• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A fuel control system for an electronically controlled fuel injected internal combustion engine, whereby fuel is injected into the cylinders for a fixed number of degrees with respect to the crankshaft rotation. A trigger pulse is fed into a tachometer circuit (32) giving a DC ramp output with respect to speed. A portion of this ramp signal is fed into a monostable circuit (31) whose output pulse duration is now speed dependent and remains constant in degrees of engine crankshaft as the speed of the crankshaft increases. By adjusting the slope of DC ramp output fed into the monostable circuit (31), the fuel "on" time may be set to any fixed number of engine crankshaft degrees desired for a particular engine.
    公开号:SU927129A3
    申请号:SU792842380
    申请日:1979-11-11
    公开日:1982-05-07
    发明作者:Эдгар Ван Сиклен(Младший) Говард
    申请人:Дзе Бендикс Корпорейшн(Фирма)；
    IPC主号:
    专利说明:

    coinciding with the voltage of the injector solenoid in response to trigger pulses, including a comparator comparing the duration of the first and second si (—pulse pulses and issuing a solenoid-activating pulse with a duration equal to the duration of the shorter of the compared pulses.
    The second device has a pulse duration setting circuit and a duration regulator for issuing pulses having a set duration, expressed in degrees of the angle of rotation of the KOJ gentate shaft within a series of shaft rotation speed ranges with a range from range to range. , -.
    The first device has tachometers for generating an oblique signal, the magnitude of which increases with increasing shaft rotation speed, and a multivibrator, switched on with the ability to respond to each, a trigger pulse for issuing control pulses and having a device sensitive to an oblique signal designed to control the duration of the control pulses to provide a specified reference duration, expressed in degrees of the angle of rotation of the shaft in the specified speed range, its rotation Yeni.
    The trigger has a device for initiating pulses of the angle of rotation of the shaft, and the system has a timer control circuit for automatically shifting the moment of initiation relative to a certain position of the shaft depending on the engine performance.
    A maximum limit circuit is included in the system to prevent the crankshaft from exceeding the set speed limit.
    FIG. 1 is a block diagram of a part of the system; in fig. 2 is a block diagram of a portion of the system including the main components of the pulse generator; in fig. 3 is a block diagram of matching with various points of the engines; in fig. k block diagram with a speed range control block; in fig. 5 is a block diagram of the components of the speed range control unit; in fig. 6 is a block diagram of a part of the fuel control system; in fig. 7, a modification of the system in FIG. one; in fig. 8 - block
    generator circuit; in fig. 9 block scheme, having three speed ranges; in fig. 10 is a graph of the pulse duration of the fuel rate of the crankshaft in milliseconds; in fig. 11 - three speed ranges; in fig. 12 - the same, in degrees of the angle of rotation of the cranked shaft; in fig. 13 performance characteristics of the injection system; FIG. block diagram of the injection system; in fig. 15 - the same, providing additional speed ranges; in fig. 16 - the same, distributing signals to individual injectors, depending on the working cycles of the cylinders.
    权利要求:
    Claims (6)
    [1]
    FIG.  Figure 1 shows a block diagram of a part of a system in which a number of features of the invention are present.  The output of the system goes to the unit, which in turn applies voltage to. solenoid fuel injector.  To the established limit of the engine speed 1, the duration of the specified impulse is equal to the time of crankshaft rotation through a given angle.  Trigger 2 is mechanically coupled to the crank. a shaft or a camshaft to provide a signal on channel 3 to a pulse shaping circuit that outputs signals on channel 5 to a main pulse generator 6.  Pulse generator 6 generates signals on channel 7 related to the angle of rotation of the crankshaft and not dependent on its speed of rotation, and is the first device for generating the first sig nal pulses.  The signal of channel 7 is applied to the solenoid 8 of the injector or its starter (not shown) and thus opens and closes the fuel supply.  In engines with more than one injector, a distributor (not shown) is installed to route the signals of channel 7 to the corresponding solenoids.  The function of trigger 2 is to issue a reference signal on channel 3 indicating a passage through the crankshaft to a specific point, coinciding with the appearance of a pulse signal in channel 7 from generator 6 controlling the injector solenoid.  The timer control circuit 9 allows to adjust (manually or automatically) the displacement of the moment of occurrence of the signal of channel 7 relative to the moment of passing the top dead point.  The position of the excitation point of this signal is automatically adjusted depending on the speed of rotation of the engine crankshaft.  FIG.  2 is a block diagram including the main components of the pulse generator 6 shown in FIG.  one.  To ensure the generation of signals from channel 1, which have a duration that coincides with the time of rotation of the barbed hall at a given angle, the time circuit of the multivibrator 10 receives from the tachometer 11 via channel 12 a signal of the rotational speed of the crankshaft.  The signal is fed into the time circuit of the multivibrator 10 to initiate a pulse, the duration of which is equal to the crankshaft rotation time at a predetermined angle, regardless of the engine speed.  FIG.  3 shows a block diagram 13 of matching the proposed invention with various types of internal combustion engines, which is carried out using a circuit that allows the duration of the signal in channel 7 to vary depending on the desired crank rotation. shaft (FIG.  12, the rise and fall of the curve A).  This circuit 13 is located between the tachometer 11 and the multivibrator 10 connected to it by channel 14 and allows setting the pulse width of channel 7 expressed in degrees of crankshaft angle for one type of engine, for example, 10 °, and for another type 12 °.  The need for this scheme is due to the fact that different engines have different operating characteristics.  FIG.   a block diagram depicting the device of FIG.  1 additional properties, in particular, in FIG.  K depicts a speed range control unit that provides both the ability to control the engine speed manually and the ability to limit the engine speed so that it cannot exceed a predetermined value (Fig.  12, moving the curve X to the left or right).  The tachometer 11 exits channels 15 and 16.  FIG.  5 is a block diagram of the components of the speed range control unit shown in FIG.  .  The block consists of a maximum speed regulator or comparator 17, which receives a signal from channel 18 from maximum limit circuit 19 and a throttle valve, which is controlled by the operator.  Chain 13 is designed to control the pulses of the maximum fuel supply and determines the duration of the fuel supply period in degrees of the crankshaft angle.  The speed range control unit 20 containing the comparator 17 and the circuit 19 outputs on channel 21 a maximum speed limit signal which sets the maximum target speed or the limits of the speed ranges in which manual control by the operator is possible.  The operator, therefore, can, by changing the position of the throttle valve, change the rotational speed of the crankshaft, but cannot exceed the predetermined speed determined by the block 20.  FIG.  6-9 depict block diagrams of the fuel supply control system, which pulses to the injector solenoid 8, the duration of which, defined in degrees of crankshaft angle, varies in different speed ranges.  The individual components of the system are shown in detail in FIG.  T, 15 and 16, and the characteristics of the engine under load, equipped with such a system, in FIG.  11 and 13 In FIG.  6 shows a block diagram of a part of the aforementioned fuel management system in which an additional generator 22 is included.  The system outputs signals through channel 23 to distributor 2, which serves several injectors.  To the extent of the predetermined maximum speed, the duration of the pulses of the channel 23, expressed in degrees of the angle of rotation of the crankshaft, is constant within one speed range and differs from range to range.  The work of individual units of the system, t. e.  trigger 2, pulse shaping circuitry, timer circuit 9 is similar to the same circuits shown in FIG.  1-5.  The functional diagram of the pulse generator 22 is shown in FIG.  7-9.  FIG.  7 is a block diagram of a modification of the system shown in FIG.  1, into which the second generator ALA 25 generates the second signal pulses and the selective 79 pulse duration comparator 26 is introduced. The selective comparator 26 compares the signals of channel 7 from the first generator 6 of pulses and the signals of channel 27 from the second generator 25 of pulses, selects the shortest and control-.  The pulse duration is applied to the injector solenoid and, thus, the amount of fuel fed to the cylinders.  In the following, we will use the term fuel pulse, which denotes the period of time during which the injector delivers fuel to the cylinder.  The fuel impulse must not exceed a predetermined duration, just as the rotational speed of the crankshaft must not exceed a predetermined limit.  To ensure these conditions, a comparator 26 is introduced, comparing the duration of the signal from the generator 6 pulses, which correspond to the maximum values, with the signals from the generator 25 pulses and choosing the shortest. magnitude.  The comparator 26 outputs a signal on channel 28.  The duration of the signal never exceeds the maximum allowed duration determined by the signal of channel 7 of generator 6.  Thus, the comparator 26 is a device for issuing voltage pulses to the injector solenoid.  FIG.  8 is a block diagram of a generator 25, similar to that shown in FIG.  3  The generator 25 includes a multivibrator 29, which receives a timer signal to channel 30, controlling the duration of its signals at output 31.  If the system operates in a number of high-speed modes (for example, 0300 rpm, 300-500 rpm, 5001000 rpm), then each mode has its own pulse duration, expressed in degrees of the angle of rotation of the crankshaft.  Between the multivibrator 29 and the tachometer circuit 32, in such a case, the circuit 33 for setting the duration of the fuel pulses and the regulator 3 for the duration of the fuel pulses is included.  Elements 10, 11, 29 and 32 form a device for limiting the duration of the supply pulses.  FIG.  9 is a block diagram showing further detailing of the circuit in FIG.  eight.  9 The diagram in FIG.  9 has three speed ranges and each of them has its own fixed impulse duration of fuel.  There is also a summing circuit 35, to which, via channel 36, signals from the tachometer circuit 32 are received through channel 37 from another summing circuit 38, and through channel 39 are output.  When the channel 37 signal is absent, the system operates in the first velocity mode.  When the speed signal from the second block C arrives through the kO channel, the speed range settings to the comparator k2 last signal feeds through channel 3 to the summing-up channel 39, which in turn sends a signal to the summing circuit 35 according to the circuit 38.  Summing circuit 35 converts the injection system into a second speed range.  The injection system goes to the third range when the third velocity range from channel kk arrives on channel 5. In this case, the comparator 46 outputs a signal on channel H7 to summing circuit 38, which places the injection system in the third velocity range.  Summing circuits 35 and 39 can be summing or differential amplifiers, depending on the angle of rotation of the crankshaft selected for this speed range.  In the example, summing circuits 35 and 39 are summing amplifiers.  FIG.  10 and 12 are graphs of the dependence of the pulse duration on the fuel-speed of the crankshaft for the system shown in FIG.  .  The duration of the fuel pulse in FIG.  10 is taken in milliseconds, and in FIG.  12 degrees of rotation.  crankshaft.  FIG.  10, the engine crankshaft speed in revolutions per minute is plotted on one axis, and the pulse duration i Voppliv in milliseconds, on the other axis.  The pulse duration of the fuel is equal to the pulse duration of the signal from the generator 6 shown in FIG.  one.  Direct L and L p are called direct load.  For an engine that corresponds to load L, the speed is determined by the time during which the fuel injector is exposed to a signal.  Thus, the engine to which the direct L corresponds, will be 99 corresponding to the speed, ke of the intersection of direct L and the curve A which corresponds to the maximum engine speed.  FIG.  12 illustrates the operation of the engine under loads L, and Lj, when the fuel pulse time corresponds to the set crankshaft angle.  With a load corresponding to direct U, the crankshaft will rotate at a speed corresponding to the point of intersection of direct Ts.  and direct A, When transferring the work under load to the corresponding direct 1, n, the crankshaft speed is determined by the intersection point of direct L, (j and direct Xi.  When the engine is operating under the load of the corresponding forward LT, the speed is determined by the point of intersection of the forward Cn and forward A, Direct A is determined by the flow chart 13 for setting the maximum impulse of the fuel shown in FIG.  3- Direct X is determined by maximum speed circuit 19 shown in FIG.  it and 5.  In other words, the straight A-J represents the setting of the fuel pulse maximum circuit 13 for a specific engine, and the straight X represents the maximum speed allowed for it.  FIG.  11 and 13 are graphs showing the dependence of the pulse duration on the fuel-rotational speed of the crankshaft for the injection system in FIG.  6-EN of FIG.  11, the rotational speed of the crankshaft is set aside in revolutions per minute, and the fuel pulse in milli-seconds, in FIG.  13, the rotational speed is plotted in revolutions per minute, and the fuel impulse is in degrees of the angle of the crankshaft gate.  FIG.  11 shows the three speed ranges A, B, and C; the maximum speed, indicated by the forward y.  The load line U shows the speed at which the crankshaft will rotate for a given duration of 1 pulse of fuel.  FIG.  13 shows the operating characteristics of an injection system having three speed ranges A, B, and C, and a maximum speed, indicated by a straight Y.  Oig  13 should be considered in parallel with FIG.  7- Channel 7 signal in FIG.  7 defines straight E and 1 in FIG.  13- Channel 27 signal in FIG.  7 defines direct A. ,, B and C in FIG.  13.  Direct E is determined by the fuel pulse maximum tuning circuit 13 (FIG.  3), straight y is determined by maximum speed circuit 19 {FIG.  5) Direct A is determined by summing circuit 35 (FIG.  9).  the remaining lines are defined by various other chains and circuits.  FIG.   The block diagrams of the injection system are shown in FIG.  nineteen .  To facilitate understanding, each block shows its input and output signals.  FIG.  1C shows a trigger circuit 2, a pulse formation circuit C, a timer circuit 9, a pulse generator circuit 6, and a comparator circuit 26.  Each signal of channel 3 of electromagnetic trigger 2 is amplified and passes through a pattern k of formation, at the output of which (in channel 5) it acquires a rectangular shape.  The channel 5 signal is fed to the tachometer 11 and the multivibrator 10.  As the crankshaft speed increases, the voltage value of the output signal of the tachometer 11 increases.  The indicated voltage, before being supplied to the multivibrator 10 to set the limit of the signal duration of the channel 7, can be applied to the fuel pulse maximum setting circuit 13.  This prevents the impulse of fuel from exceeding the set limit value due to engine load changes or incorrect operator actions.  The duration of the channel 7 signal determines the time and, therefore, the amount fed to the engine through the fuel injector.  Scheme 13 for setting the maximum pulse of fuel limits its delivery time to any predetermined number of degrees of crankshaft angle for any speed by changing the resistor value.  It was found that the best engine performance and greatest fuel economy are achieved when this parameter is set to lO.  The fixed duration (in degrees of the angle of rotation of the crankshaft) of the channel 7 signal (fuel pulse) is achieved by applying a portion of the output signal of the channel 12 of the tachometer 11 to the multivibrator 10.  The magnitude of the voltages in the channel 12 supplied from the tachometer 11 to the multivibrator 10 determines the duration of the fuel pulse in degrees of the angle of rotation of the crankshaft.  The resistor 8 of the circuit 13 sets the maximum number of degrees of the angle of rotation of the crankshaft, with the passage of which fuel is supplied to the engine, and thus determines the operating speed range, for example, from 0 to 500 rpm.  The operating range can be divided into subranges, for example, in the following way: 0-100, 101-300, 301-500 rev / min.  Adjusting the resistors E (1 and P subranges}, and 50 (III subband) sets the number of degrees of rotation angle of the crankshaft desired for each subband.  The speed comparator 17 and the speed maximum limiting circuit 19 provide the continuity of the fuel pulse necessary to maintain the expected speed at a given load.  Their functions can be called governing, as in the case that the throttle valve and, consequently, the load change, the duration of the pulse and thus the amount of fuel fed to the cylinders also changes in the direction needed to maintain the desired speed. .  The maximum speed limit circuit 19 does not allow the engine to exceed the set speed and is similar in function to a stop device on the accelerator.  Chain 19 receives a variable reference signal from channel 16 from the tachometer and limits the speed by limiting the fuel pulse duration, expressed in degrees of crankshaft angle.  The injector is switched on by a trigger command, which generates a signal on channel 3 at the moment when the crankshaft passes a certain position.  Let's call this operation synchronization.  By controlling the synchronization, it is possible to shift the time of the signal in channel 3 relative to the crankshaft position and thus accelerate or delay the signal in channel 23 supplied to the injector solenoid.  And the trigger coil used in the proposed method changes the magnetic flux, which causes a pulse, the amplitude and duration of which increase with increasing speed.  A change in the amplitude and duration of the pulse changes the synchronization.  (Output c. Channel 15 of tachometer 11 is used to automatically adjust timing to achieve optimum engine operating conditions.  The operation of the circuit shown in FIG.  .  When the turbine blade 51, mechanically connected to the crankshaft position, passes by the coil 52, the trigger 2 generates a pulse.  The turbine rotates with the crankshaft and has as many vanes as in the engine of the injectors.  Thus, each injector during one cycle of the engine will be turned on once.  A pulse from the coil 52 passes through an amplifier 53 representing itself, an integrated circuit, a capacitor, and a variable resistor and is fed to the pulse shaping circuit k.  Circuit k includes a multivibrator, which is part of an integrated circuit of an amplifier, which, on channel 5, transmits a signal that represents a rectangular pulse.  The duration of a rectangular impulse is constant over time, but is a variable value, if expressed in degrees of crankshaft angle.  A channel 5 signal is applied to a tachometer 11, which includes an amplifier 55 and a circuit for issuing a constant voltage and variable signal across channel 12.  The magnitude of this signal is proportional to speed.  The output signal of channel 5 includes the multivibrator 10 and thus the fuel supply.  Multivibrator 10 pulses directly to the solenoids of the injectors.  By adjusting the magnitude of the channel 12 signal supplied to the multivibrator 10, the duration of the fuel pulse can be made equal to the crankshaft rotation time at a given angle.  The tuning is performed by a variable resistor 8.  As a rule, the duration of the pulses of a channel 7 signal is constant over time, however, when a signal is applied via channel 12 from the tachometer to the multivibrator, the actual duration of the pulses decreases, while the speed of the crankshaft increases.  If the duration of the pulses of channel 7 is expressed in degrees of the angle of rotation of the shaft, it will be constant.  Such a scheme makes it possible to limit the fuel delivery time, expressed in degrees of rotation, to a certain predetermined number (e.g., regardless of engine speed, load, or throttle valve position).  The speed limiter circuit 19 and the speed control comparator 17 jointly regulate the engine1 speed of the engine crankshaft. The speed limit is set using variable resistor 5b.  Potentiometer 57 controls the throttle and is accessible by the operator. It can be said that the speed limit set by resistor 56 can be obtained when the potentiometer 57 is brought to its highest position.  Both elements 17 and 19 are controlled by an amplifier 58, which is an integrated circuit and includes a voltage comparator, to which signals are transmitted via channel 16 from the tachometer II and through channel 18 from circuit 19 to the maximum speed limit.  If the voltage of the channel 18 signal is greater than the voltage of the channel 16 signal, the output of the 5V amplifier signal will not be and the signal duration of channel 7 will be determined only by the channel signal} k of the fuel pulse maximum setting circuit.  If the signal voltage of channel 16 is greater than the signal voltage of channel 18, the duration of the signal of channel 7 will be determined by the signals of channel k and 21.  The rate of decrease of the channel 7 signal at the end of the rate interval of FIG.  10-13, straight X and y) will be a function of the magnitude of the variable resistor 59e which determines the gain of the amplifier 58.  This circuit can be called a system speed regulator.  When the engine is operating at relatively high speeds or loads, the signal from channel 7 activates the logic circuit of comparator 26, which in turn includes solenoids of the injectors.  When operating at low speeds and loads, the pulse duration of the fuel, set equal to, for example, 4l) ° angle of rotation, will be too long and will result in too much fuel being given.  In this case, the generator 25 of the maximum pulse of the fuel will reduce the pulse time of the fuel to a smaller number of degrees of rotation.  As a rule, engines are not designed to operate at full power at low revs and in order to limit power development, they limit the flow of fuel to the cylinders.  Starting the engine typically requires a higher supply than the stabilized operation mode.  In addition, in diesel engines, although the pressure created by the pulsating pump increases with speed: this dependence is not linear, and, therefore, at low speeds, excessive fuel supply occurs.  Since the curve of the maximum impulse fuel hfig.  13, direct A, B :, and C) is chosen for specific speeds and engine loads, the parameters of the generator 25 can be set. The generator 25 itself can easily be modified and configured to work with any particular engine.  All that has been said above regarding the signal of channel 7 is also true of the signal of channel 27, which is also a function of the angle of rotation of the crankshaft.  FIG.  15 shows the generator 25 for the injection system shown in FIG.  7 and I, which provides additional speed ranges in the injection system in FIG.  one.  The generator 25, controlled by the signal of channel 5 and producing a signal via channel 27, includes a multivibrator 29, summing circuits 35 and IZV, comparators 42 and 6, block 4t of setting the third speed range, block setting the second range of speeds 32 .  The operation of the generator 25 is similar to the operation of the generator 6.  The output of channel 60 of circuit 32 through amplifier 61 is applied to a pulse impulse circuit 33 in the first velocity range to obtain a signal at output 31 whose duration is equal to the first number of degrees (in degrees of crankshaft angle).  As the engine speed increases and the transition to the second speed range, the kZ comparator increases the signal duration 31 1592 (expressed in number of degrees to the value determined by block C of the second speed range setting.  This occurs when the value of the output signal of channel 60 supplied to the amplifier of the comparator 62 becomes equal to the value of the output signal of channel 40 of the D block.  The output of channel 3 of amplifier through amplifier 63 is fed to amplifier b1, where it is added to the signal of channel 60, forming a new output signal at output 31 for the second speed range.  This new signal has a constant duration (expressed in degrees of rotation) that is different from the duration characteristic of the first speed range.  Similarly, the comparator 46, which includes an integrated amplifier, provides the duration of the signal in channel 27 in the third speed range.  FIG.   and 15 triangles are designated quad amps on integrated circuits.  Amplifiers are versatile and can be performed as comparators in jCxeMe.  Each quad amplifier includes four amplifiers, indicated in the scheme by the following dexes: 53 5, 65, 58, 66, 63, 67, 68, 69, 70 and 71.  For the practical implementation of the described scheme, RCA E, NationaE 3900MoCOGo MS 3301 p amplifiers were selected.  FIG.  16 shows a circuit distributing signals to individual injectors, depending on the operating cycles of the cylinders.  After synchronization and duration of fuel pulses are selected, it is necessary to establish the correct sequence of injectors switching on.  This is accomplished with the help of an optical distributor, which, however, can successfully be replaced by another type, for example, mechanical, electromagnetic, and so on. An optical distributor 72-75 consists of a series of LEDs separated from light receivers (transistors) by a rotating part (not shown).  The pulse-injecting pulse is amplified by a tachometer 11 and switches on the LEDs of the distributor 72-75 (one diode corresponds to each injector).  Rotating with parts  is a disk, having (a flow hole, through which a visible or infrared generator can pass, connected between a trigger and an injector solenoid, characterized in that, in order to increase speed, the generator has a device for limiting the duration of power pulses up to the time required for rotation of the knee916 radiation from one diode to the corresponding light receiver.  The disc can rotate synchronously with the engine crankshaft.  The location of the window in the disk is selected depending on the position of the piston.  The signal from the distributor 72, amplified by amplifiers 7b and 77, controls the inductor 78 of the injector. In the proposed method, two inductors control one injector.  If one of the light-receivers is irradiated with a corresponding LED, its signal activates the switching-on inductor and simultaneously de-energizes the switching-off injector inductor.  At the end of the fuel pulse, the LED turns off and turns off the injector inductor.  For example, in order to turn off the same injector, inductor 79 receives a signal from amplifiers 80 and 81.  These amplifiers are included as a result of the cessation of irradiation of the distributor 72.  Similarly, the light receiver 73 controls the operation of inductors 82 and 83 through the respective pairs of amplifiers, 85 and 86.87.  Each injector is controlled in the same way.  Claim 1.  A fuel control system for an internal combustion engine containing a solenoid injector, a trigger, for issuing pulses corresponding to the engine's duty cycles.  shaft at a predetermined angle in the range gj P, Q of at least one set range of rotational speeds ba2.  System pop 1, characterized in that the generator has a first device for generating first signal pulses in response to trigger pulses within a set range of rotational speeds of the crankshaft having a fixed duration, expressed in degrees of angle of rotation of the shaft, the second device for generating second signal pulses answer
    [2]
    trigger pulses within a specified crankshaft rotational speed range, having a duration, expressed in degrees of shaft rotation angle, varying depending on the shaft rotational speed, and a device for issuing voltage pulses to the injector solenoid in response to trigger pulses, including a comparator for a long time the first and second signal pulses and the issuance of a pulse containing a solenoid with a duration equal to the duration of the shorter of the compared pulses.
    [3]
    3. The system of claim 2, wherein the second device has a pulse duration setting circuit and a duration controller for issuing pulses having a set duration, expressed in degrees, of the crankshaft angle of rotation Yes, the speed range of rotation of the shaft varies from range to range of duration.
    [4]
    k. A system according to claim 2, wherein the first device has tachometers for generating an oblique signal, the magnitude of which increases with increasing shaft rotation speed, and a multivibrator, turned on responsively to each trigger pulse for issuing control pulses and having a device inclined-sensitive signal designed to control the duration of the control pulses to provide a fixed reference duration, expressed in degrees of the angle of rotation of the shaft in the set Hinnom range MSE .rostey rotation thereof.
    [5]
    5. The system of claim 1, wherein the trigger has a device for initiating pulses of the angle of rotation of the shaft, and the system has a timer control circuit for automatically shifting the moment of initiation relative to a certain position of the shaft, depending on the operating characteristics engine,
    [6]
    6. The system of Claim 1, wherein it includes a maximum restriction circuit to prevent crankshaft from exceeding
    set speed limit. I
    Sources of information taken into account in the examination
    1. Patent C11JA No. З8007 9. class. 123-32, publ. 1977
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    同族专利:
    公开号 | 公开日
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    GB2035607B|1982-12-08|
    SE7909352L|1980-05-14|
    CA1129521A|1982-08-10|
    DE2942012C2|1991-01-03|
    US4232647A|1980-11-11|
    JPS5566634A|1980-05-20|
    IT7927157D0|1979-11-09|
    FR2441061A1|1980-06-06|
    FR2441061B1|1986-02-28|
    IT1124943B|1986-05-14|
    JPS649459B2|1989-02-17|
    GB2035607A|1980-06-18|
    ATA704479A|1983-04-15|
    AT373044B|1983-12-12|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    US05/960,513|US4232647A|1978-11-13|1978-11-13|Control circuit for diesel injection system|
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