detecting stage detects errors in the desired alternation between the main control signals furnished by the main computer and reference mark signals indicative of predetermined angular positions of a shaft of the engine. Specifically, the system is switched to operate under control of the auxiliary computer if such an alternation error occurs again within a predetermined number of cycles. The switching can also take place as a result of missing reference mark signals and as a result of the absence of monitoring signals indicative of correct operation of the main computer program.

Apparatus for detecting malfunction in cyclically repetitive processes

The switching off of one or more cylinders of a multicylinder engine to save fuel when the engine is running lightly loaded has been found to reduce the effectiveness of computer control of ignition timing and fuel injection unless additional fields of stored control information are provided for responding to the various combinations of engine parameter values that arise in operation. Accordingly, with each step of reduction of the number of working cylinders, the control of ignition timing and fuel injection is shifted to a different bank of fixed value memory (ROM).

Ignition and fuel injection system for multicylinder engines

In order to provide a unitary, rugged and simplified engine knock sensor assembly for internal combustion engines, which is readily tunable after manufacture to particular frequency characteristics of a given engine, the invention provides a cantilevered bending oscillator which is clamped together with a suitable electrical contact in an axial channel of a metallic cylindrical socket. The radial clamping forces are permanently provided by deformation of the socket material, for example by mortising, or other dimensional changes of the socket material. A number of embodiments is presented. The invention also includes a method for simultaneously producing two separate electrical contacts from a single contact element.

Engine knock sensor using piezoelectric rod oscillator

To supervise a program controlled device which is subject to stray noise or disturbance pulses, particularly microprocessor controlled automotive vehicle electronic systems, a timing circuit is provided responsive to check pulses added to the program and defining a timing interval, the monitoring system distinguishing between disturbance pulses and static defects by supervising the control pulses and, upon failure of the control pulses, generating a program restart or interrupt signal, respectively, which both initiate a new start of the program cycle or, respectively, define a timing interval which, upon failure to sense further control pulses, initiates energization of an emergency switching system. Continuous failure to receive control pulses also can initiate the emergency switching system. To permit start-up, and before control pulses are obtained, a time delay circuit is provided which disables the monitoring system upon switching ON of the program controlled device at least for the time period of one check pulse cycle.

Monitoring system for program controlled apparatus

The main pressure in the gearing which under normal operating conditions is 150% of the amount required to transmit the then-present torque is reduced to 100% when an upshift takes place under load or a downshift takes place under no load. For a downshift under load and an upshift under no load the pressure is reduced to about 30%. The position of the control rod of an injection pump at the beginning of a shift operation is stored until the shift is completed. This allows the present system to cooperate with a system wherein the control of the injection pump is shifted from the gas pedal to a regulator during gear shifts.

Method and apparatus for adjusting the operating force applied to gears

In order to suppress the train of detector oscillations after the disappearance of the engine knock phenomenon, the invention provides a piezoelectric oscillator which is set into vibration by engine knock and includes circuitry for applying signals of opposite polarity to the oscillator at times when no engine knock is expected. Accordingly, the output of the piezoelectric engine knock detector is used only in a relatively narrow time interval during the combustion cycle. In the remaining interval, the circuit switches over to a configuration where the oscillations of the piezoelectric oscillator are damped. The construction of the invention makes it possible to discriminate between different cylinders of a multi-cylinder engine and to assign the knock phenomenon to particular engine cylinders. A number of embodiments is presented.

Apparatus for detecting oscillations occurring during engine knock

A first and second valve respectively associated with the then-present and the newly selected gear during a gear shift operation are operated with positive overlap at the beginning of the shift process if the engine is upshifting under load or downshifting under no and at the end of the shift process if the engine is upshifting under no load or downshifting under load. During the shift process the engine speed is lowered during upshift operations and increased during downshifts. The shifting process is terminated when the engine is operating synchronously with the transmission output. It is also terminated if the engine speed decreases excessive during upshifts or increases excessively during downshift or if a predetermined maximum allowable time has elapsed from the start of the shift operation. The main pressure in the gearing is decreased during the shift operation by a factor selected in accordance with the then-present operating condition.

Automatic transmission with electronically controlled torque

During gear shift, the fuel control for the engine is switched from the gas pedal to a regulator which regulates it such that the speed of the engine is changed from the speed corresponding to the then-present gear to the speed for the next subsequent gear at a predetermined rate of change of speed with respect to time. A different rate of change of speed may be provided for upshift and downshift operations. A comparator compares the engine speed to the output speed of the gearing and furnishes a shift terminate signal signifying synchronism between the two speeds when the two speeds have a predetermined relationship. A first and second offset signal may be applied to the comparator to allow the engine speed to be somewhat less than the output speed of the gear, and vice a versa, during downshift and upshift respectively.

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Oberriexingen, Germany

Alfred Schulz