Robert Boschgmbh

Manfred Schenk

Edmund Jeenicke

Winfried Klotzner

Gerhard Lotterbach

Udo Zucker

Jan F Van Woudenberg

Egbert Perenthaler

Erwin Gloss

Rolf Daumer

Gunter Honig

Immanuel Krauter

Ingo Gorille

David Van Belzen

Clemens Meichle

Hans-Jorg Schmid

Position displacement and speed sensor system, particularly for

An apparatus including a computer for generating a time duration signal is proposed, intended in particular for controlling fuel metering or ignition processes in internal combustion engines, wherein the time duration signal is formed in accordance with the formula

Apparatus for generating a time duration signal

In the case of sensors having a characteristic for which the offset in the quiescent condition has a first temperature coefficient and the slope of the characteristic has a second temperature coefficient, while the quotient of the offset and slope coefficients is approximately constant, a point can be determined in which the characteristics for different temperatures (T) intercept. A temperature corrected measurement value can be determined, preferably with a microcomputer, from the sensor signal, the coordinates of the above-described intersection point, the sensor temperature and the temperature coefficient either of the offset or of the slope.

Temperature compensation of a linear sensor

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

The destination of commands provided by a microcomputer to an input-output unit over a data bus is provided without an address bus, while a control circuit in the input-output unit is connected with the microcomputer by connections for only three binary signals in one direction, 'clear', chip-select and data strobe and one in the other, namely interrupt. The control circuit has a decoder connected to the data bus that sorts out the commands, feeding the outputs through a gate array that are enabled by the chip-select and data strobe signals for timing. Commands for switching, such as beginning and ending counts, and so on are one-byte commands directly transmitted to the appropriate circuits of the input-output. Read and write commands are two-byte commands sequenced by a sequencing and lockout circuit, the circuit selected in first byte being activated to read or write to or from the data bus in the second byte while the decoder is blocked. The direction of transmission of the data bus is controlled over a single connection from the control circuit in accordance with whether a write command is or is not present.

Microcomputer system with input/output unit connected to the remainder

To reduce the data processing requirements within operating cycles of an automotive-type microprocessor or computer, the input/output unit has an angle increment counter receiving angle increment signals synchronized with rotation of the crankshaft of the engine, the counter providing output signals to comparators which, when the count state reaches predetermined values as applied from a data bus, derived from the microprocessor, to the comparator, then provides output signals to control the engine, for example by providing ignition control output signals, fuel injection control output signals, or the like. To further simplify computational tasks of the microprocessor, the input/output unit contains a timing element, for example a counter, which can provide variable timing intervals, for example by controlling the clock rate of the counter or a count number, under control of the data bus, and a transfer switch which selectively applies to a further counter either the signals from the timing circuit or from the crankshaft angle increment counter so that, as desired, data then being processed in the microprocessor can be selectively based on or compared with engine speed, or predetermined timing intervals, for consequential control of other operating parameters of the engine and the entire power train system of which it is a part.

Control system for an operating event in a vehicular power train

A voltage-frequency converter having a chargeable and dischargeable memory, a comparator circuit and a subsequent multivibrator, wherein the charging and/or discharging signal for the memory is obtained from special signal sources. At constant charging and discharging signals, a linear voltage-frequency conversion is provided. In the case of variable charging or discharging voltages, non-linear signal conversions are possible. The multivibrator may be a digital monostable multivibrator, to effect precise, reproducible and quantifiable period durations in the output signal of the converter, and thus a very precise voltage-frequency conversion.

Voltage-frequency converter

An input-output unit carries out some of the operations previously carried out in the microcomputer controlling the ignition, injection, etc. processes so that the number of bits in the microprocessor can be reduced. The input-output unit includes a counter which furnishes speed-dependent or angle-dependent signals. During a predetermined angle of rotation or while a particular speed-dependent value is counted and down, a frequency proportional to the quantity of air in the air inlet is counted, the resultant air number transferred to the microprocessor where it is modified. The modified air number can be counted down in the same counter which was used to count down the speed-dependent signals. The time required for counting down the modified air number determines the injection time and/or the closing time for an electronic switch in the primary circuit of the ignition coil. When the angle-dependent signal is used, a further counter counts down the air number several times, each time generating an interrupt signal. The latter count is in the microprocessor and when a predetermined number has been received, the microprocessor furnishes a terminate signal ending the controlled process.

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Fellbach, Germany

Manfred Schenk