Control device and method of ignition of general-purpose engine

FIELD: engines and pumps.

SUBSTANCE: ignition control device of general-purpose internal combustion engine (10) supplying the ignition signal in compression stroke and exhaust stroke of four-stroke cycle cuts out (S10, 8108) one of ignitions which shall be performed as per two output ignition signals, and measures engine speed after ignition cutout after the ignition is cut out (S10, S110). For each of two ignition signals it is determined whether it was given out in compression stroke or in exhaust stroke, on the basis of difference of average engine speed and engine speed after ignition cutout (S10, S112-S120). Ignition is controlled as per ignition signal determined as that of two ignition signals, which was output in compression stroke (S12).

EFFECT: longer service life of ignition plug of engine and simpler design.

8 cl, 5 dwg

 

The technical field to which the invention relates.

The present invention relates to a device and method of controlling the ignition of an internal combustion engine for General use.

The level of technology

Many four-stroke internal combustion engines for General purposes (with the cycles of intake, compression, expansion and exhaust) to simplify the design is made so that the output of the ignition not only in the compression stroke, but also in the exhaust stroke, and these signals is the ignition. The ignition signal of the ignition issued in the compression stroke, is called a "normal ignition"because it is done in accordance with the working cycle combustion of the combustible mixture, while the ignition by the ignition signal issued on the exhaust stroke, it is "unnecessary ignition"because the ignition is not required, and burning the combustible mixture does not occur.

This design has the disadvantage that it reduces the service life of the spark ignition engine due to unwanted ignition. This disadvantage is caused by the generation of the two ignition signals per revolution of the crankshaft, so the engine can be designed to produce only the ignition signal, leading to a normal ignition, by placing the rotor magnetic sensor and the pulse generator to the distribution the Alu, the half of which corresponds to one revolution of the crankshaft.

Further, in Japanese patent No. 3582800 the technique of using a second pulse signal at every multiple of a single rotation of the crankshaft in addition to the pulse signal outputted to each of its turnover, in order to determine whether the pulse signal produced at each turn, a signal is issued in the compression stroke, or a signal issued in the exhaust stroke, and to carry out the ignition pulse signal issued in the compression stroke.

Disclosure of inventions

However, the above-described method, first, increases the size and complexity of the site of the camshaft and, secondly, requires two pairs of projections and electromagnetic coils for generating pulses; both are not suitable for motor General purpose, which must be compact and simple.

Thus, the present invention is to overcome the aforesaid problem by proposing a device and a method of controlling the ignition for the engine utility, which can increase the service life of the spark plugs in the engine simple and compact design.

For solving the aforementioned problem, the invention in its first aspect provides a device for the control is of ignition internal combustion engine, General purpose outstanding signal ignition in the compression stroke and the exhaust stroke four-stroke cycle, comprising a speed sensor of the engine for measuring the speed of the engine; computer with average speed of the engine to calculate an average motor speed for a predefined period of time based on the measured speed of the motor; a cutter ignition cutoff for one of ignitions, which should be issued two ignition signals; a speed sensor of the engine after the ignition cutoff for measuring the speed of the engine after the cut-off ignition after the ignition was cut off; the discriminator ignition signals to determine whether each of the two ignition signals issued in the compression stroke or stroke exhaust, on the basis of the calculated average motor speed and motor speed after the cut-off ignition; ignition controller to control the ignition of the ignition signal, which is defined as the one of the two ignition signals, which was issued in the compression stroke.

To solve the above task, the present invention in the second aspect provides a method of controlling the ignition of an internal combustion engine, General purpose, outstanding signal ignition in the compression stroke and the exhaust stroke four-stroke cycle, comprising the following steps: measuring the speed of the engine; calculating sredneskorostnyh engine for a predefined period of time based on the measured speed of the engine; the cutoff of one of the ignitions, which should be issued two ignition signals; measuring the speed of the engine after the cut-off ignition after the ignition was cut off; determining whether each of the two ignition signals issued in the compression stroke or the exhaust stroke, on the basis of the calculated average motor speed and motor speed after the cut-off ignition; ignition by the ignition signal, which is defined as the one of the two ignition signals, which was issued in the compression stroke.

Brief description of drawings

The above and other objectives and advantages of the present invention will become clearer from the following description and drawings.

FIGURE 1 schematically represents a perspective view of the device of the ignition control engine General purpose in accordance with one embodiments of the present invention;

FIGURE 2 is a block diagram of the operation of the device, i.e. the method of controlling the ignition device shown in figure 1;

FIGURE 3 is a block diagram of the subroutine of the process of discrimination of ignition signals in the block diagram shown in FIG. 2, and

FIGA and 4B are a set of graphs for explaining the process of discrimination of the ignition signals, shown in FIG. 3.

The implementation of the invention

Below the device and the way the management is of ignition for the internal combustion engine General purpose according to one of preferred embodiments of the present invention are explained with reference to the accompanying drawings.

FIG. 1 schematically represents a perspective view of the device of the ignition control engine General purpose in accordance with one embodiments of the present invention.

Position 10 in FIG. 1 shows an internal combustion engine (hereinafter simply referred to as "engine"). The engine 10 is a four stroke single cylinder petrol engine with air cooled overhead valve; its working volume is, for example, a 440 cubic cm

The engine 10 has a cylinder block 12 and is equipped with a cylinder comprising a piston 14, which can make in the cylinder of the reciprocating movement. The cylinder 16 of the cylinder is fixed in the upper part of the cylinder block 12 has a combustion chamber 18, a limited top of the piston 14 and the inlet opening 20 and outlet 22 connected to the combustion chamber 18. The intake valve 24 and exhaust valve 26 is installed near the inlet 20 and outlet holes 22, respectively.

The crankcase 30 is attached to the bottom of the cylinder block 12 and it fits the crankshaft 32, which can rotate in the crankcase. The crankshaft 32 is connected with the bottom of the piston 14 by a connecting rod 34. One end of the crankshaft 32 is connected to the load 36, thus the engine 10 gives power to the load 36.

To the other end of the crankshaft 32 of the treatment tip can Edinaya flywheel 38, the cooling fan 40 and manual starter 42 that is used to start the engine. The power winding (coil generator) 44 attached to the crankcase 30 inside of the flywheel 38 and the rear surface of the flywheel 38 is fixed magnets (the elements of a permanent magnet) 46. The power winding 44 and the magnets 46 form a multi-pole generator, producing electric power in synchronization with the rotation of the crankshaft 32.

The excitation coil 48 is attached to the crankcase 30 on the outside of the flywheel 38 and the upper surface of the flywheel 38 is fixed magnets (the elements of a permanent magnet) 50. The excitation coil 48 produces an output signal for each passage of the magnet 50.

The camshaft 52 is placed rotatably in the housing 30 parallel to the axis of the crankshaft 32 and connected gear mechanism 54 to the crankshaft 32 to be driven from it. The camshaft 52 is equipped with the intake Cam 52a and the exhaust Cam 52b to control respectively the intake valve 24 and exhaust valve 26 with pushers (not shown) and rocker levers 56, 58.

The carburetor 60 is connected with the inlet opening 20. The carburetor 60 as part of the single unit includes inlet duct 62, the casing of the actuator 64 and the node carburetor 66. The inlet duct 62 is provided with a throttle valve 68 and the air valve 70.

In the casing of the actuator 64 of the RA is medeni the actuator 72 of the throttle to control the throttle valve 68 and the actuator 74 of the damper to control the air valve 70. The actuators 72, 74 of the throttle and air dampers include stepper motors.

Fuel is supplied to the node in the carburetor 66 of the fuel tank (not shown) for the formation of a combustible mixture by injecting fuel in an amount which is determined by the opening of the throttle valve 68 and the damper 70, for mixing with the intake air passing through the intake duct 62.

Formed combustible mixture passes through the inlet opening 20 and the inlet valve 24 is sucked into the combustion chamber 18 and is ignited for combustion by the point of ignition, which consists of the spark, ignition coil, etc. resulting from the combustion gases (exhaust gases) emitted from the engine 10 through the exhaust valve 26, the discharge opening 22, a muffler (not shown), etc.

The sensor 76 of opening of the throttle, mounted near the throttle 68 generates an output signal corresponding to the opening of the throttle valve 68. The temperature sensor 78, which includes a thermistor, etc., mounted at an appropriate place of the cylinder block 12 and generates an output signal corresponding to the temperature of the engine 10.

The output signals of the sensor 76 of opening of the throttle and the temperature sensor 78, and the output signals from the power winding 44 and the excitation coil 48 is served in the electronic control unit (electronic control unit ECU - electronic control unit is to be placed, ECUS) 84. ECU 84 includes a microcomputer containing a CPU, RAM, memory, circuit I/o, etc.

The output signal (alternating current) power winding 44 is supplied to bridge circuit (not shown) in the ECU 84, where alternating current, having a full-wave rectification, is converted to DC current to supply as a control signal to the ECU 84, the actuator 72 of the throttle, etc. and served on a scheme of generation of pulses (not shown)where it is converted into a pulse signal. The output signal of the excitation coil 48 is used as the ignition signal for the node plugs. Specifically, the ignition signal is issued by the excitation coil 48 on each revolution of the crankshaft 32.

The CPU in the ECU 84 determines the speed of the engine based on the converted pulse signal and controls the operation of the actuator 72 of the throttle and the actuator 74 of the damper based on the measured motor speed and the output signals from the sensor 76 of opening of the throttle and the temperature sensor 78, managing at the same time the ignition through the ignition module.

Explanation ignition control will be described in more detail.

FIGURE 2 is a block diagram of the process, namely the process unit ignition control according to this variant embodiment of the invention. Shows the program is executed after turning on e is At 84.

In block S10 is in the process of discrimination signals of the ignition.

FIGURE 3 is a block diagram of the subroutine of the process.

In block S100 is determined whether the measured speed NE of the engine of sustainable momentum. Sustainable momentum is a value enabling to determine the completion of the engine start manual starter 42, for example, 800 rpm If it is determined that the engine speed has reached a steady speed, the program proceeds to block S102.

In block S102 is determined whether the engine 10 is idling, i.e. whether the speed NE of the engine idling speed lying in the range from 1400 rpm to 1600 rpm If it is determined that the engine 10 is idling, the program proceeds to block S104.

In block S104 is carried out the calculation of the average speed NEave engine (the average value of the motor speed). Specifically, the average speed NEave engine receiving, storing in memory the measured speed NE of the engine in advance for a specified period of time (for example, 1 second) and calculating a simple average of several values of the speed NE of the engine.

The program goes to block S106, in which the calculated average speed NEave engine stored in memory.

Next, in block S108 is performed, the cut-off ignition. The ignition signal is issued for each revolution of the crankshaft, thus, peperami is but generates signals of ignition of the compression stroke and the exhaust stroke. In this step, it is impossible to determine in what measure has been issued by the ignition signal, so the ignition for each of the two signals, the ignition is cut off (locked) once. ECU 84 performs this cutoff ignition by not giving the team the ignition to the ignition coil for one of the two received signals of the ignition.

It should be noted that the cut-off plug can be done not only once, but repeatedly, i.e. twice.

Then the program goes to block S110, which is determined by the speed of the engine after the ignition cutoff (the speed of the engine after the ignition cutoff Nemf). The speed of the engine after the ignition cutoff NEmf is a value measured after a certain period of time (set on the basis of the average speed NEave engine) after the cut-off ignition.

Next, in block S112 (calculated difference ΔNE of changes in the speed of the engine representing the motor speed changes before and after the cut-off ignition. The difference ΔNE is obtained by subtracting the speed of the engine after the ignition cutoff NEmf of average speed NEave engine.

Then, in block S114, and then, by comparing the difference ΔNE with a predetermined set value is in the process of discrimination signals of the ignition.

FIGA and 4B are a set of graphs for explaining this process.

FIGA is a graph of the CI for an explanation of the conditions of idling after starting the engine 10. Normal ignition at the end of the compression stroke and unnecessary ignition at the end of the exhaust stroke are performed on the basis of the waveforms of the voltage signal of the excitation coil 48, issued on each revolution of the crankshaft 32.

FIGV is graphs for explaining changes speed when is the cut-off ignition. As shown in FIGV when the ignition is cut off on the basis of the waveform of the voltage generated in the exhaust stroke, the speed of the engine after the ignition cutoff is not very much change or fluctuating, whereas when the ignition is cut off on the basis of the waveform of the voltage generated in the compression stroke, the speed of the engine after the ignition cutoff very greatly varies or fluctuates.

Thus, based on the motor speed changes, it is possible to distinguish the signals of the ignition.

Accordingly, the pre-set value in block S114 is set to the proper value, allowing you to see very much change the motor speed or not.

Returning to the explanation of FIGURE 3. When the difference ΔNE exceeds the predetermined value (i.e. the result obtained in block S114, Yes), it is concluded that was cut off the ignition by the ignition signal issued in the compression stroke, and in block S116 is determined that the signal associated with the cutoff sage the project, refers to the normal ignition.

On the other hand, when the difference ΔNE does not exceed the predetermined value (i.e. the result obtained in block S114, negative), it is concluded that was cut off the ignition by the ignition signal issued on the exhaust stroke, and in block S118 determines that this signal belongs to unnecessary ignition.

The program then proceeds to block S120, where it is determined whether to be repeated procedure block S102-S118. Procedure block S102-S118 is repeated to increase the accuracy of the discrimination signal of the ignition, and the block S120 in the first program loop is set to return to the block S102.

When the same procedure is repeated blocks S102-S118 cutoff ignition is not on any ignition signals, but only on signals from the ignition, similar associated with cutoff ignition in block S108 previous program loop. Specifically, in the case where the cut-off ignition before this was implemented in response to the ignition signal associated with the normal ignition in this program cycle again cut off the ignition by the ignition signal, similarly associated with normal ignition. Similarly, in the case where the cut-off ignition before this was implemented in response to the ignition signal associated with unnecessary ignition in this program cycle again clipped the ignition on is ignal ignition, similarly, associated with the unwanted ignition.

Conclusion in block S120 whether to be repeated the above procedure, in subsequent cycles of the program is done on the basis of checking the substantial coincidence of the results obtained by repeating the procedure block S102-S118, in which was held the discrimination signal of the ignition. When several such results are not substantially the same, the response received in block S120, becomes affirmative, and the program returns to block S102. Otherwise, when the results are substantially the same, the execution of the routine in this flowchart ends.

A brief explanation of FIG. 2. The program goes to block S12, which is controlled by the ignition. Specifically, it is controlled by the choice of the two ignition signals issued by each revolution of the crankshaft, the ignition signal, defined as issued in the compression stroke, i.e. associated with the normal ignition, and transmission on this selected command signal ignition on the ignition coil.

Is there an ignition signal in the compression stroke or the exhaust stroke, is determined, as described above, by comparing the average speed NEave engine for a predefined period of time and the speed of the engine after the ignition cutoff NEmf measured after the ignition was OTS is, however, and the ignition control is carried out according to the two ignition signals, which was issued in the compression stroke. In other words, the discrimination signal ignition issued for each revolution of the crankshaft in relation to whether the ignition signal is issued in the compression stroke or the exhaust stroke, is produced without the addition of a new mechanical structure and so that the ignition control is carried out by the ignition signal issued in the compression stroke. Therefore, it becomes possible to increase the service life of spark plugs, making at the same time, the design of the device is simple and compact.

Further, the difference ΔNE changes in the rate, calculated as the difference between the speed of the engine after the ignition cutoff NEmf (measured after the ignition was cut off) and average speed NEave engine is compared with a predetermined set value, and the ignition signal is defined as issued in the compression stroke, when the difference ΔNE exceeds the predetermined value; when the difference ΔNE does not exceed the predetermined value, the ignition signal is defined as issued in the exhaust stroke. Thus, it becomes possible to accurately and simply to distinguish the signals of the ignition by comparison.

Further, because this comparison is conducted in order to determine whether the ignition signal is issued in the compression stroke or in the act of exhaust repeatedly, it becomes possible to distinguish between ignition signals more accurately.

As stated above, this alternative implementation of the present invention provides a device and a method of controlling ignition of the engine 10 internal combustion General purpose, outstanding signal ignition in the compression stroke and the exhaust stroke four-stroke cycle, characterized in that the sensor 44, the ECU 84, S10, S100 motor speed measures the speed NE of the engine; computer ECU 84, S10, S104, the average speed of the engine calculates the average speed NEave engine for a predefined period of time based on the measured speed of the motor; a cutter ignition ECU 84, S10, S108 cuts off one of the ignitions, which should be issued for two the ignition signals; a sensor ECU 84, S10, S110 speed of the engine after the ignition cutoff measures the speed of the engine after the ignition cutoff NEmf after the ignition was cut off; the discriminator ECU 84, S10, S112 (- S120 of the ignition signal on the basis of the calculated average motor speed and motor speed after the cut-off ignition, determines for each of the two ignition signals, whether it was issued in the compression stroke or the exhaust stroke; the controller ECU 84, S12 ignition switch controls the ignition by the ignition signal, which is defined as the one of the two ignition signals, which was issued in tacticity.

The device and method of the discriminator signals ignition compares the difference ΔNE changes the speed of the engine after the ignition cutoff NEmf to medium speed engine NEave with a predetermined value and when the difference exceeds the predetermined value, determines S112 (- S118 that the ignition signal is issued in the compression stroke.

The device and method of the discriminator signals ignition determines that the ignition signal is issued in the compression stroke, when the difference ΔNE exceeds the predetermined value each time the comparison S114, S116, S120.

The device and method of the discriminator signals ignition S102 determines that the ignition signal is issued in the compression stroke when the engine is idling.

It should be noted that although the above variant of implementation of the present invention is explained with reference to the single-cylinder engine, instead it can be a link to the multi-cylinder engine.

1. The device for controlling ignition of an internal combustion engine, General purpose, outstanding signal ignition in the compression stroke and the exhaust stroke four-stroke cycle, characterized in that it includes:
the speed sensor of the engine for measuring the speed of the motor;
computer average speed of the engine to calculate an average motor speed for the preset is romeralo time based on the measured speed of the engine;
the clipper ignition cutoff for one of ignitions, which should be issued two ignition signals;
the speed sensor of the engine after the ignition cutoff for measuring the speed of the engine after the cut-off ignition after the ignition was cut off;
the discriminator signal ignition to determine whether each of the two ignition signals issued in the compression stroke or the exhaust stroke, on the basis of the calculated average motor speed and motor speed after the cut-off ignition; and
the controller plugs for ignition control the ignition signal, which is defined as the one of the two ignition signals, which was issued in the compression stroke.

2. The device according to claim 1, characterized in that the discriminator signal ignition switch is configured to compare the differential changes of the speed of the engine after the ignition cutoff to medium speed engine with a predetermined value and when the difference exceeds the predetermined value, determine that the ignition signal is issued in the compression stroke.

3. The device according to claim 2, characterized in that the discriminator signals ignition is configured to determine that the ignition signal is issued in the compression stroke, when the difference exceeds a pre-specified amount each time against the Deposit.

4. Device according to any one of claims 1 to 3, characterized in that the discriminator signals ignition is configured to determine that the ignition signal is issued in the compression stroke when the engine is idling.

5. The method of controlling the ignition of an internal combustion engine, General purpose, outstanding signal ignition in the compression stroke and the exhaust stroke four-stroke cycle, characterized in that it comprises the following steps:
measure the speed of the motor;
calculate the average speed of the engine for a predefined period of time based on the measured motor speed;
cut one of the ignitions, which should be issued two ignition signals;
measure the speed of the engine after the cut-off ignition after the ignition was cut off;
determine whether each of the two ignition signals issued in the compression stroke or the exhaust stroke, on the basis of the calculated average motor speed and motor speed after the cut-off ignition; and
control the ignition by the ignition signal, which is defined as the one of the two ignition signals, which was issued in the compression stroke.

6. The method according to claim 5, characterized in that at this step definitions compare the differential changes of the speed of the engine after the ignition cutoff to medium speed engine with a pre-specified the size and when this difference exceeds a predetermined value, determines that the ignition signal is issued in the compression stroke.

7. The method according to claim 6, characterized in that at this step of determining determines that the ignition signal is issued in the compression stroke, when the difference exceeds the predetermined value each time the comparison.

8. The method according to any of pp.5-7, characterized in that at this step of determining determines that the ignition signal is issued in the compression stroke when the engine is idling.



 

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22 cl, 39 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed engine comprises cetane number determination device that includes the appliance of determining engine crankshaft angular speed. Amplitude of angular speed makes a standard criterion of cetane number estimation and is set proceeding from engine rpm and amount of injected fuel. Variation in angular speed amplitude defined by aforesaid device is compared with standard magnitude. Additionally, the engine comprises: device to determine engine load, engine rpm determination device, device to determine the amount of injected fuel that calculates at least one amount of injected fuel, the number of fuel injection and fuel injection pressure with respect to standard fuel proceeding from load determined by aforesaid devices, and fuel injection correction device to correct the amount of injected fuel after the amount has been determined, the fuel injection number if the latter has been determined, and fuel injection pressure is it has been determined proceeding from cetane number determined by the device of determining said number. In compliance with another version, the engine comprises additionally variable-capacity blower to vary back pressure or boost pressure, and boost pressure control device that controls back pressure or boost pressure proceeding from cetane number as determined by appropriate device.

EFFECT: invention allows revealing and controlling fuel injection proceeding from revealed variation in cetane number.

8 cl, 12 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed engine comprises mechanism (B) to provide for variable synchronisation and control the opening of inlet valve 7 and mechanism (A) to provide for variable compression ratio and vary mechanical compression ratio. To produce required output torque at increasing atmospheric pressure, the moment of inlet valve opening is set to approximate to that of passing intake stroke DTC and mechanical compression ratio is decreased.

EFFECT: possibility to control temperature at intake stroke termination.

19 cl, 18 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed system comprises fuel pump, fuel tank, thermal machine control component, booster valve, safety valve and booster valve. Said system additionally incorporates: first fuel metre to measure fuel temperature at high-pressure pumps inlets, second metre to measure output of thermal machine, third metre to measure temperature of fuel bled from fuel tank by fuel pump, two-way bypass valve arranged between fuel gas heater and exhaust manifold, first, second and third setpoint adjusters and first, second and third comparators. Third comparator is connected with third metre and third setpoint adjuster. Second comparator is connected with second metre and second setpoint adjuster. First comparator is connected with first metre. First setpoint adjuster, second and third comparators and two-way bypass valve drive. First metre, first setpoint adjuster, and two-valve bypass valve with drive make temperature controller that regulates temperature in compliance of current temperature deviation from preset temperature. Second metre, second setpoint adjuster, and two-valve bypass valve with drive make temperature controller that regulates temperature in compliance with thermal machine power output disturbance (first disturbance). Third metre, third setpoint adjuster, third comparator and two-valve bypass valve with drive make temperature controller that regulates temperature in compliance with current temperature of fuel bled from fuel tank (second disturbance). Functions of first, second and third setpoint adjusters, first, second and third comparators are fulfilled by microprocessor controller that ensure required static and dynamic operating parametres of proposed system in compliance with programmed algorithms.

EFFECT: higher fuel efficiency.

3 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed system comprises fuel pump, fuel heater, thermal machine control component, booster valve, thermal machine coolant cooler and coolant pump. Said system additionally incorporates: first fuel metre to measure fuel temperature at high-pressure pumps inlets, second metre to measure output of thermal machine, third metre to measure temperature of fuel bled from fuel tank by fuel pump, two-way bypass valve arranged between fuel heater and coolant cooler; first, second and third setpoint adjusters and first, second and third comparators. Third comparator is connected with third metre and third setpoint adjuster. Second comparator is connected with second metre and second setpoint adjuster. First comparator is connected with first metre. First setpoint adjuster, second and third comparators and two-way bypass valve drive. First metre, first setpoint adjuster, and two-valve bypass valve with drive make temperature controller that regulates temperature in compliance with current temperature deviation from preset temperature. Second metre, second setpoint adjuster, and two-valve bypass valve with drive make temperature controller that regulates temperature in compliance with thermal machine power output disturbance (first disturbance). Third metre, third setpoint adjuster, third comparator and two-valve bypass valve with drive make temperature controller that regulates temperature in compliance with current temperature of fuel bled from fuel tank (second disturbance) Functions of first, second and third setpoint adjusters, first, second and third comparators are fulfilled by microprocessor controller that ensure required static and dynamic operating parametres of proposed system in compliance with programmed algorithms.

EFFECT: higher fuel efficiency.

3 dwg

FIELD: engines and pumps.

SUBSTANCE: invention relates to ICE spark failure identifier, vehicle with such identifier and method to identify ICE spark failure. ICE spark failure identifier comprises: turn position determination assembly, assembly to calculate rpm at singular turn angle or assembly to calculate angular speed at singular turn angles and assembly to identify spark failures. Assembly to identify spark failures reveals if ICE cylinders are subjected to spark failure conditions by procedures intended for identification of ICE spark failures. Procedures intended for identification of ICE spark failures comprise first and second procedures. First procedures are used in case ICE drive point (rpm Ne and torque Te) does not belong in rear section resonance region (s120). Second procedures are used in case ICE drive point (rpm Ne and torque Te) belong in rear section resonance region (s130). First procedures proceed from rpm irregularity at singular turn angle or angular speed irregularity at singular turn angles. Second procedures proceed from rpm irregularity at singular turn angle or angular speed irregularity at singular turn angles after filtration. Filtration is performed by HF filters. Vehicle comprises multi-cylinder ICE, rear part and spark failure identifier. Rear part is mounted on semi-axle side via damper. Spark failures are revealed by first or second procedure for rpm at singular turn angles.

EFFECT: higher accuracy and validity of determination.

35 cl, 20 dwg

FIELD: automotive industry.

SUBSTANCE: invention relates to automotive control instrumentation. Proposed control instrument controls the device incorporated with the vehicle to generate setting for vehicle device, control the latter using said setting and settle conflicts between several settings for one device. In the case of conflict, at least one of two settings is expressed in units other than those of another setting. Control instrument converts physical magnitudes of settings to unify units. Prior to converting physical magnitude of setting, the latter is memorised by control instrument. Conflict settled and setting required inverse conversion of physical magnitude, control instrument outputs memorised setting to make a device setting. Said device can made a vehicle traction force source. In setting generation, first and second settings are generated. First setting is base don driver manipulations (S100). Second setting is not based on driver manipulations. When engine makes the vehicle traction force source, first setting "a" is expressed in torque units (S200). Second setting "A" is expressed in traction force units (S400). On converting physical magnitudes, conversion into units of traction forces (S500) is carried out. First setting "a" (S300) is memorised. If first setting is selected after conflict settling (no S600), memorised first setting "a" (S900) is set for the engine.

EFFECT: better vehicle controllability.

3 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: automatic combined microprocessor-based temperature controller incorporated with the vehicle power plant comprises AC current source, control element with temperature pickup, two identical induction motors with phase rotors and stator windings connected to electric power source. Rotor windings are connected in series via resistors; rotor and stator shafts are linked up with cooling fan shaft. Rotary stator of one of the induction motors is linked up with control element. Proposed device additionally comprises power plant output pickup, ambient cooling air temperature pickup and stator turn angle pickup connected to microprocessor controller inputs. Induction motor stator turning mechanism is connected to one of the controller outputs. Saturation throttle operating windings (magnetic amplifiers) are connected parallel to resistors that connect induction motor rotor windings, control windings of the former being connected to the second output of microprocessor controller via control unit. In compliance with another version of the temperature controller, induction motor rotor windings are connected in series via emitter-collector junctions of the transistors with their bases and emitters connected to aforesaid second output of microprocessor controller control transistor control unit.

EFFECT: automatic combined microprocessor-based temperature controller incorporated with the vehicle power plant.

2 cl, 5 dwg

FIELD: engines and pumps.

SUBSTANCE: in control device for internal combustion engine the module (10) of output of requirements outputs various requirements of internal combustion engine characteristics, which is expressed in terms of torque moment, efficiency or composition of air-fuel mixture; adjustment module (22) of torque moment gathers from many values of requirements, which are output from module (10) of requirement output, only the requirement values expressed in terms of torque moment, and adjusts values of requirement in torque moment to one; module (24) of adjustment of efficiency gathers the values of requirements, which are expressed in efficiency terms, and adjusts values of the requirement in efficiency to one; module (26) of adjustment of air-fuel mixture gathers values of requirements, which are expressed in terms of composition of air-fuel mixture, and adjusts the values of requirement included in air-fuel mixture to one; calculation module (30) of control variables calculates control variables of actuators (42), (44) and (46) on the basis of value of the requirement in torque moment, value of requirement in efficiency and value of requirement included in air-fuel mixture, which are output from adjustment modules (22), (24) and (26) accordingly.

EFFECT: providing accuracy of introduction of requirements connected to various characteristics of internal combustion engine to operation of actuators, and proper achievement of those requirements.

9 cl, 10 dwg

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