[0001] The present invention relates to a device for controlling the fuel feed for Otto-cycle
internal combustion engines for motor vehicles. In particular the present invention
relates to a control device of the type including:
-speed sensor means arranged to provide at its output an electrical signal indicative
of the speed of rotation of the engine.
-generator means arranged to generate a reference electrical signal having a constant
amplitude ,
-a threshold comparison circuit with an upper and a lower operating threshold having
first and second inputs connected respectively to the speed sensor means and the generator
means and arranged to supply a control signal when the signal provided by the speed
sensor means exceeds the upper operating threshold value; the said control signal
being provided till when the said speed signal is lower than the lower operating threshold
value.
-first electrical position-detector means arranged to detect the position of the accelerator
pedal and to provide an electrical enabling signal when the accelerator pedal is released.
-shut off means intended to be disposed in the fuel feed pipe of the engine, and
-an enabling logic circuit connected to the comparison circuit and to the said first
position-detector means and arranged to actuate the shut off means only when the said
control signal and the said enabling signal are simultaneously present at the inputs
of the said logic circuit.
[0002] Known devices of the above specified type, as somewhat illustrated for instance in
FR-A-2 376 948 and FR-A-2 101 674 bring about the closure of the fuel feed pipe of
the engine of the vehicle when the accelerator pedal is released and the speed of
rotation of the engine exceeds a predetermined minimum value during running of the
vehicle.
[0003] The fuel feed is restored again when the speed of rotation of the engine falls below
the predetermined minimum value or when the accelerator pedal is again pressed.
[0004] These control devices for the fuel feed allow atmospheric pollution to be reduced.
Indeed, as is known, when the accelerator pedal is released during running of the
vehicle, the engine emits considerable quantities of unburnt hydrocarbons. The emission
of unburnt hydrocarbons is greater the higher the speed of revolution of the engine
at the moment at which the accelerator pedal is released.
[0005] The fuel-feed control devices further allow a saving in fuel, for example on all
occasions when the engine is driven by the vehicle wheels through the transmission
system. These conditions occur rather frequently, particularly during urban driving,
for example when the vehicle slows to stop at traffic lights. Under these conditions,
the accelerator pedal has barely been released before the fuel feed pipe is closed.
The engine does not stall since it is driven by the transmission system. Immediately
the speed of rotation of the engine falls below a predetermined minimum value the
fuel feed is restored.
[0006] The adoption of fuel feed control devices is particularly convenient for carburettor
engines provided with catalytic silencers. During periods in which the engine is driven
by the transmission, a considerable quantity of unburnt hydrocarbons reaches the catalytic
silencer. Thanks to the oxygen present in the catalytic silencer, partial combustion
of these hydrocarbons occurs with an exothermic reaction which results in an increase
in the temperature of the so-called catalytic bed. Such temperature increases may
result in progressive damage to the catalytic bed. This disadvantage may be eliminated
by means of the fuel feed control device of the type specified above, which allows
the quantity of unburnt hydrocarbons passed into the catalytic silencer to be reduced.
[0007] Fuel feed control devices of the type described above made up till now, establish
a minimum threshold value for the speed of rotation of the engine, above which the
fuel feed duct can be closed, and below which the feed is re-established. This threshold
value is fixed.
[0008] A disadvantage of known devices is related to the fact that there is a period of
delay, which cannot be ignored, between the instant at which the fuel feed to the
engine is re-established and the instant at which the engine again supplies driving
torque. This period of delay may result in stalling of the engine, particularly when
the engine is uncoupled from the transmission (friction clutch disengaged) and hence
is no longer driven.
[0009] According to the known art, this disadvantage was avoided by using a threshold speed
value which was rather high (about 2000 rpm). The use of a high speed threshold value
allows stalling of the engine to the averted. However, as is clear, a high speed threshold
value involves a drastic reduction in the benefits resulting from the use of the fuel
feed control device, so that the use of such a control device has a rather limited
economic advantage.
[0010] The object of the present invention is to provide a fuel feed control device for
Otto-cycle internal combustion engines for vehicles, which is both simple and economical
to manufacture, easy to instal, and which is free from the present disadvantages of
the devices of the prior art.
[0011] In order to achieve this object, the present invention provides a fuel speed control
device of the type specified above, the main characteristic of which lies in the fact
that it further includes a processing circuit connected to the speed sensor means
and arranged to generate an electrical signal having an amplitude which increases
with time according to a predetermined law when the signal provided at the output
of the speed sensor means falls at a rate greater than a predetermined rate; the output
of the said processing circuit being connected to the second input of the said comparison
circuit, increasing thereby the level of the said lower operating threshold.. Further
characteristics and advantages of the present invention will emerge from the detailed
description which follows with reference to the appended drawings, provided purely
by way of non-limiting example, in which:
Figure 1 is a circuit diagram, partly in block form, of a control device according
to the invention,
Figure 2 illustrates four cartesian graphs of electrical signals present, in operation,
at the output of respective component circuits of the device of Figure 1,
Figure 3 is a circuit diagram, partly in block form, of a second embodiment of the
device according to the invention.
Figure 4 is a series of four cartesian graphs which illustrate, as a function of time,
the changes in four voltage signals provided at the outputs of component circuits
of the device illustrated in Figure 3,
Figure 5 is a circuit diagram, partly in block form, of a third embodiment of the
device according to the invention, and
Figure 6 is a series of seven cartesian graphs which illustrate, as a function of
time, seven wave forms provided at the outputs of the component circuits making up
the device of Figure 5.
[0012] In Figure 1, by 1 there is indicated in its entirety, an analog circuit arranged
to provide at its output an eiectrical signal the amplitude of which is substantially
proportional to the speed of rotation of the engine of the vehicle (not shown). The
analog circuit 1 has an input terminal 1 a intended to be connected to the induction
coil (not shown) of the ignition circuit of the vehicle. The terminal 1a constitutes
the input of a pulse shaping circuit 2 the output of which is connected to a monostable
circuit 3. This latter is connected to the input of a filter 4 the output of which
is connected to the input of an amplifier 5. The output of this amplifier constitutes
the output of the analogue circuit 1 and is indicated by 1 b
[0013] The output 1 b of the analogue circuit 1 is connected to the input of a processing
circuit 6 and to a first input 7a of a threshold comparison circuit 7 exhibiting hysteresis.
The second input 7b of this circuit is connected through a resistor 8, to a d.c. reference
voltage source 9 constituted, for example, by a potentiometer 10 the resistive element
of which is connected between a d.c. voltage supply and earth.
[0014] The output of the processing circuit 6 is connected to the input 7b of the comparison
circuit 7 by means of a resistor 11. The output of the comparison circuit 7 is connected
to a first input 12a of a logic AND gate 12, the output of which is connected to a
shut off device 13 by means of a transistorised power output stage 14. The shut off
device 13 may, for example, be constituted by an electrovalve disposed in the fuel
feed pipe of the engine.
[0015] A position detector device 15, arranged to provide an enabling electrical signal
when the accelerator pedal (not shown) of the engine is released, is connected to
the second input 12b of the logic AND gate 12 through an inverter 16.
[0016] The position detector device 15 may be constituted by a switch associated with the
accelerator pedal Alternatively, the position detector device 15 may be constituted
by a switch associated with a butterfly valve (not shown) of the carburettor, and,
in general, by any device capable of providing a signal of the on/off type when the
accelerator pedal is pressed/released.
[0017] In the following description it will be assumed that the detector device 15 provides
at its output a signal "1" when the accele- ratory pedal is pressed, and a signal
"0" when the accelerator is released.
[0018] The threshold comparison circuit 7 includes an operational amplifier 17, an input
resistor 18 and a feedback resistor 19.
[0019] The feedback operational amplifier 17, together with the resistors 8 and 11, constitute
an analogue summing circuit.
[0020] The processing circuit 6 includes a memory circuit 20 constituted by a diode 21 having
its anode connected to the output of the amplifier 5, and a capacitor 22 and a resistor
23 connected in parallel with each other between the cathode of the diode 21 and earth.
The memory circuit 20 is connected to a first input 24a of a differential amplifier
24 a second input 24b of which is connected to the output of the amplifier 5. The
output of the differential amplifier 24 is connected to the input 7b of the threshold
comparison circuit 7, through the resistor 11.
[0021] The operation of the embodiment of the control device according to the invention
illustrated in Figure 1 will now be described with reference to the wave forms illustrated
in Figure 2.
[0022] In the said Figure 2, by A, B, C and D are illustrated four wave forms provided at
the outputs of the analogue circuit 1, the threshold comparison circuit 7, the logic
inverter 16 and the logic AND gate 12, respectively.
[0023] A curve A shows a possible variation of the signal provided at the output of the
amplifier 5 as a function of time t. The amplitude of this signal is proportional
to the speed of rotation of the engine. In the graph which illustrates the progression
of curve A, two parallel lines L 21 L
i have been drawn which represent the levels of the upper and lower operating thresholds
of the threshold comparator 7. These levels may correspond for example, to 1700 rpm
and 1300 rpm respectively.
[0024] Supposing initially that the accelerator pedal is pressed by the driver, in this
situation, the output of the position detector device 15 is at level "1", and therefore
the output of the inverter 16 is at the level "0" (signal C of Figure 2).
[0025] The speed of rotation of the engine increases, and correspondingly, the curve A rises.
At the instant t=t
o, the signal A intersects the level L
2. Consequently the output of the threshold comparison circuit 7 is brought to level
"1" (signal B of Figure 2).
[0026] Supposing the accelerator pedal is released at the instant indicated by t
j, at the instant t, the signal provided at the output of the logic inverter 16 passes
to level "1", as indicated by the wave form C of Figure 2. During the whole period
of time preceding the instant t,, or else for the entire period of time during which
the signal A rises or is substantially constant, the inputs 24a, 24b of the differential
amplifier 24 are fed with the same signal. Indeed, the memory circuit 20 is arranged
to reproduce at its output the same signal which is received at its input, as long
as this signal increases or is substantially constant. Consequently for t<t,, there
is no signal present at the output of the differential amplifier 24 and only the constant
reference voltage provided by the potentiometer 10 is present at the input 7b of the
threshold comparator 7..
[0027] Subsequent to the instant t
1, the signal A, which is proportional to the speed of the engine, starts to fall.
The rate at which the signal falls depends on numerous factors. For example, after
release of the accelerator pedal, the rate at which the signal A falls will be greater
or smaller according to whether or not the brakes are applied.
[0028] Two different situations must therefore de distinguished.
[0029] If, after the instant t,, the signal A falls (branch A, of the curve A of Figure
2) with a time constant less than the discharge time constant of the R-C circuit constituted
by the capacitor 22 and the resistor 23, the diode 21 isolates this R-C circuit from
the output of the amplifier 5. The capacitor 22 discharges through the resistor 23
and the voltage there- across, the variation of which is indicated by S in Figure
2, is fed to the input 24a of the differential amplifier 24. This differential amplifier
24 provides at its output an increasing signal the instantaneous amplitude of which
corresponds to the difference between the instantaneous amplitudes of the curve S
and the branch A, of the curve A. This signal is superimposed on the constant reference
fed to the input 7b of the threshold comparison circuit 7. Hence, from the instant
t, the level of the lower operating threshold of the comparator 7 ceases to be constant,
and starts to increase in accordance with the curve indicated by T in Figure 2.
[0030] At the instant t,, the output of the logic AND gate 12 will have changed to level
"1" bringing about, through the power stage 14, the actuation of the shut off device
13 is disposed in the fuel feed pipe of the engine.
[0031] At the instant t
2 the branch A, of the curve A intersects the curve T, and consequently the output
of the threshold comparison circuit 7 changes again to level "0" (signal B of Figure
2). Correspondingly the output of the logic AND gate 12 (signal D of Figure 2) changes
to level "0", resulting in the deactivation of the shut off means 13. The engine feed
is re-established.
[0032] Summing up what has been explained above, when the speed of rotation of the engine
falls with a time constant less than that of the R-C circuit 22, 23 the processing
circuit 6 causes a progressive increase in the level of the lower operating threshold
of the threshold comparison circuit 7. This increase in the lower operating threshold
is greater the more rapid the fall in speed of the engine. Without the use of the
processing circuit 6, the restoration of the fuel feed would occur at the instant
indicated by t
3 in Figure 2. The effect of the use of the processing circuit 6 is thus to advance
the restoration of the fuel feed to an extent which is greater the faster the fall
in speed of the engine. This ensures that the fuel feed is restored in time, before
the engine can stall.
[0033] The control device according to the invention operates in a rather different manner
from that indicated above when .subsequent to the instant t
1, the speed of rotation of the engine falls with a time constant greater than the
discharge time constant of the R--C circuit 22, 23. Supposing, in fact, that from
the instant t,, the curve A of Figure 2 decreases along the branch A
2 located above the curve S which corresponds to the discharge of the said R-C circuit,
in this situation the diode 21 remains conductive, and the memory circuit 20 continues
to reproduce at its output the signal provided to it by the amplifier 5, that is,
the signal A. As a result, the differential amplifier 24 provides a zero signal at
the input 7b of the comparison circuit 7. Therefore the level of the lower operating
threshold of this comparison circuit 7 remains, again subsequent to the instant t
1, constant at the level L
1. Correspondingly, the output of the threshold comparison circuit 7 (signal B) and
the logic AND gate 12 (signal D) will change to level "0" only at the instant indicated
by t
4 in Figure 2.
[0034] The processing circuit 6 is thus arranged to maintain the level of the lower operating
threshold of the threshold comparison circuit 7 unaltered when the speed of rotation
of the engine increases, is constant, or decreases with a time constant greater than
the time constant of the R-C circuit 22, 23.
[0035] As has been described above, if, instead, the speed of rotation of the engine decreases
with a time constant less than that of the said R-C circuit, the processing circuit
6 superimposes on the level of the lower operating threshold L" a signal of an amplitude
which increases in time to a proportionally larger extent the greater the decrease
in the speed of rotation of the engine.
[0036] The processing circuit 6 thus enables the setting of a lower operating threshold
of the comparison circuit 7 which has a value less than the threshold values which
could be set for the control devices of the prior art.
[0037] When, with the accelerator pedal released, the speed of rotation of the engine falls
slowly, the control device according to the invention provides for the restoration
of the feed only when the speed of the engine has reached a threshold value less than
that of the devices of the prior art. Consequently the device according to the invention
allows the emission of unburnt hydrocarbons and the heating of the catalytic silencer
to be greatly reduced. A greater fuel saving is also possible.
[0038] Figure 3 shows a second embodiment of the device according to the invention. In this
Figure, the same elements already described with reference to Figure 1 have been given
the same reference numerals.
[0039] In the variant illustrated in Figure 3, the processing circuit 6 further includes
a generator circuit 25 having its input connected to the output of the logic inverter
16, and its output connected to the input 7b of the threshold comparison circuit 7
through a resistor 26. The generator circuit 25 is arranged to generate a signal of
increasing amplitude when its input is fed with a signal at level "1". This circuit
may be constituted, for example, by a ramp voltage generator circuit.
[0040] In operation, immediately the accelerator pedal is released, the detector device
15 activates the generator circuit 25 through the logic inverter 16. The generator
circuit provides a signal of increasing amplitude to the input 7b of the threshold
comparison circuit 7. Consequently, as is seen from Figure 4, from the instant t,
at which the accelerator pedal is released, the level of the-lower operating threshold
of the comparison circuit 7 ceases to be constant and starts to increase. If the speed
of rotation of the engine decreases with a time constant less than that of the R-C
circuit 22, 23, the level of the lower operating threshold of the comparator 7 increases
according to the curve T' of Figure 4. If, however, the speed of the engine falls
with a time constant greater than that of the said R-C circuit, the lower operating
threshold of the comparator 7 increases according to the curve T" of Figure 4.
[0041] In each case, the effect of the generator circuit 25 is to being about a progressive
increase in the level of the lower operating threshold of the threshold comparator
7 when the accelerator is released.
[0042] As is known, when the accelerator pedal is released during running of the vehicle,
progressive drying of the induction manifold of the engine occurs, this manifold previously
having been wetted by the fuel. The drying of the induction manifold occurs progressively,
on average in about 15 seconds. As soon as the accelerator pedal is released, and
the fuel feed pipe closed, the induction manifold is again partially wetted by the
fuel. If the deactivation of the shut off device of the fuel feed pipe occurs a few
seconds after its activation, the fuel feed will be restored very quickly. On the
other hand, if this shut off device is deactivated after the manifold has completely
dried, the fuel feed will be restored after a certain delay. This delay could result
in stalling of the engine. The control device illustrated in Figure 3 provides for
the gradual raising of the level of the lower operating threshold of the comparison
circuit 7 so as to ensure that the fuel feed is restored earlier and earliest as the
induction manifold dries. In the case of Figure 4, the fuel feed is restored at the
instant ti rather than at the instant t
2.
[0043] Figure 5 illustrates a further embodiment of the device according to the invention.
In this Figure, the elements common to the embodiments previously described have been
indicated by the same reference numerals.
[0044] In the embodiment illustrated in Figure 5, the processing circuit 6 further includes
a control circuit 27 having a first input 27a connected to the output of the amplifier
5, and a second input 27b connected to the output of a device 28 for detecting the
position of the friction-clutch control pedal. The detector device 28 may, for example,
be constituted by a switch associated with the friction-clutch control pedal, and
arranged to provide at its output a signal at level "0" when this pedal is released
(friction clutch engaged) and a signal at level "1" when this pedal is depressed (friction
clutch disengaged).
[0045] The output of the control circuit 27 is connected to a third input 12c of the logic
AND gate 12. The control circuit 27 includes a threshold comparison circuit 29 having
a first input 29a connected to the output of the amplifier 5, and a second input 29b
connected to a d.c. reference voltage supply constituted, for example, by a potentiometer
30 connected between a voltage supply source and earth. The output of the threshold
comparison circuit 29 is connected to a first input 31 a of a logic OR gate 31 which
has a second input 31 b connected to the detector device 28 via a logic inverter 32.
[0046] The operation of the Figure 5 embodiment of the device according to the invention
is essentially similar to that of the embodiments described above. In Figure 6 are
illustrated the wave forms A to G of signals provided at the respective outputs of
the analogue circuit 1, the threshold comparison circuit 7, the logic inverter 16,
the logic AND gate 12, the logic inverter 32, the threshold comparator 29, and the
logic OR gate 31.
[0047] In operation, when the vehicle is running, immediately at the instant t, at which
the accelerator pedal is released, the speed of rotation of the engine starts to fall.
At the instant t" as described above, the shut off device 13 is activated. If, in
these circumstances, the friction clutch is engaged, the engine does not stop since
it continues to be driven by the transmission shaft. If, however, under these conditions
the friction clutch is disengaged, the vehicle engine could stop before the fuel feed
has been restored. The embodiment of the device according to the invention illustrated
in Figure 5 allows this eventuality to be avoided.
[0048] Supposing the friction clutch is disengaged at instant t
5 which is subsequent to the instant t,. At the instant t
5 the output of the logic inverter 32 changes to level "0". If, at this moment, the
speed of rotation of the engine resides above the operating threshold value of the
comparison circuit 29, the output of this comparison circuit 29 and of the logic OR
gate 31 remain at level "1". In this situation the operation of the control device
proceeds exactly in the manner already illustrated above. Whenever, before the control
device has allowed the fuel feed to be restored, the speed of rotation of the engine
falls below the operating threshold of the comparison circuit 29 (at the instant t
6; Figure 6) the outputs of the comparison circuit 29 and of the logic OR gate 31 change
to level "0". Consequently, the output of the logic AND gate 12 changes suddenly to
level "0" advancing the restoration of the fuel feed. This prevents the engine from
stopping before the fuel feed has been effectively restored.
[0049] Whenever, between the instants t, and t
2 (t
12) the friction clutch is not disengaged, the device illustrated in Figure 5 functions
exactly in the same manner as the device illustrated in Figure 3.
[0050] The device illustrated in Figure 5 allows the restoration of the fuel feed to be
advanced whenever, in the period in which the fuel feed is interrupted, the friction
clutch is disengaged and- the speed of rotation of the engine falls below the operating
threshold of the comparator 29.
[0051] The device illustrated may be used to advantage f6r controlling the fuel feed to
carburettor, Otto-cycle, internal combustion engines. It may also, however, be used
with injection engines. When the device is used for this latter type of engine, the
position detector device 15 may be constituted by an electrical air-flow meter disposed
in the induction manifold. A threshold comparison circuit connected to the output
of the flow meter may, in this case, provide a signal of the on/off type when the
accelerator pedal is pressed/released.
[0052] Moreover, the shut off device may be constituted by the injectors of the engine themselves.
1. Fuel feed control device for Otto-cycle internal combustion engines for motor vehicles,
including:
-speed sensor means (1) arranged to provide at its output an electrical signal (A)
indicative of the speed of rotation of the engine,
-generator means (9) arranged to provide at its output an electrical reference signal
having a constant amplitude,
-a threshold comparison circuit (7) with an upper and a lower operating threshold
(L,, L2) having first and second inputs (7a, 7b) connected respectively to the speed sensor
means (1) and to the generator means (9), and arranged to provide a control signal
(B) when the signal (A) provided by the speed sensor means (1) exceeds the upper operating
threshold value (L2); the said control signal (B) being provided till when the said signal (4) is lower
than the lower operating threshold value (L,),
-first electrical position detector means (15) arranged to detect the position of
the accelerator pedal and to provide an electrical enabling signal (C) when the accelerator
pedal is released,
-shut-off means (13) intended to be disposed in the fuel feed pipe of the engine,
-an enabling logic circuit (12) connected to the threshold comparison circuit (7)
and to the said first position-detector means (15), and arranged to actuate the shut-off
means (13) only when the said control signal (B) and enabling signal (C) are present
simultaneously at the inputs to the said logic circuit (12), characterised in that
it further includes a processing circuit (6) connected to the speed sensor means (1)
and arranged to generate an electrical signal having an amplitude which increases
in time according to a predetermined law when the signal (A) provided at the output
of the speed sensor means (1) falls at a rate greater than a predetermined rate; the
output of the said processing circuit (6) being connected to the second input (7b)
of the said threshold comparison circuit (7) increasing threby the level of the said
lower operating threshold (L,).
2. Device according to Claim 1, characterised in that said processing circuit (6)
is arranged to generate an electrical signal having an amplitude which increases with
time in dependence on the rate of decrease, during operation, of the amplitude of
the signal (A) emitted by the speed sensor means (1).
3. Device according to Claim 2, characterised in that the said processing circuit
(6) is arranged to generate an electrical signal having an amplitude which increases
with time in dependence on the length of time during which the signal (A) emitted
by the speed sensor means (1) falls.
4. Device according to Claim 2 or 3, characterised in that the said processing circuit
(6) includes:
-a memory circuit (20) connected to the speed sensor means (1) and arranged to:
(a) provide at its output an electrical signal having an initial amplitude equal to
the instantaneous amplitude of the signal (A) emitted by the speed sensor means (1)
and decreasing in time with a predetermined time constant; when the signal (A) emitted
by the speed sensor means (1) falls with a time constant less than said predetermined
time constant;
(b) reproduce at its output the signal (A) emitted by the speed sensor means (1),
when the amplitude of the said signal (A) is increasing, is constant, or decreases
with a time constant greater than the said predetermined time constant,
-a differential amplifier circuit (24) having first and second inputs (24a, 24b) connected
respectively to the output of the speed sensor means (1) and the output of the memory
circuit (20).
5. Device according to Claim 4, characterised in that the said processing circuit
(6) further includes a generator circuit (25) having its input connected to the said
detector means (15, 16) and its output connected to the said second input (7b) of
the threshold comparison circuit (7); the said generator circuit (25) being arranged
to generate an electrical signal having an amplitude which increases in time according
to a predetermined law from the instant (t,) at which, in operation, the signal (C)
emitted by the said first position detector means (15, 16), indicates that the accelerator
pedal has been released.
6. Device according to Claim 5 characterised in that the said processing circuit (6)
further includes:
-second electrical position-detector means (28) intended to be associated with the
friction-clutch control pedal, and
-a control circuit (27) connected to the speed sensor means (1), to the said second
electrical position-detector means (28), and to the said enabling logic circuit (12);
the said control circuit (27) being arranged to provide an inhibit signal (G) to the
said enabling logic circuit (12) when the signals (A; E) emitted by the speed sensor
means (1) and by the second electrical position-detector means (28) indicate that
the speed of rotation of the engine is less than a predetermined value and that the
friction-clutch control pedal has been depressed.
7. Device according to Claim 6, characterised in that the said control circuit (27)
includes a threshold comparator circuit (29) connected to the speed sensor means (1),
and a logic OR circuit (31) having first and second inputs (31 a, 31 b) connected
respectively to the output of the said threshold comparator circuit (29) and to the
said second electrical position-detector means (28); the output of the said logic
OR circuit (31) being connected to a third input (12c) of the said enabling logic
circuit (12).
8. Device according to any of claims 4 to 7, characterised in that the said memory
circuit (20) includes a diode (21) having its anode connected to the output of the
speed sensor means (1), and an R-C circuit (22, 23) having a predetermined time constant;
the said R-C circuit (22, 23) including a resistor (23) and a capacitor (22) connected
in parallel with each other between the cathode of the said diode (21) and earth.
1. Vorrichtung zum Steuern der Kraftstoffversorgung einer nach dem Ottoprinzip arbeitenden
Brennkraftmaschine für ein Motorfahrzeug
-mit einer Geschwindigkeitsensoreinrichtung ( 1 an deren Ausgang ein für die Drehgeschwindigkeit
der Brennkraftmaschine kennzeichnendes elektrisches Signal (A) erzeugt wird
-mit einer Generatoreinrichtung (9), die an ihrem Ausgang ein elektrisches Referenzsignal
mit konstanter Amplitude erzeugt,
-mit einer einen oberen und einen unteren Betriebsschwellwert (L1, L2) aufweisenden
Schwellwertvergleicherschaltung (7), die eine ersten mit der Geschwindigkeitsensoreinrichtung
(1) verbundenen Eingang (7a) und einen zweiten mit der Generatoreinrichtung (9) verbundenen
Eingang (7b) besitzt und derart angeordnet ist, daß sie ein Steuersignal (b) liefert,
wenn das von Geschwindigkeitsensoreinrichtung (1) erzeugte Signal (A) den oberen Betriebsschwellwert
(L2) überschreitet, wobei dieses Steuersignal (B) solange erzeugt wird, bis das Signal
(A) der Geschwindigkeitsensoreinrichtung (1) den unteren Betriebsschwellwert (L1)
unterschreitet,
-mit einer ersten elektrischen Positionsdetektoreinrichtung (15) zur Erfassung der
Position des Beschleunigungspedals und zur Erzeugung eines elektrischen Aktivierungssignals
(C), wenn das Beschleunigungspedals losgelassen ist,
-mit einer in der Kraftstoffversorgungsleittung der Brennkraftmaschine einefügten
Absperreinrichtung (13),
-sowie mit einer logischen Aktivierungsschaltung (12), die mit der Schwellwertvergleicherschaltung
(7) und der ersten Positionsdetektoreinrichtung (15) verbunden und derart angeordnet
ist, daß sie die Absperreinrichtung (13) (13) nur dann betätigt, wenn das genannte
Steuersignal (B) und das Aktivierungssignal (C) gleichzeitig an den Eingängen der
logischen Aktivierungsschaltung (12) anliegen,
dadurch gekennzeichnet,
daß ferner eine Prozessorschaltung (6) vorgesehen ist, die mit der Geschwindigkeitsensoreinrichtung
(1) verbunden und derart angeordnet ist, daß sie ein elektrisches Signal erzeugt,
dessen Amplitude nach einer vorgegebenen Gesetzmäßigkeit zeitlich ansteigt, wenn das
am Ausgang der Geschwindigkeitsensoreinrichtung (1) erzeugte Signal (A) mit einer
Geschwindigkeit abfällt, die größer ist als eine vorbestimmte Geschwindigkeit, wobei
der Ausgang der Prozessorschaltung (6) mit dem zweiten Eingang (7b) der genannten
Schwellwertvergleicherschaltung (7) verbunden ist, derart daß der Pegel des genannten
unter Betriebsschwellwerts (L1) hierdurch vergrößert wird.
2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Prozessorschaltung
(6) ein elektrisches Signal erzeugt, dessen Amplitude zeitlich in Abhängigkeit von
der Geschwindigkeit ansteigt, mit der die Amplitude des von der Geschwindigkeitsensoreinrichtung
(1) abgegebenen Signals (A) während des Betriebs abfällt
3. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, daß die Prozessorschaltung
(6) ein elektrisches Signal erzeugt, dessen Amplitude zeitlich in Abhängigkeit von
der Zeitdauer ansteigt, während der das der Geschwindigkeitsensoreinrichtung (1) erzeugte
Signal (A) kleiner wird.
4. Vorrichtung nach Anspruch 2 oder 3, dadurch gekennzeichnet, daß die Prozessorschaltung
(6) folgende Teile umfaßt:
―eine Speicherschaltung (20), die mit der Geschwindigkeitsensoreinrichtung (1) verbunden
und derart angeordnet ist, daß sie
a) an ihrem Ausgang ein elektrisches Signal liefert, dessen Amplitude anfänglich gleich
der Momentanamplitude des von der Geschwindigkeitsensoreinrichtung (1) gelieferten
Signals (A) ist und zeitlich mit einer vorbestimmten Zeitkonstanten abfällt, wenn
das von der Geschwindigkeitsensoreinrichtung (1) erzeugte Signal (A) mit einer Zeitkonstanten
abfällt, die kleiner ist als die genannten vorbestimmte Zeitkonstante,
b) an ihrem Ausgang das von der Geschwindigkeitsensoreinrichtung (1) abgegebene Signal
(A) reproduziert, wenn die Amplitude des genannten Signals (A) entweder an wächst
oder konstant ist oder mit einer Zeitkonstanten abfällt, die größar ist als die genannte
vorbestimmte Zeitkonstante,
-sowie eine Differentialverstärkerschaltung (24) mit einem ersten Eingang (24), der
mit dem Ausgang der Geschwindigkeitsensoreinrichtung (1) verbunden ist, und einem
zweiten Eingang (24b), der mit dem Ausgang Speicherschaltung (20) verbunden ist.
5. Vorrichtung nach Anspruch 4, dadurch gekennzeichnet,
-daß die Prozessorschaltung (6) ferner eine Generatorschaltung (25) umfaßt, deren
Eingang mit der Positionsdetektoreinrichtung (15, 16) verbunden ist und deren Ausgang
mit dem zweiten Eingang (7b) der Schwellwertvergleicherschaltung (7) verbunden ist,
-und daß diese Generatorschaltung (25) ein elektrisches Signal erzeugt, dessen Amplitude
von dem Zeitpunkt (t1) an nach einer vorgegebenen Gesetzmäßigkeit anwächst, in welchem
das von der ersten Positionsdetektoreinrichtung (15, 16) im Betrieb abgegeben Signal
(C) das Loslassen des Beschleunigungspedals anzeigt.
6. Vorrichtung nach Anspruch 5, dadurch gekennzeichnet, daß die Prozessorschaltung
(6) ferner folgende Teile umfaßt:
―eine zweite dem Kupplungsbetätigungspedal zugeordnete elektrische Positionsdetektoreinrichtung
28,
-sowie eine Steuerschaltung (27), die mit der Geschwindigkeitsensoreinrichtung (1),
der zweiten elektrischen Positionsdetektoreinrichtung (28)
―sowie eine Steuerschaltung (27), die mit der Geschwindigkeitsensoreinrichtung (1),
der zweiten elektrischen Positions detektoreinrichtung (28) und der logischen Aktivierungsschaltung
(12) verbunden ist und die ein Sperrsignal (G) an die logische Aktivierungsschaltung
(12) liefert, wenn die von der Geschwindigkeitsensoreinrichtung (1) und von der zweiten
elektrischen Positionsdetektoreinrichtung (28) erzeugten Signale (A bzw. E) anzeigen,
daß die Drehgeschwindigkeit der Brennkraftmaschine einen vorbestimmten Wert unterschreitet
und das Kupplungsbetätigungspedal niedergedrückt ist.
7. Vorrichtung nach Anspruch 6, dadurch gekennzeichnet,
-daß die genannte Steuerschaltung (27) eine Schwellwertvergleicherschaltung (29) beinhaltet,
die mit der Geschwindigkeitsensoreinrichtung (1) verbunden ist sowie eine logische
ODER-Schaltung (31) mit einem ersten und einem zweiten Eingang (31a, 31 b), die mit
dem Ausgang der Schwellwertvergleichschaltung (29) bzw. mit dem Ausgang der zweiten
elektrischen Positionsdetektoreinrichtung (28) verbunden sind
-und daß der Ausgang der logischen ODER-Schaltung (31) mit einem dritten Eingang (12c)
der logischen Aktivierungsschaltung (12) verbunden ist,
8. Vorrichtung nach einem der Ansprüche 4 bis 7, dadurch gekennzeichnet, daß die genannte
Speicherschaltung (20) eine Diode (21) beinhaltet, deren Anode mit dem Ausgang der
Geschwindigkeitsensoreinrichtung (1) verbunden ist sowie eine RC-Schaltung (22, 23)
mit vorbestimmter Zeitkonstanten, die einen Widerstand (23) sowie einen Kondenstor
(22) umfaßt, die parallel zueinander zwischen die Kathode der Diode (21) und Masse
geschaltet sind.
1. Dispositif de commande d'alimentation en combustible pour un moteur à combustion
interne à cycle de Beau de Rochas, pour un véhicle à moteur, comprenant:
-un capteur des vitesse (1) agencé pour délivrer à sa sortie un signal électrique
(A) indiquant la vitesse de rotation du moteur,
-un générateur (9) agencé pour produire à sa sortie un signal électrique de référence
ayant une amplitude constante,
-un circuit comparateur à seuil avec un seuil de fonctionnement supérieur et un seuil
de fonctionnement inférieur (L,, L2) dont une première et une seconde entrées (7a, 7b) sont connectées respectivement
au capteur de vitesse (1) sont connectées respectivement au capteur de vitesse (1)
et au générateur (9), et agencé pour produire un signal de commande (B) quand le signal
(A) produit par le capteur de vitesse (1) dépasse la valeur seuil supérieure de fonctionnement
(LZ); ledit signal de commande (B) étant produit jusqu'à ce que ledit signal de vitesse
(4) soit inférieur à la valeur seuil inférieure de fonctionnement (L,),
-un premier détecteur électrique de position (15) agencé pour détecter la position
de la pédale d'accélérateur et pour produire un signal électrique d'autorisation (C)
quand la pédale l'accélérateur est relâchée,
-un dispositif de coupure (13) destiné à être disposé dans la conduite d'alimentation
en combustible du moteur,
-un circuit logique d'autorisation (12) connecté au circuit comparateur à seuil (7)
et audit premier détecteur de position (15) et agencé pour actionner le dispositif
de coupure (13) seulement quand ledit signal de commande (B) et le signal d'autorisation
(C) sont présents simultanément aux entrées dudit circuit logique (12), caractérisé
en ce qu'il comporte en outre un circuit de traitement (6) connecté au capteur de
vitesse (1) et agencé pour produire un signal électrique ayant une amplitude qui augmente
dans le temps selon une loi prédéterminée quand le signal (A) produit à la sortie
du capteur de vitesse (1) décroît à une vitesse supérieure à une valeur prédéterminée;
la sortie dudit circuit de traitement (6) étant connectée à la seconde entrée (7b)
dudit circuit comparateur à seuil (7), en augmentant ainsi le niveau dudit seuil inférieur
de fonctionnement (L,).
2. Dispositif selon la revendication 1, caractérisé en ce que ledit circuit de traitement
(6) est agencé pour produite un signal électrique ayant une amplitude qui augmente
avec le temps en fonction de la vitesse de diminution, en fonctionnement, de l'amplitude
du signal (A) émis par le capteur de vitesse (1).
3. Dispositif selon la revendication 2, caractérisé en ce que ledit circuit de traitement
(6) est agencé pour produire un signal électrique ayant une amplitude qui augmente
avec le temps en fonction de la durée pendant laquelle le signal (A) émis par le capteur
de vitesse diminue.
4. Dispositif selon la revendication 1 ou 2, caractérisé en ce que ledit circuit de
traitement (6) comporte:
-un circuit à mémoire (20) connecté au capteur de vitesse (1) et agencé pour:
(a) produire à sa sortie un signal électrique ayant une amplitude initiale égale à
l'amplitude instantanée due signal (A) émis par le capteur de vitesse (1) diminuant
dans le temps avec une constante de temps prédéterminée quand le signal (A) émis par
le capteur de vitesse (1) diminue avec une constante de temps inférieure à ladite
constante de temps prédéterminée;
(b) reproduire à sa sortie le signal (A) émis par le capteur de vitesse (1) quand
l'amplitude dudit signal (A) augmente, est constante, ou diminue avec une constante
de temps supérieure à ladite constante de temps pré- determinée,
-un amplificateur différentiel (24) dont une première et une seconde entrées (24a,
24b) sont connectées respectivement à la sortie du capteur de vitesse (1) et à la
sortie du circuit à memoire (20).
5. Dispositif selon la revendication (4), caractérisé en ce que ledit circuit de traitement
(6) porte en outre un générateur (25) ayant une entrée connectée audit détecteur (15,
16) et une sortie connectée à ladite seconde entrée (7b) du circuit comparateur à
seuil (7); ledit générateur (25) étant agencé pour produire un signal électrique dont
l'amplitude augmente dans le temps selon une loi prédéterminée à partir de l'instant
(t,) auquel, en fonctionnement, le signal (C) émis par le premier détecteur de position
(15, 16) indique que la pédale d'accélérateur a été relâchée.
6. Dispositif selon la revendication 5, caractérisé en ce que ledit circuit de traitement
(6) comporte en outre:
-un second détecteur électrique de position (28) destiné à être associé avec la pédale
de commande d'embrayage à friction, et
-un circuit de commande (27) connecté au capteur de vitesse (1), audit second détecteur
électrique de position (28) et audit circuit logique d'autorisation (12); ledit circuit
de commande (27) étant agencé pour produire un signal d'inhibition (G) pour ledit
circuit logique d'autorisation (12) quand les signaux (A; E) émis par le capteur de
vitesse (1) et par le second détecteur électrique de position (28) indique que la
vitesse de rotation du moteur est inférieure à une valeur prédéterminée et que la
pédal de commande d'embrayage à friction a été manoeuvrée.
7. Dispositif selon la revendication 6, caractérisé en ce que ledit circuit de commande
(27) comporte un circuit comparateur à seuil (29) connecté au capteur de vitesse (1)
et un circuit logique OU 31 dont une première et une second entrées (31 a, 3 1 b)
sont connectées respectivement à la sortie dudit circuit comparateur à seuil (29)
et audit second détecteur électrique de position (28); la sortie dudit circuit logique
OU 31 étant connectée à une troisième entrée (12c) dudit circuit logique d'autorisation
(12).
8. Dispositif selon l'une quelconque des revendications 4 à 7, caractérisé en ce que
ledit circuit à mémoire (20) comporte une diode (21) dont l'anode est connectée à
la sortie du capteur de vitesse (1) et une circuit R-C (22, 23) ayant une constante
de temps prédéterminée; ledit circuit R-C (22, 23) comprenant une résistance (23)
et un condensateur (22) connectés en parallèle entre le cathode de ladite diode (21)
et la masse.