Abstract: An ignition chamber device is described which has an elongated, rotationally symmetrical form. The wall of the ignition chamber which protrudes into the main combustion chamber of the internal combustion engine has a coaxial overflow conduit embodied by a nozzle and radially extending discharge conduits which extend into the annular chamber which surrounds the nozzle. The ignition chamber is provided with an ignition device which has a central electrode that leads from the outside into the interior and by means of this central electrode the ignition voltage is carried via a conductor path, disposed in the wall, to a wall location opposite the nozzle, from where the ignition spark can leap the gap. A heat pipe is disposed in the nozzle and includes a portion arranged in close proximity to the cylinder wall, which prevents the ignition chamber from becoming overheated and on the other hand also enables the inflowing mixture to be heated up in optimal fashion on the way to the ignition location.

Abstract: A method is proposed for the closed-loop control of the composition of the operational mixture furnished an internal combustion engine, in which the location of the peak combustion chamber pressure is ascertained relative to top dead center during sequential work cycles and a control signal is formed from the fluctuations in the occurrance of the peak combustion chamber pressure from top dead center, by means of which control signal a permissible extent of fluctuation is established by means of influencing components of the operational mixture or the ignition angle.

Abstract: A method and apparatus for closed-loop control of the air number .lambda. in self-igniting internal combustion engines, wherein with the aid of an ion current sensor disposed in the immediate vicinity of an outlet valve, the extent of the post combustion reaction of the exiting exhaust gases is detected and the ion current produced is compared with a set-point value, which lies within the ion current characteristic curve, which sharply drops within the air number range of .lambda.=1.0-1.5. In accordance with the result of the comparison, one component of the operating mixture of the engine is varied in amount in corrective fashion, so that the set-point value of the ion current is maintained and thus the permissible soot number of the exhaust gas is not exceeded.

Abstract: A closed-loop control of the instant of ignition is proposed, in which, with the aid of an ionic current sensor, the end of the ignition phase of an operational mixture of an internal combustion engine is ascertained as an actual value and the instant of ignition is corrected in accordance with the deviation of this actual value from a set-point value relating to the crankshaft angle. In this manner, the instant of ignition in externally ignited internal combustion engines, or the instant of injection in compression ignition engines, can be optimized by simple means, without expensive adjusting devices for the ignition angle or for the instant of injection. In addition, it is possible with a closed-loop control of this kind to perform an optimal adaptation of the ignition to varying peripheral circumstances such as the thermal status of the engine, characteristics of the fuel and of the combustion air, engine wear, and so forth.

Abstract: An internal combustion engine is provided with an ion current sensor in the exhaust conduit. The sensor may be simply a spark plug across which is applied the vehicle battery voltage. The operation of the engine at various values of mixture composition yields characteristic curves for the ion current and for the fluctuations in the ion current as a function of the air number. These characteristic data are used to provide set point values against which the prevailing ion current is compared. If a set point value is exceeded, the fuel-air mixture is adjusted accordingly by an integral controller.

Abstract: An internal combustion engine with externally supplied ignition is proposed, in which besides a main combustion chamber an ignition chamber is provided, which communicates with the main combustion chamber via a central discharge channel, which is disposed coaxially with the axis of the ignition chamber, and via additional discharge channels distributed about this discharge channel. Protruding into the coaxially disposed overflow channel is an electrode extending through the ignition chamber, this electrode being embodied as a heat pipe and forming a spark gap with the wall of the ignition chamber in the region of the overflow channel. As a result of its embodiment as a heat pipe, the electrode is protected against excessive heating and is simultaneously held to an optimal temperature.

Abstract: The fuel-air mixture of an engine in a motor vehicle is controlled on the basis of a signal related to the fluctuations in the cyclic variations of the average combustion chamber pressure. This signal is derived indirectly from a sensor which monitors the rotational speed of engine members, e.g. the crankshaft. In order to provide closed-loop control, there is provided a reference value which is adapted continuously to changing engine speed. In addition, a correction of the reference signal is made to account for varying degrees of damping induced by changing inertial masses coupled to the engine, in particular the elements of the transmission connected between the engine and the vehicle. The correction for damping is made on the basis of signals related to the prevailing gear ratio either by direct indication of the gearshift lever position or by measuring the rotational speeds of the input and output shafts of the transmission.

Abstract: An internal combustion engine is proposed with combustion chambers, comprising a main combustion chamber and an ignition chamber, the latter being connected to the main combustion chamber by at least one spill port, for the purpose of improving the ignitability of a relatively lean fuel mixture of an internal combustion engine. In this connection, the ignition chamber forms an elongated, closed cylinder wherein terminate spill ports from the main combustion chamber essentially radially and tangentially to the cylindrical wall of the ignition chamber, so that a turbulence is created in the medium introduced via the spill ports along the cylindrical walls of the ignition chamber, with a secondary swirl flowing back in the center. Thereby, a satisfactory separation of the freshly introduced medium from the residual gases remaining in the ignition chamber after the combustion is attained, thus providing optimum conditions for the ignition of the fuels utilized for operating the internal combustion engine.

Abstract: An internal combustion engine having an ignition chamber forming a closed circular cylinder and communicating via at least one transfer channel with a main combustion chamber with the ignition chamber cylindrical wall being controlled by means of an annular thermal pipe to a virtually constant, high temperature and protected against a rapid cooling toward cooled parts of the internal combustion engine and against overheating. An ignition device inserted into the ignition chamber, with an electrode, forms a spark gap toward the cylindrical wall of the ignition chamber in the region between the middle of the ignition chamber and the transfer channels. To improve the stability of the electrode, the electrode is provided with a heat conductor so as to provide more severely leaning of the fuel-air mixture to be ignited while avoiding glow sparking and reducing the emission of noise.

Abstract: An internal combustion engine in which some of the combustion chamber walls are kept at temperatures which are higher than the temperature of the remaining parts of the combustion chamber. The temperature control of the selected portions of the combustion chamber is performed by heat pipes which lie adjacent to thin combustion chamber walls and which transfer heat from these walls to other parts of the engine which are adjacent to coolant channels. The presence of the heat pipe insures a relatively low thermal inertia of the adjacent combustion chamber walls, permitting their rapid heating after cold starting and the presence of the heat pipe prevents excessive temperatures due to the ability to carry away heat from these parts of the combustion chamber at higher temperatures. The temperature-controlled combustion chamber walls may be provided in auxiliary combustion chambers, prechambers or antechambers.

Abstract: A method for determining adjustment values for a fuel supply device which supplies a fuel mixture to a fuel-burning engine for optimum performance by additionally influencing the preset adjustment values of the fuel supply device itself from values supplied by a storage means containing an engine performance log of adjustment values whereby said performance adjustment values are continuously changed and replaced by values which reflect instantaneous operating engine characteristics. Each replaced value forms the basis for computing a new value upon a change in engine operating characteristics.

Abstract: A principal operational variable of an internal combustion engine, for example the fuel-air mixture ratio, is controlled by superposition of three separate control steps. The basic setting of a control variable is obtained with a relatively coarse forward control, for example a carburetor in the case of fuel-air mixture control. Superimposed on this basic control is a refined forward control step which is based on the prevailing magnitudes of at least one operational variable, preferably the engine speed and the throttle valve position, and which applies a multiplicative correction to the basic setting of the fuel-air mixture. The third superimposed control step is a feedback control of the fuel-air mixture within the range of correction applied by the second control steps but based on still another engine variable, in particular the exhaust gas composition as sensed by an oxygen sensor (.lambda.-sensor). After comparison with the reference signal, the .lambda.

Abstract: An internal combustion engine in which each cylinder or combustion volume includes a separate ignition chamber which communicates with the main combustion chamber through a relatively narrow channel or channels. The combustible mixture is delivered to the separate chamber exclusively through these channels by the compressive action of the piston and is ignited there by a suitable electrical spark, for example. There is no additional admission of fuel or fuel mixture to the separate ignition chamber. The channel or channels terminate in the ignition chamber in such a manner, for example, tangentially, that one or more vortices are generated in the chamber prior to ignition. The channels are so oriented that the emerging igniter flames are directed to potential hot cells in the main combustion chamber where auto-ignition could occur.

Abstract: The fluctuations of the rotational speed of the engine crankshaft are detected by two torsionally coupled inertial discs with fiducial markers. The movement of these markers past an inductive sensor provides a signal which is fed to a logical control circuit that controls the generation of a voltage which is characteristic of the actual crankshaft fluctuations. This actual voltage is amplified and rectified and compared with a set-point voltage generated by a set-point generator. The resulting signal is used to control an integrating circuit which may engage the fuel injection system of the exhaust gas recycling system of the engine to change the fuel-air mixture so as to return the actual voltage value to the set-point value.

Abstract: A fuel supply mechanism for an internal combustion engine includes a fuel-air mixture generator and an air bypass channel for conducting supplementary air to the mixture prior to delivery to the cylinders. The bypass channel has a valve which is coupled to the main throttle valve in the induction manifold. The coupling may be entirely mechanical or electro-mechanical. In addition, a controller which acts on the basis of engine information changes the degree of coupling between the main throttle and the bypass valve to admit more or less supplementary air, depending on the value of engine variables.

Abstract: A method for controlling the operation of an internal combustion engine based on dynamic engine stability (roughness) compares actual running data with an rpm-dependent but smooth reference signal to obtain a measure of the torque fluctuations of the engine. This measure is fed to a final control element which adjusts the ignition timing angle of the engine alone or in addition to the adjustment of other engine parameters, such as the fuel-air ratio and/or the exhaust gas recycle rate.

Abstract: A fuel metering system of an internal combustion engine is regulated by a data processor which has stored data prescribing the proper amount of fuel to be metered out for particular positions of the throttle valve and for particular values of the engine rpm. This preliminary adjustment is further refined by providing the data processor with feedback data concerning actual engine operating parameters, e.g. the exhaust gas composition, engine speed fluctuation and temperature. The feedback data is used by the data processor to override and further adjust the fuel quantity metered out to the engine.

Abstract: An internal combustion engine with a main combustion chamber defined by the cylinder and the piston has a separate ignition chamber located in the cylinder head which communicates with the main combustion chamber through a narrow channel. The channel terminates tangentially in the chamber and the flow of combustible mixture into the chamber generates therein a vortex which aids in ignition and combustion. The chamber includes spark-producing electrodes but does not receive additional fuel. In order to improve the ignition process, i.e., to lower the energy required for ignition, the walls of the ignition chamber are cooled to a controlled degree by changing the size of an air gap when the chamber expands or contracts, thereby changing the heat flow from the ignition chamber to the cooled portions of the engine.

Abstract: In the operation of an internal combustion engine, certain operating parameters, for example the length of fuel injection pulses, the ignition timing and the exhaust gas recycle rate can be adjusted on the basis of information related to state variables of the engine, for example the engine speed, the induction tube pressure, the air flow rate and the like. In particular, the injection pulse length may be determined from data stored in a memory and addressed by a pair of numbers related to the instantaneous values of engine speed and air flow rate. This type of open loop control is rapid and may be very exact but does not account for long-range changes in engine behavior due to wear, etc. For this reason, additional circuitry senses a further state variable, for example, the oxygen content of the exhaust gas or the engine roughness, and uses this information in a feedback loop to generate a correction signal which is then applied in a rate multiplier to the basic fuel injection datum.

Abstract: An electronic control circuit for operating an internal combustion engine near its lean running limit includes means for measuring the scattering bandwidth of the cyclic fluctuations of the combustion chamber pressure. This measurement is made indirectly by measuring the angular speed a rotating engine member, e.g., the crankshaft, and by forming and storing an appropriate analog signal. Circuitry is provided which supplies a nominal value of the scattering bandwidth which is compared electrically with the measured actual value. An appropriately processed difference signal is fed to a fuel injection controller which changes the fuel-air mixture to the desired ratio.