Robert Boschgmbh

Rudolf Nagel

Bernward Boning

Rainer Bone

Franz Sellmaier

Uwe Kiencke

Gunter Honig

Heinz Theuerkauf

Alfred Schulz

Theodor Gast

Helmut Reum

Wolfgang Richter

Jens-Detlef Rubrecht

Bernward B/o/ Ning

Knock control in internal combustion engines

To obtain higher current yield from ion current measurable across the electrodes of a spark plug upon application of a biasing potential thereto, occurring immediately after an ignition event due to ionization of burning hydrocarbons within the combustion chamber of an internal combustion engine (ICE), the polarity of the circuit including a spark plug is so selected that the smaller one of the electrodes, typically the center electrode of the spark plug, has a positive measuring voltage and positive ignition voltage applied thereto so that the positively charged ions, which have a substantially greater mass than the electrons, will be caused to flow to the negatively charged substantially greater electrode, thus resulting in an enhanced ion current. A standard automotive ignition circuit can be used, with the battery connected, as customary, with negative-ground (FIG. 3) by reversely connecting the secondary of the ignition coils--with respect to customary connection--to the center electrode of the spark plug. An auxiliary biasing battery can be avoided by charging a capacitor, for example from the ignition system, to provide measuring energy.

Internal combustion engine combustion chamber pressure sensing apparatus

The output of a combustion chamber sensor is analyzed in two succeeding time intervals defined in term of crankshaft position by use of a reference mark. The sensor output is compared with prescribed threshold values in the respective intervals, and a logic circuit recognizes whether normal combustion, slow combustion or a combustion failure is present and an engine control, such as fuel injection or ignition timing, or a combination of both is modified accordingly.

Control of an internal combustion engine with reference to a combustion

A light guide element, secured in a spark plug-like housing and positioned, for example, within a metallic tube forming a spark plug connector, is coated at the end facing the combustion chamber with a light-impervious material viz: graphite, the graphite emitting radiation upon influence of heat arising within the combustion chamber, which radiation is transmitted to the optical pick-up for subsequent photo-electric evaluation thereof. The optical pick-up is, for example, a quartz glass rod coupled to a light guide cable, or directly coupled to an opto-electrical transducer.

Optical combustion event sensor structure particularly knock sensor for

In order to eliminate from an ion current sensor signals which are not derived from knocking of an engine, the ion current sensor signal is evaluated by a high-pass - low-pass filter to filter out signals of frequencies extraneous to knocking frequencies, using, preferably, a digital filter including two timing stages (11, 13) connected to a counter; to inhibit response of the circuit, an interrupter switch (8) is included in the evaluation circuit, which is opened upon sensing of disturbance signals due to ignition events, for example upon occurrence of ignition, by setting a timing stage (20) which maintains the switch open, and thus inhibits evaluation of oscillatory signals from the ion current sensor (1) for the timing duration thereof. To store previously counted oscillatory signals, a further timing stage (21) can be provided, likewise connected to the ignition signal and enabled at the initiation of current flow through the primary of an ignition coil to prevent resetting of the counter for the timing duration thereof.

Internal combustion engine knock sensing system

The knock sensing equipment has a control circuit which generates gating signals for dividing the operation into a measuring phase and a test phase. In the latter, the possible malfunction of the sensor is determined. During the test phase, the sensor responds either to background noise or to a test voltage and the sensing output signals are compared to a predetermined minimum and/or maximum level. Malfunction is indicated if the signals furnished by the sensor are outside of the indicated range.

Knock sensing apparatus with fail indicator for use in an internal

The leading edge of each pulse of an incoming signal sequence starts a first monostable multivibrator whose period is equal to the period of the pulse sequence when the pulse sequence has the desired frequency. The input signal sequence and the output signal from the multivibrator are applied to two inputs of an exclusive OR gate. The latter furnishes an output signal corresponding to the difference in pulse width between the signal applied to the two inputs. The leading edge of the difference signal then starts a second monostable multivibrator whose pulse width corresponds to the maximum allowable frequency deviation. The output signal of the second monostable multivibrator is applied to an inverting input of an AND gate. The direct input of the AND gate receives the difference signal. The AND gate, therefore, only furnishes an output signal when the difference signal has a greater pulse width than the output signal of the second multivibrator, i.e. when the frequency deviation in the incoming signal sequence exceeds the maximum permissible frequency deviation.

Simplified monitoring apparatus for sensors in motor vehicles

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.

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Asperg, Germany

Rudolf Nagel