Robert Boschgmbh

Erwin Gloss

Ulrich Drews

Manfred Schenk

Udo Zucker

Gerhard Lotterbach

Egbert Perenthaler

Jan F Van Woudenberg

Peter Werner

Klaus Streit

Hartmut Seiler

Hans Schnurle

Ulrich Steinbrenner

Edmund Jeenicke

Karl-Heinz Adler

Adolf Kugelmann

Helmut Moder

Dieter Kirn

Klaus Jaeckel

A device for reducing slip of drive wheels of a motor vehicle having a turbo charged internal combustion engine includes a charger control unit which controls or regulates the charged air in dependency on at least rotary speed of the engine and in addition on information about the shifted gear in the transmission of the vehicle. For each gear change a maximum permissible time change of rotary speed or in dependency on the rotary speed a maximum permissible charge air pressure is determined experimentally and the latter values are stored in a storing device. By comparing the stored values with the actual values an optimum acceleration of the engine can be obtained. By a simultaneous adjustment of the ignition time point or of the amount of supplied fuel the speed of response of the entire arrangement is further increased.

Device for reducing drive slip of motor vehicles provided with turbo

To place the maximum combustion pressure, which occurs upon ignition, after the piston of an internal combustion engine (ICE) has passed upper dead-center (UDC) position upon starting, a predetermined time interval (Ti) is subtracted from the expected time the piston reaches UDC position, as determined by the time taken for a predetermined angular distance of the crankshaft to rotate; the time between the predetermined angular distances is extrapolated to determine the projected, or expected time of the UDC position. The predetermined time interval (Ti), which may be made dependent upon engine temperature, is then subtracted and the actual firing time computed, for example by counting-out in a counter the differential time interval determined by the subtraction. The timing intervals are preferably derived from a segmental marker system (20,21; A1,A2), in a counter (1), the extrapolation carried out in a multiplier (2) and the subtracting in a subtraction circuit (3). The system is preferably enabled upon closing of the starter switch (S) and may be disabled when a down-counter, determining the actual timing interval, has a negative count output.

Method and apparatus to control ignition timing during starting of an

Injection control pulses after starting the engine are multiplied by a fuel enrichment factor A.sub.1 depending on operational temperature and rotary speed of the engine. The time derivative -A/t of the enrichment factor is kept constant up to a predetermined rotary speed limit. When the speed limit is exceeded, the time derivative increases proportionally with the rotary speed increase. In this manner faster warm-up of the engine due to higher speeds influences the fuel enrichment phase.

Method of and device for controlling after-start enrichment of internal

A fuel mixture control apparatus for an electronic fuel injection system for internal combustion engines. In a warm-up controller, the fuel injection control pulses are lengthened for enrichment of the fuel-air mixture during engine warm-up on the basis of signals supplied by a temperature transducer. In order to make the warm-up enrichment dependent on prevailing engine states, for example on the conditions of idling and partial or full load, circuitry is provided to sense these conditions and to suitably alter the enrichment factor. A further circuit suppresses the dependence or enrichment on engine status during engine starting. Various embodiments are presented.

Fuel mixture control system

A frequency divider circuit and variants thereof, intended for use with the fuel injection system of an internal combustion engine. The primary trigger signal is one derived from a rotating engine member and this signal is used to generate two input pulse trains of opposite relative phase. A basic dividing block includes two bistable multivibrators formed by gates with crossed feedback. The inputs to these multivibrators are provided by two-input gates and the input pulse trains are applied, respectively, to the input gates ahead of the first and second multivibrators. The second inputs of the input gates receive the direct or crossed-over outputs of the multivibrators. Additional circuitry is disclosed for providing odd dividing ratios, e.g. 1:3.

Frequency divider circuits

To permit connection of the input trigger stage to a wide variety of signal sources, such as different types of ignition systems (transistorized ignitions, coil-type ignitions, mechanical breaker system ignitions, and the like), a voltage divider is connected across the supply circuit, and the input signal is applied to a dual collector transistor forming the trigger or threshold stage, one collector of the transistor being connected to the output of the trigger stage and the other being connected to a protective circuit controlling bypassing of input signals of excessive voltage, or energy of either polarity and thus protecting the dual collector transistor.

Fuel injection system for combination with internal combustion engines,

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Korntal, Germany

Erwin Gloss