The electronic control fuel injection in internal combustion engine

 

(57) Abstract:

Usage: electronic control systems, fuel injection in internal combustion engines. The inventive electronic control system includes a nozzle with a hole for the fuel injection and the Central control unit, mounted on the intake channel of the engine. The control unit contains the CPU, the input of which receives signals from a set of sensors. On the basis of signals from the position sensor throttle (potentiometer), a gauge of the number of revolutions of the motor shaft, sensor exhaust gas concentrations (transducer concentration), temperature sensor coolant temperature sensor intake air Central processor calculates the required moments of the fuel injection into the cylinders. The temperature sensor intake air directly connected to the control unit. The processor is equipped with blocks, each of which is made as a separate computer for determination of the correction coefficients and correction of the fuel injection timing. 10 C.p. f-crystals, 9 Il.

The invention relates to an electronic control fuel injection system for internal combustion engines, structurally composed of the signals from the sensors, registering such basic performance parameters, as the speed of rotation of the motor shaft and the throttle valve that regulates the flow of air into the engine, and the concentration of individual components in the exhaust gas, with the specified Central control unit regulates the mode of injection of the combustible mixture when using preferably one injector. In particular, depending on the engine speed and throttle position, the CPU calculates by interpolation according to the memory map reference-estimated time of intake of fuel into the engine (as defined by the open compute cycle), which is adjusted depending on the specific operating conditions given as parameters, registered with additional sensors that measure at least the temperature of the engine coolant and the temperature of the air flowing into it, and the information signal from the sensor to the concentration of exhaust gases (which determines the regulation of the closed-loop injection time of the fuel mixture).

The known fuel injection system of this type. They differ from each other by characteristics of the Central e is edelaosas the particular operating conditions, and operation of each such fuel-injection system.

It is also known that changes of the coefficient of excess air fuel mixture can occur (and in the transition and in the steady operation mode) due to changes in work or structural characteristics of the engine or the fuel injection system due to the following applicable causal factors: changes in air density due to the change of temperature, relative humidity, and barometric pressure; changes in volumetric efficiency of the engine as a result of changes in back pressure in the exhaust gas, the clearances of the valves, the degree of compression of the combustible mixture or characteristics of the mechanical parts of the engine; tolerances and drift of the sensors or actuators of the fuel injection system due to changes in the capacity of the injectors, fuel pressure or electrical characteristics of the sensors or of the specified mechanisms.

In the end, all these uncontrolled changes result in the error in the dosing of the fuel mixture, so that the implemented timing of fuel injection, a specific, planned for the nominal operating conditions of the engine will not match the Rea is optimalnoe stoichiometric ratios were developed principles of automatic control, based on feedback from the sensor exhaust (exhaust) gases. However, the practical implementation of these principles has proved to be extremely complex, requiring very high performance information processing in the Central control unit, and therefore excludes the possibility of using relatively simple fuel injection systems, for example systems with a nozzle with a hole for the fuel injection.

The aim of the invention is the development of electronic control of fuel injection of the specified type, which would have a strategy (principles) automatic control and self-adjustment for correction of deviations of the coefficient of excess air in a fairly straightforward way and at the same time had guaranteed high performance, comparable to more complex systems.

The objective is achieved by the fact that the proposed electronic control fuel injection system for an internal combustion engine that contains the Central electronic control unit, which includes a Central processor receiving information signals from at least loggers speed means, controlling the composition of exhaust gases; however, the specified Central processor has a first unit for performing calculations on open-ended cycle of the basic injection time of the fuel mixture in accordance with the above-mentioned information signals from the specified logger rotation speed (number of revolutions) of the engine and controls the position of the valve regulating the amount of air entering the engine, setting thus the mode of operation of the latter; a second unit for correcting the specified base injection time in accordance with a number of other information signals; a third unit for performing calculations in the closed loop of the first correction coefficients for the specified base (standard, rated) injection time in accordance with said information signals received from the specified controls exhaust gas; the fourth is the Executive agent for the correction of the base injection time in accordance with said first correction coefficients; the fifth is to calculate and automated forwarding (modifications) in the means of memorizing of the second correction coefficient is th block for the correction of the basic injection time in accordance with the specified second correction coefficients, while the number of these second correction coefficients, which are automatically modified less than the number of plots breaker operating range of the engine, leading to selection of the second correction coefficients, and these areas are addressed by the corresponding tool - adrestore in accordance with the information signals from the mentioned registration tool rotation speed of the motor shaft, and means controlling the position above the valve regulating the amount of air entering the engine.

In Fig.1 is a diagram of an electronic system controlling the fuel injection of a heat engine of Fig.2 shows a block diagram of the Central electronic control unit shown in Fig.1; Fig.3 shows an operating block diagram of the Central processor of the electronic Central control unit of the system shown in Fig.1; Fig.4 - 6 presents detailed operating circuits of some blocks operating block structure shown in Fig. 3; Fig. 7 shows diagrams of various seguramente fuel injection and coefficient adaptation, used in the system (on the x - axis position of the throttle).

Engine 1 internal combustion engines has an inlet port 2 and outlet 3. In the intake channel 2 on the respective flanges in the usual way mounted nozzle 4 with a single hole for the fuel injection. Channel 2 is the main throttle valve 6 mounted on the shaft 7, around which it rotates. The angular position of this valve is set mechanically pedal 8 accelerator. The position of the axis 7 is controlled using a temperature-sensitive element 10, filled parathyroidectomy mixture (for example, as described in Italian patent application N 67105 - A). The sensing element 10 is haloperidolum contact with the recirculation channel 11, through which passes the cooling fluid and which has a solenoid valve 12. In direct heat-conductive contact with thermocouple 10 is an electrical heating element 14, which is mounted on the injector 4 fuel injection.

The Central electronic unit 16 controls placed on the inlet channel 2. Unit 16 is connected to the sensor 17, the intake air temperature (of known type). The sensor 17 is located so who receives the first signal 20 (SMOT), generated by the primary circuit or the circuit of the coil 21 of the ignition and used for registering the rotation speed N of the engine 1; the second working signal 22 (PFARF), carrying information about the position of the throttle valve 6 and coming from the sensor 23 throttle position (potentiometer) which is mechanically connected with the axis 7 of the valve 6; the third signal 24 generated by the sensor 25 concentration of exhaust gases (transducer concentration) in the exhaust channel 3. The sensor 25 is a sensor element of a known type ( -probe), and during normal operating conditions of the engine 1 and the sensor 25, the signal 24 is changed in the range between the two extreme levels, namely zero and a voltage of 1 V, which define the conditions for preparing the air-fuel mixture with excess of or below the nominal stoichiometric ratio ( = = 1); the fourth signal 26 generated by the sensor 27 and the temperature of cooling water of the engine associated with the channel 11.

The Central control block 16 forms a first actuating signal for controlling the nozzle 4, the second signal 33 that is used to actuate the indicating device 34 warnings optical and/or acoustic type of the pan 12.

In Fig. 2, the Central control block 16 is shown in more detail. This block contains the Central processing unit (SRI) 36, which overlook the respective memory blocks, including a persistent storage device, a ROM 37, used for recording data on the calculated injection time (TI) in the corresponding mapping plane (PFARF - N), which determines the operating range of the engine 1 as a function of speed of rotation of the shaft and the throttle valve 6; a storage device with random access data RAM 38 for online store modified correction coefficient for the correction values calculated basic injection time of the fuel; the storage device is a random access RAM 39 for storing mentioned modified coefficients; electrically erasable programmable permanent memory EEPROM 40 for the auxiliary recording coefficients; erasable programmable permanent memory EPROM 41 for storing the values of the various parameters used in the implementation block of the procedures in Fig.3 - 6 and discussed in detail below. The CPU 36 is connected to the inputs 42 and 43 outputs, which is transmitted signals, Formiga processor 36, which receives various input signals and the output of which various commands are issued periodically at appropriate intervals, the components of the order of a few milliseconds, is a procedural algorithm conventional type (for example, as a program, described in Italian patent application N 67081-A/88).

The main program of the CPU 36, used to calculate the current time values of the fuel injection nozzle 4, is implemented in the usual way, i.e., in the form of the following operations: calculate the core, the estimated time of fuel injection (TI) depending on the parameter N (rotational speed or number of revolutions of the engine 1), determined by the signal 20 SMOT, and depending on the parameter PFARF (throttle position 6), determined by the signal from the potentiometer 22 23; correction values calculated basic injection time in accordance with the implemented strategy correction, resulting in the formation of values of the modified ignition timing (TI1); the introduction or temporary blocking of control algorithms injector 4 (blocking injection) and additional Executive technical means (type electric heating e is in control of injection time (using signal 24 from the sensor 25); adjustment of the values of time of fuel injection in accordance with the correction coefficients recorded in the storage device 39 with a random sample; the introduction and termination of sequential algorithms modify the values of these correction factors (KADAT) in RAM 38; Executive implementation of the modified time of injection through the nozzle 4.

As shown in Fig.7a-C, closed-loop control of ignition timing is proportional-integral modification this time using a correction coefficient KLAMBDA), the sign of which depends on the signal 24 received from the sensor 25. If the basic injection time of the fuel corresponds to the stoichiometric composition of the fuel mixture (Fig.7a), the average correction value is zero. In fact, if you accidentally change the composition of the mixture near the stoichiometric value ( = 1) will be a corresponding variation of the signal 24 in the range between 0 and 1 and the fluctuation correction coefficient KLAMBDA around the value 1; if, in turn, the base mixture is stoichiometric, the correction coefficient KLAMBDA is automatically changed to a constant directivity is a permanent storage device, a ROM 37, so to bring change in the composition of the mixture, given by the closed computing cycle to the stoichiometric value ( = 1) with a corresponding change in signal 24 in the range between 0 and 1.

The CPU 36 has a limited impact on the regulation of the computed closed-loop injection time, which is limited to 20% of the base time, so that above this value (Fig.7C) the correction factor is automatically limited (clipped) on the DC component (in this case + KLAMBDA) and, therefore, the signal 24 is fixed to zero value, indicating that the fuel mixture is constantly depleted ( > >1).

Correction of the injection time in accordance with the correction coefficient (KADAT) whose values are stored in the storage device RAM 39, automatically gradually modified as changes in the values of the operating parameters of the engine 1, and this functional modification is real basic injection time, the values of which are stored in the ROM 37, based on the initial composition of the fuel mixture, so that there was zero constant corrective component of the KADTC closed-contour of the specification of this system, since the Central position of the control range ( 20%).

Consider correction factors (KADA) are stored in the respective memory cells of the storage device 39 in zone 50 (Fig.9) defined by a finite value of the parameter N (the rotation speed of the engine 1), formed on the basis of the signal 20 SMOT, and parameter PFARF (throttle valve position 6), formed on the basis of the output signal 22 of the sensor 23 (potentiometer); the principle of action of the claimed system would restrict these zones 50 memory limit values NL and PFARF, i.e. the number of revolutions of the engine 1 and the throttle valve 6, which is smaller than the corresponding maximum values of NL and PFARF determining the operating range of the engine 1; outside of the zones 50 are in area 51 bounded from below and from within the above limit values of the parameter N or PFARF for zones 50 and outside - maximum values of NL and PFARFI. As follows from Fig.8, the operating range of the engine 1 within maximum values of NL and PFARFI is divided into a set of zones 52, bounded by the limit values of the parameters N and PFARF, forming areas of the interpolation values of the basic injection time of the fuel (TI) recorded constantly in the adjustment coefficients KADAT in a storage device, random access RAM 39.

In the working program of the Central processor 36 mentioned correction coefficients KADAT used in all operating conditions of the engine 1 (at the start, after heating under normal operating conditions, transient conditions, in the exercise of control open or closed circuit and so on) and selectrows in the memory storage device 39 on the basis of zones 50 (Fig.9), dressiruemy current values of the parameters N and PFARF determined by the signals 20 and 22; provided that in area 51 adresowany, the system produces a selective sample correction factors KADAT from adjacent zones 51.

In the case when the system is in a state in which the correction coefficient KLAMBDA limited (threshold) at a constant component KLAMBDA immediately used a correction factor KADAT, operatively held in the RAM 38 is used for sequential correction factor specified. Consider correction factors KADAT, essentially, are consistent modification (correction) in the random access memory device, random access RAM 38 and updated in the same storage device RAM 39; this proceduralism composition of the fuel mixture. These conditions are realized when activated, the closed-loop control of injection time, providing stabilization of the mode of operation of the engine. After a certain delay time for which the engine goes to the specified sustainable mode of operation, each cycle of the signal 24 from the sensor 25 (if necessary) is the modification of the values of the correction factor KADAT from the address area with the operational record in the appropriate cell of the RAM 38; this modification has the largest selection (amplitude) and consists in adding or subtracting (depending on the sign) the average value of the DC component of the compensating correction coefficient KLAMBDA. The operation of the modification of values of the correction factor KADAT address area in the corresponding memory cell in the RAM of the storage device 39 is made only after an additional time delay in the operation of the engine mentioned in the stable regime; in turn, the effective update of this correction factor KADAT in some cell memory RAM storage device 39 has a place only in accordance with the zone change is 50, dressiruemi parameters N and PFARF what vechicles in the state, wherein the correction coefficient KLAMBDA organic (threshold) on a permanent component KLAMBDA OH, then, according to this invention, the calculation by successive modifications of the values of the correction factor KADAT address area (with operative record in the appropriate cell of the RAM 38) is carried out more frequently, i.e. at each working stroke of the pistons of the engine.

After the system during the first cycle of implementation of the working of the algorithm, corresponding to the normal conditions of the low-speed operation of the engine 1, made a calculation of the correction factor KADAT one zone 50, based on the initial values are calculated and stored in the storage device RAM 39 free sample values of the correction coefficients for the other zones 50, which is implemented of course-point-calibration.

In order to simplify the process of data processing to be performed by the CPU 36, and for more rapid and accurate determination of the correction coefficients KADAT for different operating conditions of the engine 1 consider the requested system shall transfer or broadcast content (correction coefficientsthere electrically erasable programmable memory EEPROM device 40 at the beginning of each execution cycle of the working algorithm of the injection system (i.e., every time when starting the engine 1); in turn, each time with the start of power supply Central unit 16 controls (for example, when connecting this unit to the car battery), you transfer the contents of the cells of the auxiliary storage device 40 in the corresponding cells of the RAM 40.

In Fig. 3 presents the main operating program of the processor 36 that is used to calculate the time value of the fuel injection nozzle 4. The input unit 80 of this program is associated with a block 81, which is an operation control (using, for example, measure the voltage across the capacitor) of the Central switching unit 16 of the control after disconnecting the vehicle battery; in the positive case, the use of block-operator 82, which regulates the transfer to the storage device, random access RAM device 39 in different address areas 50 of the adaptation coefficients KADAT recorded in the EEPROM memory device 40, after which the program proceeds to block 91, which issues a command to the initialization input data and parameters in different counters, registers and memory structure of the Central unit 16 of the control device to the main case, i.e., when the survey unit operator 81 gives a negative answer (what corresponds to the conventional engine start), the transfer occurs through the block 84, which provides a command transfer coefficients KADAT stored in the storage device 39, in non-volatile memory EEPROM 40 different address areas 50, and such transfer is made, if the values of the above coefficients are different from what is available in the specified storage device EEPROM 40, the magnitude of the error exceeds the reference value of the device stored in the storage device 41. Then the program goes to block 92, which occurs if the CPU 36 receives the signal 20 (SMOT): otherwise, the program returns to the input unit 92, at that time, as in the positive case (for example, when each working stroke of the engine) operating activities transferred to the block 93 which conducts standard interpolation calculations on the mapped database (Fig.8) stored in the ROM of the ROM 37, the value of the basic injection time (TI), depending on parameter values PFPRF and N (determining the position of the throttle valve 6 and the number of revolutions of the motor is the model calculations.

From block 93 execution of the program proceeds to block 94, which carries out regular testing on the necessity of amending the value of the base time of fuel injection TI with getting adjusted values TI1and conditions of such correction are identified and implemented on signals from various sensors individually or in combination, determine motor parameters such as, for example, the cooling water temperature (sensor 27); the intake air temperature (sensor 17); the concentration of the exhaust gas sensor 25); the signal from the coil 21 of the ignition, etc. or specific working conditions, such as starting the engine 1, the transient operation modes, due to significant changes in throttle position 6.

From the block operator 94 implementation of the work program proceeds to block 95, which, depending on parameter values RFARF and N determines (Fig.9) the net index address ADDRNW current working area within the operating range of the engine 1 among the zones 50 and 51 are within acceptable operating range of the engine. From block 95, the program proceeds to block 96, which represents the calculation of the adjusted time is active from the storage device RAM 39 by index address ADDRNW, particular when performing block-operator 95.

After surgery 96 is a standard operation 97, the meaning of which is identifying the need and the weakening of the press (release) to the accelerator pedal 8, provided that the operating mode of the engine 1 is beyond a given threshold level and there are conditions for the implementation of the algorithm stop, stop the flow of fuel: in the positive case, the program proceeds to block 98, which blocks the command on the operation of the nozzle 4 with the subsequent transition to the block 99, which is activated directly and with a negative result of the above test operation 97.

The operation unit 99 performs identification from sensor 10 conditions for the implementation of the control algorithm of the engine 1 is idling, and this identification operation is carried out in a known manner (for example, application N 67105-A/87). In case of positive decision the operating program is transferred to block 100, which calculates the values to generate command control signals 31 and 32, after which implements the block operation 101, on which the program is transferred directly in case of a negative resiklo operation mode of the engine, which in effect introduces a strategy (algorithm) control the time of fuel injection as a function of concentration of the exhaust gas detected by the sensor 25, with a transition to closed-loop regulation (this control strategy is not used either in the process of warming up the engine or when working at maximum Energoatom and so on): in the negative case, the program proceeds immediately to the operating unit 106, while a positive conclusion to the unit 102 is conducting (in a known manner) the calculation of the correction, the correction values KLAMBDA time of fuel injection, on the basis of which future operating unit 103 is determined by the final injection time TIIIIthat ensures that the preparation of the fuel-air mixture with the stoichiometric composition.

From block 103, the working program is transferred to the execution unit operation 104, the meaning of which is a test identification mode stable, stationary operation of the engine 1 for computing corrections and updates mentioned correction coefficients KADAT in accordance with the information obtained by the detection signals from the sensors 23 (throttle deserves the e verification procedure if the value of the parameter PFARF remains constant during a certain period of time, using decrementing (subtractive) counter initial value which is set in the storage device EPROM 41, provided that the temperature of the intake air in the engine 1 exceeds the threshold value TA and the cooling water temperature is greater than a threshold TV, both these thresholds TA and TB are written in erasable programmable memory 41. In the case of a negative result of the execution of work program proceeds from block 104 to the operating unit 107,while for a positive test result is the unit operator 105, in which the calculation to update the specified performance KADAT.

After the operation in block 105, the program flow proceeds to block 106, which is the control (in a known way) functional status and health of the various input and output circuits (paths, cascades) of the Central control unit 16 and generation in the case of the anomalous signal 33. From block 106, the execution of the operating program proceeds to block 107, which, depending on the final value times the work on gazoraspredeleniye engine and additionally prepares the nozzle 4 to the implementation of the injection. From block 107, the process control returns to block 92.

In Fig. 4 in the expanded view shows the operating structure of the block 96, intended to calculate the time (TI1) fuel injection, adjusted using the correction factor KADAT, selectively chosen and written to the storage device RAM 39 random access address ADDRNW determined when performing block-operator 95. The subroutine begins with the operational block 110, the meaning of which is to identify the moment of transition of the system to an open-cycle management, at which time fuel injection is determined (using the unit-operation 103, see Fig. 3), among other things, depending on the concentration of exhaust gases detected by the sensor 25; in case of positive result test identification program is transferred to the operation unit 111, when the execution of which is determined by whether the system is operating in closed-cyclofem mode, in a state beyond saturation (Fig.7C) that is made by the method of estimation in the parametric condition that the correction coefficient KLAMBDA, calculated in the result of the operation (block 102 shown in Fig.3, is 2 (on which the program is translated and in case of a negative result when performing a block operation 110), which erases the indicator BACKVP, which means no conditions for immediate redirection of the correction factor KADAT, written at the current address ADDRNW in RAM 38 with an arbitrary sample in the corresponding address of the main storage device RAM 39. From block 112, the operating program proceeds to the block operator 114, the content of which will be discussed in detail below and which controls the phase of calculate the new adjusted values TI1time of fuel injection. In the case of a positive outcome identify conditions carried out by the unit operator 111 (i.e., the operation of the system in closed-loop control with a threshold saturation), program execution is transferred to operational block 115, which displays the indicator BACRVP per unit, which means the transition mode redirection correction factor KADAT stored at the corresponding address in the device RAM 38, the corresponding address ADDRNW RAM 39. From block 115, the working program goes to block 116, which identifies the output current value of the parameter N (the number of revolutions of the motor shaft 1) or parameter PFARF (throttle valve position 6) in the limit C is 1, not an area of 50: in case of negative result of this test identify the program proceeds to the operation (block 117, the meaning of which is the return command for transfer (broadcast) correction factor KADAT stored in the RAM 38 at the address ADDRNW corresponding zone 50, the corresponding address ADDRNW RAM 39; in turn, if a positive test result recorded in the result of performing block operations 116 (when the operation mode of the engine 1 falls on one of the zones 51), the operating program proceeds to block 118, when executing a command to transfer the correction factor KADAT recorded in the storage device RAM 38 at the address ADDRNW in the zone 50 near the specified current, used in area 51 in the corresponding address ADDDRNW in the RAM 39.

From operating blocks 117 and 118, the program proceeds to execute the block operation 114, the content of which is threshold detection is similar to operation 116 - exceeding the current value of the N parameter or parameter PFARF limit value NL and PFARFL respectively; when a negative result (the current mode of operation of the engine 1 falls on one of the zones 40) in the adjusted time value of fuel injection TI11by modifying the previously defined values TI1this time (operation 94 in the block diagram of Fig.3) by multiplying the correction factor KADAT stored at the address ADDRNW in the RAM 39. In case of positive result of the control program is transferred from the operating unit 114 (i.e., when the current conditions of the engine 1 correspond to one of the zones 51) to block 120, which issues a command to the calculation of the adjusted time values TI1fuel injection due to a change in the previously defined values TI1injection time by multiplying the correction factor KADAT stored in the RAM 39 to address ADDRNW zone 50 near area 51 current operating mode of the engine. Unit 119 unit 120 output subprogramme module 96.

In Fig. 5 and 6 in the expanded view shows the operating structure sub-programme module 105, which performs calculation for correcting the correction coefficients or factors KADAT. On entering this module, the program proceeds to operational block 130 (Fig.5), which is the threshold detects, identifies (similar operational unit 116 shown in Fig.3) output current tech conditions of the engine 1 falls on one of the zones 50), uses the operation unit 131, which establishes whether the signal 24 applied from the sensor 25, between levels 0 and 1 (the condition shown in Fig.7a or 7b), and if so, program execution is transferred to block 132, which establishes whether the address ADDRNW, selectively in the execution unit 95 shown in the circuit of Fig.3, similar to the one that was selected in the previous cycle of the program. In the positive case (stable operation of the engine 1 falls on the same zone N - PRARF - plane, shown in Fig.9) program execution is transferred to operational block 133, which identifies the output of the counter CNTRIT level is SATRIT written in erasable programmable storage device EPROM 41; in the negative case action program proceeds to block 134, which is adding one to the indication of the specified counter CNTRIT (i.e. CNTPI = CNTPI+1), then the operations proceeds to block 135, which is the entry in the register ADDROLD current address ADDRNW selectively set by the block 95 (shown in Fig. 3), for purposes of comparison in the next cycle, and identification of whether the engine 1 to remain in the same zone or area of the N - PFARF - plane " 1 remains for quite a long time in the same zone parametric N - PFARF - plane, shown in Fig.9) is activated in block 136, in accordance with which it is calculating the value of the constant component (KADTDC) correction coefficient KLAMBDA (Fig. 7b) as the average of the two values of this ratio at least two information packages (A; B) signal 24 from the sensor 25. Next, the program execution shifts from operational block 136 to block 137, which means the identification of the output readings of the second counter CNTCL to an appropriate value SATCL, also stored in the EPROM 41; if this condition is not realized, the program proceeds to block 138, the operational effect of which is adding one to the counter CNTCL, i.e. CNTCL - CNTCL + 1, then uses the operation unit 140, which determines whether the value exceeds the constant component (KADTDC) correction coefficient KLAMBDA (Fig.7b), calculated at operation 136, the corresponding threshold value VP1 and VP, which is the positive and negative values contained in the erasable programmable memory PROM 41. When the negative result of the identification program execution proceeds directly from block 140 to block 135, resulting in the output of rassm the once over, if positive identification of operational steps may be performed before block 135 through the block 141, which changes the magnitude of the correction factor KADAT stored in the storage device, random access RAM 38 at the address ADDRNW, the value of STEP, written in erasable programmable EPROM memory device 41.

In the case of a positive solution for identifying operational block 137 (which means that the conditions of operation of the engine 1 remains in the same zone parametric N - PFARF - plane, shown in Fig.9, for a sufficiently large time interval) action program proceeds to operational block 139, which puts the light on the unit (FLVALD = 1), which means that conditional permission to transfer correction factor KADAT of the RAM 38 of the storage device to the appropriate address ADDRNW in the main memory RAM 39. From block 139 implementation of the work program proceeds to block 140.

In case of a negative decision on the identification results of the survey carried out by the block 131 (in which the signal values from the sensor 25 concentration of exhaust gases do not enter), uses the operation unit 145, which awsesome the opening of the intake channel of the throttle valve 6): if positive identification (so that is, when the pedal is released, the accelerator 8) executing the operating program proceeds to block 146, the implementation of which is set smaller than the current value of the parameter 11 lower limit 110 (corresponding to the minimum number of revolutions of the engine 1). In case of positive conclusion of the program execution is transferred from block 146 to the output of the considered sub-programme module 105 without changing the correction factor KADAT, while when a negative result of the identification blocks 145 and 146, the program goes to the operational unit 147, which determines if the displayed indicator BACKVP per unit (which means the command to write, the infiltration factor KADAT in main memory RAM 39): in the negative case, the program is displayed on the output submodule 105, while in case of positive outcome questionnaire identification (closed-loop control mode threshold saturation) he is transferred to operational block 148, which equals the constant component (KADTDC) correction coefficient KLAMBDA (Fig.7C) the value corresponding to the threshold saturation mode (KLAMBDAO), then the program proceeds to operational block 140, which is holding the result of the test execution unit 130 is positive (so that is, the current operation mode of the engine 1 falls on one of the zones 51), then the execution of work program proceeds to block 149, which checks the equality indicator BACVP unit (i.e., BACVP = 1, which means the formation of a team to write the values of the correction factor KADAT in main memory random access RAM 39): when a negative result, control is operated the operation unit 131, while if the result is positive (closed-loop control mode threshold saturation) - block 148.

If authentication when performing block operations 132 gives a negative result (i.e. the area of the working mode of the engine 1 changes in the parametric plane N - PFARF shown in Fig.9, relative to the zone, which was nadreserovali in the previous cycle), the execution of work program proceeds to block 151, which checks that the value is the indication FLVALD unit: a positive outcome (which means the presence of permissive conditions to overwrite the values of the correction factor KADAT from the storage device RAM 38 to the appropriate address ALLRNW in the main memory RAM 39) the implementation of the program of transition to operation 152, the content of which device RAM 38 in the main memory RAM 39 to the appropriate address ADDROLD for the purpose of calculation and the current update data in the same zone, which was used in the previous cycle. In addition, the operation unit 152 performs the reset CNTRIT and CNTCL and sets the indicator FLVALD to zero, which means that overwriting the correction factor KADAT in the main memory RAM 39 is produced. From block 152, the program proceeds to operational block 135. In case of negative result of the identification unit 151 (i.e., no conditions authorized overwrite the values of the correction factor KADAT in the main memory RAM 39) the implementation of the work program is transferred to operational block 153, which is similar to the unit-operation 130 determines if the current exceeds the value of the N parameter or parameter PFARF limit value NL and PFARFL respectively; in case of negative result of such control (i.e. when the current operation mode of the engine 1 falls on one of the zones 50) executing operating activities proceeds to block 154, is reset CNTRLT and CNTCL to initialize a new phase of change (modification) correction factors, and then uses the operation unit 135, while if the result is positive control when implementing BC was, accordingly, where before this was done the modification of the correction factor) the implementation of the work programme is transmitted directly to the block 135, which allows you to continue the current update of the values of this correction factor, which is the same for zone 50 and the adjacent area 51.

From block 135 execution of the work program proceeds to operational block 160 (Fig.6), which forms in this system, start the computer network used to evaluate the various correction factors correction KADAT to different areas 50, sequentially in the order after the first calculation of this coefficient zone 50 for operation of the engine 1 at low speed; in particular, the unit 160 identifies when neosolaniol initial indicator of whether the program of calculation to the first cycle of implementation of the control algorithm of this system, and when a negative result of this identification of the computing circuit is displayed on the output module 105, while in case of positive result of the calculation carried out consistently throughout the chain (network) and go to the operation unit 161, which identifies the output current value is the freight throttle 6). In case of negative result of such identification program execution is displayed on the output module 105, while in case of positive result of operating activities is transferred to block 162, which checks whether the system is closed-loop control mode threshold saturation and evaluate the output of the correction coefficient KLAMBDA calculated operational block 102 (Fig.3), the maximum value KLAMBDAO; in case of positive result of such identification, the program is displayed on the output module 105, while in case of negative result, the action proceeds to block 163, which establishes, displays whether the indication FLVALD 1, which means the condition recording resolution correction factor KADAT in main memory RAM 39 in the above-mentioned mode, low-speed engine operation. In case of negative result of this survey unit 163 the process of program execution is displayed on the output of the considered sub-programme module 105, while in case of positive result of operating activities are transferred to the block 164, which controls the output of the third counter CNTA, sagastume together with counter CNTCL, the corresponding value SATCLT (stored in the erasable provjerite: in case of negative result of this control program execution is displayed on the output of the operational module 105, while a positive result uses the operation unit 165, which establishes whether the value exceeds the constant component (KADTD) correction coefficient KLAMBDA (Fig.7b), computed with the implementation of block 136 for the specified low-speed operation of the engine, the corresponding thresholds BN1 and BN2; in case of negative outcome of such identification execution of the operating program is displayed on the output sub-programme module 105, while in case of positive outcome of the program is transferred to block 166, which calculates on the basis of the initial values KADAT defined by block 141 for the specified low-speed mode, the values corresponding to other factors KADAT for other zones 50, and these values can be determined as a percentage (varying, for example, in the range between 100% and 50% when the choice is made using the reference values stored in erasable storage device 41); in particular, these values KADAT for zones 50 as it is removed from the site corresponding to the low-speed mode may be reduced proportionately towards 50% of the energy values; for other zones 50 these factors KADAT also written in energonesejiem to block 167, who gives a command to reset the indicator to perform the above cycle with a positive decision block 160 and the counter CNTA, after which the program is displayed on the output module 105.

The advantages of the proposed electronic control fuel injection obviously follow from the above description. Essentially, in the amount of these benefits will be determined by use of relatively simple and inexpensive unit 16 of the management decided on the principles of learning and providing efficient, high-precision time adjustment of fuel injection. In the private aspect important advantage of this system is that the number of updated correction factors KADAT less than the number of zones calculation of the basic value TI of time of injection, and these factors are extremely limited area within the operating range of the engine 1, which reduces the amount of RAM 39 while maintaining the real possibility of obtaining the relevant coefficients are relatively simple and reasonably accurate method for the whole set of operating conditions controlled by the engine 1. When the continuous resetting of these adaptation-PI closed-loop control of the concentration of exhaust gases by means of the sensor 25) and transfer data to main memory RAM device 39 provided what area 50 (Fig. 9), in which just worked the engine, changing the transfer is sanctioned as soon as the correction coefficient KLAMBDA determined by the signal from the sensor 25 reaches the limit value KLAMBDAO, meaning the need for a relatively small modification of the basic injection time TI is calculated in nominal initial conditions of engine operation. For functional simplification of the Central unit 36 controls and ensure plug and play (automatic control) system output stages and lines of testing appropriate to use the initial identification of the values of the correction coefficients KADAT to different areas 50 (Fig.9) addressing different memory cells of the RAM 39, which in this particular version allows you to provide antitheft protection values KADAT, calculated at the initial turn of the low-speed operation of the engine.

1. The ELECTRONIC CONTROL FUEL INJECTION IN the INTERNAL COMBUSTION ENGINE, provided with an inlet channel and it is located the main throttle valve and the exhaust channel, in which you installed the transmitter end of the Le of the engine and is designed as a Central processor, first, second and third inputs of which are connected respectively to the primary circuit of the ignition coil, to the potentiometer mechanically linked with the axis of the main throttle valve and the Converter output concentration of exhaust gas, characterized in that the Central processor contains the first block, the inputs of which are aligned with the first and second inputs of the Central processor, the second block associated with the first block, the third block, the first input of which is combined with the third input of the CPU, and the second input of the second unit is connected with the output of the second block, the fourth block which is connected with the third unit, the fifth unit, connected to the fourth block, and through the communication line to the memory blocks of the Central processor, the sixth block which is connected with the second block, each of the six blocks is made in the form of a separate transmitter and is designed: the first block for calculating the operational duration (TJ) injection, determining the workspace of the characteristics of the engine in each moment of time, the second block for the correction of THE parameter depending on the change of the operation mode of the engine, the third block is to calculate the first correction coefficients (KLAMBDA) parameter TJ, the fourth block for correction parameter is t second correction coefficients (KADAT) parameter TJ depending on the values of the first correction coefficients, the sixth block for correction parameter TJ depending on the second correction coefficients, and each of the six blocks through the communication line connected to the computer Central processor.

2. The system under item 1, characterized in that the fifth unit is equipped with two terminals for connection to the unit weryfikacji the conditions for dynamic stability of the engine and to the third block and contains the first counting is a crucial tool for correcting and storing the second correction coefficients (KADAT), the second arithmetic solver for steady updating the second correction coefficients (KADAT) in the memory of the Central processor and the third counting is a crucial tool for the team to ensure effective updating the second correction coefficients (KADAT) in the memory of the Central processor, and all arithmetic means are interconnected.

3. The system under item 2, wherein the first calculating a decisive tool of the fifth unit is connected with the first tarifitsiruemym tool for weryfikacji permanence addresses (ADDRNW) address block.

4. The system under item 3, wherein the first calculating a decisive tool of the fifth block is connected to the second tarifitsiruemym means posledovati stage.

5. System PP. 2 to 4, characterized in that the second counting-solver fifth unit connected to the means included in the fifth block for weryfikacji reaching predefined stages subsequent to the computing operation in the first calculating the final remedy.

6. System PP. 2 to 5, characterized in that the third accounts-solver fifth unit is connected with the tool included in the fifth block, for weryfikacji address changes (ADDRNW) address block.

7. System PP.1 - 6, characterized in that the Central processor contains the seventh unit for calculating the knowledge of the second correction coefficients (KADAT)

8. The system under item 7, characterized in that the seventh block is connected in the fifth block with the means of identifying the first operating cycle of the engine upon initial application of power to the Central control unit.

9. The system under item 8, characterized in that the seventh block is connected to the complex containing the first element to weryfikacji condition no upper limit values (KLAMBDAO) the first correction coefficients (KLAMBDA), the second element to weryfikacji predetermined stage subsequent to the computing operation in the first servicego coefficient predetermined threshold value.

10. System PP.1 to 9, characterized in that the Central control unit has a Central processing unit and connected to it through the line communication unit's permanent memory, block RAM to load the second correction coefficients (KADAT), unit auxiliary memory of the data collection, the CPU is equipped with a detection unit of the first working cycle of the engine after turning on the power.

11. System PP.1 to 10, characterized in that the Central processor is connected to a transmitter associated with the piping of the cooling system of the engine and with the measuring transducer mounted in the intake channel of the engine.

 

Same patents:

The invention relates to engine, in particular to fuel equipment of diesel engines

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The invention relates to automatic control of diesel vehicles, in particular to regulate the opacity of diesel engines in vehicles to improve their fuel and environmental efficiency

FIELD: methods of correction of angular error of absolute angular position sensor recording angular position of first shaft whose rotary motion is interrelated with rotation of second shaft.

SUBSTANCE: proposed method may be used for determination of angular position of internal combustion engine camshaft. Angular position sensor is just absolute angular position sensor. First angular position of second shaft is recorded during complete revolution of first shaft and angular position of first shaft is determined on basis of measurement. Then, respective output magnitude of absolute angular position sensor is compared with respective angular position of first shaft at retained misalignment obtained in the course of comparison. Then, each output magnitude of absolute angular position sensor is corrected for respective retained magnitude.

EFFECT: possibility of compensating angular error of absolute angular position sensor.

4 cl, 4 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to proposed method to control operation of internal combustion engine 1, mainly that used to power a vehicle, fuel is injected into combustion chamber 4 at operation of enriched fuel mixture and lean fuel mixture, and changing over between said operating conditions is provided, carrying out changing over from operation of enriched fuel mixture to operation on lean fuel mixture and vice versa. Moreover, accumulation of nitrogen oxides in catalytic converter 12 is done. Then quality function G is determined presenting efficiency of accumulation of nitrogen oxides in catalytic converter 12 depending on time interval DT at a laps of which operation on enriched fuel mixture is interrupted by catalytic converter 12. Quality function G is determined by several successive time intervals DT and, depending on said quality function G, action is made on process of changing over between above-indicated modes of operation.

EFFECT: provision of correct constant control over process of accumulation and release of nitrogen oxides and/or regulation of said process.

6 cl, 3 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to proposed method to control operation of internal combustion engine 1, mainly that used to power a vehicle, fuel is injected into combustion chamber 4 at operation of enriched fuel mixture and lean fuel mixture, and changing over between said operating conditions is provided, carrying out changing over from operation of enriched fuel mixture to operation on lean fuel mixture and vice versa. Moreover, accumulation of nitrogen oxides in catalytic converter 12 is done. Then quality function G is determined presenting efficiency of accumulation of nitrogen oxides in catalytic converter 12 depending on time interval DT at a laps of which operation on enriched fuel mixture is interrupted by catalytic converter 12. Quality function G is determined by several successive time intervals DT and, depending on said quality function G, action is made on process of changing over between above-indicated modes of operation.

EFFECT: provision of correct constant control over process of accumulation and release of nitrogen oxides and/or regulation of said process.

6 cl, 3 dwg

FIELD: mechanical engineering; internal combustion engines control systems.

SUBSTANCE: proposed remote control system for internal combustion engine contains setter with logic control unit connected by two channels with converter connected to servo mechanism of speed control unit connected with logic unit through position pickup. Pair of series-connected logic AND and OR gates coupled with position pickup is placed in each channel connecting logic unit and converter. Setter is also coupled through logic unit with unit of converters connected to servo mechanism to control change-over of reverse-reduction gear connected with logic unit through position indicator. System is furnished additionally with engine minimum stable speed indicator and change-over device built into control channels between logic un it, position pickup, position indicator and indicator. Change-over device is made in form of automatic switch with control link containing three control channels connected to setter control elements: first channel consists of series-connected OR gate, AND gate and storage element with reversing command elements connected to inputs to inputs of OR gate, position pickup is connected to input of AND gate and to inverting reset input of storage element, and output of storage element is connected to converter control element to increase speed of rotation; second channel consists of AND gate, storage element and additional AND gate, with speed decreasing command element and minimum stable speed indicator being connected to direct inputs of first AND gate, and reversing stop position pickup and output of storage element being connected to inverting inputs of first AND gate, input of storage element recorder is connected to output of speed decrease control channel, inverting reset input of storage element is connected to speed decrease command element, additional AND is connected by inputs to speed decrease command element, to gear shifted-in position signal channel and to minimum stable speed indicator, and output of additional AND gate is connected to speed increase channel; third channel consists of series-connected AND gate and storage element, with position pickup and gear shifted-in position signal channel being connected to inputs of AND gate, output of AND gate is connected to converter to increase sped, and output of storage element is connected to logic control unit, to inverting blocking input of AND element f engine speed increasing channel.

EFFECT: improved reliability and quick response of control system, prevention of operator's mistakes.

1 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention is aimed at reduction of mechanical stresses in parts in process of operation and provision of possibility of operation of engines on fuels without special antiknock additives. According to proposed method, fuel is directly supplied into engine cylinder, fuel-air mixture is formed and ignited. In process of working stroke of piston, fuel is delivered into cylinder in portions successively in time, two portions minimum, and ignition of portion of fuel-air mixture is synchronized with moment of injection of corresponding portion of fuel.

EFFECT: reduced mechanical stresses in engine parts, possibility of operation on fuels without antiknock additives.

6 cl, 2 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention makes it possible to develop method of control of runout of internal combustion engine to set piston in at least one cylinder into required position providing direct starting of engine at minimum possible expenditures. According to proposed method, piston in at least one of engine cylinders is purposefully set into required position corresponding to turning of crankshaft through angle whose value lies behind top dead center passed by piston. Valves of one or several cylinders of internal combustion engine after switching off the ignition are closed for one or several time intervals V1, V2. moments of beginning V2B and end V1E, V2E for each time interval V1, V2 when valves are closed, are set to provide stopping of crankshaft in required position of piston stop at runout.

EFFECT: provision of direct starting of engine.

6 cl, 3 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to engines of vehicles. According to proposed method fuel is injected into engine combustion chamber and to increase amount of fuel to be injected at temperature lower than operating temperature of internal combustion engine, warming up index fWL is determined. Said index fWL is found using base or main index fG and index fLA which depends on load. Load dependant index FLa is found for different operating conditions independently from base or main index fG. Method uses control element, permanent memory or flash memory for control unit of internal combustion engines of vehicle which stores program orientated for operation in computer, mainly, in microprocessor suitable for implementing the method. Internal combustion engine of vehicle is designed for implementing the method being furnished with control unit making it possible to determine internal combustion engine warming up index fWL to increase amount of fuel injected at temperature lower than operating temperature of internal combustion engine.

EFFECT: provision of required flexibility and simplified operation at simultaneous improvement of operating parameters of internal combustion engine at warming up.

11 cl, 1 dwg

FIELD: engine engineering.

SUBSTANCE: method comprises supplying fuel to the combustion chamber and burning out fuel in the combustion chamber. The fuel is directly injected into the combustion chambers with the use of valve nozzles during suction or compression stroke depending on the regime of engine operation. The torques generated by cylinders are matched. The device for realization of the method is proposed.

EFFECT: enhanced reliability.

18 cl, 3 dwg

FIELD: mechanical engineering.

SUBSTANCE: invention relates to methods of control of multicylinder internal combustion engines. Invention provides possibility of improvement of method of matching of torques developed by pistons in separate cylinders at small and at considerable duration of injection and at operation of engine both under first and second conditions. Proposed method of control of operation of multicylinder internal combustion engine, mainly, internal combustion engines with direct injection of fuel, comes to injection of fuel into combustion chamber of said engine through valve nozzle at compression stroke under first operating conditions and at intake stroke under second operating conditions. Change-over between said operating conditions is provided and torques developed by pistons in separate cylinders of internal combustion engine are relatively matched. Matching of torques developed by pistons in separate cylinders is provided under first operating conditions by means of governor. Values of correction factors (r_ik) required for correction of mismatching of torques (M_f_ik) developed by pistons in separate cylinders (i) are determined in several operating points (k) and preserved, and basing on these injection parameters correction factors (r_ik), values of static mismatch (q_stat) and dynamic mismatch (q_dyn) of fuel flow rate through valve nozzle are found. Basing on obtained mismatch values (q_stat, q_dyn) of fuel flow rate through valve nozzle, amount of fuel injected into combustion chamber is corrected. Control unit for internal combustion engine, first of all, for internal combustion engine with direct injection of fuel, has combustion chamber into which fuel can be injected through valve nozzle, and regulator providing at least under first operating conditions, matching of torque developed by pistons in separate cylinders. Control unit provides change-over of indicated operating conditions.

EFFECT: improved matching of torque developed by pistons in separate cylinders.

10 cl, 3 dwg

FIELD: mechanical engineering.

SUBSTANCE: invention relates to methods of control of multicylinder internal combustion engines. Invention provides possibility of improvement of method of matching of torques developed by pistons in separate cylinders at small and at considerable duration of injection and at operation of engine both under first and second conditions. Proposed method of control of operation of multicylinder internal combustion engine, mainly, internal combustion engines with direct injection of fuel, comes to injection of fuel into combustion chamber of said engine through valve nozzle at compression stroke under first operating conditions and at intake stroke under second operating conditions. Change-over between said operating conditions is provided and torques developed by pistons in separate cylinders of internal combustion engine are relatively matched. Matching of torques developed by pistons in separate cylinders is provided under first operating conditions by means of governor. Values of correction factors (r_ik) required for correction of mismatching of torques (M_f_ik) developed by pistons in separate cylinders (i) are determined in several operating points (k) and preserved, and basing on these injection parameters correction factors (r_ik), values of static mismatch (q_stat) and dynamic mismatch (q_dyn) of fuel flow rate through valve nozzle are found. Basing on obtained mismatch values (q_stat, q_dyn) of fuel flow rate through valve nozzle, amount of fuel injected into combustion chamber is corrected. Control unit for internal combustion engine, first of all, for internal combustion engine with direct injection of fuel, has combustion chamber into which fuel can be injected through valve nozzle, and regulator providing at least under first operating conditions, matching of torque developed by pistons in separate cylinders. Control unit provides change-over of indicated operating conditions.

EFFECT: improved matching of torque developed by pistons in separate cylinders.

10 cl, 3 dwg

FIELD: mechanical engineering.

SUBSTANCE: invention relates to methods of control of multicylinder internal combustion engines. Invention provides possibility of improvement of method of matching of torques developed by pistons in separate cylinders at small and at considerable duration of injection and at operation of engine both under first and second conditions. Proposed method of control of operation of multicylinder internal combustion engine, mainly, internal combustion engines with direct injection of fuel, comes to injection of fuel into combustion chamber of said engine through valve nozzle at compression stroke under first operating conditions and at intake stroke under second operating conditions. Change-over between said operating conditions is provided and torques developed by pistons in separate cylinders of internal combustion engine are relatively matched. Matching of torques developed by pistons in separate cylinders is provided under first operating conditions by means of governor. Values of correction factors (r_ik) required for correction of mismatching of torques (M_f_ik) developed by pistons in separate cylinders (i) are determined in several operating points (k) and preserved, and basing on these injection parameters correction factors (r_ik), values of static mismatch (q_stat) and dynamic mismatch (q_dyn) of fuel flow rate through valve nozzle are found. Basing on obtained mismatch values (q_stat, q_dyn) of fuel flow rate through valve nozzle, amount of fuel injected into combustion chamber is corrected. Control unit for internal combustion engine, first of all, for internal combustion engine with direct injection of fuel, has combustion chamber into which fuel can be injected through valve nozzle, and regulator providing at least under first operating conditions, matching of torque developed by pistons in separate cylinders. Control unit provides change-over of indicated operating conditions.

EFFECT: improved matching of torque developed by pistons in separate cylinders.

10 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine comprises multiple cylinders sequence of ignition is performed per two revolutions of crankshaft. Working stroke proceeds in first group of cylinders during one revolution of crankshaft, while in second group of cylinders working stroke proceeds during another revolution of crankshaft. Each cylinder is configured so that there is an ignition opening where through fuel is injected. Note that, in compliance with proposed method, generated is the instruction to inject fuel in at least one cylinder of the first group of cylinders which is out of phase with injection opening. It comprises also real time control over engine operating performance index responsive to ignition and absence of ignition to conclude about proper phase proceeding from fluctuations in engine performance index in compliance with generated injection instructions on injection out of phase with injection opening. Proposed also are versions of the method of determining proper phase of internal combustion engine without cam pickup and implementing program product comprising program code modules that orders the engine control unit to manipulate fuel injection instruction signals is they follow in improper sequence.

EFFECT: higher engine efficiency.

33 cl, 24 dwg

FIELD: electricity.

SUBSTANCE: automobile ignition system includes induction pickup (1) with magnetic two-pole rotor (2) mechanically connected to crankshaft of engine and to induction winding (3) on stator, pulse shapers (4) and (5), controller (6), amplifier-shaper (7), disjunctor (8), ignition transformer (9), high voltage distributor (10), ignition (11) plugs located in engine cylinder (12) and pressure sensor (13) located in the same place.

EFFECT: simplifying the construction and improving reliability.

2 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed invention can be used for generation of four-stroke ICE sync signal NOCYL for ICE with uneven number of cylinders C1, C1, C3 with the help of electronic control system 7. Said NOCYL signal allows identification of preset moment at engine cylinder thermodynamic cycle. Sync signal is determined proceeding from TDC signal that identifies the position of every cylinder and signal Cg, Bn indentifying kinematics of crankshaft at fuel every ignition. Note here that both signals are generated on the basis of crankshaft position transducer 22. Proposed method comprises the steps whereat engine is operated for preset time interval with fuel ignition at engine every revolution, characteristic signal Cg, Bn is calculated with check magnitude at first second revolutions, sync signal NOCYL is re-initiated if sync signal is misphased.

EFFECT: decreased emission of contaminants.

4 cl, 3 dwg

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