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The application of amicroprocessor to engine

cylinder disablement

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• A Master's Thesis submitted in partial fulfilment of the requirements forthe award of Master of Philosophy of the Loughborough University ofTechnology.

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Publisher: c© A. Manias

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THE APPLICATION OF A MICROPROCESSOR TO

ENGINE CYLINDER DISABLEMENT

by

Anthony Manias B.Tech/Hon.

Senior Development Engineer JAGUAR CARS Ltd.

A Master's Thesis

Submitted in partial fulfilment of the requirements for the award of

Master of Philosophy of the Loughborough University of Technology

lOth April 1985

c by A. Manias 1985

ACKNOWLEDGEMENTS

The author wishes to thank the following persons for their invaluable assistance with this research

Dr. G.G. Lucas Dr. P. A<\cock Mr. T.N. Crisp Mr. A.e. Baxendale Mr. D.G. Stephenson Mr. J. Hughes Mr. T. Smith Mr. D. Harkis Mr. T. Rogers Mr. E.G. Jenkins Mrs. E. Ford Mr. D.P. Shaw

My family for their support and encouragement,

All technicians and University staff who helped with the work.

·NOTATION

S.I.

C.I.

CSo

· FSo

V So

ECM

ECU

NVH

N

p

T

FC

BSFC

t

f

A

Spark Ignition

Compression Ignition

Cylinder Shut-off

Fuel Shut-off

Valve Shut-off

Electronic Control Module

Electronic Control Unit

Noise, Vibration and Harshness

Engine Speed rpm.

Power kW or bhp.

Torque Nm or lbft.

Fuel Consumption Kg/hr or lb/hr.

Brake Specific Fuel Consumption g/kWhr or lb/bhphr.

Inlet Manifold Pressure kN/m~or mmHg.

Time sec.

Frequency Hz.

Correction Factor (Engine Performance)

SUMMARY

The power output of a spark ignition, internal combustion engine is normally controlled by ~he use of a throttle on the air intake system. As a ·result, the part-load efficiency of the engine suffers when compared with the compression ignition engine.

A microprocessor development system was adapted for use with the electronic fuel injection of a 6 cylinder, spark ignition engine in order to selectively· disable any number of individual cylinders by interrupting the fuel flow from the injectors of those cylinders. The system allows any number and combination of cylinders to be. disabled cyclically, with the view of keeping all cylinders hot and minimising engine vibration.

The theory of cylinder disablement, and work published in this field are discussed in this Thesis. Also included are the results of engine testing carried out to determine the economy gains possible with cylinder deactivation, and to investigate the behaviour of a cylinder under disablement, and subsequent reactivation by control of its injector. The relationship between cylinder deactivation sequence and engine vibration, and means of minimising the amplitude of that vibration were also investigated, and the results obtained discussed, together with the results of limited emission and fuel consumption testing of a vehicle fitted with cylinder disablement.

The main conclusions reached at the end of this research were:

(i) The use of a microprocessor system, in conjunction with electronic fuel injection to disable cylinders by control of their injectors is an effective way of implementing cylinder disable~ent.

( i i) Fuel economy gains achieved· varied from over 50% at idle to 25 - 45% at light load, steady state conditions, with actual vehicle tests returning almost 40% fuel.economy over the European 04 Test driving cycle, accompanied by moderate increases in exhaust pollutants.

(iii) Engine vibration, resulting from the imbalance of the non-firing cylinders can be reduced to acceptable levels by arranging the disabled cylinders according to their firing order and engine speed, as shown in this Thesis.

Finally, the possibilities of expanding the microprocessor · development system used for this research, to incorporate the additional disablement control features, are discussed and recommendations made, based on the results of the research.

LIST OF CONTENTS Page No.

NOTATION

SUMMARY

SECTION l. INTRODUCTION •••••••••••••••••••••••••••••••••••• Cylinder Disablement •• . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2

SECTION 2. LITERATURE SURVEY •••••••.••••.••••••••••••••.••••• 5 Cylinder Disablement Systems ..•.••.•.••.•....••••• 6 Objectives of this Research .............•....•.•. 13

SECTION 3.

SECTION 4.

SECTION 5.

EQUIPMENT and TEST PROCEDURES .••••••••••••••••••• Engine •...........•.........•........•........... Dynamometer Installation ••••••••••••••••••••••• Cylinder Disablement System •••••••••••••••••.•. Cylinder Pressure Measurement ••..•••.••••.••• Engine Vibration Measurement •••.••••.••••.•.• Testing Procedures ••.....•.•.••••••.•..••••.• Engine Performance • .........................• Cylinder Pressure and Vibration ••••••••••.•• Vehicle Testing •.•••.••.••.•.•.••.••• . . . . . . . TEST RESULTS and DISCUSSION •••••••••••.•••••••••. Engine Performance Results ••...••••.•••....••. Cylinder Disablement and Reactivation •••••••••••• Engine Vibration ••••••••.•..••.••••.••...••••• Vehicle Test Results ......................... .

CONCLUSIONS ••.•..•••.•••••••••••..•...••••......• Expanding the "HEKTOR" CSo System ••••••••••••••••

REFERENCES •. ......................... . . . . . . . . . . . . . . . . . . . . . . . FIGURES . .•.••.••••.•••••.•. .................. 41 -

APPENDICES:

APPX. I. Formulae . •••...••••.....•••••.••.....•.•.•••. Auto Spectral Density................... . ..

APPX. II. "The Application of a Microprocessor to Engine Cylinder Disablement• A Paper presented to XX FISITA Congress

14 14 14 15 17 18 19 19 20 21

22 22 25 26 30

33 35

38

lll

112 113

on 6- 11 May 1984 GGL/JH/AM •••••••••••••••••• 114

APPX. III. Bosch L-Jetronic Fuel Injection System -Principle of Operation ••••••••.••••..•••....••.

APPX. IV. Product Specification of TOSHIBA TMP8085A and Am8155/Am8156 •.•...•..•••.•..••••...••••.•••••.

125

133

Page No.

APPX. V. "HEKTOR" Microprocessor Development System -Software ••.••..••.••••.•••••.•••.....••••.•.•••. 164

APPX. VI. Specification and Calibration of Pressure Transducer ..•.......••••••••••.•..••..•.•••••.•. 175

APPX. VII. Specification and Calibration of Vibration Accelerometer .•••.•••••••••••••.•.•.••••.••••••. 179

1.1 NTRODUCT ION

1

INTRODUCTION

The spark ignition engine, as fitted to the vast majority of passenger vehicles today, has enjoyed over eighty years of continuous development. The principle of operation of the engine has not changed in that time, implementing the Otto Cycle to the best of its ability. Advances in the field of materials technology, and a better understanding of the processes taking place inside the combustion chamber, have pushed the power output/ displacement ratio to increasingly higher limits. As a result, today's top Fl racing engines with the aid of forced induction and high octane fuels, can deliver almost 1000 bhp from just 1.5 litres under race qualifying conditions.

With passenger vehicles however, ease of manufacture, cost, fuel economy and reliability are the key factors in the design of an engine for the volume market. In particular, the increasing awareness of the value of the remaining oil reserves of this planet both in economic and social terms, highlighted by the oil price crisis of the early '70s, has urged motor manufacturers to design and produce engines that deliver the required power to give acceptable performance, while at the same time be very efficient in the way they use fuel under all driving conditions.

This drive to make the spark ignition engine more fuel efficient has resulted in major developments in all areas of engine construction and operation, and these can be categorised as follows:

(i) Improvements in Mechanical Efficiency

eg. Low friction lubricants and bearings, lighter internal moving parts, specially coated friction surfaces etc.

(ii) Improvements in Thermodynamic Efficiency

eg. High compression, better combustion chamber design, lean-burn engines etc.

(iii) Electronic Engine Management Systems

eg. Microprocessor based control of all engine systems for precise metering of fuel and ignition, under all conditions.

(iv) Alternative Fuels

eg. LPG, alcoholes, NG, LNG, hydrogen.

(v) Modular Engines

eg. Variable displacement engines, Cylinder disablement.

The work described in improving the fuel cylinder disablement.

CYLINDER DISABLEMENT

this Thesis concerns this economy of engines, and

2

last means of in particular,

Cylinder disablement, or Cylinder Shut-off (CSo) as is commonly referred to, is a concept that has existed since the early days of the motor car. It is based on the fact that the full power of the engine in a vehicle is needed only on relatively rare occasions such as hill climbing, full throttle accelerations and overtaking. For most of its life the passenger vehicle operates in the part load and idle conditions, particularly so if the engine capacity is large and delivers adequate torque at small throttle openings.

The spark ignition engine has achieved dominance worldwide as a drive unit for passenger. cars over the diesel because of its high power to displacement, volume and weight ratios, higher maximum speed, smooth and low-noise operation, and low cost per unit of power output. The thermodynamic efficiencies of both engines at maximum power are comparable, however, the efficiency of the S. I. engine reduces more rapidly at part load and transient conditions(!).~

The reason for this is the method of controlling the power output of the s. I. engine, namely by varying the quantity of air/fuel mixture by means of a throttle. Consequently, at part loads and idle the engine operates with very low inlet manifold pressures incurring high losses and low efficiency associated with the gas cycle. One possible solution is to deactivate some of the cylinders, the number of active cylinders being adapted to the performance requirements of the engine, and thus operating at optimum efficiency.

This concept was utilised as early as 1916 on the Enger Twin-Unit Twelve, an American touring car powered by an overhead-valve V-12 engine(2). A large lever on the steering column operated a system of linkage and earns, blocking open the exhaust valves on one bank and shutting off the fuel supply to the cylinders of that bank. However, the low cost of fuel at that time made the economy gains seem insignificant with this complex system, and the Enger Motor Car Company ceased operations in 1917.

The principle of CSo can be implemented in various ways depending on the configuration of the engine, available space, and the complexity and cost involved. Past and present systems can essentially be split into three main categories:

(i) Power Unit Disablement

~ Numbers in parentheses indicate references at end of Thesis.

3

(ii) Valve Shut-off

(iii) Fuel "

Power unit disablement involves parallel operation of primary and auxiliary power units coupled together. With complete disengagement of the aux. power unit under part load, friction and pumping losses in that unit are avpided. This concept, although taking the principle of CSo to its full extent, has the major disadvantage of complexity, and hence cost of the coupling and synchroni~ation of the two engines and transmission control. ·

The disablement of inlet and/or exhaust valves constitutes a more realistic approach to CSo. This is generally acc~mplished by electromechanically, or hydraulically isolating the valves from the camshaft while in the 'closed' position. This restricts the pumping work to the active cylinders, while at the same time it results in the general dethrottling of the engine at part load and hence better efficiency.

Fuel shut-off represents the simplest method of CSo, involving purely engine-based measures of stopping fuel to the deactivated cylinders and specific adaptation of engine controls. It is performed with electronic fuel injection systems via a corresponding control of the injectors, and with mechanical systems through additional valves between fuel pump and injectors.

In the cases of both valve and fuel shut-off the effective dethrottling of the engine is achieved through separate control of the main, or additional throttles by mechanical means, such as a camplate on the throttle linkage, or electrically by the use of a stepper motor. In all cases a microprocessor is used to control the cylinder deactivation sequences and to intervene in the engine controls so as to provide smooth delivery of power under all conditions.

2. LITERATURE SURVEY

6

CYLINDER DISABLEMENT SYSTEMS

over the last decade there has been a revived interest in the subject of cylinder disablement as a means of increasing the fuel economy of existing s. I. engines. Vi~tually every major car manufacturer has looked at the possibility of adapting

· current engines in their model range to run on fewer cylinders by devising additional or, in some cases new engine control systems. In many cases this has been done "to the larger capacity engines, where the benefits of CSo are more apparent. The principle has been applied to most engine configuration~ from a large V-16 diesel engine of 50 litres displacement from Cummins, which idles on eight cylinders ( 3) 1 to the small Suzuki SSC three-cylinder two-stroke unit of 0.539 litres, which operates on two cylinders at light load conditions(4).

When cylinders are deactivated on a s. I. engine it is desirable to retain even spacing between firing intervals, in order to maintain a smooth delivery of torque over the complete cycle of the engine. Figure 1 shows the positions of deactivated cylinders on various engine configurations, based on the firing order of those engines. Cylinder disablement therefore, is favoured with multi-cylinder engines, particularly those of the V-configuration.

When CSo is accomplished by deactivating the inlet and exhaust valves of an engine the pumping losses incurred are minimised. In each deactivated cylinder the unchanged charge is merely compressed and expanded by the action of the piston, with the only energy consumed directed to normal frictional losses and compression heat lost through the cylinder walls. In addition, cooling of that cylinder is minimised, with shorter subsequent reactivation time and lower emissions of unburned hydrocarbons.

Figure 2 shows a valve disablement mechanism developed by the Eaten Corporation(S) and installed in the GM Cadillac 6.0 litre models in 1981(6). The mechanism consists of a solenoid acting on a blocker plate, and mounted on the rocker arm studs of the over-head valve pushrod engine, with one solenoid acting on both inlet and exhaust valves. In the 'active' mode, shown at left in Fig. 1, the selector body is prevented from mov~ng upward by contact between projection on the body and the blocking plate above it. The rocker arm fulcrum point is held down by the blocking plate and the body, and the valves operate as normal.

On activation of the selector, as shown at the right of Fig. 2. ., the blocking plate is rotated by the solenoid to align small openings in the plate with corresponding projections on the body. As the rocker arm is raised by the pushrod, its fulcrum point is .moved to the tip of the valve stem as the body is no longer restrained by the blocker plate. The rocker arm pivots about the top of the valve stem, and the valve is effectively disabled.

7

The selector mechanism can only change operating mode during rest periods of both valves. When deactivation occurs therefore, a combustible charge is trapped and ignited but, since the valves are closed, following the power stroke the spent gases are prevented from escaping. For the following few strokes the piston re-compresses the burned gases, creating sharp pressure spikes in the cylinder. Due to blow-by past the piston rings, the (gauge) pressure inside the cylinder eventually reaches an equilibrium situation whereby pressures are positive during the compression and negative during expansion.

This CSo system uses inlet manifold pressure to sense the load requirements of the engine, via a manifold vacuum sensor whose signal, together with other signals relaying engine speed, throttle position, coolant temperature and transmission gear, is fed to an electronic control unit (ECU). The ECU then increases or decreases the number of active cylinders according to power demands, keeping the inlet manifold vacuum to between 2 and 12 ins. Hg. In this way, the V-8 engine can operate on 4, 5, 6, 7, or 8 cylinders, with the system automatically switching to 4-cylinder operation during idle. On the production version of this system however, the engine operated only in the 8, 6, or 4 cylinder mode, to avoid excessive vibration from too uneven firing intervals. In the 4-cylinder mode, the engine behaves like a 90-deg. V-4, with no inherent imbalance In the 6-cylinder mode however, it operates as a 90-deg. V-6, which has inherent imbalance in the form of a secondary rocking couple. Consequently,the engine mounting system was redesigned to dampen the·se secondary vibrations effectively.

The above system was fitted by Eaten Corp. in a 1977 Mercury V-8 / engined experimental vehicle, with no changes made to the carburetion or E.G.R systems. The vehicle returned fuel economy improvements ranging from 10-15% during light acceleration/ Highway cruise to over 40% at idle conditions, with lower levels of HC and CO emissions, but higher levels of NOx. The production version on the Cadillac also claimed similar improvements.

The Mitsubishi Motor Corporation also introduced a vehicle in 1982 which incorporated CSo by valve disablement, applied to their 1.4 litre in-line four cylinder engine in the Mirage model(7). A microprocessor unit controls engine operation between two and four cylinders, according to signals from sensors for inlet manifold pressure, gear in use, coolant temperature, engine speed, and vehicle road speed. Figure 3 shows the principle of operation and an outline of the system.

Small hydraulic cylinders built in the rocker arms actuate small forked plates controlling spring-loaded plungers which act on the valve stem. Under normal operation the plunger is held rigidly by the plate, and the valve can be opened by the action of the rocker arm. When the cylinder is disabled, oil pressure pushes the fork so as to enable the plunger to pass through it. As a result, the valve remains closed while the plunger moves in

8

the rocker arm. With this system installed , improvements in fuel economy of 25% over the Japanese 10-mode city cycle, and 15~ at constant 60 km/h are reported.

Intake and exhaust valve control using an on-board computer was applied to a 5.8 litre Ford V-8 vehicle, whose engine management systems were recalibrated to enable the engine to operate on the most efficient number of cylinders under all conditions(8). Again, the valve disablement system developed was similar to the Eaten system, allowing the engine to work on eight cylinders (hard acceleration), to zero cylinders under deceleration. Emission levels during transition periods between four and eight cylinder operation, under three different load conditions, showed an overall decrease in HC, CO and NOx levels in CSo mode under idle and light load conditions, with NOx increasing slightly under higher loads, as shown in Figure 4. A spike on the HC levels was also recorded as the engine was switched from four to eight cylinders, the severity of which was counteracted by the subsequent lower overall levels.

Research at the Institute of Vocational Training in Japan also showed that significant fuel economy gains are available at part load with valve deactivation, on a 6-cylinder s. I. engine(9). In particular, the power for activating the inlet and exhaust valves, and the pumping power for the inlet were measured and the results related to the decrease in fuel consumption by valve disablement. Simple fuel cut-off was also compared with valve disablement, and was found to be nearly as effective, as shown in Figure 5. It was also reported that idling on three cylinders decreased the level of vibration from the engine, thought to be due to the apparent volume increase of the inlet manifold for the active cylinders, adding to the slight increase in volumetric efficiency by the wider throttle opening required to maintain idle speed in the 3-cylinder mode.

Valve disablement, and also fuel shut-off, were tested on a Mercedes 5.0 litre V-8 engine equipped with electronic fuel injection(lO, 11). This application featured .a throttle compensation system whereby the relationship between the accelerator pedal angle, indicative of load requirement, and the angle of the throttle valve was governed by an electronic unit controlling a stepper motor. In this way, the throttle valve angle was adapted to the engine conditions, using engine speed as a parameter, as shown in Figure 6. The ECU also received signals from a number of sensors monitoring such engine parameters as speed, temperature and gear selected, activating the optimum number of cylinders between eight, six and four. Fuel consumption .tests at idle, constant speed and urban driving, with both valve and fuel shut-off, resulted in the economy gains shown in Figure 7. In addition, reductions of approximately 30% in fuel consumption were achieve.d over the European 04 City Cycle.

9

The multi-displacement concept can be applied using valve disablement, or fuel cut-off. Due to the complexity , and the relatively small additional economy gains available by the former, the Ford ~otor eo. chose the latter method in applying CSo to their 2.8 litre V-6 engine(l2). The engine, equipped with Bosch L-Jetronic fuel injection, supplemented by Ford's own EEC IV engine management system, was essentially divided into two banks, each constituting a separate engine. The right bank, engine 1; operated full time, while the left bank, engine 2, came into operation at higher load demands.

Two separate inlet manifolds were used, each with its own intake on a twin-throttle body. It is here that this application of CSo is of importance, for the two throttle valves are controlled by a common camplate which is connected to the accelerator pedal. In this way the delivery of power from each engine is controlled automatically to provide smooth transition between three and six cylinder operation. Figure 8 shows the installation of the camp late.

As the accelerator pedal is depressed the camplate rotates, it opens the full-time engine 1 throttle up to an angle of 43 deg., corresponding to a camplate angle of 37 deg. At this point the engine 1 throttle begins to close as engine 2 throttle begins to open. At 67 deg. camplate rotation the two throttles are fully synchroni%ed, and the engine behaves as a six-cylinder. This throttle valve relationship is illustrated in Figure 9.

The intake system for each engine was designed for optimum performance in the operating range of that engine. The engine management system controls all engine functions, including fuel injection to each cylinder, engine changeover and idle speed. With this system, separate ignition characteristics are provided for each engine, to ensure operation at peak efficiency. On the three-cylinder mode the throttle valve of the disabled engine is held open by a solenoid, so as to minimise pumping losses. When the throttle is closed and the vehicle decelerating, fuel cut-off takes place until engine speed drops to 1100 rpm, when engine 1 is switched on and the engine idles oq three-cylinders. The idle speed in this case is slightly higher than normal, at 900 rpm.

It is reported that, despite the sophisticated control of this engine, it is essentially a three-cylinder engine under CSo mode •. The effect on torque output, shown in Figure 10, caused certain excitations on the driveline of the test vehicle, calling for further research in the NVH aspect of the installation. However, fuel consumption gains experienced with this system, coupled with reasonable emission levels over the Euro 04 Cycle-shown in Figures 11 and 12 respectively, make this

.CSo system a future production possibility.

•

10

Another major motor manufacturer to use fuel cut-off for cylinder disablement is Alfa Romeo, with their 2.0 litre fuel injected engine(l3, 14j. In disablement mode, periodic switching occurs every 200 crankshaft revolutions between paired cylinders 1,4 and 2,3. This gives an even 360 deg. rotation between firing strokes, on the 4-cylinder engine. CSo is controlled by Alfa's Electronic Control Module (ECM), which also controls ignition timing. An outline of the system is shown in Figure 13.

Inputs to the EMC are from sensors for engine speed, throttle valve angle, and water, oil and air temperature. Four cylinder operation is maintained above 3,800 rpm and/or throttle angles beyond 40 deg. Engines equipped with this dual-mode system were fitted on a number of taxi cars, which reported fuel economy gains between 16% and 18%, compared with the standard-engined vehicles.

When cylinders are deactivated for a long period of time, the subsequent cooling, and possible oil accumulation in the combustion chamber tends to make reactivation of those cylinders a relatively slow process, with detrimental effects on both driveability and emissions in the form of unburned hydrocarbons. One way of minimising this effect is by cycling of the disabled cylinders, as in the dual-mode system described above. The BMW Motor Company however devised a system whereby the exhaust gases from the active cylinders are directed to the i~lets of the disabled ones, in their 323i 6-cylinder engine fitted with CSo(l5, 16).

The inlet manifolds of the front and rear 3-cylinder groups of the in-line engine are split, with separate throttles. Fuel injection and ignition is controlled separately by the BMW Motronic computer for each group of cylinders. In addition, the synchronisation of the two throttles is also automatic, for smooth power delivery under CSo. When three cylinders are disabled, exhaust gases bypass the throttle in the internally split manifold, and are used to fill the inactive cylinders. Apart from outside air, exhaust gases are particularly suitable for this purpose since, with increased throughput, their low density also reduces the pumping work of the disabled cylinders. Figure 14 shows the principle of this system. Fuel savings of up to 25% in the European 04 City Cycle test are reported with this system, with the vehicle operating on the three-cylinder mode for 85% of the time, under normal driving.

The same principle of exhaust gas recirculation, combin~d with cylinder disablement was one of the features shown in the Toyota FX-1 concept vehicle in 1984. A twin- turbocharged 24-valve six cylinder engine was equipped with the Company's Modulated Displacement System (MDS), which redirected exhaust gases to the three inactive cylinders, under _fuel cut-off CSo. With this engine, Figure 15, fuel gains of more than 10% were obtained over the Japan 10 Mode emission test procedure.

11

The principle of "dividing a large capacity engine into two smaller capacity ones, both operating at higher, and hence more efficient, loads than normal was also adopted by Porsche in their experimental V-8 engine(l7). The 4.6 litre engine was split into two V-4. engines with separate inlet and exhaust systems, with cylinders 1-4-6-7 operating all the time, Figure 16.

This arrangement offers the advantage of each crank pin carrying one working and one non working cylinder, under CSo. This, while it provides for even firing intervals it also ensures even heat distribution along the engine under disablement mode. The fuel injection system is Bosch L-Jetronic utili~ing twin airflow meters, one for each separate inlet manifold, with its own throttle. The synchroni~ation of the twin throttles was accomplished by a camplate system, similar to that used by Ford in the 3 x 6 Engine. For engine 1 to operate efficiently at low engine speeds and engine 2 at the higher speed range of the engine, the two intake manifolds were designed accordingly, with longer inlet tracts for engine 1 resulting in more torque at low rpm. By differentiating valve lift curves, valve sizes and exhaust pipe configuration for each engine, this resulted in an engine that operates at virtually peak efficiency throughout its speed range.

·In order for a CSo system to be viable, it has to offer, in addition to worthwhile fuel economy gains, acceptable emission levels for compliance with legislation in the market it is aimed for. In principle, the reduced exhaust gas volume from the engine under disablement, assuming constant exhaust quality, should relate to a corresponding decrease in pollutants. In practise however, increased levels of certain pollutants, such as NOx due to higher load operation and HC during reactivation of cut-off cylinders, have to be dealt with using additional measures. In the Porsche application these measures take the form of separate fuelling and ignition for each engine, and using the air throughput from the deactivated part of the engine to aid oxidisation of CO and the burning of residual HC in the exhaust, similar to an airpump system. For catalyst application the Company devised a twin-catalyst system, shown in Figure 16, each catalyst being fed with the exhaust from one engine. With this arrangement, during four-cylinder operation the exhaust gas from engine 1 is purified twice, with catalyst A in conjunction with the oxygen sensor acting as a 'three-way catalyst'. The system is adjusted so that catalyst A converts mainly NOx emissions, the remaining HC and CO emissions, together with air from engine 2 being post-oxidi~ed in catalyst 2. At the same time, the hot gas from engine 1 preheats oxygen sensor B and catalyst B, prior to activation of sensor B on switchi~g over from four to eight cylinder operation. In this way, a Porsche 928 vehicle fitted with such a system was able to comply with the 1980 Federal Emission Legislation, while returning a 23% fuel economy gain during the CVS City Cycle, with a 15% improvement in the Highway Test.

12

Finally, cylinder disablement has also been applied to the famous Jaguar V-12 engine, first by the Company and currently by an independent engineering concern(l8). Taking advantage of the firing order of the V-12 -see Figure 1, one bank of cylinders is shut-off by deactivating those injectors. At the same time, the add-on control unit opens the throttle of that bank to minimise pumping losses and oil pull-over. Other refinements of this system include the widening of the initial injector pulses on reactivation of the disabled bank of cylinders, in order to give the cooler cylinders a rich mixture start, returning to normal injection timing soon after. The vacuum signal to the automatic gearbox is also regulated under CSo, to provoke early upchange points which would otherwise be occuring on light throttle with 12-cylinder operation.

One disadvantage with this system is the absence of automatic CSo control, the 6 or 12-cylinder running being selected by the driver via a foot switch. However, significant reductions in fuel consumption are reported with constant 6-cylinder operation,. as shown in Figure 17.

From the work covered so far, it is clear that considerable gains in fuel economy are offered by the application of CSo on production s. I. engines. The concept of cylinder disablement can be implemented to its full extent by redesigning existing powerplants to operate constantly under higher, and hence more efficient loads. In addition, emission levels can be reduced by refining CSo control, and designing exhaust catalyst systems to take advantage of the increased throughput of air from the deactivated cylinders. Although systems of varying complexity have been devised to minimise the pumping losses of an engine with disabled cylinders, the application of even simple fuel cut-off, where one injector per cylinder is provided, can reduce the fuel consumption at part-load quite effectively.

The research programme covered in this Thesis was initiated by the author while undergoing Industrial Training at JAGUAR CARS Ltd., in the final year of the Automotive Engineering and Design course at L.U.T. During that period it was suggested to the Co~pany that the final year project for the course could take the form of an investigation into cylinder disablement of the Company's 6 cylinder fuel injected engine, as a variation on earlier work on the V-12 engine, as mentioned above. As a result, on completion of the four-year course, it was also decided to continue the research on a part-time basis.

Consequently, and further to previous work covered in the Final Year Project Report by the author( academic year 1980-1981), the following objectives were set for the continuation of the work:

13

OBJECTIVES OF THIS RESEARCH

At the beginning of the research work, the following objectives were set:

(i) To establish a microprocessor-based system to enable selective cylinder disablement, via fuel shut-off, on an electronically fuel injected six cylinder s. I. engine.

(ii) To carry out tests, using the system, to establish the gains in fuel economy attainable with CSo.

(iii) To investigate the disablement as a means of the power unit on its mounts.

possibility of sequential cyl. reducing vibration amplitude of

The investigation was carried out at. the Transport Technology Department of Loughborough University of Technology, on an engine supplied by the Emission Control Development Department of JAGUAR CARS Ltd., Browns Lane Plant, Coventry. The research has taken the form of part-time attendance at L.U.T. with some of the work carried out at JAGUAR CARS Ltd., over the period January 1982 to December 1984.

The results of testing during that period, together with conclusions drawn and recommendations concerning further investigation are included in this Thesis. In addition, a paper was written on the subject, titled "The Application of a Microprocessor to Engine Cylinder Disablement" by Dr. G. G. Lucas, J. Hughes and A. Manias for the XX FISITA Congress in Vienna (6-11 May 1984), presented by Mr. Hughes and included in Appendix II.

3. EQUIPMENT AND TEST PROCEDURES

14

ENGINE

The engine used for this investigation is the Jaguar 6-cylinder XK6 unit, similar to that introduced in the XK120 Model in 1948. Through the years the basic design has remained largely unchanged, the engine used being of the following specification:

Number of cylinders 6 in-line

Bore 92.07 mm

Stroke 106 mm

Cubic capacity 4235 cc

Compression ratio 7.8:1

Ignition timing 14 deg. btdc. at idle

Firing order 1,5,3,6,2 1 4 No.l at rear

The engine is of cast iron block construction, with al uminium alloy cylinder head and twin chain-driven overhead camshafts, acting directly on the inlet and exhaust valves. The test engine was fitted with a five-speed manual gearbox, with direct fourth and overdrive top gear ratios. Fuelling was by Bosch L-Jetronic electronic fuel injection, of the moving-flap ai.r meter type, with conventional electronic ignition and throttle edge vacuum advance by Lucas distributor.

The fuel injection system is described in detail in Appendix III.

DYNAMOMETER INSTALLATION

The engine and gearbox were installed on a test bed equipped with an eddy current dynamometer of the following specification:

Dynamometer 'Heenan-Dynamatic' Mkii

Maximum Volts 90 V de.

Maximum Amps 8 A

Maximum bhp 300 at 6000 rpm.

A 'total loss' water cooling system was provided, and a Plint fuel measuring rig used to monitor fuel consumption, as shown in Figure 18. The re-routing of the fuel line from the injection pump to the fuel rail through the cooling water of the test bed was a necessary modification to cure fuel vapour-lock problems encountered during extensive engine testing, caused by high fuel temperatures.

15

Figure 19 shows the layout of the engine installation on the test bed, including the cylinder disablement control system and equipment for measuring and analysing engine vibration and cylinder pressures, as described below.

CYLINDER DISABLEMENT SYSTEM

The means of deactivating the injectors of individual cylinders took the form of opti-coupled silicon-controlled rectifiers (SCR), connected in series with the injectors. These act as electronic switches between each of the six injectors and the ECU. Figure 20 shows the circuitry involved, with side A being the control side, and side B connected in series with the injector power supply. These switches are convenient to use as they react very quickly allowing rapid switching of the injectors.

Optically Isolated S.C.R

Diode (side A) s.c.R (side B)

Max. Current 60 mA 300 mA (rms)

Max. Voltage 6 V 400 V

Isolation Voltage 1500 V

The operation of the SCR is based on the fact that the only time side B allows current through it-thus activating the injector on signal from the ECU- is when there is a current flowing through side A. Once ·activated, side B remains conductive as long as there is a current flowing through it. It follows therefore, that by providing a controlled signal to side A, and by having one SCR per injectorj cylinder disablement could be effected.

Initially, during the Final Year Project period of this work the control of the SCRs was achieved by a Hewlett Packard 21148 general purpose minicomputer, permitting interfacing with real­time devices. This system is shown in Figure 21, and proved adequate for initial work on CSo. For this investigation however, it was deemed necessary to utilise the flexibility, cost and space advantages offered by a modern microprocessor based controlled system for the disablement of cylinders, also being nearer to the concept of a production unit capable of installation in a vehicle.

The basis of the CSo system development system, forming "Microprocessor Course for

became therefore a microprocessor part of the OPEN UNIVERSITY

Engineers", a self-teaching course

undertaken in the early part of this research, knowledge in the field of microprocessor systems in Assembly Language, and second to enable development board supplied in implementing CSo.

16

first to gain and pr9gramming the use of the

The development board, termed "HEKTOR", is based on the Toshiba TMP8085A new generation 8-bit parallel central processing unit, the product specification of which is detailed in Appendix IV. For programming there is 4K RAM available on the standard board, extended by 0.25 K of RAM with a specially designed and built interface board based on the · Am8156 RAM and Input/Output chips (see Appendix IV), enabling HEKTOR to communicate with the SCRs, and hence with the injectors on the engine. A monitor, tape recorder and a printer completed the main CSo control system, as shown in Figure 22.

The interface chip provides three I/0 ports A, B and c, of which port A is used for controlling the six SCRs. This control is achieved by the six least-significant bits of an 8-bit binary word output to the SCR. Using parallel connections between I/O port and SCR, word bit 0 represents 'injector-off', and bit 1 'injector-on•, for example:

Hex Binary Effect

3F 00111111 = All 6 cylinders active

38 00111000 = First 3 cylinders 1,2,3 disabled

In this way, consecutive words stored in the computer memory represent cyclic disablement sequences, each sequence output to the SCRs occuring on arrival of an interrupt signal from the engine. This signal is provided by a slotted disk and an opto-switch mounted on the crankshaft damper (see Figure 19), incurring an interrupt once every revolution of the engine crankshaft, with other interrupts provided manually via the keyboard.

Since the Bosch fuel injection allows for one fuel injection per revolution of the engine, with all six injectors firing simultaneously and therefore delivering half the required amount of fuel (see Appendix III), it follows that for the disablement of a~ injector over the complete thermodynamic cycle of the engine- two revolutions of the crankshaft, a particular CSo sequence must be output twice consecutively. This was a result of obtaining an interrupt signal from the crankshaft, a more convenient place with this engine than the distributor or camshaft drives, either of which would give one interrupt signal per thermodynamic cycle. This was accepted for simplicity of the equipment, and is easily ca·tered for by extra sequences in the memory.

17

The software for the CSo system was written in 8085 Assembler Language, and it was designed to allow the operator to input disablement sequences in direct binary form as described above, with the last six bits entered representing cylinders 'on' and 'off'. This input is converted to hexadecimal form and stored in memory for later retrieval and output to the SCRs, on command from the system. The process can also be reversed, with the program converting hex. to binary form, and displaying it as such on the monitor for inspection/alteration of the sequences. Although provision was made for an input from the throttle, representing load demand via throttle angle and utilising the

A/D converter, limitations in HEKTOR's RAM capacity did not allow this to be implemented. Instead, the selection of CSo sequences was accomplished from the keyboard, by reading the voltage output from a throttle pot indicating throttle position. The cylinder disablement program and flowchart are shown in Figures 23 and 24 respectively, with a detailed description of the software given in Appendix V.

CYLINDER PRESSURE MEASUREMENT

In order to obtain information on the changes in cylinder pressures under different engine operating conditions, a KISTLER quartz type miniature pressure transducer was mounted on the cylinder head, communicating with the combustion chamber of cylinder No. 1 at the rear of the engine.

KISTLER Pressure Transducer

Measuring range 0 to 250 bar

Maximum pressure 350 bar

Sensitivity 14 pC/bar

Operating temperature range -80 to 350 deg. C

(A complete specification and calibration is given in Appendix VI).

The signal from the pressure transducer was put through a KISTLER Type 5007 charge amplifier, and then passed through a A/D converter and stored in a LSI 11/23 microcomputer, for subsequent transfer to a PDP 11/34 minicomputer for analysis, as shown in Figure 19. This data logging system was set up by a research assistant also working on the project, Mr. J. Hughes, primarily for obtaining data on cylinder pressure waveforms in conjunction with an engine vibration simulation program written to predict engine vibration output, under CSo operation (see FISITA Paper in Appendix II).

18

The pressure inside the cylinder provided an excellent means of determining the effectiveness of injector deactivation as a way of disabling a cylinder, when observed against time and engine revolutions, and this was achieved by analysing the time-domain pressure characteristics, in a way similar to the vibration analysis method described below.

ENGINE VIBRATION MEASUREMENT

A means of comparing the effects of different disablement sequences on the engine vibration was required, and to this end a D.J.BIRCHALL konic general purpose accelerometer was used, mounted on the side of the cylinder head near the front of the engine and forward of the engine mounts, in a plane giving near maximum vibration amplitudes in yaw and roll, the most important factors in engine vibration isolation.

D.J.BIRCHALL A/20/T Accelerometer

Charge mode Konic

Charge sensitivity 28 pC/g

Temperature range -55 to 300 deg. C

Max. continuous sine accel. 1000 g

(The specification and calibration sheets are given in Appendix VII).

The accelerometer signal was amplified with a UNHOLTZ-DICKIE D22 Series Special Vibration Analysis charge amplifier, and then recorded with a SANGAMO 3500 tape recorder on 1 ins. magnetic tape. A calibration signal from a BRUEL.KJ/ER Type 4921 Accelerometer Calibrator was always recorded at the beginning of each session, the complete recording then passed through anti-alising filters and a A/D converter for input to the PDP 11/34 minicomputer.

Once in the computer, the vibration data were analysed using an available Frequency Analysis software package called 'DATS'. This package, in addition to offering sophisticated graphics facilities for displaying and plotting the data, it included a 'Auto Spectral Density' module (ASD) which was used for representing the vibration data in terms of amplitude with frequency. Figure 25 outlines the general procedure followed in logging and analysing vibration data. A number of problems were encountered in this area, mainly concerning charge amp drift characteristics causing a distortion of the mean amplitude value which should of course be zero. This necessitated correction of the mean value of the data files before display of the 'raw' vibration signal and subsequent ASD analysis.

19

TESTING PROCEDURES

Engine Performance

The nominal performance figures for the Jaguar XK4.2 Litre engine are given as:

Maximum Power

Maximum Torque

153 kW (205 bhp) at 5000 rpm

321 Nm (237 lbft) at 3750 rpm

Since cylinder disablement benefits lie within the idle to maximum torque speed range, the engine was tested at idle, 750 rpm, and between 1000 rpm and 4000 rpm. Standard engine ·testing procedures were followed, measuring the following parameters at constant engine speeds:

-Dynamometer Load

-Inlet Manifold Pressure

-Time taken for a given ammount of fuel to be consumed

w in lbs.

in mmHg.

t in sec.

The above procedure was repeated at 250 rpm increments and values for power, torque, brake mean effective pressure, and brake specific fuel consumption were calculated using the formulae detailed in Appendix I. The results were plotted to produce complete engine performance maps, both under normal 6-cylinder and CSo modes. A program was written to assist with the calculations, Figure 26, and the data for the engine performance maps were generated with a mainframe program developed at Jaguar Cars for the interpolation and cross-ploting of such data.

The road load curves superimposed on the maps represent the vehicle power requirements at steady speeds, and were obtained from the Road Load Data shown in Figure 27, for the Jaguar model fitted with this engine. From this information the load curves shown in Figure 28 were compiled, and include the corresponding dynamometer loads in both direct fourth and overdrive fifth gear ratios, only the former being used in the engine tests.

The engine performance was checked periodically on the test bed, and any necessary adjustments, including routine servicing, were carried out following Jaguar-specified procedures.

20

Cylinder Pressure and Vibration

Channels 1 and 2 on the SANGAMO 3500 recorder were record the accelerometer and pressure transducer respectively, with voice channel A used for notation The signals were monitored at all times using a storage oscilloscope, the recording procedure being as

used to outputs

purposes. 4-channel follows:

(i) Warm up equipment before data acquisition

(ii) Transducer sensitivities set on the charge amplifiers according to calibration curves-this was checked with the accelerometer using a calibrator.

(iii) All connections Freon gas-sprayed, to minimise drift.

(iv) Charge amp. time constant set to 'Long', giving minimum drift, and amp. set to 'Reset' mode when not sampling.

(v) With the tape recording the charge amps. were set in 'Operate' mode for data sampling, and the recording played back and checked for attenuation errors, with any necessary adjustments to recorder gain and zero controls made.

(vi) A calibration signal consisting of a pure sine wave of lOO Hz and +/- 1 V peak amplitude was recorded at the beginning of each recording, and used as a baseline for any corrections necessary when later analysing the signals on the computer.

(vii) Finally, the transducer signals were recorded and notes made of all equipment settings.

Pressure and vibration data were thus obtained under the following conditions:

a) Engine vibration at constant 45 kph and 80 kph, giving engine speeds of 1220 rpm and 2180 rpm in direct fourth gear and overdrive respectively, and at road load conditions with the engine operating on:

6 cylinders 5 : 4 . . 3 : 2 :

The results provided a means levels of the major harmonics cruising speeds, and the engine

( No. 1 off) ( No. 1,6 off) ( No. 1,2,3 off) ( No. 1,2,5,6 off)

of comparing vibration amplitude at two representative vehicle under all CSo modes.

21

b) Cylinder pressures were obtained at various engine speeds and loads, within the operating range of CSo b~tween idle and 4000 rpm, light to medium 6-cylinder loads, in order to study the following:

( i) Cyclic variation in. peak cylinder pressures

(ii) Behaviour of a cylinder when its injector is deactivated and then reinstated.

Vehicle Testing

A Jaguar vehicle with an engine specification similar to the engine on the test bed was tested at the Emission Control Department of JAGUAR CARS Ltd., Coventry. The vehicle was fitted with a means of disabling the injectors on the engine, enabling operation on any combination of cylinders.

The test procedure followed was the standard European04-Cycle Test, consisting of four identical consecutive driving cycles, as shown in Figure 29, with exhaust emission levels and fuel consumption recorded. The Test ·has two phases, one comprising of the combined results of the first and second cycles, and the other of the last two cycles, giving Bag 1 and Bag 2 emission and fuel consumption results. Normally the vehicle would be tested from a 'cold-start' condition, having been heat-soaked overnight at a controlled ambient of 25 deg. c. In this case however, it was required to compare results with the engine operating under first, all six cylinders, and then with cylinder cut-off in operation.

The test vehicle therefore was first fully warmed up on the rolling road, and then put through the Euro Test, running on all six cylinders for the first Bag, and on 3-cylinders(1,2,3) at idle and cruises, and 4-cylinders(1,2,5,6) for the accelerations in the driving Cycles, in the second Bag. The idle speed of the

. e~gine on 3-cylinders was maintained the same as for the 6-cyl. mode, at 750 rpm,, by bypassing the extra-air valve( see Appendix III) with a controll~d air bleed.

While the vehicle was fitted with CSo the opportunity was taken to assess the driveability under both steady-state and transient (acceleration) conditions on the road. The results and conclusions of these tests are included in the following Sections of the Thesis.

4. TEST RESULTS AND DISCUSSION

22

ENGINE PERFORMANCE RESULTS

The engine was tested following the procedures outlined earlier, and baseline 6-cylinder results obtained, followed by results with cylinder disablement applied by statically deactivating a number of cylinders from one to four, their positions determined according to the firing order of the engine so as to give as evenly spaced firing intervals as possible.

Figures 30 to 34 show the fuel consumption loops obtained, and by combining them with the full load torque curves the engine performance maps shown in Figures 35 to 39 were constructed, for the engine running on 6, 5, 4, 3 and 2 cylinders respectively.

The fuel economy advantages of CSo lie in the low-to-medium load areas of the operating range of the engine for the reasons discussed earlier, and this fact is clearly shown by comparing brake specific fuel consumption values in those areas with the engine operating under different modes of CSo. Further testing at these high b.s.f.c. gradients, under constant speed vehicle road load conditions (see Figure 27), yielded the following results :

ENGINE OPERATING VEHICLE SPEED km/hr.

MODE 50 60 70 80 90 lOO llO

6-cyl. b.s.f.c. 870 760 650 555 515 500 455

5-cyl. n 790 670 550 450 430 420 410

4-cyl. n 495 470 460 460 430 405 395

3-cyl. " 640 525 480 465 465 450 390

2-cyl. " 655 560 485 450 445 500

Note: b.s.f.c. values shown in g/kW hr.

From the figures above the fuel economy gains shown in Figure 40 are deduced, and the following points are apparent:

( i) Higher fuel consumption gains are available with CSo at low speeds and loads·.

( i i) As more cylinders are disabled the economy gains tend to decrease, with the exception of 5-cylinder operation.

(iii) With 5, 4 and 3-cylinder operation the decrease in economy gain is haulted at 85 to 100 km/hr, and in the case of 3-cylinders it is reversed above those vehicle speeds.

23

The first and second points follow from the basic principle of cylinder disablement in that the effect of dethrottling the engine, and hence increasing its efficiency, is greater at low speeds and loads where normally the 6-cylinder engine runs on very small throttle openings. At higher speeds and loads, corresponding to wider throttle angles, the gains in efficiency available by dethrottling the engine with CSo are reduced to a point where the remaining active cylinders approach maximum power conditions. The extra fuel enrichment required at these conditions diminishes any fuel consumption benefits offered by cylinder deactivation.

As more cylinders are disabled the power required to overcome frictional losses in the engine tends to remain the same(l, 10). As a result, the dethrottling effect of disabling too few cylinders, giving small increases in throttle angle, may be partly offset by the proportional increase of the power required as a percentage of that delivered by the remaining cylinders, to overcome those frictional losses. The power lost from the disabled cylinders would tend to amplify that effect, until enough cylinders were deactivated, the subsequent greater dethrottling effect overcoming the effect of relative increased frictional losses. This could explain the reason for the relatively low economy increases returned with only 1 cylinder disabled at low speeds, as shown by the 5-cylinder curve in Figure 40.

The reason mentioned principles III.:

for the variation in economy gains at higher speeds, in the final point, can be traced to the operational of the fuel injection system, detailed in Appendix

The air drawn in by the engine operating on all 6 cylinders passes through the air meter enabling the control unit of the injection system to calculate the optimum fuel requirements of the engine. When the injectors of some cylinders are deactivated the remaining active cylinders operate at a higher load, corresponding to a higher throughput of air through the air meter. Some of this air is drawn in by the inactive cylinders but the control unit calculates and delivers injector pulses as if all the cylinders are operating at the same load. However, if we assume that both active and disabled cylinders draw in the same volume of air per stroke, the calculated fuel requirement for each cylinder will be the same as the actual requirement since the injector pulse width is determined by the quantity of air drawn in per engine stroke. The active cylinders therefore will receive the correct ammount of fuel, while the ECU pulses to the injectors of the disabled cylinders will have no effect.

24

A similar argument applies to the ignition advance delivered by the distributor under CSo, with the disabled cylinders receiving the correct advance for the speed and inlet manifold vacuum they are operating at.

Having made the reasonable assumption of equal air flows through both active and disabled cylinders, it is clear that this is only an approximation since factors such as effective inlet manifold volume and exhaust pipe configuration will change the resonant qualities of the engine, as all cylinders share a common inlet manifold and exhaust system. As a result it is believed that at certain engine speeds, the application of CSo causes a slightly wrong air/fuel mixture to be calculated by the ECU. If the main reason is due to inlet and exhaust system resonance characteristics as stated, then the discrepancies will be. mor:e apparent near maximum torque engine speeds 1 as indeed is the case in Figure 40.

Tests were carried out with the engine at idle to determine economies attainable with CSo at this condition. The results, shown in Figure 41, showed gains ranging from 14% to over 100% in idling with 5 cylinders and 1 cylinder respectively. The high levels of engine vibration experienced with only 1 cylinder active however, make the latter gain unattainable in practice, the engine idling with the least vibration amplitudes in the 3-cylinder mode, with either cylinders 1,2,3 or 4,5,6 active.

The engine was also tested with cyclic cylinder disablement, the number of disabled cylinders remaining the same, but their positions being varied every few cycles of the engine. It was found that as the cycling frequency approached half the engine speed frequency, that is the thermodynamic cycle frequency of the engine, power output began to fall-off slightly and specific fuel consumption increased. This was found to be the result of some cylinders receiving half the required fuel and consequently. misfiring. The reason for this lies in the way the injectors are triggered (Appendix III). With the Bosch L-Jetronic injection, half the required fuel is delivered every revolution of the engine by all the injectors. With rapid CSo cycling therefore, some cylinders received half the required ammount of fuel on either deactivation or reactivation, the result of the fuel injection timing and cyclic CSo not being synchroni~ed on a cycle-to-cycle basis. If however, the cycling of cut-off cylinders was done after a few cycles were completed, it was found that the effect of this mis-timing was not apparent.

The position of the disabled cylinders was found to play a significant part in the Hydrocarbon emissions of the whole engine. For example, with the engine running on four cylinders, it was found that, out of the three possible CSo sequences based on the firing order, that is No.'s 1,6 or 2,5 or 3,4 cylinders

25

deactivated, the lowest overall HC levels were obtained with cylinders 3 and 4 disabled. This is thought to be due to the tendency of a disabled cylinder to draw-in fuel vapour present in the inlet manifold, this effect being more pronounced if the deactivated cylinders are surrounded by active cylinders than if they are next to each other. The small ammount of fuel thus entering the inactive cylinder is not enough to form a combustible mixture, and it results in unburned Hydrocarbons in the exhaust gases.

CYLINDER DISABLEMENT AND REACTIVATION

The pressures inside cylinder No. 1 were measured and recorded, as described in the previous Section, in order to study the behaviour of a cylinder when its injector is deactivated while the engine is running. In particular, it was desirable to investigate any delays that may occur in reactivating the cylinder following both short and prolonged periods of disablement, with the view of adjusting rapid cyclic disablement sequences accordingly, in addition to the effects of injection and CSo asynchronicity discussed above.

Figure 42 shows a typical cylinder pressure diagram obtained during low speed, light load conditions. The four phases of the thermodynamic cycle of the engine are clearly shown, with the induction stroke A, compression B, firing with flame front reaching the transducer at c, and finally exhaust stroke D. The reason for pressure peak C being lower than the compression pressure peak B is that by the time the combustion pressure wave reaches the transducer, which was positioned some distance from the spark plug, the cylinder pressure has been reduced due to the downward travel of the piston on its power stroke. With better cylinder filling at higher loads the pressure peak due to the combustion is far higher than that of the compression pressure, as shown in Figure 43.

With CSo operative, the cylinders of the engine would be deactivated under light to medium loads, in order to incur higher load operation of the remaining cylinders. Pressure diagrams were taken therefore under these conditions, at speeds ranging from low idle ( just over 600 rpm) to 3500 rpm, covering the operating range of CSo. The computer plots obtained are shown in Figures 44 to 50 for the deactivation of the cylinder, and Figures 51 to 57 for its reactivation under the sa~e engine speeds and loads.

First, from the deactivation diagrams it was found that when the injector of the cylinder was deactivated, that cylinder was disabled on the following, and subsequent power strokes, with no delay apparent under all speeds and loads tested. Second, on reactivation the cylinder appeared to fire normally on the next power stroke, following induction with the injector re-enabled.

26

Also, subsequent power strokes showed no greater cycle-to-cycle pressure variation than under normal operation. This would tend to indicate that cylin·der disablement by injector deactivation could be implemented with rapid cycling of the disabled cylinders, provided the· sequences are synchroni~ed with the fuel injection timing, as discussed earlier.

Finally, it was found that when the cylinder was inactive for prolonged periods, and at various engine speeds and loads, its reactivation was always instant. Under vehicle operation however, particularly with an engine which has covered high mileage, it is expected that oil pull-over by the disabled cylinder could cause spark plug fouling over repeated long periods of inactivity(l8), in addition to excessive cooling of the cylinder walls, and resulting in misfire on reactivation.

ENGINE VIBRATION

The accelerometer signal was analysed using the Auto Spectral Density (ASD) Function available with "DATS" on the PDP 11/34 computer in the Department. The program uses ensemble averaging of Fourier Transforms of overlapping sections of the input data to.compute the ASD of a real-time history (Appendix I). The ASD of a signal is the mean square value of the signal distributed as a function of frequency, the output being in Units~/ Hz. In this case, one Unit is equal to a lg level of acceleration.

The highest frequency of the first harmonic of the vibration from a 6 cylinder engine with a top speed of 6000 rpm is:

6000 1 ---- X - X 6 = 300 Hz.

60 2

The engine vibration frequency spectrum therefore was analysed in the 0 to 300 Hz range, with particular attention given to high amplitude-low frequency harmonics caused by cylinder deactivation, bearing in mind that the natural frequency of the Jaguar engine on its mounts is approximately 17 Hz.

The results of the frequency analyses are shown in the form of ASD diagrams in Figures 58 to 61, showing vibration levels at 1220 rpm-road load, and Figures 62 to 65 at 2180 rpm-road load, corresponding to actual vehicle speeds of 45 km/hr and 80 km/hr in direct 4th gear respectively, and with the engine under different CSo modes.

27

The mean square acceleration values can be thought of as proportional to displacement at those frequencies if the engine is treated as a simple mass suspended on springs. In order to compare vibration severity with various numbers of cylinders active, the m.s. acceleration levels of the major harmonics are square-rooted, and compared with the acceleration levels at those frequencies with normal·6-cylinder.operation. When this is done, the following results are obtained:

Engine Operating Order 1220 rpm, 45 km/hr. 2180 rpm, 80 km/hr of

Mode Harmonic g Hz g Hz

6-cylinders lst 2.8 60 3.0 108 2nd 1.4 120 1.5 216

5-cylinders lst 4.0 10 2.7 18 2nd 2.5 20 1.0 36

4-cylinders lst 9.4 20 2.1 36 2nd 2.8 40 1.0 72

3-cylinders lst 8.8 30 3.2 54 2nd 2.2 60 2.0 108

2- cylinders lst 10.0 20 5.2 36 2nd 5.3 40 1.7 72

From the acceleration levels shown it is clear that high amplitude harmonics are introduced at low frequencies even in the higher engine speed, when one cylinder is disabled. In this particular case, with the lst major harmonic at 18 Hz for 5-cylinders running at 2180 rpm, the frequency is very close to the natural frequency of the engine on its mounts, and this was apparent during testing to obtain vibration signals at that speed, with the engine amplitude increasing as the resonant speed was reached. In contrast, the engine mounts performed well at higher frequencies even when the acceleration levels were high, as is the case with 3-cylinder operation at 1220 rpm.

As a result therefore, of observing engine vibration and relating those observations to the figures above, it can be stated that the engine could be operated under CSo with minimum penalties in excessive vibration if the major harmonic frequencies could be kept away from the natural frequency range of the mounting system, say 15 to 20 Hz.

28

A relationship was found therefore, to deactivated cylinders at .any speed frequencies caused by CSo:

relate to the

the number of major harmonic

N Engine speed frequency = Hz N = rpm.

60

N N Engine cycle frequency = = Hz

60 X 2 120

For a 6 cylinder 4-stroke engine, . N N

Cylinder firing freq. = X 6 = Hz 60 X 2 20

For D = Number of deactivated cylinders,

N x D lst major harmonic freq. F = Hz for D = 1, 2, 3

120

Now, in the case of 4 cylinders disabled, a lower frequency harmonic is introduced because of the 2 firing cylinders, such that:

N x D 1 lst major harmonic freq. F = x -

120 2

N F = Hz for D = 4

60

Here, the case where 5 cylinders are disabled is considered impractical and is therefore ignored.

Using the information above it is possible to calculate the engine speed ranges, for each disablement mode, where the major harmonics occur between 15 and 20 Hz. This done with the position of the disabled cylinders arranged for even firing order intervals of the highest frequency, for example:

6-cylinder firing order

5-cylinders

4-cylinders or or

1 5 3 6 2 4

( a~y cylinder disabled)

15-6.2--53-24 1 - 3 6 - 4

29

3-cylinders 1 - 3 - 2 -or - 5 - 6 - 4

2-cylinders 1 6 or - - 3 4 or - 5 2 -

We have therefore,

5-cyl. active: N X 1

D = l = 15 Hz 120

Thus the lower engine speed limit is N~ = 1800 rpm.

N X 1 similarly, = 20 Hz so Nu= 2400 rpm.

120

4-cyl. active: D = 2, N•= 900 rpm.

and Nu= 1200 rpm.

3-cyl. active: D = 3, NL = 600 rpm.

and Nu= 800 rpm.

2-cyl. active: D = 2 (considering the lowest freq. harmonic) NL = 900 rpm.

and Nu= 1200 rpm.

Since the second order harmonics occur at twice the first order frequency, the lower engine speed values are reduced by half. Furthermore, assuming the lowest practical engine speed is 600 rpm ( low idle), and the maximum CSo operating engine speed is 3500 rpm, the operating ranges of CSo at various modes become:

5-cylinders range

4-cylinders ..

3-cylinders •

2-cylinders •

:

2400 to 3500 rpm.

1200 to 3500 rpm •

800 to 3500 rpm.

1200 to 3500 rpm •

It can ·be seen that the above results could be stored in the microprocessor memory of the CSo system, and the appropriate number of cylinders disabled at any given speed and load, for minimum excitation of the engine on its mounts.

30

VEHICLE TEST RESULTS

Figure 66 shows the Results Sheet from the hot European 04-Cycle Emission Test carried out on the vehicle. Bag 1 and Bag 2 tests were completed under identical conditions except with Bag 2 CSo was operating, the vehicle running on 3 cylinders at idle and the light-load cruises part of the driving cycles, and 4 cylinders during accelerations, as described in the last Section.

Of importance are the figures for the mass emissions levels per Bag tested, of Hydrocarbons, Oxides of Nitrogen, and Carbon Monoxide constituents, and of course the overall fuel consumption figures per Bag.

The results show that fuel consumption with CSo was decreased from 13.3 mpg to 18.5 mpg, representing a gain in economy of 39%. This was achieved with the simple method of manually disabling the injectors from inside the vehicle, and periodically rotating the disabled cylinders in order to maintain similar temperatures on all cylinders during the test.

The emission levels show the following trends, with cylinder disablement in operation:

Hydrocarbons HC : Increased by 24 %

Oxides of Nitrogen NOx : Increased by 43 %

Carbon Monoxide CO : Decreased by 38 %

Considering CO first, its reduction with CSo is due to the oxidisation effect, in the exhaust, of the extra air pumped by the inactive cylinders, the effect being similar to an air injection pump system. NOx increases are mainly due to the higher combustion temperatures experienced in the active cylinders working at higher loads, with NOx formation being aided by the presence of extra Oxygen in the exhaust.

The increases in the HC emissions can be atrributed to various factors, stemming mainly from the simplicity of the method of implementing cylinder disablement in this case. The main reason is believed to be the drawing-in of fuel vapour, present in the inlet manifold, by the inactive cylinders. The air/fuel mixture thus formed is too weak to burn, and the result is high levels of unburned Hydrocarbons in the exhaust gas.

Another likely reason for the increase in HC is the possibility of the fuel injection system being slightly affected by the disablement of cylinders, as discussed earlier in this Section, resulting in mixtures varying either side of stoichiometric. This could be determined by looking at the fuelling of individual cylinders with CSo in operation, by way of sample

31

probes in the exhaust ports of the cylinder, and analysing ~xhaust gas composition. This has not been done here due to and equipment considerations.

its time

Also, the condition of the engine in the vehicle tested was not very representative, the vehicle having covered high mileage on testing, as indicated by the ~igh emission levels of Bag 1, under normal 6-cylinder operation.

Extensive research on CSo by other manufacturers however, has shown that it is possible to overcome the emission level increases due to CSo using current, well established emission control techniques(l2, 15, 17).

Finally, the test vehicle was assessed for driveability with cylinder disablement in operation, both by the author and colleagues in the Engine and Powertrain Development Dept. of JAGUAR CARS Ltd. The results are purely subjective, based on the opinions of the drivers, some of whom carry out frequent driveability assessments on prototype and production vehicles as part of their function within the Company.

Following limited driving sessions, comparisons were made between driveability, throttle response and vibration levels felt from inside the vehicle first, on 6-cylinders, and then with cylinder disablement using the techniques described earlier. General conclusions reached included the following:

(i) Unexpectedly low, and almost fully acceptable levels of vibration were experienced in the car, with CSo in operation, the most noticeable difference being the change in exhaust note, particularly under load.

(ii) When cylinders were switched over, either to increase or decrease the number of active cylinders according to power requirements, the transitions were felt only slightly, similar to an automatic transmis•ion gear change. If too many cylinders were switched over at high loads however, the change in engine power was more apparent.

(iii) Even with manual transmission, any harshness due to engine torque fluctuations under CSo was well isolated by the engine mountings, at least at low vehicle speeds.

(iv) With complete injector disablement under deceleration conditions with closed throttle, giving fuel cut-off on standard L-Jetronic injection, it was found that smooth engine reinstatement could be achieved by reactivating cylinders gradually, as engine speed approached idle. The result was similar to 'soft' reinstatement, a case where some injection systems weaken the mixture prior to ~ull fuel injection reinstatement, to pr.event vehicle 'shunt'.

5. CONCLUSIONS

33

CONCLUSIONS

The engine performance results have shown that a spark ignition engine, fitted with electronic fuel injection, can be made to return high fuel economy gains with the application of cylinder disablement. These gains are at their highest at idle, and the low-to-medium speed and load operating ranges of the engine, and represent fuel consumption reductions of an order otherwise unattainable without major redesign of the engine and its control' systems.

From the results of this investigation into the application of cylinder disablement, the followin~ conclusions can be dravn:

1. Fuel cut-off by the deactivation of the injectors on an engine with electronic fuel injection system, constitutes an effective means of dethrottling the engine at light loads.

2. The disablement, and subsequent reactivation of a cylinder by controlling its injector, appears to be instantaneous, under engine testing conditions: however, some delay could be experienced under actual driving conditions.

3. The L-Jetronic fuel injection system appears to compensate well for the deactivated cylinders in providing the correct fuelling to the active part of the engine, possibly requiring minor fuelling trim adjustments in order to keep the air/fuel mixture close to stoichiometric, at steady-state conditions.

4. The increase in specific load of the active cylinders, with the engine under CSo, can reduce the specific fuel consumption of the engine, from over 50% at idle to 20 - 40% approximately at light load, constant speed operation.

5. Engine vibration caused by CSo, can be reduced by:

(i) Arranging the·disabled cylinders according.to their firing order, to give evenly spaced firing intervals, and

(ii) Controlling the total number of disabled cylinders at any given engine speed, according to the findings of Section 4 1 to minimise excitation of the engine on its mounts.

6. Limited testing on a vehicle fitted with simple cylinder disablement showed the followin~:

(i) Fuel economy improvements of almost 40% are possible under city driving conditions.

(ii) Increases in HC and NOx emissions experienced with CSo are of a relatively small order, and capable of being reduced to acceptable levels using existing emission control techniques, and better CSo control.

34

(iii) Vibration levels experienced while driving the vehicle with CSo in operation, were very tolerable, suggesting that the implementation of CSo with a more refined, microprocessor-based system could result in the reduction of vibration to levels acceptable in a luxury passenger vehicle.

The use of a microprocessor development system in cylinder disablement showed the advantages of such a system in this application, namely:

Flexibility and adaptability of the microprocessor system, giving the designer considerable freedom in tailoring the system to suit the exact requirements of the engine under CSo.

Hardware compatability with current and future engine management system, tased on central processing units.

Low unit cost and volume, making the system viable for mass production.

Considering cylinder disablement sequences, it has been shown that the number of active cylinders should be varied with engine speed for minimum vibration. In addition to this, the system could also provide rapid cyclic rotation of the· disabled cylinders. However, that would introduce out of balance major harmonics at even lower frequencies, resulting in large amplitude vibrations as the natural frequency of the engine mounting system was approached.

As a result, it was concluded that rotation of the disabled cylinders, at all CSo modes, should occur periodically so as to maintain all cylinders warm, but without promoting further out of balance vibration. Thus, it is suggested that the rotating frequencies should be less than the minimum frequency that would cause vibration amplification, that is 15 Hz. In practice, it was found that the disabled cylinders could be cycled with a period of a few seconds, without detriment to engine performance and therefore_avoiding further excitation of the engine on its mounts.

35

EXPANDING THE "HEKTOR" CSo SYSTEM

The HEKTOR microprocessor development system has the potential to form the basis for a sophisticated CSo system, provided its user memory is increased by at least a factor of 2, giving 8k RAM in total, as opposed to the 4.25 k RAM available at present. This increase in memory is necessary to accomodate the CSo program that would be required if all the features of CSo control suggested by the results of this research were to be incorporated into the system.

Figure 67 shows the next stage of the microprocessor system, suggested as a more complete CSo system for the engine tested.

Here,additional inputs to the microprocessor consist of engine coolant temperature, inlet manifold pressure, and a stepper motor position and actuation on the throttle valve, intervening with the physical link between the accelerator pedal and the throttle. The following method of cylinder disablement control is therefore suggested, based on the work covered:

The number of cylinders active at any time should be dependent on:

(i) Engine Temperature

(ii) Engine Speed

(iii) Engine Load

The above parameters to be measured, and their effects on CSo control to be in the following way:

(i) Engine Temperature : The desired effect of the engine temperature is to inhibit CSo when the engine is cold. To this end, a simple two-state temperature switch could be used in the engine coolant, providing a 'CSo-enable' signal to the microprocessor, once operating temperature is reached.

(ii) Engine Speed : The current opto-switch arrangement on the engine could be be used by the microprocessor for the calculation of engine speed, based on the time intervals between interrupts.

(iii) Engine Load : The load requirements of the engine could be sensed by a pressure transducer in the inlet manifold, providing an analogue signal to the control system, which is proportional to manifold pressure and hence load.

Operation : With the CSo control system enabled by the . signal

36

from (i), the number of cylinders could then be decided by the microprocessor based on the information from signals (ii) and (iii). The optimum number of cylinders would then be disabled according to tables stored in the system's memory, and compiled for the optimum fuel economy and vibration characteristics as described in Section 4 of this Thesis.

The wider throttle angles required when some cylinders are deactivated could be provided by the CSo system in a similar fashion, utilising a stepper motor connected to the throttle valve, and controlled by the microprocessor system. In this case, the accelerator pedal input to the throttle would be supplemented· by the output of the stepper motor, effectively compensating for disabled cylinders automatically, without any driver input.

This throttle compensation system would require additional testing to determine optimum throttle positions for different CSo modes, and could also be used for increasing the engine speed when idling on say, three cylinders, by opening the throttle . to a set position. Taking this concept further, this thcottle compensation could be incorporated in a modern idle speed control system, as part of the engine management.

Finally, cylinder disablement control in this form could also be used with fuel injection systems utilising closed-loop feedback systems to maintain stoichiometric air/fuel ratio, Figure 68. With these systems a sensor is used to detect exhaust gas oxygen content, the sensor's voltage output characteristics being such that a step change in voltage occurs with a small change in oxygen concentration corresponding to either side of stoichiometric conditions. This voltage change is sensed by the injection control system, and is used to maintain correct fuelling at all driving conditions, this being necessary with exhaust catalytic converter applications.

In order for the oxygen sensor to operate effectively, its position in the exhaust system must be such as to allow the sensor(s) to detect a representative proportion of the exhaust gas from each cylinder of the engine, while at the same time being kept at operating temperatures, around 600 deg. C.

When CSo is applied to an engine with an oxygen sensor feedback system therefore, the extra air in the exhaust due to disabled cylinders will give the wrong information to the sensor, suggesting a very lean mixture and therefore resulting in incorrect fuelling to the active cylinders. This problem can be avoided in several ways, one method involving seperate exhaust systems for the active and disabled parts of the engine(l7). However, this method does not allow for rotating the disabled cylinders, as discussed earlier, and tends to be complex and expensive.

In the case of the Jaguar power unit used for this research, and

in common with most in-line 6 cylinder engines feedback systems, the oxygen sensor is positioned junction of the exhaust down-pipe, near the exhaust and prior to the first catalyst, as shown in Figure suggested therefore that, for CSo application the replaced with 2 sensors mounted slightly upstream junction, each sensing exhaust gas from the front 3-cylinder groups respectively.

37

employing in the 'Y' manifolds

69. It is sensor is of the 'Y'

and rear

The disablement modes in this case would allow for operation of the front cylinder group, cylinders 1,2,3, or the rear group 4,5 1 6, with the fuel injection control system switching between the appropriate.oxygen sensors. Both sensors would be kept warm by periodic cycling of the cylinder groups.

This application of CSo is entirely in line with the findings of this research since the 3-cylinder CSo range extends, in terms of vibration qualities, from 800 rpm to the maximum operating CSo speed of 3500 rpm • The fuel economy benefits possible with 3 or 6 cylinders are still considerable, with maximum gains of 32% possible (see Section 4). The only disadvantage in this case would be the inability to switch individual cylinders gradually under power demand, and thus minimising torque fluctuations. One advantage gained by the use of CSo with catalyst systems is the air injection effect resulting from the pumping of the inactive cylinders, promoting oxidisation of exhaust pollutants.

With the world markets turning to lead-free fuels and catalysts for the passenger vehicles, in the interests of air pollution control, it is important that any fuel economy systems, researched for possible production applications in the future, take account of this trend. The cylinder disablement system suggested here could meet that requirement by the methods described above.

REFERENCES

1. "The development potential of spark-ignition engines" Prof. Dr.-Ing. H; Forster Automotive Engineer April/May 1980 pp 23-26

2. "Two in One engine" J. Dunne Popular Science January 1977

3. •cummins KTA-3067 Engine" J. H. Garrett SAE 800668

38

4. •suzuki variable cylinder engine aims at fuel economy" Automotive Engineering August 1981, Vol.89, No.a pp 92-93

5. "A New Approach to Variable Displacement" L. Givens Automotive Engineering May 1977, Vol.85, No.5 pp 30-34

6. "Cadillac introduces V-8-6-4 engine" Automotive Engineering October 1980, Vol.88, No.lO pp 52-53

7. "Mitsubishi Orion-MD-A New Variable Displacement Engine" T. Nakagami and T. Fukui SAE 831007

8. "Variable Displacement by Engine Valve Control" B. Bates, J. M. Dosdall and D. H. Smith SAE 7801.45

9. "Cylinder Cut off of 4-Stroke Cycle Engines at Part-Load and Idle" E. Watanabe and I. Fukutani SAE 820156

10. "Fuel Economy Improvements for an Engine Concept with Cylinder Shutoff" J. Abthoff, H-D Schuster and G. Wollenhaupt MTZ July/August 1980-in German (MIRA Translation 53/80)

11. "Cylinder cut-off for OHC V-8" Automotive Engineering January 1980 p 40

12. "The Ford 3 x 6 Engine Program" Dr. D. Stojek and D. Bottomley Proceedings International Symposium on Automotive Technology & Automation (ISATA), Cologne 19-23 September 1983 pp 111-126

13. "Dual-Mode engine alternates paired cylinders" D. Scott · Automotive Engineering February 1982, Vol.90, No.2 pp 93-94

14. "Power in pairs" Autocar w/e 15 January 1983

15. "Cylinder Shut-Off System in BMW Six-Cylinder Engines" M. Bartels · MTZ July/August 1981 pp 289-290

16. "Simplified dual-mode engine near production" Automotive Engineering July 1981, Vol.99, No.7 pp 80-81

17. "Possibilities of Saving Fuel by Switching Off Cylinders" K. Schellman and W. Schmid Proceedings First International Fuel Economy Conference at Washington D.C October 31-November 1 1979 pp 220-225

18. "Economy Cat• J. Miles Autocar w/e 21 August 1982

19. "Fundamentals of Automotive Balance" W. Thomson Mechanical Engineering Publications 1978

20. "Balancing of Engines" W. E. Dalby Fourth Edition

21. "Vibration Engineering: A Practical Treatise on the Balancing of Engines, Mechanical Vibration and Vibration Isolation" W. K •. Wilson Griffin 1959

22. "The Testing of Internal Combustion Engines" A. B. Greene and G. G. Lucas English University Press Ltd. 1969

23. "The High Speed Internal Combustion Engine" H. R. Ricardo Fourth Edition 1953

24. "Microprocessor Fundamentals" F. Halsall and P. F. Lister Pitman Press 1980

25. "Comparing Alternative Methods of Improving Fuel Economy" s. Luchter SAE 779001

39

F"IG ORES

Vl2

vs

6

4

000000

®®@@®®

0®®0 \ .

.®00® 7

\

/

I

41

Firing Order:

6B,-5A,2B,3A,4B, 1B.2A,5B,4A,3B

lA, 6A,

I

15486372

~@®0008 1---,.-15----'362~

1342

®00~

Fig 1 Disabled Cylinder Configurations on Various Engines

Based on Firing Order.

42

Valve Disablement

en. ~c:uVE en. DUCUVE

1 Solenoid 2 Blocker Plate

3 llody

4 Pivot 5 Pulcrum 6 Pedestal 7 Valve Litter e Valve 9 Cam

9 10 Pusbrod

Mechanical (GM)

Fig 2 The EATON Valve Disablement Technique.

Mitsubishi CSo System

Control nhr

Controlltr

~~~~ ....... Limp swit.r~

Surtrr · motor bursing

l•r.:p

Hydraulic ( Mitsubishi)

43

Fig 3 The Mitsubishi Colt Modulated Displacement System.

HC pp m 600

.~ -~ 500 -400

0 5min. IOmln.

4 CYLINDER 8 CYLINDER 4 CYLINDER

FUEL .23 32

HC • 26 .47 ..

CO .29 .55

N01 • I .I

(all moss flow values in Qrams per minute)

HC ppm 600

t 500 ~ 400 0 5min. IOmln.-

4 CYLINDER BCYUNDER 4 CYLINDER

8SFC 290 350

BSHC 2.9 3.7

BSCO 2.8 4.3

BSN01 19 19

(all brab specific values m Qrams per kilowoH hour)

HC ppm 600

500

400

300

BSFC

BSHC

8SCO

BSN01

·0 5mln. 10 "''n. 4 CYLINDER 8 CYLINDER 4 CYLINDER

305

2.8

3.9

26

395

3.2

7.1

18

loll brake speelflc values In Qrams p.- kllowoH hour)

Idle 600 rpm

Light Acceleration 1400 rpm 120Nm

Road load 1800 rpm 100 Nm

Fig 4 Emissions from Ford 5.0L VS with CSO

44

~yl S.l. engine

.., '5'. u ~ n:IOOOrpm n:2000rpm n:3000rpm ....... 1. 1 -z"I.O 0

u;: 0.9 -Q. os o.e "'"' f};~ 07

I - J l - AI I @ I I M-.0)

ft ..,u "'...J 0.5

~mr h r-r- I I

L 1 """' :li~ 0 I 12012012 B. M. E.P. , Pme(Scyl.l/P•

o' FUEL CUTOFF •: CYLINDER CUTOFF

n:700 rpm

TIME , I s.

!

...., i7 n=700rpm

<D Rt.O -. 0.9 z

'-~64 gJ.:h ':[

~ 0.8

~ 0.7 Vl z 0.6 0 u 05 ..J • w

\ \ ~~~

r- Idle I

~ 6 5 4 3 NUMBER OF EFFECTIVE CYLINDERS • z

23.2

21.6

23.6

24.9

Fig 5 Six~cylinder 2L Engine Fuel Economy with Cso.

45

"10

"T\-\~"<'TI-10:. n;•

\/AI-V e. {J:).

ANG.I..E.. 4•s"

~· IS"

o• 0

DISTR.te,uToR

4-C.YI.., G- c:;.y '-. g-C:.YI...

20 40 CO li'O 100 %

A<:c..a._IO.!<. ATO~ Pe.DAI- A"'GI..E.

E.C..U. A\:>DIT\ONA:~ tNVl..,.,.."S

Mercedes Benz 500 SE

Fig 6 The Mercedes Cylinder Disablement System

46

~ r-----~--~-----T----~

25 -1----1---+---1----1

---10 -F=:..:...,.!-o<::.,~~p .... -:;-+-:-=-1 yl. Fso

.. .,.1. ~0

s~--+---1---+-....J -10 \(,()

2.0

f-I~ f- F

. ~~--

1-- 0 0 1/1 1/l 1--10

\). ,. 1- _; -,., >- ~

v \J ,.. \)

tJJ <t <t 0

47

\Ot-E. <:.oNSUf'.AI"="T'lOI\.l ....

3

I-f-

'loO R,.P.M.

Vso: Valve shut-off Fso: Fuel shut-off

(Mere. Benz) Fig 7 Mercedes Benz 500 SE Fuel Consumption

48

Fig 8 FORD 3X6 Throttle Body and Camplate.

70

70

20

<0 60 Pedal Depression

<0 60 Pedal Depression

49

7

Cl\!-\· PL.ATE.

80

Fig 9 FORD 3X6 Engine Throttle Pedal/Valve Angle Relationship.

..

Firing Order 1 4 2 5 3 6

120 240 360 480 600 720 Crank Angle (Degrees)

Fig 10 FORD 3X6 Cso Effect on Torque.

50

Torque Pulse ]00

51

200 900

180 800

160 700

140 600

120 500 Nm

100 BMEP 400

80 300

60 -200 :::: 4~!J ,.-40 60Q

aoo. 20

100

2000 3000 4000 5000 6000

35%

FE. Benefits-

ELA MC:lpping Points

Fig llFORD 3X6 Fuel Economy Benefits.

75

+% 50

EQUAL

-% 50

BASE~ CO NOx

Emission Effect -

ECE Cold Test

Fig 12 FORD 3X6 Euro-04 Cycle Emissions.

52

..

Fig 13

EJelctronic Ltotor Control Module

,__ -

S5

._._ .. "- --_,...;.. ., '""'" -----f----l--,-------- !--------+-----;

..... ._ .... e.,........ :..__ ('011:Lj--

..._. --. ...,~ 1-------j-- -------------~f-.:.__---; --- --

~ --- -,_--1f----t-------- ---..... 11u cc== e -

-~------~ ..... --F --+----; ~

u.__ __ .J_-- ---- ---

ALFA ROMEO 4X2 Cso System

53

54

S.~.C. \1"-"\PRO\IEME.~T

%

·~ ~

' ~ ~ ~ ... .... '-' ~

.... ~ ....... ~ 1-.... .... .... ,

..... ....

10

s

))

-0 ,

0 "" .~ . ·+ 4 2.. 15 ...

R.P.M,.:: tooo

BMW 323i

Fig 14 EGR System Combined with Cso (BMW)

Twin Turbochargers with lntercooler System

lntercooJer

Air cleaner

Intake

- Exhaust WGV Waste

Gate Valve

Fig 15 The Toyota FX-1 Modulated Engine.

55

56

1

8

Fig 16The Porsche V-8 cso Mode and Emission Control.

35

2.'S

. 20

15

~·

/

>

0 0

S7,t

/

57

M.P.:G.

~ 6- cyl.

f'...._

294 ~

~ ·~~ • 6i0 -- --:..- -~ 12- .:.yl. -::::::-::

'So 60 "TO

M.P.I-\.

J a g~u _a r __ XJ_1_2

Fig 17 Jaguar split-V12 Engine Fuel Economy Improvements

Fue T

l from anks

l

Main Fuel Pump

-

'Plint' Fuel Measuring Equipment

~

....._ 1-- 1--

Fuel Rail ll

~~-~~ ________ I_n_jectors t

Pressure Regulator

Filter

l )(-Fuel Pump

Jr l I .....

- r---- - -

~-Test Bed § Cooling Water (5= -

FIG 18 Fuel Supply System - LUT Test Bed Ul ():)

~--------------------------------------------------------------

OPTO• SWITCH I

:,

f-f-

A M p

cso MICROPROCESSOR

CONTROL PRINTER

I

ELECTRONIC PI SWITCHES CONTROL

dl\~ ACCELERO· METER PRESSURE

""'~ TRANS· DUCER -

--JAG 4.2L ENGINE

TAPE 1[\0 PDP i-1\ L. - A/D f-- 11/34

RECOlWER CONV

Fig 19 JAG 4.2L: LUT Test Bed Apparatus.

FUEL FLOW METER

.1 A TACHO M

p LOAD

I I

DYNAMO METER A/D CONV

X-Y LSI PLOTTER 11/23

60

470 Ohms + ~ +

470 pl? 5V ' .... 56 k Ohms

COMMON

A B

Fig 20 - Silicon-Controlled Rectifier (SCR)

61

Initial CSo System at L.U.T

6

10 11

3

4

1 • ENGINE 7. IKJECTOR POWER LINES 2. DYNAHOHETER 8. ELECTRONIC SWITCHES 3. MI!UCOHPUTER 9. ELEC. CONTROL UNIT 4. TELETYPE 1 o. INTERRUPT SIGNAL BUFFER

5. REV. COUNTER 11. PULSE SHAPER 6. FUEL FLOW !1ETER 12. DISABLEMENT CONTROL

, •. ~ SIGNALS

FigZ1.Stage 1. Minicomputer-based Cso (HP 2114B).

62

I I POWER

TAPE TV MONITOR SUPPLY RECORDER

"HEKTOR" MICROPROCESSOR

BOARD INTERFACE

BOARD

I I SLOTTED DISC

& OPTO SWITCH .

SCR'S AND

LED'S PRINTER

Fig 2.'2..HEKTOR Microprocessor Development System.

Fig 23. Microprocessor Cso ·Program

;--------------------------------------------------------;CYLINDER DISABLEMENT PROGRAM FOR 'HEKTOR' MICROPROCESSOR ;BOARD AND INTERFACE. ;DEVELOPED BY A. MANIAS AT LOUGHBOROUGH UNIVERSITY ;OF TECHNOLOGY 1984. ;(Written in 8085 Assembly Language).

;----------------------------------~---------------------; KR: EQU 05BEH ;CHARACTER INPUT ROUTINE TV: EQU 06COH ;DISPLAYS CHAR. IN REG. , A, P RSP: EQU 02E7H ;DISPLAYS SPACE PRNL: EQU 02DAH ; CAR R. RETURN-NEW LINE PRB: EQU 035DH ;DISPLAYS , A, P RWD: EQU 0351H ;DISPLAYS 'HL' AS HEX VEC: EQU 2FODH ;EXTERNAL INTERRUPT ROUTINE ; CALL PRNL ; ;HEADING PRINTING SUBROUTINE

MES: DB 'BINARY HEX ADDRESS@' NOP LXI H, MES PRINT:MOV A, M CPI '@' CNZ TV INX H JNZ PRINT

;END OF PRINTING SUBROUTINE

CALL PRNL LXI H, DATA START:NOP MVI A, OOH MVI B, 09 PUSH H PUSH PSW

;DATA STORE ADDRESS(TOP)

;CLEAR 'A' REGISTER ;(COUNTER)

;DISABLING SEQUENCE SUBROUTINE

CHAR: DCR B CNZ TV JNZ ZERO POP PSW CALL PRSP CALL PRSP CALL PRSP POP H MOV M, A CALL PRB CALL PRSP CALL PRSP CALL PRSP CALL PRWD

;DECREMENT COUNTER ;DISLPLAY INPUT

;RETRIEVE 'A'

;RETRIEVE STORE ADDRESS ;STORE 'A' ;DISLPLAY 'A' AS HEX

;DISPLAY STORE ADDRESS

63

Fig 23.(Cont'd)

INX CALL JMP

•

H PRNL START

;INCREMENT STORE ADDRESS

;REPEAT FOR NEXT 'A'

;SUBROUTINES: CONVERTING HEX TO BINARY

ZERO: CMC CPI JNZ POP STC CMC RLC PUSH JMP

ONE: CMC CPI JNZ POP STC RAL PUSH JMP ; ERR: JZ POP POP CALL JMP ;

STC

30H ONE. PSW

PSW CHAR

STC

31H ERR PSW

PSW CHAR

CPI RUN PSW H PRNL START

52H

; SET CARRY TO 1 ;CHANGE TO 0 ;COMPARE 'A' WITH '0'

;RETRIEVE 'A' ;SET CARRY TO ;CHANGE TO 0 ;ROTATE 'A' WITH CARRY

;RETURN FOR NEXT BIT

;SET CARRY TO 0 ;CHANGE TO 1 ;COMPARE 'A' WITH 1 1' ;(IDENTIFY ERROR) ;RETRIEVE 'A' ;SET CARRY TO 1 1' ;ROTATE 'A'

;RETURN FOR NEXT BIT

;IDENTIFY 'RUN SEQ.' OPTION

;IF ERROR RETYPE CHARACTER

;SUBROUTINES FOR SEQUENCE DATA RETRIEVAL

RUN: POP PSW POP H LXI H, DATA CALL PRNL CALL PRNL CALL PRNL RDATA:MOV A, M CPI OOH END MVI PUSH CALL CALL CALL POP

B, 08 PSW PRWD PRSP PRSP PSW

;RETRIEVE DATA

;LOAD ADDRESS OF 1ST DATA

;LOAD DATA ;TEST FOR END OF SEQUENCE

;COUNTER FOR DISPLAYING BIN.

;DISPLAY DATA STORE ADDRESS

;SUBROUTINES FOR DISPLAYING SEQ. IN BINARY FORM

BIN: RLC ; IDENTIFY BIT AS '1' OR '0'

64

Fig 2.3. (Cont'd)

J C ONE 1 JNC ZERO CONT: INX H CALL PRNL JMP RDATA , ONE1 : PUSH PSW MVI A, 31H CALL TV POP PSW OCR B JNZ BIN JZ CONT

ZERO: PUSH PSW MVI A, 30H CALL TV POP PSW OCR B JNZ BIN JZ CONT ; END: CALL KR CPI 5l!H JZ MES CPI 4FH JZ OUT CALL PRNL CALL PRNL JMP START

;NEXT DATA STORE ADDRESS

;(RETRIEVE NEXT SEQUENCE)

;(DISPLAY '1').

;RETURN FOR NEXT BIT

;(DISPLAY '0')

;RETURN FOR NEXT BIT

;INPUT CHARACTEF. ;IF 'T' GO TO TOP Of SEQUENCE

; IF 1 0' OUTPUT SEQUENCE

;OTHERWISE RETURN TO 'START'

;-----------------------------------------------;DISABLING SEQUENCE OUTPUT SUBROUTINES

OUT: LXI MAIN: LXI SHLD VEC

. MVI A, 1 9 H SIM EI JMP MAIN , LOOP: PUSH XCHG MOV A, M CPI OOH JZ BEGIN ; (OUTPUT OF XCHG

D, DATA ;LOAD SEQUENCE H, LOOP

PSW

;EXT. INTERRUPT SUB. ADDRESS ;(I/0 PORT INIT:;.~I~ATION)

;ENABLE INTERRU?:

SEQUENCE)

LXI MVI INX

H, OCOOOH M, OFH H

MOV M, A POP PSW RET

65

Fig23 .. (Cont'd)

; BEGIN:LXI H, DATA ;(NEXT SEQUENCE) MOV A, M JMP CON

;---------------------~------------------------• DATA: NOP ;START OF DATA STORE ADDRESS

;----------------------------------------------;END OF PROGRAM. ;----------------------------------------------

66

PRINT HEADINGS

COUNTER SET TO TOP ADDRESS

ACCEPT NEW CSo SEQ. AS '0' OR '1' ONLY

STORE FIRST SEQUENCE IN TOP ADDRESS

INCREMENT COUNTER

SET COUNTER TO TOP ADDRESS

No

OUTPUT SEQ. TO SCRs

Fig 24 CSo Program Flowchart

DISPLAY ALL CSo . SEQUENCES

WARM-UP EQUIPMENT

I ACCELEROMETER CALIBRATION

SIGNAL RECORDING

ENGINE VIBRATION SIGNAL RECORDING

READ DATA INTO POP 11/34 I

I DEMULTIPLEX I

'RAW' SIGNAL DATA 'AUTO SPECTRAL DENSITY' FREQUENCY ANALYSIS

!DISPLAY I I DISPLAY I CHECK FOR ZERO CHECK FOR ZERO

MEAN VALUES MEAN VALUES

I PLOT I PLOT I

Fig 2.5". Engine Vibration Data Analysis using OATS Software on PDPll/34 Minicomputer.

68

(0001) c ~'OOOZ> C (QOOZ> 10004:· :0005~ c lOOO~I

. (0007) (000€) ~000-?)

. 1.0010) ( 0011 ) 1.001:0:) ~0013> t0014) 10 l001'5) c

. c.OOle.i C f0017) c lOOl~i (001~) 100 (00::::0) ~ 0021> 200 c'OC•2.:::!) ~:oo:::~)

~OV24)

I, 002'5) ( oo:e.; 2~c)

. l0027) (QOZS> C (0029) c. oo:o> (0031) (0032) 300 1.0033') 20 , oo:;:.a., 3o (003'5) c I 003~} C ~00371 c cl):j'3'~!- C c. V03'9 i 1,1)040)

(0041> (004:; l 004.::) (00441 U.i04'; (004~:·

PROGR&ol"' ·.rAGUAR

Dlf"'ENS I ON REVS ( 100 t ~) t WLSS C1 00 t 5 > , DTII'1E C 100 • 5) , POWER~ :C•O, '5) t

1TORQ~£(100t~lt85FCC100t5)tAC100t5) .

READ • ~ , • ·1 NN DO 3~:· J•l ,5 DO 1•:• 1•1 ~NN READ~8••~REVSCltJ)tWLBSCltJ)t0TIMEtltJ) ACit:~·~EVSCltJ>•O.l0472 POWER' :,J)•CWLBS(ltJ)•REVS(ltJ))/536.41 TORQ~£• l•:>~CPOWER<ItJ)/ACltJ>l•lOOO.O

9SFC '·I' J) ~:O .0373/ (PQWEIH I, J> •.DTII"'E( I tJ>) CONTINUE

PRIN"" OU~ HEAOINUS

WRIT£ • 7' • 1 (',0)

FORMAT(lHlt" WP.IT~j.7,;.:COl

JAGUAR t CYLINDER DISABLEMENT : RESULTS' r///1)

FORM.;!,'T(' REVS I

lCLBS'"." OTIME : 2~ FOWEF: : BP.Af-~E

3' fSF: BRAKE WRIT£!7·.:~0)

ENGINE SPEED<RPM)'/' WLBS I BRAKE LOAD TIME TAKEN FOR 50 MLS OF FUEL (SF.CS)' I

POWER <KW)'/' TORQUE: TORQUECN~>'I

SPECIFIC FUEL CONSUMPTION (KG/KW.SECS)';

FORM~T(///~ ENG. SPEED' tSXt'BRK. LOAD' tSXt'V.TIME' t16)r'SRY.POWER 1' t~Xr"ENG. TORQUE~t3Xt'BK.SP.F.C.'//l

DO :•:· !•l•NN WRITEl7r=OO>REV5(ItJ)rWLB5(ltJ)t0TIME<ItJ),POWERCitJltTI1RQUE<ltJ)

1 rBSF:i' I rJ:· FORM~~·t;:<F10.2t5XJt10Xt2(F10.2t,XltE10.3l

CONTINUE CONT:NWE

GRAPH F:..CTS

CAL.t. :lC'!~N CALL ~:.:::....E CALL ~ENS£L(ltO.r0) CALL AX!F~0(0rO.tO.tltlt3t2t900ot3600.tO.t100.,

l'REV:;.;;-p~;~ ,9,•P<KW)' t:i)

CALL ~L'="!""S<REVStPOWERtNN)

CALL Ci-:M""!!:D READ :..••

69

c

Fig2.6.L.U.T Mainframe Results Calculations Program (PRIME).

(0047) C004$) C (004~)

(00!50) (00!5ll (00!52) (00!53) (00!54) C005'i C: <00!56) (0057) ~005€) (00!59) <Oo;.o> ( 006 ll <OOoZl C (0063') (0004) (006,) <0066) 0067)

(Q0b8) <0069) (0070) l0071J. c (007;.!) c (0073) 10074) c (007'5> (0076) (0077) c l0078) l0079) (0080) <00$1) (00S:Z> (0083) 20 (0084) (00$~) t1)08e.) (00$7) 10 l0088) <OOS.Y> f0091)) c (0091) (009:Zi c C0093) (00'94i c 1.009') (0096) (00~7)

l009S) (00991 ( 0 100) (0101> 20 10102) l0103) 1.0104·; (010'' 10 (~~tor_.)

(0107) 1010$) c

CALL FICCLE

CALL AXIPLOCOtO.tO,t1t1t3t3t900.t3600.t~O.t300.t 1'REV5~RP~>'t9t'TORQCNM>'t8)

CALL PLOTSCREVStTORQUEtNN> CALL CHAI'!OD READ I. 1 ,-.) CALL PICC(.E

CALL AXIPLOCOtO.tO.t1tlt3t2t900.t3600.tO.OOOO,,O.OOO~~· 1' REVS(RPMi' t9t'BSFC' t4l

CALL PLOTSCREVStBSFCtNN> CALL CHAMOD REAOtl•*)· CALL PICCLE

CALL AJ,IPLOCOtO.tO.tltlt4t2tO.t100.,0.0000~t0.0001~• l'POWER(hW~'t9t'8SFC' t4)

CALL PLOTS2<POWERt8SFCtNN) CALL CHAMOO READ•lt*J CALL OEVE~•O

CALL EXIT END

SUBROUTINE PLOTSCXMATtYMATtN)

DIMENSION XMAT<100t5)tYMATC100t5)tXClOO>tYC100>tlSYM(5) DATA I5Yf'1,'3t4t~t6t7/

DO 1-: J•l ,, NSYMc I SYM •:J) DO :N I•l•N X(I)•XMATf.ItJ) YCt)•YMHT1.!tJ) CONTINUE CALL GRAEVMCXtVtNtNSYMtO) CALL G~ACURCXtYtN) CALL GRII:·•3tltl> CONTINUE RETURI'.i END

SUBROUTINE PLOTS2<XMATtYMATtN>

DATA !SYM13t4t,t6t7/ 00 E· !•1•' NSYI"'=ISYM(t> DO z,:. .:•ltN X<J>•XI":Ai(Jtl) YCJ>•YMAT(Jtl) CONTINUE CALL GRASVM(XtYtNtNSYI"'tO) CALL ORACURCXtYtN> CALL 'JiO'.!t·.:3tl•U cor·n:NuE Re:ru.::~~

END

Fig2.6. (C:mt'd)

70

c

VEHICLE

m ph

10

20

30

40

50

60

70

80

90

lOO

110

120

JAGUAR 4.2 Litre Manual, 3.31 Final Drive Direct 4th Gear and Overdrive Top.

hp-4th rpm-4th hp-5th rpm-5th

1.66 435 1. 71 365

3. 76 870 3.88 725

6.72 1305 6.93 1090

10.98 1740 11.33 1450

17.02 2180 17.50 1815

25.36 2615 26.17 2180

36.31 3050 37.47 2540

50.49 3485 52.10 2905

68.30 3920 70.45 3265

90.27 4355 93.15 3630

118.13 4790 121.91 3990

155.39 5225 160.35 4355

Fig 27 Road Load and Engine Speed Data - Jaguar 4.2L.

71

72

170 .I

17

160 .. ·-·-- 16 !

p . ----------·---c··- ·····-- · · · ·-·-·I 4th 1

150

140

15 w 14 (lbs)-

p ----·-· (bhp)

. i i . 0/D : -· -- ,-----;---·· -·- -·-···-- -----·--··-· ---------~---·

I I • ' • • F ----: -----··-------· -----···- ------------- -~--

130 13 of---'------- ·-. '-- ----i---+---,-1 '

120 12 i

110

100

90

80

70

60

50

40

30

20 ~ ~-c-

10

0

11 ~ '0~ m :<

10 0~ ..:I

0 '00

9 QJ"<r a:)-.... ~

-1-'Z

8 Ul • QJ:;< e--~

7 E-< 11 ~ ..:ill. ~~

6

5

4

3

2

1

0

' I +--f--:----..;..---+--..;_-,-----,-----,----+1'-f. I I I I i t

of-------' ----- ~ ----i----'--============:=:·~fLrr-.-:~i'--_~~~-

77.-;zi ~4th ~----1 ' :

I

1~---{ -----[ -~-----'----.,../----:,---; -·---r------:--

1 t l ' ' .:{ ' '

~--+-~·~~· ~~~·~---~--t--1--~ of---,--..,- I • ' I I

:L',L_i I i I

.J--_:_--_ .:'_ -=-~-7-----'-~~----:;;· :~LLL ____ j ___ ~ __ r __ _

. ~· .J'. ·,L_... . . I ·----'-;;;; --- ·""' • .,r ' ' . ! -+-. , - -~ . . . I ' w• • .,-~ ! ,. 1 : , 1

_ ... -- . V' : I ' L i I '-;;/ ' --· -----~----

1?.~;--t I I~ I i 10 20 30 40 50 60 70 80 90 100 110 120

m ph '1000 2000 3000 4000 5000

N: 4th gear rev/min

N: 1000 20QO 3QOO 4QOO O/drive I

Fig~S.JAG 4.2L: Road Load Curves in 4th and 0/D Gears •

•

I. I I

Vkmfh

Opc:nllnc CJclc for lhe l)p.: llut

Fig 29. European Elnission Test - Single Cycle

~ ~ -~tar·cl - ~-.... ..• -----·······o• 1anatn1 =-::;= Speed (:J: Jkmth) and I .

1 6g KBY __J fi~l or second JCtr cn&•&ed lime (:t 0;.5 aecondl} lolcr· -1 • si &c u ancea arc combined a co-

K • OcclutchinJ

rM • ~cutral metrically Cor uch poinl as ahown in lhc lose 1

'Okmlh-·- -·-·-·-· ·-·-·- -·-·-· ·-·-·

Hkm/h llkm/h-·---·-·-·- -·-·--·--,-·-·-·- -·-·--·- -·

1\\ 1\\._ _!-

-------::;'\.... . ---- -- ·-·- -·-·-·-· -+-·-·-":~ ...

1'~.

.... 4 a l Ji •

21 Ill PI s I 241 I a Ill I 21 I s 1211 9 Ill a I 121 I • I " I 2

3 ·I sl 6 [ ~l .. 9 ,lfll 13 14 t·j 16 ~1 1s 1 t9 20 21

11" 4" &" ,. 21 11 21" 2h" 112" ... ll" ~ ·- - 1-··-

.a·

~ ~

""

..., w

500

4CO

3CXl

200

BSFC g/kWhr

0 1 20 40 50

JAGUAR CSO

SIX-CYLINDER OPERATION

----- --·--t--·--l----1

60 7 80 Power ° Kw 100

3500 rpm

110

Fig30. Fuel Consunption Loops

500

400

300

2(1')

BSFC g/kWhr

0

1500

10 20 30

JAGUAR CSO

FIVE-CYLINDER OPERATICN Fig 31.Fuel Consumption Loop~

3500 rpm

40 50 60 70 8 Power90 Kw 100

500

00

0

BSFC g/kWhr

10

JAGUAR CSO

FOUR-CYLINDER OPERATION

--~ '

1500 2000 2500

20 30 40 50 60

Power ¥M

Fig:3~. Fuel Consumption Loops

3500 rpm

70

76

500

0

BSFC g/kWhr

1000

10

2000

20 30

JAGUAR CSO

THREE-CYLINDER OPERATION

40

35001

' '

50

Power Kw

Fig: 33. Fuel Consumption Loops

77

60

400

.5

BSFC g/kWhr

JAGUAR CSO

TWO-CYLINDER OPERATION

10 15

Power Kw

Fig: 34-. Fue.l Consumption Curves

78

2500

20

300

T (Nm)

250

200

150

lOO

50

2.5

01000 2000

40 50 60 70 80

5

3000 rev m in 4000

90 100 110 120 130 140

Km/h

p (K\V)

100

90

80

70

60

50

40

30

20

10

Fig35.JAG 4.2L: Six-cylinder Engine Performance Map.

79

50

p (KW)

80

70

60

30

20

10

4000

40 50 60 70 80 90 lOO 110 120 130 140

Km/h

Fig36.JAG 4.2L: Five-cyl. Engine Performance Map.

80

200

T (Nm)

150

100

50

0 1000

40 50

2000

60 70 80

3000 rev/min 4000

90 100 110 120 130 140

km/h

Fig3T. JAG 4.2L: Four-cyl. Engine Performance Map.

p (KW)

60

50

40

30

10

81

Fig 38. JAG 4. 2L: Three-cyl Engine Performance Nap

150T------.------.-----~------.------,------,

5 2.5

0+------+------~----~------~----~----~ 1000

100

T (Nm)

40 50

50 ~~ r-.,... r-..;.:

~L

0

1000

40 50

2000 3000 rev/min 4000

60 70 80 90 100 110 120 130 140

km/h

( -4~0 .)_

p (KW)

~~ :)~ ( kW'i:?-- J7 450 500

::..--' - ...;.-'~?---&so

::..- iOO -2.5

r:: '

2000 rev/min 3000

60 70 so 90 ioo 110 120

km/h

Fig 39. JAG 4. 2L: Two-cyl Engine Performance Map

p (KW)

30

82

83

% FUEL ECONOMY GAIN

50 I i

I ' I !

I I

I

40 ~ ( 1-

30

• !

~!~i I

I I I I

I • • - 2·C.YL. -.

I I 1 ~----:~

d"' 1---- ~i~-l ~i I

I

I \ ! I ' I I I I

I I I

20

10

0 50 60 70 so 90 100 110

VEHICLE SPEED km/hr

Fig40.Constant Speed Fue'! Economy Gains at Vehicle Road Loads in Direct 4th Gear Ratio.

N t"' .. (l U> 0

t'l n 0 ;J 0 s '< Ill r1'

H a. ..... <D •

0 0

5-Cvll I

4-Cyl I

3-Cvl I

2-Cyl I

1-C l

% ECONOMY GAIN

w 9 0 c (

I I

I I I

I I I

())

0 0 0

-..J U1 0 ... , ?

. I

..... 0 0

I

0

())

:.

85

9 ,------,.---.--- -,---,---,--..,----,--.---,----,.------,---,---,---,---,

!

1000 RPM LIGHT LOAD.

7 •

2

1 I

I.

A

I I I

I

i I

I

8

0

f -11-... -~---L---~ ---1----~-- L-. .. ..l.-.-,._ . --L--~--'-----'----'-

~ j i

j

0.00 a.a1 0.02 0.03 0.04 0.0s 0.06 a.07 0.08 0.09 0.10 0.11 0.12 a.13 0.14 B.15

TIME SEC

Fig 42 Single Cycle Cylinder Pressure Diagram - i.

86

27

~~; RP.-M -M.-ED ... , -LO.-AD-.-.---.---.---r---.----.---,---.l

c

21

16

5

I I

I I

8 j

I I

J I l ~ I A ,· I - ./ a~-----~

I •

~

0

'

~

j ~ I

~ i J ;

J J I

.J

.!

.I I

~

' J

-J L ... L-. -· L- ~- -'---.L__-'---,-'='-==--'=-:-=-':-:-:-':-:-~-:-::-::--:-:-' a.aa 0.01 0.a2 0.0J 0.04 0.0s 0.06 0.07 0.aa 0.09 0.10 0.11 0.12 B.1J B.14 a.1s

T1ME SEC

Fig 43 Single Cycle Cylinder Pressure Diagram - 2.

" .. f-J 11.

f-0 J 11.

n ltl N 0 •

10 10

" u

N 0

0 0

... " ... ID I

-' ::J h I ,..

.1\1

• Ill a u.

87

9r--o--~---T--~--,.--~---r-.-.r-~.---T--~--,---~__,

B IDLE 615 RPM NO LOAD

7 :

G

'-tll

5 Cyl. ON Cyl. OFF

J::)

QJ

'-::::1 Ill Ill QJ

'-c..

...... J ::n u

1

-1 ' &.BB B,B4 B.B8 B,12 B.1G B.2B &.24 &.28 B.J2 B,JG.B.4B 8.44 B.4B B.~2 B.SG B.

Time sec.

fi944.C~linder Deactivation - t (PtOFF)

.

a 1000 RPM LIGHT LOAD

:

6

Cyl. ON Cyl. OFF

'- s ~ 10

.D

QJ ~ '-:::1 VI 4 ..., QJ

'-a..

....... J :::71 u

~ -

2r -

I

-1 ' ' 1.811 1.83 1.86 1.11.9 1.52 t.SS t.S8 2.111 2.B+ 2.11'7 2.1112.13 2.16 2.1S 2.22 2.'2S

Time sec.

j "fig4'5.Cylinder Deactivation - 2 CP20FF)

L__ . ---·-

' • "' 0 u.

89

27r---,---~--~--~~--~---r--~ . .

24 1000 RPM MED. LOAD

21 Cyl. ON:

ur

'- 1S . tQ ..0

a.o . '-;;;, Ill 12

"' Cyl. OFF (JJ

'-0...

.--< 9 :::n u

1-

5

·~ v,~

-3 ' ' 1 .:SI! 1 ,33 1.36 1 .39 1 .4'2 1.4S 1 .48 1 .S1 1 .S4 1 ,S7 1 .59 1 .53 1 .65 1 .69 1 .72 1 .7S

Time sec.

fi946. C~linder Deactivation - 3 CP30FF)

'-ra .D

CV

'-:::J \1\ VI <11 '-a..

.-. ::n u

1s 2500 RPM LIGHT LOAD

14

12

1111

8

6

2

. . cyl. ON

90

• •

C~l. OFF

-2~~~~~~~~~~~~~~~~~~~~~~~~~~~ a.2a 1.21 1.22 1,23 1.24 a.2s 1.26 1.27 1.2s 1.2s a.3a a.31 a.32 a.33 a.34 a,35

Time sec.

fig41. C~linder Deactivation - 4

' .,. • Cl 0

a..

91

:s4 r 2500 RPM MED. LOAD .

. :SB .

:

r

26 r C~l. ON . .

c... tO

:z:z .0

QJ r '-;:;, Vt ur VI <11 c...

a.. 0

...... 14 :::71 " u

r

1B C~l. OFF

.

"

2

V -2 ~L ~'- _!_ _!_

1. BB 1.02 1.114 1.06 1 .118 1.10 1.12 1.14 1.16 1.18 1.211 1.22 1.24 1.26 1.28 1.30

Time sec.

Hfig48. C~linder Deactivation - 5 ' 111

• "' D

u.

CP50FF)

'-

"' .D

QJ

'-::::J VI VI CIJ '-

0...

...... ::n u

92

~

3500 RPM LIGHT LOAD I

14 Cyl. ON

;

12

1B

11

Cyl. OFF

G

2

-2~~~~-=~~~~~~~~~~~~~~~~~~~~~~ 1.GB 1.61 1.62 1.63 1.6+ 1.65 1.66 1.67 1.69 1.69 1.70 1.71 1.72 1.73 1 .7+ 1.75

Time sec.

frg4-9. Cylinder Deactivation- 6 H

<P60FF)

' lD

• Cl 0 u.

93

32 3500 RPM MED. LOAD

Cyl. ON 28

;

24

'-<tl 21!1

.D

Q.l

'-;:, VI

15 VI Q.l

'-a..

...... 12 ::71

u C~l. OFF

8

1!1

-4L-~--~--~--~~~~--~--~--~~~~--~--~--~~ 1 .tS 1.16 1.17 1,18 !.IS 1.21!1 1.21 1.22 1.23 1.24 1.25 1 .215 t .27 1.28 1.29 t .31!1

Time sec.

Tis50.C~linder Deactivation- 7 (P70FF)

• "' D

ll.

J

94

9 r------.r----,-,-,--,-.----,-.---r---,- r------r·-

8 IDLE 615 RPM NO LOAD

.

7 . :

.

.

f-Cyl. OFF

Cyl. ON '- s . tO

.D

QJ

'-.

:::J Ill 1

"' . Ql

3 ~ . :::n u

2

.

a

"" -1 ' '

2.GS 2.G9 2.73 2.77 2.81 2.85 2.89 2.93 2.97 3.B1 3.BS 3.B9 3.13 3.17 3.21 3.2

Time sec.

Tis51.Cylinder Reactivation- 1 <P10N) H

' '" • C)

a ll.

•.

Ql L ;::)

9

a

7

6

VI 4 VI Ql L

J

2

1

-1

. 95

. . . ' • . . •

. 1000 RPM LIGHT LOAD

-

:

Cyl. OFF C~l. ON .

. . ~ .

~

r

"'' ~

r

~ \J .A ~ ~ fV

rr -

2.15 2.18 2.21 2.24 2.27 2,30 2.33 2.36 2.39 2.42 2.45 2.48 2.51 2.54 2.57 2.60

Time sec.

1 'fis52.C~l i nder Reactivation - 2 CP20N)

........ ··-·--------------------------1

'-ITJ

..0

ClJ

'-:::l

"' VI QJ

'-a...

...... :n u

96

1G 1000 .RPM MED. LOAD

C~l. ON

:

12

C~l. OFF 1B

8

G

2

B

-2~~~~-=~-=~~~~~~~~~~~~-=~~~~~~~~ t.S8 1.~4 1.~8 1.62 1.55 1J7a 1.74 1.7a 1.92 1.95 1.98 1,94 1.sa 2.e2 2.85 2.1a

Time sec.

HTis53.c~Iinder Reactivation- 3 · <P30N)

' m

• "' c

11.

97

16 2500 RPM LIGHT LOAD

12

'- Cyl. ON tO . Ul .0

CLI '-

·::J VI a VI CLI

Cyl. OFF

2

-2~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 8.98 8.93 8.96 a.99 1.02 1.a5 1.as 1.11 1.14 1.17 1.2a 1.23 1.26 1.29 1.32 1.35

Time sec.

fis54. Cylinde~ Reactivation - 4 H .

(P40N)

' ..-1

• "' D IL

·-----·-·-- ···----

'­

"' ..0

(IJ

'­::l VI VI (IJ

...... • ::::n u

98

32 2500 RPM MED. LOAD

28 :

24 Cyl. ON

16

12

C~l. OFF

a

4

-4~~~~--~~~~~~~~L-~~~--~--~--~~~--~__J B.2B B.2J 0.26 B.29 B.J2 B.J~ B.JG B.41 B.44 B.47 B.~B B.~J a.~6 a.~ 3.62 0.65

Time sec.

'Fis55.C~linder Reactivation- 5 ~ .

CP50N).

.;

• Ill D

11.

--------·- -------------------·

c... I'll .0

QJ

'-:::1 1.1\ 1.1\ QJ c...

a..

...... :n u

99

21 3500 RPM LIGHT LOAD

1S :

Cyl. ON 15

12

9 Cyl. OFF

6

3

-'J

-&~~~~~~~~~--~~~--~--~~--~~~--~--~~ e.a~ e.87 e.B9 e.s1 e.s3 e.ss e.57 e.ss 1.e1 1.03 1.es 1.07 1.09 1.11 1.13 1 .1s

Time sec.

fig56. Cylinder Reactivation - 6 <P60N)

•

100

32 3500 RPM MED. LOAD

29

:

24 Cyl. ON

'-1'0

211

..0

Ql '-::l VI }6 VI Ql ~ Cl..

Cyl. OFF ...... 12 ~ u

s

-4~~~~~~~~~~~~~~~~~~~~~~~~~~~. 1.511 1.52 1.54 1.56 1.59 1 .6a 1.62 1.64 1.66 1.69 1.711 1.72 1.74 t. • .7s 1.9a

Time sec.

Tlg51. Cylinder Reactivation- 7 H

' m

L_

<P70N)

A S 0 GRAPH @ 45 kph. 101

9~--+---+---+---4---4---~---+---+---4--~

N 6 f---t---*1 __ -+----+----1 .. ----1--- -+---+--+----+

6c~ l. ::r: '- 5 N

"* "* <J: ~

3

2

1

" Ut J ,\.

e :Sill 61!1 91!1 121!1 151!1 191!1 211!1 2~1!1 271!1 301!1

Hz

211

1B

16

14

12 N

Sc~l ::r: '- 111 N

"*

I '

"* <J: 8

6

~ I

2 I ,

Ill

I JAJ J ~ A U~ \]l L '-"-" A_,_ 11 31!1 &1!1 91!1 120 1511 191!1 2111 2~1!1 271!1 31!11!1

Hz Figure 58

A S D GRAPH @ 45 kpho 102

10

9

a

' 7

o•

6 N

6 c ~ l 0

:I:

' ~ N - I '

'*' 0:: ~

3

2

1 d [1\ J

"" Lr\

! I ' /1,_ I~ 'A. .; lv,

0 0 30 60 90 120 1~0 180 210 240 270 300

Hz

90 .

81

72 -

63

~4 N

4 c ~ l 0

:I:

' ~~ N -* I

0:: 36

I I 27

18 I

I 9

0 ~ lA A a 30 60 90 120 150 1s0 210 2~0 210 300

Hz Figure 59

A.S.D GRAPH@ 45 kph. 103

Ul

9

8

7

I N

6cy 1. .::c ' !! N

'* * .a:; .. ~

I i

I

I i .

I '

2

1

11 ~ J A A. k ,]\. M w. 11 ~8 &8 .98 1211 1!18 11111 2111 2-411 278 31111

Hz

11111

911

18

78

se N

3cy l . .::c ' !18 N

'* * .a:; ... 311

28

111

11 A~ LA A

8 ~~~ &11 911 1211 1!111 1811 2111 2-48 278 31111

Hz Figure 60

A S.D GRAPH@ 45 kph. 104

u

!I

• 7

I N

6c~l. :I: ....... !5 ('oJ

* * a: 4 I 0

!

::s

2

t

8 lll v.JJ A A A .l I• ), ~ • ::sa •• 58 12a sea ta8 218 24a 27a ::saa

Hz

188

!18

" 78

58 N

2c~l. :I:

' 58 ('oJ

* * a: 48

::sa

28

18

j, cj " • • Jo. :AA t_ 11

a ::sa 11 !18 128 158 '" 2111 :Z41 271 ::sae Hz

Figure 61

A.S.D GRAPH@ 80 kph. 105

ur

!I

I

7

.

" N

6 c ~ 1 . :r: ' !I N -* <I: ...

:s

2

1

• A lA ~ ~ .A _A .) lA. ..r./1..1 ll ::ur "" !Ill 1211 1!11 111 :Ztl 2.olll 271 lll

Hz

21

11

u

H

12 N

5c~l :r: ' 11 N -* a: I

• ...

2

• li .. . A LA. I 31 &I !11 121 1!11 1111!1 211 2.olll 2711 3111l

Hz Figure 62

A S 0 GRAPH @ 80 kph 106

Ul

9

• '

' I I

7 I

I

li N

6 c y 1 . ~ ' !I N

"'* * <I: "' 3 . 2

1

11 .. A A " .A J .r/o.. 11 Jil &I H 121 1!111 11111 2111 2-411 2711 3ft

Hz

211

1• 16

1<1

12 N

4c yl. ~ ' 18 N

"'* * <I: • li

"' 2

• A A A A """' 8 38 68 911 121 1911 111 2111 2<11 271 3111

Hz

Figure 63

AS 0 GRAPH@ 80 kph. 107

111

9

I

7

' N

6c~l. ::c ' :1 N

"* * a: "' 3

2

1

Ill .A ,._J ,.; A A .rA. I 31 &11 91!1 121 1:111 1111 218 2~1!1 271!1 318

H:z

n

27

24

21

18 N

3c~l. :::c ' 15 N

"* * a: 12

9

• 3

·e A .A J w ....A Ill 311 611 911 12111 158 1811 211!1 24111 271!1 31!11!1

Hz Figure 64

A S 0 GRAPH @ 80- kph 108

Ul

!I

I

7

I N

6c~l :I:

' ll N - '

* a: 4

J

2

i

li ~A iAJ _/ J' ... ). w. 11 31 ,. !11 121 151 ita 211 241 271 388

Hz

lll

4S

41

3S

31 N

2c~l :I:

' 2S N

* * a: 211

iS

11

s

• A_

"' t\ A /1 )\_

a 31 51 SI 121 1!11 lie 211 241 271 388

Hz Figure 65

JAGUAR ENGINEERING -- JAGUAR CARS Ltd. EMISSION CONTROL DEPARTMENT

EMISSION TEST NO, E4 7 9106 30-1-85 ============================= ========

VEHICLE NO. ODOMETER

INERTIA WT, DYNO, H.P,

BAG 1 1. 28

XJ31/60 CSO MILES

LBS,

BARO,(IN.HG,) WET BULB DRY BULB VAP, PRESSURE

MILES 2.05KMS, VMIX =

29.822 16.5 29.0

1.18 IN

2069.6 EXHAUST SAMPLE ItACKGROUN[t SAMPLE

RANGE CHART CONC, CHART CONC. HC 0 - 300 PPM 65.6 193.04 6.0 17.62 NOX 0 - 100 PPM 25,8 25.99 0.7 0.72 CO 0 - 3000PPM 73.0 1382.59 1 • 2 8.36 C02 0 - 3 7. 34.2 0.76 ") r

~ .... 0.05

BAG 2 1.27 MILES 2,04KMS, VMIX = 2075.2 EXHAUST SAMPLE BACKGROUND SAMPLE

RANGE CHART CONC. CHART CONC, HC 0 - 300 PPM 83.0 244.08 9,0 26.45 NOX 0 - 100 PPM 37.5 37.53 1.3 1 • 3 4 CO 0 - 1000PPM 88.0 856.51 2.0 12.60 C02 0 - 3 7. 26.5 0.56 2.5 o.os

OVERALL.RESULT ===============

NOX FACTOR REL HUMIDITY

0. 8772 25. 9:Y.

CONS INE HOF: 1002 N0,7

HG,

cu. FT. DILUTION FACTOR 14.6 CORRECTED MASS EMISSIONS

CONCENTRATIONS GMS, <BAG )

176.63 6.41 25.32 2.67

1374.80 100.67 0.72 829.09

cu. FT, DILUTION FACTOR 19.9 CORRECTED MASS EMISSIONS

CONCENTRATIONS GMS. <BAG )

218.96 7.96 36.26 3.84

844.55 62.01 0.52 601.28

DYNAMOMETER SAMPLER ANALYSER

CONSUMPTION· · ML/GAL LTR/100KM 13.2768 21.2759

CONSUMPTION ML/GAL LTR/100KM 18.4782 15.2870

.,

HC NOX HCtNOX CO C02 ML/GAL LTR/100KM, ( GM, PER TEST )

BAG 1 6.40620 2.6711 9. 07730 100.671 829,09 BAG 2 7.96286 3.8361 11.79896 62.010 601.28 -------- ------- --------- ------- -------

14.36906 6.5072 20.87625 162.681 1430.36 . 15.4515 18.2815

Fig 66. Emission Results from Har EURO 04 test: Bag 1: 6 cylinders, Bag 2: 3,4 cylinder active

.. Temp. .. Man.

~ Press ..

RP M.

1-

I

I Accel, Pedal

Monitor

.

Microproc.

I

Interface

Throttle Compens.

r-L-118

I

Throttle Valve

Data Recorder

Fig 61, Stage 2. Microprocessor-based Cso

llO

To injectors

S.C.R's

ECU.

Fig 68 Oxygen Sensor Feedback System •

New Sensor Positions

I'l--l-- Old Oxygen sensor position

Fig 69 4.2XK Downpipe Catalyst Modofication with CSo.

111

APPENDICES

112

APPENDIX I

Formulae for calculating the performance characteristics of an engine(22) :

W X N (i) Brake power output P ~

where:

( ii) Torque

where:

( ii i) Brake

where:

(iv) Brake

where:

or

K,

w ~ Brake Load ( 1 bs. ) N ~ Engine Speed (rpm) K, ~ Brake Constant ~ 400

~ 536.41

output T ~ w X Ka

Ka= Constant = 13.13 = 17.802

mean effective pressure (BMEP) Ka

BMEP = w X -n

K, = Constant = 317477 = 46.046

n = No. of Active Cylinders

specific fuel consumption (BSFC) 134280

BSFC = g I p X t

t = Time for Consumption of 50 ml of Fuel, in sec.

P = Brake Power, in kW

296

kW

for bhp for kW

for lbft for Nm

for NI m .. for psi

hr.

BSFC = lbs I bhp hr. P X t

where: P = Brake Power, in bhp

Correction Factor: 29.92 460 + TP

c ~ X

BR 520

where: TP = Air Inlet Temperature, in deg F BR = Atmospheric Pressure, in ins. Hg

113

Auto Spectral Density

The Auto Spectral Density of a signal is the mean square value of the signal distributed as a function of frequency. In common with other densities derived from sampled data, it is a discrete quantity having the dimensions of Units~/ Hz. The overall mean square value therefore, is given by the sum of all the individual frequency components.

The mean square value, x 2 , of a signal x( t), over a finite time T is given by

T

:s 2. X (t) dt.

0

Similarly, the mean square value may distribution over frequency, giving function G (f), where

be represented as a the Spectral Density

~)(

o<!

-; 2. = s G "" ( f ) df.

0

This formula leads to one method of estimating the Spectral Density function by filtering the signal between two frequencies, f 1 and f~ , and forming the mean square level of the output.

Hence, £2

-2 s x (f1 tfz.) = Gxx(f)

£1

df.

An estimate of G (f) can therefore be given by

This method of estimation shows that a A.S.D. Units2 / Hz, and that the method of estimating may be considered a filtering operation.

has dimensions of the S. D. function

114

APPENDIX II

This section contains a paper written by Dr. G. G. Lucasr Mr. J. Hughes and the authorr for the XX FISITA Congress held in Vienna on 6-11 May l984r titled " The Application of a Microprocessor to engine cylinder disablement" and based on work covered in this Thesis.

!lot Appliltlion of

lilt"" of ~ht ~hr'oUit ••lu in tilt intth of tht '""~ tqnitHn tngint il ont ru1oon for tilt lo.tr ptrt lud tffi~ttllq of thi• tnlj-int •llln ,o,~.t.rtd •itll tl'lt cotprrnion iqnition tnqine. ll'lt nud hr tht tl'lrotlh ~•1 .. un bt 1110idtd br tilt diUb!r .. nl ol in~illld .. tl qlinden.

A ti<roprocruor i11 Oeinq uud to opeortte on tile iwtl injtttion to the inlet port\ u 1 uant to cliublt tht c:ylindtrL lt i~

beinq progruud '"'h th•t tht qlinders diublut, qcle r., trth, "n br wtritd in ord•r to kup 1!1 tl'lt c:rlinders hot and to ti1111iu tl'lt .. plotudt of tl'lt tibrations of tht po•er unit on it' tountint11• further, lht nutbtr of t}lindtrt diubltd, crclt br lt~h. "" br ~•rird in order to prowidt " fine tontrol of tntine po•tr outp11t.

lilt tontrol ,,\tu i' dtstribtd tnd tne ruulh of tht uptriunud tut •ork trt pruenttd. lht ptper .Jso contain\ tile theorrtatl todellint 1.1f the 01nuic' of t_nt poootr wnit on 1a t~unt1n9' udttd br tht rtnqt of fordnq torqwu upecud frot •n tngOne 111tt." diubltd crilnder\. A •i• dtgrtt of frttdl'.lt •ode! is brinq 11Ud,

l'utili•ttion dt I• 'O"P•9t d'.cciUratt .. r d•ns i'•dtiuion de l'allutil~t d'ctin~ellt du tottur tU""'''"'" d'11n piu\ b•s rtndtttnt Cl 1unt :.•rtir dt lil thtr!Jt dt C:t Ultur qyilnd on to•p•rt ilwtC lt 10tt11r i tllutqt i co•preuion, l'utiliution dt \owp•pt d'n,llir.trur ptul ftrt (,itit p•r lt tia h1.1r\ dt urviu dt\ c~lindrn .. t~.r4ttnt.

Un ti~rOI>III~t~:.rur f~l 11tilo•,, 1/0ur I•:Pr ~ur l'riiJtdion 1/10 C.rl.o~••ul •u• 11i11'' 11 1 <tdii''I.IOn <l>iltl "'Jin i'Uur tttrt h.,r, .Jt

urviu lu tylin~rn, 11 Ut progr~u; dr trlle 1111i1rt que le, qltnOru tis hor\ dt urwict, qd1 1pr'h ·~tit, pewv111t ftrr th.,n~l~ Clan:. Ieo b~t dt C.on~trnr tou~ lu ql indrH cl'l~ud~ rt dt tinitiur l'u1111 tudt du tibrttion\ dt !'.,nit( dt p .. i~uncr ,.,,. U\ ~~~pporh. Or pJ., .. notbrt des cylindru ti\ hor\ de \trvict, tytlt apr"u cyclt, pr11t ttrt, thtnq/pour f~ .. rnir un Co11tr&l fin dt it puiiunct de "rtir du toteur. o.,., J, docuunt le 1optht de tontrol ut dt'tri• tt lu ri,uluu Cl" tro••u•t upfruent.u• tont pr#unt(L \t do; .. trnt tr.itt ~wni le tlldile tlltoriqut duil totportntnt dyno•iQ~t drl 'unitt dr P~oln•n•t sur'" 'upports eocltir ptr ~nt t;ntt dt forces dr tonJon qui pourraJtnl ftrc prl.lduiln par "" t.oteour au, crli11dru. an h1.1r~ de urwiu. Un todilt \si a (6) dtgrt\ ae liberti ut utih{.

(iner der Griindr ftir dir geringtre l•denhigktit d·itU\ llotor\ it Ytrghith tit dn dtr du ~oapreuionuotors ist dtr C.tbrtucb der Orouelklippt wjllreond der Awfnt~tt dtr J~ndung dn Vtrbrtnnunquotort. Ou hdi.irlnis fiir tint OrosuH.Itppt ~trn d.,l"tll du Unbr•u~llbtrtt•~tn dtr tin<~rlntn lylinl~r wtrlltndert .erdtn.

(in llikroprouBor ooird wtl"•endtt, ut die Brennstofftin,priUuiiQ 1n die [inl•bnifen lauftn ru \nun, und dtdurcll d!t i•l•ndtr ~nbq.,cnbar lltht. [r i~t ~u progrutirrt, d•} die ~nbq~chbortn lylindtr, llotort•llt loollth llotorU~t. uriitrt ••~"Gtn, Kdnnen ~~da' •lit Zrliloder htof t.ltit.rn, unci dttlt die h~l1tuoe der ~lbrat,llntr. dr~ lrotb•trku 111f ~ertn llotortr'aqtrn tuf llfl ainoaut grLr,lht .erdrn. Ulttl'\ k•nn dit Anttlll der ~nbr•u<ll~•rgeoaoctotrn ltltndtr, lt~t nlll'l ltkt, ~triitrt,.erotn ua tint gen•~• ~ro~tr~llt Jer lliHIIinenlustung \icner tw \ttllen.

OH Kor>trol>!or~tu ist bn~tlrieobtn, und dJt Rnultttt dtr !oper,untat<r,.f.,n9tl> :irger• t .. d, wor.Oir Abhtndl .. ng Oeinhilltrt '"rn oit thH;rrtiHnt f!ll"'grbung drr Oynauk OH lr!eD.rrku •uf dtren ll~tortriiqcrn, rrrrqt dwrtl': oie Atillt un FUnr 11ngsdrrl\•rJf!rn 01e •On eo.r.u fllo.C~r tit unlor•u~tu:.argtt•tf'lten lrlinotrn\ er.utet •lfO. (in uoagr¥digtl frtilltJtuodel •ird Cl.l1bt1 werundrl.

luCU, ""ghu tnd ll1nin.

ABST~ACT

Thr u'e of the th~ottle valve in tht intake of the s~ark

ignition r~gine is one reason fo~ the lo.er part load efficiency of this engine when co•~a~ed wit~ the t~&press· ion ig~ition engine. Th~ need for the throttle valvt tan be avoioed 1:~ the disatle•~nt of individ~al cylinders.

A •icroprocessor is being used to operate on the ~uel in· jtttion to the inlet ports u a uai'IS to disable the cyl­inders. lt is being progratted such that the cylinders disal:~ed, cycle by cych, can be varied in order to keep all the cylinders hot and to ainitise the atplititude of the vibrations of the power unit on its tountings. Further, the nutber of cylinders disabled. cycle by cycle, can be varied in order tc provil:!e a fine control of engine power output.

lhe c~ntro~ systet is describe~ and the results of the uoe,.~ttntal test wol"k are presented. The pape" also con· tai"s the the.oretital todelling of the dynu~cs of the ~o.er unit on its tcunt5ngs excited by tne range of forcing torques e•pecttd frot an engine with disabled cylinders. 1

si• aeg~ee of freedot todel is being used.

INTRODUCTION

The usual. •~thod of co~t~olling thr po.er outp~t cf the spark ignition engine is by throttling the inta~e. This has the effett of ine~easing thr putpin; losses an~ the p~oo·

ortion of energ~ to the coolant at low load. These ~ngines

th~refore, when installed in ~a,senge~ vehi~!es. spenc the tajorit~ of their li¥t$ operating at a relatively low efficiency.

o~e Wl) of intrta,ing the etOnOiy range of the l~!ti· cylinder S.I. en;ine is to 1llow the en;ine to ope~ate on fewer t)linders at pa~t-load. The incr~ase in thro!t!e angle r~q~iree! to coe~enute for the ~ed~o~ttion in po~oer has the effect of "deth,.ottling~ the active cylinders, increasing the volu•etric efficieney ard decreasing the brake specific fuel cor.su1ption.

Se¥eral syste1s have btt~ developed to s~ltttiv~ly de­acti•ate cylinde~s by several •anafacturers in the past.

Eaton Cor~or!tion (l)• devP!~ped an electro-•~:hanita!

systu ~rr,ich t:luld disable the irdet and e•~aus~ valves, incaui'~g f:oel ecor.v•y by up to 2S\ 11hen "oriving'' aflc .. ~':, at ie!je. Baus. Oosdall 11\d S•ith (2) sho• that a VO er.;:rt using this val¥e disatling !yste• could epe~ate on any n~•:!·

of tyl!nders. !hey repvrte~ fur! H:onoa) ;a:ns of u~ tc. ::~

with~ut de;ra~ing overall perforunce. Ca:a:e•-Stnz l.i, .j .

(4) developed electronically controlled sys:eu tr-at.lin; a~:. 6·4cpe~atlon .ith fuel sadngs of up to zs~ cr. tht [~! :,::t. Fo~d (S) showed that a V6 engine to~o~ld be s;.lit, eHecti•el,, into two three-cylinder engines with separate intake ~y1te1~.

affording a futl econoay of 20; Ofl the tC£ cycle, •ith reasonable ncise,~ibration an~ harsh~ess le~el~. Sot~ Ai'a Rctto (6} anG Mitsubishi (7) hawe developed four·cylir,ar en;i~es capable of operating on two cylinde•s,the fc~•e~ ~s:~

fuel cut off and tile fatility to hitch acti~e anc 'd~ad' q!inders at predett~ained irote .. vah. BM• \~:. (9} uril:H l'lot u!':a..-st g<Hes diverted i11to th~ee dtan:\a:e!! ql:11oe·s of their si•-cylinde~" engines. in o~der tc ~u~ tt-.~st :y!:~ .. de~s .art. The systu !':as ac!lieved a 2St ttcr.~., sain c~e~ the E~o~rc~ean urtan ~~cle. Watanabe and F~kw:a~i (1;) fc~~: also that si--cylinder engine vibration co~·ie ~e red ... ac a: iC!e with three-cycle operation.

These in~estigations have, to date. adorted a rather <onse~•­ative approac~ to ~ngin~ cy!inde~ disat!eeert. Nanufa,!u~t·s

have beer. cor.tent to diHb!e three cylinden of a $il :y:>:e· er.;ir.e or, as in t!':~ case of A!'a P.oa!O, tc ~:~at:e :.: q!irH:jer! of a four eyli.ndeor engine. The ~eu:n fo~ u:~ ;! si•~!e: if a n~-'ber of cy!inoers ot~er t~an ~a:f the :~:a:

no,:tbe~ in tr~e en;ine is disa~lec: the vibqtio:'l of ~~.e er;.·p beco•e~ unac~e~ta~le.

T"'e use cf a elcroproceuo~ to diuble cylir.~t·s, eiP"~t' t·• orerath,. on th! Fuel injH'tion systn o~ on tht ~a!n ~H·, pr~-:du ~he possibility of any disab:utr.t Ht;utr·tt :' ~! use:!. The n.:abe~ of cylin::trs disab!ed, qtle-br·cydt. u 1

al!o b~ ~aried t~ provide a fine control of ;c.e• o~:r~:.

In this pacer, the effects of cylinder di5a~!eltflt on the ¥erfor•ance ta~ of the ~ngine and on en;:~e v!~pa:ion 1rr

s~.owr:. 1 si• degrH of frHda IOdel of t~.e engine vito•a:::-; or it' 10r.:11ts is also discussed •ith a v:h te it ust ir. •!~!•i1!ng the in:reases il" ensine vibra:ic~.

• !t~atorr ir. 1=a~en:~eses des!;natt rtferen:r! a: tl"l! or :a:~·.

rJ~UIIi. 1. lESi £0UIPMUri1

l~e en;ine use: for this inH!tigat!o" was a Jaguar ~llf sb. cylinder :win c~erhtad ca•~haft engine, equip~ed with B:1th l-Jetr~ni: eltct~onit fuel injection systea, the latter being an air-f:o. based systel, The engine specification is listed in Table 1, anc the layout of the equip•ent used is shcwn in Fig. I.

Table 1 - Gt!'ltral specification of Test Power Unit

Jag~;ar XK6 4,2L Low No. of cyl ir.ce~s Fuel! :.n; Cca~~nsi~r. ~a!i:

Rate~ Pewer ~Y!;~t

~ateC Tor~ue O~t~ut

Coapression engine 6 i" line Sosth t-..ietronic 1. e: 1 153 kW ~ 5COO rpa 321 h ~ 3750 rp1

The engine was ~ounted on a test bed having an eddy c~o~rrent dyna•~•e~er, t~~i~ped with speed _control. The special engine instr~aentation consisted of a Kistler pressure transd~cer toa•unicating •ith the engine coabustion the•~er and a O.J. Birchell accelt•eaeter aounte~ on the outside of the head. A slotted disc ·~s aounted on the crankshaft forward bf t~e

engine ~~!!ey tc provide a t.d.c. in~icato~. A lab'Jrato~y

sta~da~d tace re~crder wa~ used to re~o~d the accelero•t:tr O\oitPo.~t. I~e si;~"·al btin; then passed th~ot~gr anti-alisin; filte~s a~d ar. ar:alogt~e/digital con~ener into t~e Ot~art­unt's POF Jj/jlo coap~;ttr,

The disabl~aent control syste•

En;ine cy!inde~ disableaent was athiewed by s~itching off

the cu·rent su,:ly to the f~,~el injectors, ~o attea:t ~as

•a~e to oo~rate on the rather coapactly designed tw~n ooer­head ca•s~aft valve gear systea. (lectronit Opto-coutle: sc~·s ~ere •c~n:e~ in the leacs ~et~een the noraal contrcl sys!n, .. ~ich wH not aodified, and the individual iniectors. These 5CR's .ere operated, th,.c11gh a suitable interfa~t, by an !n~e! see~ based aic.roprocusor develcpunt systea. ~ig.Z

shc~s the syste• !oChuatically. The slotted dis: eo~tr.tfd on t~e t•an~s~~ft c~lley in conjunction wlth an cpto-~~itc~

pq,:eea t~'>e ln~e·-..pt sigral to the aitro;~roctstor,

F 1 uu~t ~.

CJ D """. ~~~[TIC ~JDrc JI()Jri:'OG ~UPP~ Y

.1-- MICII:OPIIOC[~SOf

liiTERr .t.er 1-I I

I llll!IIRUFl

I SJ..OTT[D o:sc ~I ' 0,..10 SW: TCM

.

nrcno11JC I "11:·~· I ~;TCJ4IS

binary n~tabers, the si• least signifi,a~t tl:s of ea:~ :!!n; used to o~erate the SCR's. Any nu&:er :f engine therac­dynaaic cycles, within the capacity of tne •icroco•?~ter's •e•ory, could be atcoaaodated in the se:~!~:e. The se~ie~ :t binary nut~ers was ter•inated by a ~o• et ze~,s. signif);~; 2

return to the start of the series an~ a re:tat of the s!:.e~":e.

In ttis •a~ner, any c~a:i~etion of the ~-~~~~ of cyl;n~e·s d!sat:ed cycle by cycle and any n~·=~r ;' :,c:es in :~e sec:o:e"'~t co~,;ld be pro,·ided.

Such an arrangeaent is versatile anc ~ceal fot re,ea~:·

purpases. The ,oftware arrangeaent of a ~~a;tical, :-~c-: .. :!!.on systu •ill be, of necessity, •uch acre co•:·lu. ~oat i~e:a of

the factors which a practical systu •iil ~·ht to '"~··~::ate are ;i¥er in Appendh J.

Discussion of Engine Test Results

The r.~•~er of cylinde~s disabled w:as ~a-ie~ f~"' ere t: ::w~.

In ead': :ase the dlsatled cylindtrs •t•e ~~:,.. ;:);:e: a"~: ~e::

Hxec. lie difference in power ovtpu: c• '"el .:c~~-•;t:c· -a~ disce~~e~ when cyclir.; the di!a~lec :,::r.ce·s u:e:: .. ~.~- :-.~

fre~1.1eo::~ of the qdit ~c.tation ar:.-:a:~ec ti-e r~!,:.e·:, ·• the the~•~Cynui~ cycles cf the e,..g;nt. ,1.~ ~~:~ t-e~.e·:.e;

the oea:tivated cylinders tended to ';~t Clt::as:~~.l::b

partl:~larly at low loads, due to tr.e p~eun:e of fud ¥a::.~

in the uni fold.

In the te!ts the speed, load and nu•~e· ci cy::~.::-P~ t;·:rc ~ere ,a-ie~. aeas~o~reaen:~ ~ein~ aade •' t~e: iic~ ~ 3 :t a•: · vibra~ion. The perforaante ••~~ .ere rict:fc froa tne~e :a~a

and a;~ear as figure 3. A cursory glan:e at a fe. ;"tir.:s along a typical load line dra~n shows t~at i: is ~n thf .a~ra~

of stee:: gradient of the s~ecific fue! ;ons.•~:i:"' cc~.tc~·!

that the bentfih of cylind@r disat!eu"'t lie. Tc ~dg~::;~~

the ec~no•y gains figures 4 and~ ~.ht tur r~:-.s .. aa. TrtH ·

sho• :~.e red~tttion in fuel tonsua:;-ti('o: H .a :-tra"'~~:t ,: tha~ a:·~ewed •ith no~eaj t;linder o~t:-!::~·. f i;.··~ . •!!

ct!a>e; :y intt":>c!.ati::n fro1 t~t ~t·•:··~-;~ n: ~ .. :.•t

is :"'P -H~lt et aodit:onal testir.; a"'~ !":•! ~"t ; 3 .~.; f~t. ::~;.,r:L:o., t~ t-f e•:.t:te'J a~ a• ::.~ 1:1•: .·•

F!~UP( 3. [ ~U!H( P(HOP:Iill.lHCE Mt. PS.

300

:1\ol:) !kw)

150

100

90 100

80

10

ISO 60

10

100 40

30

so 10 Tnic:•l Loac: Line 10

l·S s 0

1000 1000 ~··l•i~ 3000 4000

40 so 60 10 80 "' lOO 110 110 130 140

tm/h

Figure Ja. 6 Cyl. Firing.

liO p

T ••• (1ft~

zoo BC

10

110

40 SO 60 70 80 90 100 110 110 1JO UO

ta/h

figure lb. S Cyl. Firing,

100

T ('-)

110

100

"' Typital Load Lint

0

1000 1000 rt~/11nn

40 so 60 10 so· 90 100

F ig:~rt le. 1o Cyl. Firi11g.

'"' I

'"'' 100

"' Typical load lint

0

1000

40

Figure. 3d.

100

T , .. ' ..c:_-.

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.

zooo rt¥/•in

60 10 80 90 100

c '1. Firing,

I '" ... ...,....~

~~::

~:> ~,.,. ~ t-

z.s

1000

"

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ac

2<l

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3000 40(){'

110 110 130 "' te/h

p (kw)

c: [le

• 3000 •ooc

110 110 llO '" km/h

' t;;2• IC

1

40 50 60 70 80 90 100 110 110 u:ll

1 Cyl. r:rir.g.

fiGURE t., COI'ISTAII:T SPEED ECOI'IO"Y GAINS

., r----------------------------,

lO

I

" 1- F ' ' z i 5 10 t- : ~ I Q :F - - - -:c~ r: u u u w

~!· N • . ~ w 0 60 so 100 .

ka.'h 130

·10 F JGUi<£ I. ECOh:ttY GAIN AT l DLE

"' 10C r--90 r--se r--z

5 70 r--i 60 r--Q

::: IC 1-w

" 1- r-30 r--20 1- 1-1cf-il:- --1-0 •

Gi~en that the rel~tive inertial and frictional louts in. crease •ith the n~aber of deactivated cylinders "' adwar.tagu of en;~re cyl!ndt .. disableunt det!"taSt with inc~eues i' speed. This is sl'owr. i' figure 4, Mui•u11 benefit is obtaineC 11hen cylinders. '" deact~oated at idle. llo .. eve~ if a ore than thru cylinders '" di sabltd the engine vibration becoaes unacceptatle. This situation could be i11p~cvd by increas:ng the iCle speed. Pfoa that •• JOOO rev/ain lll:!h I cylinders firing !he i•proHaent in fuel consulption would st i 11 b• around SS\,

Froa the liaited fiJibtr of tu t results obtained so f" it c:n be cor.firaed that engine cylinder disableaent can pro~ide the very worthwhi!e reductions in brake specific fuel con-iUIPtion e•peete~ Fro• an unthrottled engine ,, low load operation.

Su(h an i•~le•e~tation of engine cylinder di u!)h•ent, •here any n~.<lter of C)!inders _can be disabled, does ho.ever intro~~:e prcble•s witll engine vibr1tion. Fi gu~e 6a sh~·~ the ca;:~iate~ tc~~~~e cut~ut tra~e frca a s l• cylindt" engir~t • ~ t ~ all !yl:nde-·s H ~:~e. 1>• fcl!o~:ng five

figures sho• what hap~rns to the t'r:~r output 15 t}lindrr~ art progrrssivrl, disat:rd. Tht~t d~a;•a1' .err grnrratrc u aninttrudiatf out;..~o~t froe thr si•u!ado11 pro;r11 ducr:~rd in Appr~dia 1, They show ~ow lo. frr:.!n:y pulsations art introd~tr~ both into t~r drivr!:nr :or;_e 1n: the rrgine vibration, Tht in~rtaie in torque flu~:uation as tylindrr~ are disatlrd can also be seen, This gives rise to the ino:rnu in vibrat!o" t•;:ltrirr.trd d~o~~irg rngi~t cylinder dis~ I blu nt • FlGU~!~ , . SPH. ~:.Al Ui.QLYSlS or t ~G: H£ Vl8Pll10f. AT

110C rrv/ain

10

9 8 1 6 -X I - ,..... ' N

• • • .. l 2 1 0 lJA

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6 Cyl. F'ir;ng.

20 90

18 81 16 71 14 6l 12 14 - ~·s X 10 - f36

N 8 • • "'11 < 6

4 18

9 2

' 0 ll 0

0 60 110 180 0 60 11() 100

I Cyl. Firing. 4 Cyl. Firing

lOO !OC 90 90 80 BC

10 70

60 - 60 X - ' 10 ~se N

N : : 40 .. CO < 30 30

20 20

10 10

0 0 0 60 11!1 !Ill 0 60 1ZO 180

3 Cyl. Firing Z Cyl.riring.

0. St: Yorq~f •

o-.:

o.zs

O.ot

-c. se

Figure ''·

c-.o· c.z

6 Cyl. Firing

1. c , 'I

torque • lt' ·I ll'lt.)

o.s

0.'

·C, ~

·l.C c.c c.z

Fig~rt 6b. 5 ~rL Firing

1.0

YorQuf ~ lC (Jrr.'o)

0. s

o.c

·C. 5

-LC

c. c c. z

Flg.r•r 6:. ., : 1;. • i r; ng

c.• ·v. 6

Tilt: IS I

c .• C.6 TIK lSl

0 .• c.' TJI'£ IS)

c.c

c.c o.z c.• C.6

TIK!Sl

Figure 6d, ~ Cyl. Firing

l.C

Ycr:-.e 1 l I "ttl ~

c.s

! c.o I,

·0. 5

·1.0

c.c c.z c .• 0.6 TIH£1SI

F'i;ure 6e. 2 Cyl. Firing

1.

Torq~e -. IO'j i"'. 0. ~

0. c

·C. 5

-1.0

c.c c.z 0.4 0. 6 THIIsl

n;uff ~~. ; C y l. > i r; "S

APP[ 11:1 A I.

POSSlBlt ru'JW~ tYll,.:>(Fo 'I~&S~t"("T C.QHTROL S'I'S iE"

I •itroprocessor baud ty! in de~ disat.le11ent sy~tu lu$t

atthely ir.:e~fere ,,j th '"' t";il'le •ana;e•ent S~!te11. Hds ulo.es sue~ a s;s!ee ~arti,ula~l 1 a~traetivt " enginet using electronic f11el injettion '" ignition si nee intedating bet.een t~e till) tOI'Itrai SyS!tU dou not tall '" '"' "' of adCiticr.a: electro-•e~~ani:a! un :Ots when (lltl c c::-~:.ff i• used tc prot:te ey l i r~oer dea~tivttian.

For such a syste• to be effectiwe in ter11s of obtair~ing near •a•i•u~ fut! tCOIIOI) gai~s. a •ini1u' n11mber of inputs is envisaged. These are

Engine te•~e~ature

[ngine speed Load deund

The engine te•~erature input is t•~eeted to be required in order that·a:l tylin~er5 are used during the war1-ut ~eriod.

•hen the en;~ne reathes its noraal ~perating ter;erat~re

eylinder deact:~atior~ can ther. ta~e ~lace, the r-.o&!ie• oF active cylincers, an~ the!r or:er, detercined b~ the otner two taria!i~es; ensine s;eed ane load de•and.

Jt is tJ~ttte~ !hat, in a pra::::al systee, the throttle walve ~ill still be re~~irtG, if only to eater for t~t ~ar• up period. fht •ove•er.! of the accelerator pedal the~efore

~ill provioe a ~cslt!cr signal to the ~icroprocesso~. syste~. This, in cc~jun:tion wit~ the e~g!nt inputs, ~ill tause the •itroprocessor to point to a pa~ticular cylinder disabling seQuen;e anc ;:s!tion t~e throttle walve suitably b) •eans of a step~er •c:or.

One can env:sa;e further tOI~lications ~hen 111to•atic trans­•issions an: ~ther so:nistica:e: electronic control sys:e•s are used.

Oynnit "oeel

In order tc :•duent 1!': en~~n! cylinder disableunt s~ste• as dtstribeC, ~here an~ n~•ber of cylinders could be oe-· activated it is necessary to ha~e a realistit lathe•atical •odel of the en~ine vibrating on its 1ounts. Such a •c:el ~ould enae!e different C~sab!uer.t sequences to be ~deC and the e~Fetts on eng!ne ~~~ra:ion noted.

The eq~atiors necessar) to des:•iDe the •otion o~ t~e en;i~e are o~tlined below. Fig. 8 s~e.s a flowchart ~f the prog~a•

which was 'cdeC in a cont!nuo~, syste•s simulati:r la~g­uage. Out::..,t uy be either to~:: .. e,acceleration, we~o:ity

. or dis~!a~r•en:, The •z~piJ tcpa::ons of •otion to ces:ribe the free v:bration of a ri;!d ~d)· 1cunted on n isei.ato~s is given by S1ollen (11} as:

• 0 0 0 0 c

(!) 0 • c 0 0 0 0 0 0 0 c + 0 0 0 lu 0 c 0 0 0 '" ' 0 0 0 0 0 !11

~ n: c., c .. t .• e c., ~." [p c, ~rr c ,, c ,. c,. C1• c ,, C.n C18 c •• c •• ce. C.&y Cer cee ce• ce• i +

Ch c., : ~: c.~e c .. c •• • CO• c., C>• c .. cw c ... ••

'" ,,, '" ••• ••• '-•" ~,p r.yy Ky I ,,e ,,. ,,. r.n ,,, '" '-ze. ,,. ''" • 0 - (I l

,,, ,,, ,,, "' ... ,, . ' ••• ,., ,., ••• .. . Kt,.. • ... ""' '"' ... ,,.

'""" • ~here • is the •ass of tne e~ine and gea~Oo• asse•~!\ wit~

all acce!So~ies fitted,:ij are the prind;.a! •o•erh of ir.ertia,r.: j andCi j are the retarding forces aoc~t the printipal axes due to all isolator eletents per unit eisp place•ent/~e_lodty. In his paper S•ollen dtvelcops thr necessa~y e~o~atie:-:s tc relate the indi~!0111l is"lato~

properties to tilt glo~a! stiffness and du:o:n; u:~i,e! :l~~.e Tranr.lational and rotational stiffnesses and ~a•cing uy be incorp~ated in the iso~ator 11nit. Jt is necessary only to be able to Mrite the raa!us and transfor•ation •atrices for each isolator.

The forces acting an the engine are shown in fig11re 9. ~i..-en

that we have a six cylinder engine then that engine is in pri•ary and se:ondary balance. It is therefore pessiDle to ne;!eet Fi a"C M, the oo.~t of balance fo"es '"' t~•tr:L n:s leaves the ine~t~a a~c ;as torque given b' 5hi;!e, a~c

Uicker (12} as:

l . 'B ' • nertu tor:~ue • -'-'-1

Gas torque • fgrsin(w~)

I . I I . (... \ 3 . I. ' lns1n wt -s1n ,~:~-~,sln,J~:.

• ! cos(wt) "

where 1 is ~he eq11:valent reciprocating •ass, w n·.e rotatio~al frequency, r the crank throw, n • L ir .~~rel:s the con-rod lengt~ and fg the gas force.

The Cyr.a101t~er loa;:: uy be taio.e" as beir.; ec .. a! tc- :~~ lt.!"

tarq~.oe 011tt11t f~o• tne el'lgine. ken:e the t:.!al t~~:: .. t ac~:~;

on th~ en;ir.e is:

This torQ:u@ atts abo~:~ tne cran .. shaFt .u~~ se- tn~ 1 c~::.:'lg

function for eq11atio" ! is:

~here [!]is the 3l3 tra~sfcr•ation 1atri1 ~t:tssar, :: describe the torque veetor (tl ir~ a co-o~;:::. ... ate sy~tn toinciden~ with the pr~n:ipal a•ts of the engine. It s~ollla

be noted the forte we:tor is zero.

\ - •• ' ¥ ~· • • ••• • ".·· ••

'•; ., ••u t•,:•·•.u. •·~~· iul

l•o:u,o Sloll~ou '··~•·liu· DHtl~t

f1ftoi1 lol•u"

'··~·'···· .

l

J

I~•: c,:. le hi-l _________ _ E_uc:oett;, tfC~

r----"~ Ill i {'j I),.""" ...._..., "

!r. orae• tt:a: t~e equations detai!ed in A.p;.endi~ 2 u~ be s~!~e~ it l~ ~e:essary to deter•ine certain properties of tne engi~e a•: gearbo~ asseebly and also to collect certain data froe the en;ine. Of eost interest are the centre of grhity, orie•ta:ion of the principal urs and the principal eoeerots of irtr!ia. It toil! also be necessary to repreHnt the cyli"nder P~rss"ure diagru •atheutically. The uans by tol:l~h this i~f:••ation toU obtained 11ill now be discusud.

It a ri~:e b:-::'1 is suspended frort a single point it will a;!o;~t ar. c·ir-::ation such that its centre of gravity will lir on a !il'le c~awn through that point and norul to be g•ound. The •~sine can therefore be suspended fro1 three d!ffe•ent ~=~~~s in turn, the relevant lines being con­st-~cteC on en;ine drawings. The centre of gravity then !!es at t~eir i~!er~rction.

A ~:;;c tcdy, ~ust.t!'lded u in ri9.1(· and a:lo..ed to o~dl]. att .,jth fru an;.~:.~ vib~ation, 11ill have- it:. !.u~~el'lsit>r axis a princi~al aai~ 11htn thr r;>r•i(ld c' vibration is a •ini•u•.

Gi~en that '"' ha~e a reasonable idra of tht position of t~t a•u we can susprnd the enginr u shc11n in fig.JO. The slide• can t!a~ br ~;sed to adj'"'s: thr position about wl'liO the enginr rctatrs. figure 11 sl'lcws the results. The t~'~;:•t is t~en ~otahC through gco l~'~d :he- o~otess repe-ated. h.; 1

Jo~ates the pcsitic.n of ont ••:s. It is necessary to •a~e one furtl'lr• •tasure•e-nt to locate t~e ortho;onal aats syste•. Using the sa•e eQuip•e~'~! tht tngine is suspende-d fro• tach principal ••es in tur., and the principal •e•ents of ine~tia calculated.

Jt is possiblt to represent any 11a\efor• by a series of si~r toa~es of diffe~ing aeplitude and ph2st,i.e. a fovrier strie!.

Cylinder prr!Surt fro• nu•ber J cyl;nder is loggtd via a Kistler prtssure transducer and cha•ge a~plifier. The sig•1: is passed throu~h an 1./0 and stortC in a lSl ll/23 •ic:ro. to•puter. rigure 12 sho~s the data: logging systu. Rrsu!:~ are averaged in the lSJ to redua t~e effects of cyclic variation, IOC cycles nor•ally being taken, Once the da:1 hu been :olle:ted it is tra,..sfe,.•ee by a direct line to t'!

PO~ coeputer, Initiation of t~r ::2:• logging is b) a TOe inditato,. in the for• of a slo::e: :isc and o~to s•ltch •ounted on the crankshaft. Sigr.al conditioning enat>!ts either TOC or 360c before TOe to be chosen as the start point in the c:yclt. Tht POF eo•~l.':tr i$ used to run an FF7 ana!ysis on tht data to give re-sults of the for•:

2Acos (2n f t .. B)

tohe~e A is half the a•olitude of !l'le sint wavt, fits freq~ency and 8 its phase an~le.

On running the si•~lation p•ogra• t~e app~opriate ~al~e fe· the eylind'er pr~ssure is obtained by Su$Eing thtse sine Ma~~~ . The :hue angle is •>~ltiplied by nn/3 whtre n is tht tyli~,:r· n~•ber (0-5) for correct handling of the firing interval br: .. een cranks.

F"i~UR[ 10. [0J!:'It£ftl TO O(t{R~JN[ TH( lOCAllON or THE

P~:~::PA~ AX£~.

lORSiON BAR

PRINC!PAL AXIS

rl~UR( 11. PERlOOlC lJfll( Of UGULAR VlBRATlON ABOUT EHGPiE AXIS.

PU!OOit T:"'

FIGURE 12. CYtlNO[R PRESSURE DATA tOGUlHU !NSTRU~(N1ATION.

PIIESStJRE ':'RANSOUC(R

Ctii.RGE A.'!P..IF J[R LSI POP

1'~(

J~;c.&.:OR

125

APPENDIX III

Bosch L-Jetronic Fuel Injection - Principle of Operation

The L-Jetronic is a pulsed fuel injection system employing electronic control. The controlling parameters, representing the fuel requirements of the engine, are sensed by transducers and relayed in the form of low-current signals to the electronic control unit which then calculates the optimum opening times for the injectors. The injectors are operated electro-mechanically, and inject fuel under pressure onto the inlet valves of the engine.

The main control parameters for the determination of the injection pulse duration are the quantity of air entering the engine, and engine speed.

Operation:

Figures 1 and 2 show the main components of the injection system and their relevant positions on the engine respectively, and described in Table 1. An electrically driven pump delivers the fuel through a filter and provides the pressure. This pressure is controlled by the pressure regulator so that there is a constant pressure difference between the fuel pressure and the inlet manifold. This is achieved by connecting the inlet manifold to the spring chamber of the pressure regulator, thus making the fuel delivery of the injectors dependent only on the injector pulse duration.

The pump delivers more power, the excess fuel pressure regulator.

fuel than the engine being returned to

requires at maximum the tank by the

The inlet air flows from the air filter via the air meter and the throttle valve, into the plenum chamber and then to each cylinder through inlet tracts. There is one fuel injector for each of the cylinders, and this is sited near the inlet valve, for driveability and emissions reasons resulting from precise fuel delivery to each cylinder. However, as a consequence, when starting the engine at low ambient temperature the injected fuel has little chance of mixing with the incoming air and vapourising due to the short distance to the cylinder. Thus, a further injector, giving particularly good fuel atomisation, the 'cold start' injector is fitted in the plenum chamber and activated during low-temperature starts.

The'injected fuel quantity is determined from measurements of inlet air quantity and engine speed. The air fuel diagram, shown in Figure 3, illustrates the relationship.

The air drawn in by the engine works on restricting flap in the air meter, and a flap ang.le A, corresponding to a particular air

The rr.gi"r yjt-rltion d;,dr~g thr tU!S •U log9tcf 1nd a"alyHd using the Or;a~~unt's ~D~ co•:.~~tr• running a p,.oprietary ·Softwa,.e pac~age. Thr engine ':u::: ~u 1100 red•~" or 10 thr,.•odyna•ic cycles/seco"d· Ttis frequrn:y of JO"z is therefore the fu,da~r,..tal freqyt~:r ~~ engine ~ibration at th1t speed. The salient rUyhS ~t thr SJHctral ar'i!lyds are shown in Fig. 7 and arr s~•Ja-:sr~ in Table 1.

No, of Cyl.Act:~e Cotir1r: freq~o~rncies C Hz l

6 60 s :0 4 20 l 30

lO

These freque,:ies should be st~dlee in conjunctio~ ~ith the torque diagrus, figure 6. The d:•~r.1nt f""tq~o~ency of eng!ne vibrltion is t"r sa•e as the l~·r~: freq~rncy of torQue pulsations intr~ducrd b~ the dis~::e•rnt of cylinders.

This is the ••Jc· aisa~vanta;r of engine cyl!nder disable­tent systeu ar.e the reason why or~)·· li11ittd usr has brrn 11de of the1 te cate. O!sabl~n; ~alf the tc:al nu1ber of engine cylinde•s nas beer. za~cw-e: ee:ausr it intrc:~crs torque and vib•a:ion freQuencies cf half those e1~erlenced

under no,.•al o:.e~ation, An)' other n~o~•ber of dracti~ated C)'linders int,.,c.:es lower frr~.t~:ies.

T11o ilpprcachu 11)" be e•~!oyrd to tini•iu this increase in vibration. A cyclic disa~~ttent srqwtnce co~o~ld he adopted to tini•isr the vibration or thr engjne isolation s~ste• redesigned. tf a cyclic disable•!~~ sequence is fav~u,.ed

we are litite: t: running on E,4,: or 2 cylinders. ~ith

eithrr ~or I C)~~r.der o;erat~on ~~ere is in!uffi:lent scope tc o;.tia:a the dl5a:1ue~: H~uence. At l20C re'l/tin witn ~ cyl!nde~ static o~era:io" :~e dotinant freq.ency of vibration is !~Hz. Any cydin; ~f tt:r tybnders introduces lo_.e~ frrq•Jtncy :r:tp:>n!r.ts of Yibration. With 4,3 or 2 tylinde~ operation there ls •uch gruter HO;:Ie for optitizing the srq~ence. To this end a •athetatical todel of the engine !lu been drwr!opee. This is drsc~ibe~ in appendix 2 and enables the vibra~~on of the engine to br investigated ft~ different disab!nent seq:ancrs. Appendir 3 details ho• thr orientatio~ of t~e principal a•es, principal tote~!s of ine~tia ane re:~e!entat!on of the cylinder pressu~e wawefort .ere o::a~ned. Randol ~is­

abletent of cy!l~~ers co~o~ld be use: but this could lead to an increase in en;ine ~ibrat~on e.e to the trans:~nt vib· ration introa~er~.

Redesign of ~he r~ginr isola:!o~ ~ 1 ste• either by choosing an isolator unit -ith •err a~~ro;·iate p~ope,.ties or by relotating the isolator positi~r.s to aehirve a grrzttr degree of lotio~ arcoupling wo~o~ld o~viously reduce the trans1ission cf ~ne ~ibra!ion.

Concl usit~ns

The results of o~o~r invrstigatf:~ns s"~w· the potential of engine cylinder eisable•ent in pr~.:~ing wery ~or!h-hile

furl Shings. To auitisr its ae.a,.tages the syste1 51lould offer the possie:lity of d~sa~liP.; any nutbrr of c~linde,.s

and of di~at!i"; a!fferent n~tb~-~ ~F cylinders o~ ciffrrent H.er•oc")·nui' : 1:;fS. Tnr UH .::· whi~~ f:..el s'l.ot oH

•ay be at~otDli~hed and thr fact that the overall perfor•· ancr of t~e vehicle retains unaffected, •a~rs su'h 1 systet co••ercially attracti.,e.

(ngine wit.ration and, to a lusrr uttnt, e•~uion~ have prrveflttc" s~o~U; 111 !tplurntation to due. A final soluti:-r. to this ~~ot.!e• of engine ~ib~•tion is fYpttttd to incorp­orate cy:lic disable•ent HQu~n:rs. a re-dnigned engine isohtior syste• al'ld, per"P.aps. inc~rasrd r:ywhtrl ~nrrtia. Thr latter to redute torque and s~rrd fluct~ations in the driweli11e.

The Auth~rs wish to ac~nc~ledge the help and encourage•ent affo,.dec by the Science and (~gineering Research Co~ncil, Jaguar Cars Ltd., and their colleagues in the Oeparttrnt of T,.ansport TethnoloSl, loughboro~o~gh University of Technology.

], Give11s, L •• "A Pin A~proach to \'ar-iable Oisplace•ent", A~~:.•~tivt [ng~nHring, Vol. 85, ~o.S, p~JC-J;. 11977 ),

2. Sues, e .• Ocsdall, J.M. and Sll'ith, 0.11., 11 hr:.able O!$~!a:e•ent by £ngine value Control", SA( 76Cl~5 (l~'~i

3, Abtt·cH, J.,Sthuster, H-0. and Wollrr"'a~pt, ~ •• "(~r Meto,..en~onzrpt tit 1)'1inarrabHI':a:t~"9 ~~~.: uint Ver~~auchsrrduzierwn;en". Motcrtecnn~s:he Ze!:s;h,.ift, July/August 1980 (.IIIRA translation No.5J/8C•) 11980),

C., "C)llnder cut-off for 011( V-8", Autolc!ive (n~inerring, Vol.B8, No.!, p~ioO (1980),

5, Stojek,O. and 8otto•lry. 0., "The Ford 3x6 En!line Pro9-u", Procrtdings International Sy•posiu• on A~tot:t!ve

Tech11olagy t A~.;totation (JSI.TA), Colcgne, g_D Se~":.~tber, 19C3, pplll-126 {1983}.

6. 11 0~o~a!·Mde en;inr alterrratn paired cylinders", Au!~•::~ve (ng~nerrir.g, VC'Il. 90, llc.2, ppSJ.;.~o,, (i982).

7. f"uk~i. T., Nakagati, T,, "Mitsubishi :·ion-.110-t '-e"' Vadab:e Ois;~lace•rnt [nglne 11

, SA£ lie. S3J0:7 \1983). 8, 8a,.trh, M., "Zylin~era~schlatwng or~ !!JIIIf-Se:hsnlinder­

•ctoren ", .lfotorortrchni sche Ze it sch,.i ft, July' A~guH 198:. POZ!S-290 WE!).

9, "Si1:llified dual.•oae engine near productio"", A~.;te•~the fngirer~ing, Vel.S9,Ho.7, p~So-e: ·i";Si).

10. Watanabe, E., and Fukut1ni, 1 •• 11Cylinder t .. tc;f of 4-strcke Cycle ~n;!nes at Part-Load and Idle'',

SA~ Jjo.510J56 (1982 ), 11. Stc!len. L.L, "Ger;e~al:sec Matri- .llr~~.od F:- ~':'e Dts:.9~

an~ -'"alysis of \'i~ration !H>lati~l' ::n~!t!", .:o,.,~~al

of the Aou~tica! $ode!~ o~ Ated:a, V:ol. j,:, hc.l p~l:~-204 {!966i.

12. Sh;g!ey. J.E., ar-c! lii=~er. J.R., ''Tr;e:-~ of Ma:~in!S and M!:ha~!s•s'', ;~:~62-•6S, .w:~-a •• -!:! (lPS: ·.

. ~· , .... , .

126

flow Q is obtained. A potentiometer operated by the restricting flap converts this angular position A to a voltage u, with the relationship between voltage U and airflow Q per unit time being reciprocal. In the control unit this voltage is divided by the engine speed to give air quantity per stroke, q, and hence the fuel injection pulse duration, t.

i.e. t 0( q

Q or t "' - where n = engine speed

n

t X n oc Q

The speed information is given in the form of the time interval between consecutive ignition sparks, The pulses generated in the control unit energise the injectors so that by the above relationship the injected fuel quantity, qi, depends on air flow and engine speed as:

qi oc t ~ q oc Q/n

The fuel injectors are connected in parallel and thus activated simultaneously, but at different phases of the thermodynamic cycle for the individual cylinders. In order to reduce this timing discrepancy one half of the required fuel quantity is injected for each engine revolution. Consequently, injection pulses are triggered directly from the ignition low-tension circuit, and in the case of the Jaguar 6-cylinder engine each injection pulse is triggered every third ignition spark.

Additional Controls

When cold starting and during subsequent running, the engine requires a greatly enriched mixture. During cranking, the enrichment is provided by the cold start injector if the engine temperature is below a fixed value, set by the thermo-time switch which also limits the energisation period according to temperature, to prevent possible flooding of the engine.

During the warm up phase the enrichment is controlled by the. water temperature ·probe (thermistor), located in the engine coolant. During cold starting and running, a greater air flow is required to maintain idle speed, in addition to the enriched air/fuel mixture. This additional air is controlled by the extra-air valve, whose variable aperture is changed by means of a bi-metal strip according to the temperature of an electrically heated coil.

Idle and full-load running conditions are further optimised by the use of a throttle-controlled switch, and an adjustable bypass on the air flow meter permitting further trimming of the

127

mixture at low air flow condition~ such as idle. An additional mixture adjustment is provided by a temperature sensor mounted in the air inlet mainstream, to compensate for variations in air density due to ambient·and under-bonnet temperatures.

The purpose of the electronic control unit (ECU), is to supply impulses of specifically defined length to the electromagnetic injection valves. Figure 4 shows a functional block diagram of the unit.

The injection control multivibrators are triggered twice per camshaft revolution by the pulse shaper and frequency divider integrated circuit. This shapes the low-tension pulses and divides the frequency of these pulses by 3 (6-cylinder engine), producing two trigger pulses per camshaft revolution. The output t' from the division multivibrator is a 'pulse time equal to approximately half the injection duration, which is lengthened by a multiplication factor K by the multiplier stage of the ECU. The factor K is approximately 2 for a hot running engine, but is increased for idle, full-load, cold running, starting and so on, so that the injector pulse time t is:

to::.K X t'

In addition, the multiplier stage adds compensate for the 'dead' time of the with battery voltage, so that the final produced:

T = t + t"

a time t" to t to injectors, which varies injection time T is

The Bosch L-Jetronic fuel injection system is widely used in the "form described above on current mass-production passenger vehicles, and is particularly suited to the application of Cylinder Disablement, as described in the Thesis.

TABLE i. BOSCH FUEL INJECTION - !MIN COMPONENTS

(FIG 1. AND Z. )

1. Air !1eter

2. Extra Air Valve

3. Main Injector

4. Cold Start Injector

5. Fuel Pressure Regulator

6. Fuel Rail

7. Throttle Switch

8. Idle Air Adjustment (and Overrun Valve)

9. Coolant Temperature Sensor

10. Ignition Coil

11. Thermotime Switch

12. Double Relay

13. Electronic Control Unit (ECU)

14. Idle Mixture Adjustment

15. Fuel Pump

16. Fuel Tanks

17. Fuel Filter

18. Oxygen Sensor

19. Air Inlet Temperature Sensor

20. Battery

128

5

6

2-n~---

-15

Fig :l.. Bosch 'L' Jetronic Fuel Injection System

--u 10

-- _,=

16J 16

..... N \!)

Fig 2. Jaguar 4.2 litre XK Six Cylinder Engine and Location of Main Elect. Fuel Injection Components

t,.nj1ooo~

ms-rpm

------------- --- 10 -------------· ------------

------------·/

U:v 6 4 2

-·-·. -------

I

I

' .... so

-------------

Q :m}'hr.

100 150

-----------··--··

·- 600-. -----···--

900 --·- ·····--···-·--·---------···--·-- --···-- -·-A

Fig 3 Bosch L-Jetronic Air Flow Diagram.

131

132

AIR FLOW

SENSOR

FREQUENCY DETERM. OF

DIVIDER ~ DURATION OF

INJECTION

PULSE PROCESSING

SHAPER OF COMPENS. FA ('1'f'()RC:

DISTRIBUTOR THROTTLE TEMP.

" " VALVE CONTACT PTS S\1/ITCH SENSORS

INJECTION VALVES

Fig 4 Electronic Control Unit Function - Block Diagram

133

APPENDIX IV

Data Sheets

This appendix contains copies of the Product Specification Sheets relating to the microprocessor system CPU, a Toshibi TMPBOB5A chip, and the main interface board. chip, a Am8155/Am8156 RAM and I/O device shown in Figures 1 and 2 respectively.

SINGLE CHIP MICROPROCESSOR

fANNEL Sit. ICON GATE M<;JS

GENERAL DESCRIPTION

The TMP8085A is a n~w generation, complete 8

bit parallel central processing unit (CPU I. Its instruc· tion set is 100% software compatible with the TMP· 9080A 18080Al microorocessor. and it is designed to improve the present 9080's performance by higher system speed. Its high level of system inte!)ration allows a minimum svs:em of three IC's: TMP8085A

' FEATURES

• 1 CO% Software Compatible with TMP9080A • 1.3ps Instruction Cycle • Single +SV Power Supply

• On-Chip C!ock Generator {with !:;eternal Crystal or RC Network)

• On·Ch'ip System Controller; Advanced Cycle status information avaiic:~b!e f':lr L3r~e Svstem Cvntrol

BLOCK DIAGRAM

INT~

TMP8085AP

(CPUI. TMP8155?frMPS156P (RAMI and TMP9755 AC (EPROMifrMP8355? IROMI. The TMPSC85A uses a multiplexed Cata bus. The addr~ss is s.otit between the 9 bit adc:ress bus and the 8 Oit Cata ous. The on-chip ·addrl!!ss :arc.~es of· TMPB i 55?/TM?-8l56P!TMP8755AC/TMP9355P memory ;:Jrr.Jd•.;c:s allow 3 direct interf.::ce with TMP3085A.

• 4 Vec:ored Interrupts !Or:e is Non-maskabfe) Plus an TMF9080A compatible interrupt

• Decimal. Binary and Double Precision ArithmetiC • Serial ln/S~rial Out Port • Direct Addressing Capability to 04K Bvtes of

r'-'lemory • Compa;:ible with ln:el's 8085A

PIN CONNECTION (TOP VIEW}

,.STS.S, 6.5. 7.5 Tl'tA~ x, •o Vcc

.t..OOAES~ SuS

INSTRUCTION OECOoe" !o MACI'iiNE CVCI.i ENCODING

x, ,..E!>ET OUT

soo Sloq s

T~Af>q I'IST'7,5

ASTS.S • I'IST'S.S ' INT~ " iNT.:i: " ADo " •c, " •o,

" ... " •o, .. •o, " •o, " <0, ,, V ss "

J9 HOLO

~q "~L.OA

''.' ~-::~-~~-::_~ .'IEZi:T •N

'lS llleAOY

3.& IOIM

::~: 30 ~ AL.!!

'29p s., 28 0 •1s

nb •u 2s p ""u 2~ jJ At:

2" 0 .>o.n ~l p "'t•l

:::! ~ """ 21 p ... ,

'-----~

F;o,, I. TMPeOSSA FunctiotWISh;u:k Oi.a;t~m FiQ. :Z. ThiPSOS~A Piroout Oi~r11m

Fig 1 TOSHIBA TMP8085AP Central Processing Unit Data Sheet

134

1----------------------

PIN NAME AND PIN DESCRIPTION

X1, Xz (lnputl Crystal, LC. or RC network are conn'=cted to X 1

and X2 tO driv~ the internal clm1ng ·;enerator. X 1 and X2 C<Jn also b~ dnven from an externaily derivP.'d frequer.c'l source. Tl-.e input frequ-::ncy is divided by 2 to give the proceS$Or's int~rn~l operating frec;uency.

CLK IOut;outl Clock output for '..JSF! as a syst'3m clock. The p~r1cd

of CLK is twice the X 1. Xz input period.

RESET IN (Input) The RESET Input intiaiizes th~ processor by c!ear·

ing the progr3m counter. instrut::ion register, SOD latch. Interrupt Enable flip-flop and HLOA flip·flop. The address and data buses ar.d the con~ror lines are 3·sta:ed during RESET and bec~use of ;h'3 asyn· chronou~ nature of RESET, the processor's internal registers and flags may be altcrt:>d by RESET ,.vith unpredictaOie results. RESET IN is a Schmitt· triggered input, allowing conntJcticn to an RC n~t­

work fer power en RESET delay. The TMPS085A is held in the reset con.=ition as iong as ACSE 1 IN is applied.

RESET OUT !OUTPUT) The RESET OUT signai ;ndicates that the TMP.

808SA is tein9 reset. It can be 1.0sed as a sysrem reset. It is synr.hroni:~d to :M proces.sor clock and lasts an integral number of clock periods.

SOD (Outour) Serial output data lir.e. The output SOD is set or

reset as spec1fied by the SIM instruction.

SID (Input) Serial input data !ine. The data on this line is load·

ed into ac:::umuiator bit 7 wher.ever a A liv1 i:1struction is executed.

INTR (Input) INTE;:!RUPT REQUEST su;nai .:Jrovices 3 mecha·

n1sm fer axterroa, :e•11ces ~~ .~cciiy :he ;nstruc::cn flew of :ne ,:~rcg:-am '"~regress. lt ;5 5a~plcd .:Jnl'l during the next :o t!'l-? :.3si: .::cc!< c ... c:e >Jf an :ns~rt.;C·

tion and -juring Hole ana Halt 3ta:es. tf :t =s ·e-:~q­mzeC. the pr.::::cessor will complere :h~ ~xec:.;c:on of the .:wrrent :ns;:r;,;c:1on. ar.c ::Mn !ne ?~ogr.:;m C.Junt·

Fig 1 (cont'd)

er (PC) will bll inhibited from increrr.cntir:g ar.tf <Ill

INTA will be i3sued. During this cvcle 3 RESTAIH or CALL instruction can be inserted tO jump to the: interrupt service routine. The INTR is enablt.!d and disat::ied bv software. lt is disabled by RESC.T and immeaiat~ly after an intern.:ot is Jccepted. ·

INTA !Output) INTEARL:PT ACKNOWLEDGE: Occurs in ~~·

sponse to an Interrupt inout and t!"ldicates that :tu~

processor will be ready for an interrupt inst/uction on the data bus. lt is used inst.eJd of (and l"~Js tht! same timing as) AD during ttte instruction cycie ::~ft~r an INTR is Jccepted.

RSTS.S } RST 6.5 (Inputs! AST 7.5

RESTART INTERRUPTS; These tnree ir.puts r.,:s!.' the same timing as INTR except they caus~ ,,n internal RESTART to be autorr.oricJliV ins(~t;e::t

These :merrupt5 Mave a hiiJhP.r prioritv th<ln INTR. The prioritY of these interru~:ts is ordert;d as sncwn Table 1. They may be indt..,idually m;:;sk:ea out using

the SIM instruction.

TRAP (Input) Trap interrupt is a nonm.:5kao!·J RESTART Lnt::r­

rupt. 1t is <:.1~p!ed Jt the sarr.e ;une as !NTR or R$7 5.5- 7.5. lt is unar~ec:ect ov .Jnv :r3sk or lntcr:-~!J! Enuble. lt has ttle highes~ priori!y uf .]nv 111t~'' er:.

ADo- AD7 (lnpur/OutPut. 3-sta!e) Lower 8 bits of ;:he memory C!dcress (or 1!0 3-j·

dressl appear on ir.e Ous during tiLe first ..:reek .:v.:•e (Tt state) of a mach1ne cvcle. lt t!1en t:P.comes thf•

data bus during the secono and t11ird c!cck c·;cies.

As -As /Output. 3·~<atel The mcst significaf't 9 b1ts of :he rnrmcrv .3<:d~•::•.5

or the 8 bits of the i/0 .3ddres:.. 3·.itJtcd CL.:n~g

Ha.d 3nd 1-iJit modes ar.d dur,r.g FlE.SEi.

So. 51 and 10/M IOu:putl Machine cyc:e status:

10/M SI· sa Status 0 I 1 Opcode fetch

0 1 0 Memory read

0 0 1 Memory write 1 0 1/0 read 0 1/0 write 1 1 Interrupt Acknowledge

TS 0 0 Halt

TS X X Hold TS X X Reset

Note: TS.., 3·state (high impedance)

X • uns~f:!ci fied

· ALE (Output) Address L3tC~ Ena!Jie: lt occ:;rs during the firs:

clock state of a machine cyc:e ar.d enables the address to be latched into the on-chip latch of peripheral chips. The falling edge of ALE can be used to strcbe the status information. ALE is never 3·state.

WR (01JtPut. 3·statel WM·ITE control: A row ievel.on WR indicat~s· the

data on the Data Bus is tote wrir:en into the se!ec:ed memory or 1/0 toca.tion. Oara is set up at the trail­ling edge of v:-rn. it is 3-stated ruing Hold and Halt

modes and during RESET.

AD (Output, 3·state) READ control. A low !evel on RO indicates the

select:d memory or 1/0 cev•ce to be ro::ad and :t'lat the Data aus is availaole far the data transfer, 3·

so:at2d during Hold_ anc Halt modes and during RE· SET.

READY (ln;::~uti

When READY is absent iiowl, indicating th.Jt th~ ex:err.al coeraticn is not C:Jr."ICI~te. the processor wd!

enter t~e Wa•t Hate. lt will vvait an in~egral nurr:t:er of c!cck cyct~ for MEAD V to go h1gh Cefare cam·

p!eting :he resd or write C'/Cie.

HOLD (lnoutl. The Hold •nput Jllows an ~x:.:rnat si<;:'1al t:J ·:3l.S~

tt-:e proces.:;or to 'eiinouisn conrrol o .. ~r :he aacr~ss bt.:~ ar:c! n·.e data ~us. When Hold lCO:s ,;c;:;"e. :~~ proceSsor completes i:.:; c:..r-.:;nr ·,:,o~~:3;:icn. ac;::•,J:as

the HLDA outowr. ar.d ~·.Jt~ the Aadras.:;, Data.~.

Fig 1 (cont'd)

WR, and 10/M lines 1nto their h•gh-impedance stat~­lnternal processin•J can continuf3. The Holding device

can- then utilize the adcr~ss and data buses without interference. The processor can regain the bus only

af"t~r the Hold is removed.

HLDA IOut~utl The Hold Acknowledge output signal is a res;:onse

to a Hold inout. lt indicates that the processor has received the HOLD request and it will r~finquish the

bus in the next cycle. HLOA goes row after t~e HGid

request is moved. The processor takes the bws on~

half dock cycle aft~r HOLA goes low.

vcc +5 volt supply

V ss Gr'.:lund Reference

FUNCTIONAL DESCRIPTION

The TMP8085..l. is a comcletP. S·bit parallel central

proces.:;oi'. Its Oasic c!ock s~eed is 3 MH.!. Also it is designed to fit into a minimum syst~m ot tr.ree tC's:

The CPU ITMP8065AJ. a RAM 1/0 ITM?8155P or TMP8156?). and a ROM or E?ROM 1/0 ch;p iTMP· 8355? or TMPS755ACI.

The TMP8085A is ;>roviCed with ln~ernal 2-bit registers and 16·bit regis;:ers. The TMP8085A hc:;s e!ght addressJbiP. 8-blt re-Jisters; Six of them car. be -..;~ed either as 3-btt r~gis:~n> or ;;s i6-bit reo;is~er PJ~~s In addition to the reg1ster pairs. ~he TMPS085A ~on·

cains two more 16·bit registers. The TMF8085A register set is as follows;

• The accumulator (A Regisrerl is the centre or <:!il

the accumulator inscruc~ions. which •nc:uda ari;:r:.

metic. regie. load and s'ore. and 1/0 ins"::n ... ctiC1'1S.

• 7l'>e _orcgram :cunrer {PC! arwavs poin :s :·:> :.~~

rr:emory location of the next insu~ction ro te e:<ecuted.

• General - purpose r~isrers SC. DE, and HL .":"ay

be usP.d as 3·Cit r~;;is;::rs or as thr·~c 16·C• t re:;•s;:er.:;, interc!":Jng,:;3bly, -:!e~er1dir.g on tl'1e 1nsin.:.::ion '::1e•ng ;:;erformc~.

• The Hack ,:o.r.;:-:-r (s;:>l is a s~~:.::~i Ca~-1 ~oin~:r :r.a~ .31wavs ;l·:J•nts ~o ~~P. nack ~oo Cr.ext :·.·a:..=at~ s:r.:;c.< accress).

• The f:ag ~eg1ster comai,,s five one·b•i f!.:gs. ~~c"' c:

136

which records processor status information and mav also control processor operation.

The five flags in :he TMPe085A CPU are shovm

below:

IMS8l

iD7'Ds:oslD•lD3!Dz!D1! col jSIZj jACj jP! !Cj

• The carry flag (Cl is set and reset by arithmetic operations. An addition ope~ation that results in an overflow out of the high·order bit of the accu· mulator sets the corry flag. The carrv flag illso ac:s as a :·borrow" flag for subtract instruction.

• The aU;ciliary carry flag (ACJ indicati:!S overflow out of bit 3 of the accumulator in the sar:'le way that C flag mdicates overflow out of bit i. This flag is commonly used in SCO arithmetic.

• The sign flag {Sl is set to the ccndLtion of the most significant !-MS3) bit of ihe accumulator following the exec~tion of arithmetic or log re instructions.

• The zero flag !Zl is set if the result t;;enerated by certain instructions is zero. The zero fL~g is c!eareo if the result is not zero.

• The parity flag (PJ 15 ~et :o 1 if the oarity lnomber of 1-bitsl of the accumolator is even. Jf odd, it is cle3red.

In the TMP8085A mic!"oprocessor con{ains the func!ions of c!oc!< gen~ra:ion. system bus control, and in:errupt prioritY selec;:ron_. in additLon to execu· tion of the instruction sc:t. The n..,rPSC85A uses ~

multrprexed Oat,1 Sus. The addr~ss IS split between the higher S·bLt Address Bus and th~ rower S·b•t Address/Data Sus. During :he first T state fTt ciock cvc!e) of a mach1ne C'IC!~ the !ewer ord~r addre~ is

sent out on the .l.dOr:ss/Data Sws. Tht::sa rowerS bits m<Jy be latched externally by the .o\ddress Lat·:h Ena­ble s1gnal (ALEl. Our:ng the rest of ::"1e IT'3Chine cycle ;:he data bus is '.Jsed ~er memory or 1/0 cata.

INTERRUPT AND SERIAL 1/0

The TMPSC85~\ has 5 tnterr:.;::n in:uts: !NTR. RST 5.3. RST 6.5. RST 7.5 3r1c TR.J.P. 1NT.=t is iC~ntl\.31 in L.or:c:icn to 9C8CA i\IT. ~Jc.".. cf t~r~e

MESTA:=!T :l"'curs 5.5. 6.5. 7 5 ~as a croyrarniT'aoie masK. TRAP 1S ;!ISO a REST .J..MT ir.rerrwpt Ow: :t is non ·maskab re.

The tr:ree .=lEST ).RT :nt:rruc:s CJwse ;:t'1e interr'!al

137

execution of RESTART if the interrupts are enabJ...J

and if the interrupt mask is not set. The nonm.r.~.· able TRAP causes internal execution inCeoendent of t.he state of the interrupt enable or masks.

There· are two different cvpes of in;;u~s in ::--.e r~· start interropts. RST 5.5 and RST 6 5 are hi~h level· sensitive like INTR and are recognized w1th the same timing as INTR AST 7.5 which is rising eC:ge·ser~siti'IC.

For RST 7.5, only a.putse is required to set an internal flip floc which generates the interru:::t re­quest. The RST 7.5 request flip flop remains sat urltil the reouest is serviced. Then it is r~set automoticallv This flip flop may also be reset bY os1ng tr.e SlM ins:ruction or by issuing a Re. SE 1 IN to the T.\~(·. 8085A. The RST 7.5 internal flip flop will t.e set bv a pulse on the AST 7.5 pin even when the RST i'.5 interrupt is masked out.

The interruP!.S are arranged in a fixed priority that determines which interrupt is to be recogn1zed if mar~ than one is ;::er:Cu'!g: TRAP-higheSt ;:>rioriw. RST 7.5, AST 6.5. RST 5.5, INTA-fcwest "priority. This prioritY 3Cheme does not take into account tho:­

priority of a raotine rhat was starte:d tly a :-tighr.-· prioritv interr~JPt. RST 5.5 can inte~ru:n a RST 7.5 routine if the interrur:ts were reer.abled before the end of the AST 7.5 routine.

i'he TRAP interruot is usefol for C3tastrOPfiL·:· errors such as power failure or bws :rrcr. lt is n.~:

affected by anv flag or mask. T.~-te TRAP input :s

both edge .anc !evl:!t sensitive. n~e TMA? input mus! go !"ltgh :nd rem<:11n hign until 1t IS 3C!<nowleC:c':!d. !t

will not t:e recognized again onttl it go~s !o.;,. t~~~~:--: high agarn. This avoids any fa:sa triggermg due w noise or logic glirches.

The TRAP interruct is SPeciJI ;n ::r~t it diSYolo::s interrupts, .but oreserves the orevious interrupt enabit~ status. ?erform1ng :he first RIM instructton ~allow· ing a TRAP •nterruot ai!ows 'IOIJ to dete~r."Hne whetn·

er interrupts wer~ enabled or disJbled oricr :a t~~~

TRAP. An subsequent FUM 1ns:rvc!:on or,;,~o·ije current interrupt enable status. ?erforrn•r:g a .=!:\1

·instruction fcllcwing INTR. ·Jr .::.SI 55 . 7 5 w1:!

prov1Ce C'..Jr~ent •ntern..:ot enabie s::at:.Js. ~~~.eai:ng :nm 1n:err•Jpts are ~tsablt!d.

The serial 1/0 iYStem .s also c:~r.tr-::J!lt:C :::v ;:.~~ .= r,\1 and SIM •ns'(r~.;cticns. SIO is re3a :;y .=il.'vl. Jnd SIM sets the SCO .jata.

----~--------------~·r--------------------

Fig 1 (cont'd)

Name Pnonty Address BrancheO :o

When lrnerr•.JC! Occ:JI'S

t-3&·-

Type Triqger l I TRAP I 24 (Hex.) Aisin9 ~dge and htgh level untol ~mcled.

·AsT 7.5 2 3C (He~t.l Risu~g '!dr,~ Oar-:~edl. .---' AST 15.5 J '34 (He:c.) Higl'lle~l •.onttl samoled.

t--cR~S~T~5~-~5--~----~·~--C-~--~2~C~IH~e~<~.l~---------"c-~H~;~q~h~''~~~·l~'~n~u~l~~m~o~"="~·------------------_j INTR 5 See Note (2) High :e..el un:it sampled. !

o\lotes: ( 11 The processor pushes the PC on :M UJc!o: !;efore bra~ching to the indic;~ted ac:drf!:>l 121 The addres~ branChed iO decenas on thu instn.;cricn croviaad to the TMPSC85A when

the int'!.rrt.IPt is acknowtedqed.

BASIC TIMING

The execution or -2ach instructron by the TMP· 8085A consists of a ~eqcence of from one to five machine cycles, and o:!ach machine cycte consists of a minimum of from three to six clock cycles. Most machine cycles consist of three T s<at~s. !cycles of the CLK outPut) with the excep;:ion of opcode fetch, whic.'"l normaily nos either four or six T states (unless WAIT or HOLD s::ates ar! forced by the receipt of R"t'AA'V or HOLD in~u:sl. Any T state must tie .:>nt:! of ten possible states, shown in Table 3. At the beginning of ~·,erv :ndchrne cycle. the TMP· 8085A sends our ;:hree status signals ( 10/M', S 1. Sol that define what rvoe of machine cycle is about to

take place. The rMP8065A also sends out a 16·br c address at ;:he begrnning of ev€ry machine ~vc:le to

identify the ~ur;:icular memory location er l/0 port. tl'iat the machme cyc!e applies to.

The spec1al timing signal, AOOAESS LATCH EN.A.BLE (AL::l. is used as a strobe ~o samole ~,.,e

lower S·bits of addrass on the ADo.· ...\0; iir:es. A.LC is presP.nt dunng T 1 of every machme cycle. Central lines~ (INTA) 3nd ~ become active iatP.r. at <h~ time when ~he transfer of data is :o <ake ;JiaCe

F:gure 3 shows an instruction fetc:1. memorv re.1d and 1/0 wme cycle {as would occt:r juring ~roc2ss;n'.)

of the OUT in:nructionl.

T..OI• 2. TMP$085A tl.bcili,.. Cycle CNrc

MACHINE CYCL: 101M s, OPCOOE FSTCH 0 Mi:MOAY ~EAO 0 1

MEMORY "NFUiE 0 0 1/0 RE..\0 1

1/0 WRITC 0 .1.Cl<.~CWLSDG2 OF tNTrl 1

a us tOt.~. DAD 0 A.C!<:. OF

; RST. TRA?

L__ i-!ALT TS 0

so RD

0

0 0

1 1

0 0

1

0

0 TS

wr~

0

I

0

TS

:Nf.\

I

0

------------------------------~'"r----------------------------------

Fig 1 (cont'd)

-------------·-··· --- ----------

MACHINE 5TA TE

r1

T2

TwAIT

TJ T4

Ts • Ta

TRESET

THALT

THOLO

S l. St)

~ X

X X

X

0 X

' ' I I I '

ro;M X

X

X

X

OT Ot Ot TS TS TS

; Ag- A15 !ADo-AD7

I X

I X

X X

X X

X X

X TS X TS X TS TS TS TS TS TS TS

NOTES. (1) 0 • Logtc "0", 1 • LoC)iC 'T', T$ • High ltnpedanc.e, X • Unsoecit;~

i

i

12) • ALE 1"0( genera:ed durinq 2nC ~nd 3ro maChine cyci~~ of 0Ai) ins.,.uct:on f3f t IOtr::r • 1 durir'\1 T 4 - Ts of iNA machine c:vele · •

~,~, I M2

c •• ~1\:I\:Ii'.f\·, I f _ ___.;,_

At- A1.5 ! PCH IHtQH OFIOEi'l AOOAE::SJ fi'C • '!"4 I

I I 1

A0o-f~DO-·----~~-co-~

I(LOWOFIOCA OAT.li'II.QM I OAlAFAOM ... IE"-"OFIV i' AOOFIES.SI MI!:MOFIY I (I/O PORT AOOFIESSI ... ___ ,.,

AD

r!D.WA 1NL:.

1 ! 1 X i X

X X

X X

1

TS TS TS

.,

IQ PQFI'T

10 PO"' 'I'

Q,\TA. TO MEMOFIV QP; PEFHPHlFIAL.-

w.----~-------------------T--------------+-----,

L---------~------~1 sr.a.rus 01 'WI'I!TiO)

1-39

AL?: -I

1" i 0

0 0 0

0 0

0 0 0 - '

L_

"

-----------~:··~--------------------

Fig l (cont'd}

DRIVING THE X1 AND X2 INPUTS

You may dnve tl"'e clock inputs oi the TMP8085A with a crystal, an LC tuned Circuit, an RC narwork or an external clock source. The driving frequency must be at least 1 MHz. and must be twicg the desired intern<:~! clock frequency.

A.Cuartz Crynat Clock Driver If a crystal used, it must hgve the following

characteristic:>. • P3ratlel resonance at twice the clock frequency

d!:!Sifed

• Cs {shunt QPJCitance) ~ 7 PF • Rs {equivalent shunt resistance) ~ 75 Ohms

~c ~. x,

TM .. 8085AP

T x, ~;

Note a value of the external C3PJCitors Ct and C2 between X 1. X2 and grou:-:d. In case of the crystal frequency above 4 MHz. it is recommended that you choose a value of lQpF for Ct and Cz and less t~an 4 MHz, 20 pF capacitors are recom· menCed.

B. LC Turned Circuit Clock Driver A paral!et-resor.am LC circuit may be used as

the frequency-determing network for the TMP· 8085A, providing :hat it has a frequency tolerance of Less than 10%. The components are chosen frcm :r.e formula.

1 f =----o=~====~~

2:r ../ L {Cext + C;ntl

The use of an LC circutt is not reccmmended tcr frequencies htgnt~r tnan approxim.J:eiy 5 f...·tH:.

£ I I

----, 1').11P801350'l.

x, ' I :;:c••t =c .. u ,_••c ~ I

t I xz I :! 15oF I

I

------·---· -140

C. RC Circuit Clock Driver

An RC circuit may be used as the freC~uencv -Cetermining network for the TMP8085A if main· taining a precise clock fr~c:uency is of no impor­tance. Variations in the on-chip timing generarion can cause a wide variation in frequency when usir.g RC circuit. The driving frequency ge~erateG by the circuit shown is approximately 3 MHz. Jt is not recommended that frequencies greatly higher or lower than this be anemp;:ed.

.,

TM.-a085A f ::o._: MHz

x,

0. External Clock Driver Circuit

••• Oucy •15-'55~

• .,.on /r------------­J:>---!---'----1••

TMP9065A f,.n L--L----J x,

POWER ON AND RESET IN

The TMPS085A is not guarant~ed :o war'<: until 10 ms after V cc r~achcs 4. 75 V. t t is sugges;:.:d that A ESET t N :e kept low durir.g this ;Jericd.

Note that :he 10 ms .ceri~Jd Cces ."',Q! :r.c!ude ~_.,~

time it taK::os fer :he power :;upclv :o ~e~c:, l::s ~.75 V IP.vet.

~ . 7

Fig 1 (cont'd)

l~f!"·RU!=TION SE"!:_

Symbols and Abbreviations

SYMBOLS DEFINITlON

ddd,sss The bit pattern designating one of the r09is<ers A, 8, C, D. E. H, L lddd= destination. sss=sour~l:

ddd or sss RESISTEn NAME

Ill A 000 s 001 c 010 D 011 E 100 H 101 L 110 M {Memory)

r, r1, r2 One of the registers A, 8. C. 0, E. H, L

d8 8-bit data Quantity

d16 16·bit data ouantity

addr8 8-bit addre~s of an 1/0 de•1ice

addr 16-bit address quantity

RP The bit -pattern design~ting one at the register pairs 8. D. H, S?·

REGISTER PAIR RP rP irPHJ (rPLI

00 9 B-C 01 D D-E IQ H H-L 11 S? SP

82 The second byte of the instruction

83 The third byte of the instrwction

0 Affec~ed

S Set

R Reset

Not affected

141

----------------------------------~~}----------------------------------

Fig 1 (cont'd)

· Data Transfer

Mnemonic Instruction Code

MOV rl,r2

MOV M, r

MOV r, M

MYI r, d8

MVI M.d8

LOA addr

LDAX a LOAX 0 LHLO addr

LXI H. d16

LXI O,d16

LXI B,d16

I 0 I I I. d

0 I' I 0 1 1 d

o I o •

o la o I o

I I

~ ~ I~ 0 0 I

LXI SP. d16 0 0

SHLD addr

ST .A addr

STAX 8

STAX 0 SPHL

XCHG

XTHL

IN addr8

OUT adCrd

0 0

a, I I 0 I I

a, I a,

'I 'O !o ' 1 1 o.

I i 0 ! 0 i I

0

OperatiOn

frTI .. (r2J

[I H)( Ll I - 1'1 1'1- [(HI ILl[ (r)- 13~)

[(H)(LI[- 18,1

!AI- [ta,l !91 1[

!AI- [181 ICII (AI - ({01 (Ell ILl- [!a,l !81 1[ (H)- (fB 1 1 !81 ) + 1]

(Hl-18,1

101-191 1

IEI-181 1

[19,) (8:1 ... 1 j -(HI

[ta,IIB,JI-IAI

Ill -!El ILl- {(SPJ!

!HI- {(S?! ... ·11

{A) -I datal

I

2

2

3

I

I 3

3

3

3

3

J

J

2

4

7 7

7

- i -- I-

10

I l 13 I -

I - I -

I 7 1- I­I~ I= I= 10 1- j_

10

! 10 i

I

'

1-

' tO ~-1 - i -

16

13

7

7

6 4

16

10

10

' I I

' I I

- i -I

- I -

i I- :-I - I -

1- I: . -i I

I­I I-

f-

142

i ' ,_ !-

- ' -- I -

- !

----------------------------{•}-------------------------------

Fig 1 (cont'd)

Branch

JMP addr

I JNZ addr

' ' I i I JZ add•

I

I I JNC add'

I

I I

I I ! !

i i

I I I

JC ae1ar

JPO aacr

JPE addr

JP ~ddr

JM addr

CALL acc::r

CNZ adc::r

I I nmuction Cod!! i 'D7ID~ 1 D5!04i03!02101!Doj

OPeration

t t 1

1

o?fi1 o o-I o I t t . s. I !~1

1 :, 0 Ill 0:11:00. I (I' 0 IF z • 0 IPCl-IB,l 19 1 1.

I I I ! I :~c~ ~,;Cl • 3 t•olo t,olt o lfZ•t

J. ~~8: I 1 ::c~:I~,I!B,I. (PC) +-(PC) • 3

1 1 0 I 0 0 1 0 lfC•O

82 {PCJ- (8 1) (9~ ),

1 8 If C • 1

I m, (PCJ-(PCJ +J

1 1

0

0 1 B. 1 0 1 0 If C • 1 IPCI- f8 1l \B2l.

I s: I If c . 0 I I I {PCl- {PC! • 3

1 I, 1 ! 0 ' 0 I 0 1 0 If p • 0

I

{PCJ-18,)18:1. If p • 1 0

(PC) - (PC) + 3

tot[t.o,t!Oit 0 lf?•t

I ,

1

1 il I :: I ! :;~: l~oiiB,I I ! . I I {f'Cl -(PC! + 3 11 t:t

1o'oit o us=o

I I ~. ; I 1/PCI-IB,IIB,I,

I ~ I IfS• I

I I i 11 I (PC) -(PC) ... 3 1 tit!t:t.O 1 o!otS•t

I i N I i i IPCJ-18,118,1,

I : I s, I I 11 : I! s "0

I i n 1

I iPCl-(PCl·J

1

1

1

1 i 0 ~ 1 ! 0 [ 1 [ISPI- 11 - o?CHI ! I s, ! i I ' !ISPI- 21 - IPCLI

I I i 93 I i I (SP) -tSPJ .;.. 2

I ;----t--1 I · 1 1 IPCI -1e,1 .a, 1 1 ; 1 \ 0 1. Q \ 0 ·~ 1 I 0 l 0 ! I!' Z "' 0. ll ~·

I 1 I , 3~ ! i !:O:C JC:1::ns sc~-::f;otd .:1 ~re I I j ~ ! CALL tnstru;;~.cn ~rt!

1 :::r~:~ ·J

IPCJ ..... 19,) l81 I

1

I I lt

! 9yt"

' 3

3

3

3

3

3

3

3

3

3

3

10

7/10

i 7110

7110

7110

1 7/10

7/tO

i I "'o

7/tO

! !

i I ts I

I ~ 9/18

Flao J z I s I ' i ->cl c

-I- 1- i -l I ! I

-1-1- i- I I I I I ' : ! ! !

1

- i - I- I-' ' '

- - 1- ~~- I 'I

I '

I I-I I

:

- i -· I -I '

I

- 1- I

> I

I i i

- r-i- I !

-~-

1

!

I f i

I'- il'. - i -

! i

1- - :­! i 1-! I ' ;_ ' '

\ -

' I I

- l- i

I : i: ' i ' ; i I - ! -!

143

------------------------------------~~~-----------------------------------

Fig l (cont'd)

I cz "'"'

CNC addr

CC adc!r

CPO addr

CPE addr

e,.o addr

CM adc!r

FiEi'

RNZ

I' i o.' 0

I !

' '

! 1 I 0 ! ' I ' i I I ;

I ' I

i I o ;a;---1 a, :--~-1 ' I i . t ~ t lt o : o 1

·---'---~ . I ! 9, I I

iJJJO ~ t ' ! a, i

If Z • 1. thl! actions scecified in the CALL instruction are perform::-d. , z • 0, {PCI ~(PC)+ 3

If C • 0, the actions specified in the

CALL instruction are p~rformed.

If C • 1 {PCI .... IPCJ + 3

If C • I. thP. act•ons scec1fied in the CALL instruction are performed. If c .. 0 {PC! ... (PC! + 3

11 i' • a. ttw actions scecififd in the C~LL instruction are p~formed.

If 0 • 1 ;-·11 I (PCJ-(PCJ+3

I• I i

~I ; o ;o a1 i

. I

~ , , . I I ' 1 I I t t I I ~ 1 ! 0 ! I I 0 1 0 ----a;---j

I a, :

I '--,---,!. I lt!l__u_Jt I 81 I

i 0 0 i

I ' B I ~

I i I 0 , 0

I

1 0 0 !

i 0 ! 0 0 : 0

t

0 . 0 0

If p .. t. the ac:i•)n s;::ec•fifd in the CALL instrUctiOn are cerforr>l~:-d. If p • 0 (PCI- (?Cl+ 3 IfS • 0. the act:ons scecif;fd in the

CALl instru~;an ~r~ ;:ltrformed. If S • I IPCI ~ I?CI • 3 If S • t, the acu(.;n soec;fieo 1r: !he CALL ir:st:"'..lC:10n ~re P'!rformed. 11 s • a !PCl .... !PC)+ 3

(PCL) .... (ISPH

!PCHl - (!SPl + 11 !SPJ .- !SPJ -t 2

!f z ·a. ~ Ei ins:ruct1on are pedorrr.ad. If Z '"- 1

!PCl - iPCJ • 1 tf z c 1,

If Z • .J ~?Cl- I PC: .. I

144

3 9/18

3 9/18 I -

3 9/18

3 i 9/18

3 9111! ! -

3 9118 - I

3 9/18

iO

6/12

6112

------------------------------------~~----------------------------------------

Fig 1 (cont'd)

145

ANC I , I o ! 1 lo 0 0 0 tf c • 0, ! 6/12 i- ! -I the actions specified in the I I A ET instruction are

I 0 1.0. 0

performed. I I I If c • 1 ! I I

! I (PC) ... (PC} + I I I- I

AC I 1 0 I' If C • 1, 0/12 -1- ;-I the actions sPecified in ::he I I I

I I A ET instruction are

I I I

~erformed. I 10 I 0 I 0 I 0

If C • 0 !

(PC) .,. (PCI + 1 I

i i APO 0 1t P • a. i 6112 1- !_ - I_

I tM actions specified in the I AET instru(.;tion ore I

I I I I I performed. I I

I If P • I

I I ,.I 0 0 I 0 I 0 (PCI - lP CI + I

APE I' If P • l. 6/1Z 1- 1-_.

the actions sPecified in the

! I I RET instruction arc I performed. I I rt P • o I I ' ' I I iPCI - IPCI + I I, 16/12 I I

AP I' ! 1 I 0 0 0 0 If S ~ 0, ; - I I -

I the actions sc~ified in the I - I '

I RET instruC!lOn are I i

' I I I I I I performed. I I I

I I I li s . 1

! I

1·1 (PC) +- (PCJ + 1 I I

I· I 1 I

I

I AM i 1 0 0 IfS • 1, ! 6/12 j- i_ I_ I ' I the actions soecified in the I

I I l I AET insuuction aroJ I

I I I I ' perforr.'l~d.

! I I I I I If s . 0 ' (PC! ... (PCI + 1 '

j, :' 1 ' h•1o . !

!

PCHL 0

I' (PCHJ ... {HJ 6 ! iPCLI- Ill

AST 1 i 1 lA I A !A I' I' (ISPI - 1 I - IPCHI 12 - '-

(ISPI- 21 - IPCLI

I ! I I I ISPI - ISPI - 2

I IPCI -IOOCOOOCO

I COAAAOOOI

----------------------------------~17r-----------------------------------

Fig 1 (cont'd)

Arithmetic

Mnemonic

ADD r ADC t

ADO M

ADC M

AOI d8

ACI d8

DAD rp

SUS r

SBB r SUB M sas M SUI dS

SBI dB

OAA

l___lnmuC'ion Cod• i 101 ;o/5 ~Ds·~D41DJ 02ID• :eo 1

Operation j Svtes I States J-j -;::c-,) ""'s")'-F~::"'•'-;-1 ""•~) -;A-;::c-':

~ ~I~ I~ ~ ~ ~ ~ 1ooloo1\o

s,-

1 0 1 0 ~~~lli~~~~

ttoottto

I s, 0 ].· 1 I 0 0 A !'"~ 0 I I 1 0 0 I"' 0 s sI sI 100•1tSSis , o o ! , o , , 1 o

: I~ I

(AJ-!Al+(:).

lA) -(A) + (tl +(C)

IAI ~IAI + (IHIILII IAI-IAI +(!HI Ill) +ICI

(AI-(A) +!81!

IAI -(A) + 181 I +!Cl

IHJ Ill -IHl {LJ + +!rH) lrLI

IAI ~IAI-Id

I

' ' I

IAI ~(AI -1•1 -(Cl I IAI ~ IAI -((HI ILl!

1

1

1

2

2

2 1 0 0 1 1 1

1 1 0~~ 1 s. I

11 0~1 r-:!'-;;-

0 0 1 0 0 1 : I: IAI ~IAI-(IHJILII -IC~ I (AI ~IAI-IB,I I

' :~ ~.:1 n~,:::: : 11:~ ·~~- ~ accumulator i$ adjusted to form two 4·bit fiCO digits by the fo:!owinq proceu. I

I Accumulator

i . '( V ~~ led ~ I

l IT.IfY~IQorAC•1.

11

I {A)- (A)+ 6

i ', 2. If X~ 10 or C • 1

(AJ,.., -IAJ,., ... 6

4

4

7

7 7

7

' 10 I

4

0

0 0

0 0

0

0

0

I I I 0 I 0 I 0 0 . o 1 o o o !

~ I~ ~ ~ : o 1 o o 0

0 0

I

146

----------------------------------{"l}-------------------------------------

Fig 1 (cont'd)

Logical Instruction

r---------~~----~l~nsc-tru~nC-od7,------.------------------~r----;i-----,------~,~,,---------~---=-:'T O~erar1on 1

1 B•ttes 1 Stilt'!$ ---1 Mnemonic iD7 :oe ~05 .04 j03

1

02 01 !Qo C Z S P i AC ~ ~--------~1 ~~~~~~f~.~~~~~----------------~----T----T~--~~-7~-t---

~ I

1

0 i 0 I 0 • S S 1 S (AI ..., (A) 1\ (r) 1 4 R 1 0 0 0 ! S ANA r ANAM_'-j

ANI dS

XAA r

XAA M

XAI dS

ORA r

ORA M CRI d8

CMP r

CMP M

CPI oS

C~A

ALC

RAC

PAL

AAA

it 0 10 011 1•10 IAI ... (A)I\((H)(L]j 1 7 A 0 0 0 S

i1l1 0 0 1 110 IAI-IAlAIB,J 2 7 A 0 0 0 S

I, I 0 S ! S iA)- {A) V (r) 4 A 0 0 0 A

!110 0 fa CAI-{AI"'((H)!Lll 1 7 A 0 0 0 A

:,: la 1 1:0 {AI-IAI¥1811 2 7 1 R 0 tj 0 rl

l ~ ! jo l'loj.sjs!s 1 I 0 1 0 I I ! 1 l 0 I.

1 0 ! 1 lt I 0 I

0

0

0 0

0 10 i

I 0 I 0

I 0 I 0 !

r-a-;--; I I I r1

, !S,S S I 1 1 I• I 1 0 I

I' el, 1 i 1 I' o I 1 I 0 I 1 . I' 0 '0 I 0 I' I ; I

I 0 i 0 i I i i 1

0 ! 1 i 0 It I,; I i j I

I I ' i 0 I 0 I 0

11' I ' I i I ! I

I I i I

!AI ... (AI V (rl

lA I~ IAI V (I HI ILl I (AI +-(AIV l81l

{A)- (r)

IAI- (IHJ ILl I IA)-~81)

tAl-LA! (An+ !I -(An)

IA0 l -lA, I (Cl-lA,)

{Ani- (An+ I)

(A,l-IA0 l

ICI-IAol {t.n+l)- (An)

ICl-IA.,)

(A0 )-1Cl (Anl-{An+l)

ICJ - I.A0 )

IA,)-ICI

• 1 7

2 7

4

I 7

2 7

4

4

4

4

4

A

" A

0

0

0 ; 0 0 : 0 . '

: I : 0 0

0 0 0

- I -

0

0

0

0

0 •

0 A

0 R

0 0 Q 1 Q I

o 1 o ! i-1

;_ I

! ' - t-

I

I - I -

I

' - i -

i !

Increment and Decrement

Mnemonic

INR r INA M

INX rp

OCR r

OCR M

OCX rp

lnstruc:1on Ccce 1 .=:aq C;::eratiOn 9vres 1 Star-=s

, 07 :Os · 05 IJ.s · 03 _ _:D:,:2c._::D~• _D::O::...:_i __________________ .;_, ________ ....:._::C:_:_::;Z __ _;S,__:_e __ ' _:A:::C:...

il 00 i 00 I dl : dl :_.; 1 0 . a (d -lrl + I v 0 0 ((HHUI- ((HI(U] +I I 0 I 0 I A ? ! 0 : 0 (rHHrli -lri-!JirU + 1

1 0 ! 0 I d d ~ .::1 1 0 !rl- !rl -I

! " '0 ! 1 1 j 0 I 0 t ! [{HHUI- [tHHLJ]- I I; j 0 A ' P , 1 Q 1 J (rH){rl.,)- (rHHrL) - 1

4

10

5 4

10 6

0 0

J

0

0 0

0 0

0 0 0 0

.) 0

0 J - : -

147

----------------------------------~1<~--------------------------------·

Fig 1 (cont'd)

148

Stack

i Instruction Code j Operation ~ Bvtes States ~ Fiaq I

Mnemonic 1 07.l06 05 .04;03 ,02!01 :DO c z I s p j AC

' ;

I PUSH rp I I

R !• !a 0! I I {ISPJ- ll -I,Hl I 12 - I

' i I ' {(SPJ- 21 -I'Ll ·; I I I I ISPJ- ISPJ- 2 '

I .I I Note: Register ~air rp • SP :

I I

! 0 11 may not be specified. i

I PUSH f'SoN i 1 0 {(SPJ - tl -IAI i 12

I I {ISPI-21-I 01 O&OsD4DJD2Dt eo I

I lslzlxiAC!XIP:xlc!i

I . i I (MSBI I

' ! I

I I, I I I o I, ISPI- ISPI- 2 POP rp IR I P : o 0 I'Ll- {(SPII 10 I· I I I , I (rH) .... (IS?) + TJ I

I ! ' I

I 0 I 0 I, ' • ' I I ISPI-SP+2 I

I lt i I ' POP PSW ; I ! 1 i 0 ICI - {ISPIJ, I TO 0 0 0 0 0

!

I I ' I ! i {Pl - ({SPI j t I I I I

I

i I I 1 I (ACJ- {ISPJI, I i '

1 I r IZJ - {(S?il, ' I

I '

I ISI - {(SPIJ , '

I I i ' i I

I ' (AI- {ISPI + tl I I I

I I I {$?) +-(SPI + 2

Control

!n~tr<.;c:ion Code Operation i Bytes j Sto:nes

Ftaq Mnerr.onic

07 06 ·05 04 '03 02 01 eo • c z s p ; .l.C

HLT ·a ; 1 I 1 :o :o Hatt 5 ,_ STC 0 'a ! 1 :a !Cl -1 4 0 I -CMC •a :a : 1 ICI-ICJ 4 0 '

! 1 ' :o I El I • 1 I '1 El"lable 1ntert1.1Pts 4 - 1-

I I l Note: lnterrul)tS ,Jre not

recognized durino; the El instruc!ion.

01 0 0 1 ' Oisab!e tntarnJPts 4 I Note: lnterructs ar~ not

I recogniZ!{l C:unng :!':e 01

I instr~,;ctton.

~CP .o la 0 0 !O :o 0 :a No ooeration 1s oedl)rmed. 4

RIM 0 io 0 0 ·o 0 •0 (AI- < d, • 510

d, • 171 ,, • 16 1, • 15

------------------------------~~:;}-----------------------------------

Fig 1 (cont'd)

149

I I ' I I I I I

d, • lE

d, • M7 I I I

I I

I? I 0

dl • M6

I d, • MS I -L I SIM jo 0 I I 0 0 IF (A), • I; I 4 - - -' I SOD- (A) 7 , IF !Al, • t;

I M, ~fAI2.M, ~fA),,

I Ms -IAI0 ,1F fA),. •1; RST7.5 RESET i

ABSOLUTE MAXIMUM RATINGS

Svmt.Jol lrem Aaun':)~"'

V:::c V cc Suoolv Volt:aqe -o.sv to 7.0 v

1 P~0"-------~---cP~o~·~~='~o=.'=~~·c=.'~'='o=n~e7>0~~:~~==~~77~-------------+--------~~l.~~~v~--------~ r-Tsotdcr Soldering T-!rr.cerature !S~Ioerinq Time 10SL>e.l 2SO .. C

j Tst Storar,e To!mocranm: -ss•c to 150"C

D.C. CHARACTERISTICS 'TA -o·c to 1o·c. V:c • sv:!:: 5%

fs;moot P3ramr:rer To!st Ccnd•tions ,\.tin. Typ, Max. un;ts J I viL Input Low '/Oit~ge -0.5 08 V

I vi" lnout High Volrao;e 2.0 V cc • o.s V VoL Cutout Low Voita::;e :OL • 2mA o.as V V oH Ourout Hiqn VQit.jge IOH • -4GOuA 2.4 V

I 'cc Power Suooly C:,;rr~nt i70 .......

~ InPut LO!a;::aq"' V:N,. V-:;: :!:10 ~,.\

! ILO OutPut LO!aka<;'! 0 . .15 ~OUT_ Vc: ! 10 ~A

I VI " lnout L~w L;!'<CI u=:::s::rl -0.5 0.8 V

V1~Ft Input Hign L<!'•E:! IRE3C:T! 2.4 vi",..+ J.5 'I

VHT Hymre~1S iRE52T) 0.25 V

----------------------------------~.~~---------------------------------· ~

Fig l (cont'd)

A.C. CHARACTERISTICS TA • O'"C to 70'"C. V cc • 5V ~5¥a. V~s • OV

Symbol I Parameler I Test I Tvo. I I i Min. Max. Uniu I Conditions I '

I

tcvc I CL!< Cv:-::e Puiod ! 320 : I 2000 I ns ! ' <c

I CLK Lvw Time- S!anaard ISOpF Loading I I 80 ! I i ns

I - Liyhtlv Loa:::!ed (21 I I 100 i ' I os

'" i CLK Hign Time- StaMard TSOpF L~adin'] I I 120 ' I " ' I I - LightlY Loaded (21 150 ! ' os tr. lt I CL< Rise and Fall Time · J I I 30 : os ' t)(KR I X1 Aisu·!g tOCLK Flising I 30 ' ' 120 : ns : ' ' txKF i Xt Rising ~o CLK ,:3lling ! ! 30 - I I ISO ' ns i - -lri~A=C'---i-~A~8~-~·~S~VC7ao~•o.,.o L~ad1nq cc:qoJ of Con,rol._(~l~l-----,--- cl-2;7~0:-_:_ __ _:_ __ _;___:·~··c_~

ri ~~A~C~C'---+-"'~0~-;;.:.7_V7o~l;~d~!.:.O ~~;;ccng Edqe oi (.)ntrol. lf-'2~4~0----.,--7:::-~-".:.'--; tAo AQ-15 Valid :rJ 'lali~ D="~'~l,;n--,-,;=""'o7"';'c:------JI. ~-'---~5·15 ns tAI=R AC.:dr'!ss Float after l~J::ling Ej:;'.! of READ 1INT Al r- 0 ns

c~., • , enpF ;f-;=-r---c-------,:'--; tAL Ae-lsValidCeforeTrciling2CqeoiALE (11 ! 115 ns

I7,A~L~L--+-A~o~-~,7v~a~Ji<l-:-:,~,-::iore Trarlinq E.::<;~ oi ALE _ i !eve • 320" 5; 90 ns

j t READY VJI d 'rr.m Ac..j'""S Val d l (2.0 -~ ARV ' .... -~ ' ICA I A·Jdr~~ JAg - .l1 ~l V Jlid af~'!r Co~.~ol

tee ! Widtn of C.::n~rol L,jw iMO, ·:•tR. iNIAl Edq~ of ALE

tcL I Trailinq Edge Qf C.:~ntrol ~o Leading E_d~e of ALE

tow I Data Valid ~o Tra11inr; E:g~ of WR tie:

tHASe I HLOA ro Bus E~atlte

tHABF I St.:s Fto.::~: attar ~1LOA

tHAC!< ' HLOA Vat1d ~o Tralltng Edge et Cl.K '

tHOH I HOLD Hold Tirr.e

tHOS I HOLD Setuc Time to Trailino; E::!9e of CLK

tJNH ! !N7'A Hold T;me r - - '. -INTR . .:IS 1 and T.:IA? Setuo 11m~ to F,a,tu•g E ... o;e of C._K

I tLC!( ~LE L:Jw .:::..nr".g CL:< ~.gn

tLOR A!..E :o Voho Data Cur;ng Aeao

tLRY ALE to AEACY Stabte

I

I : I ;

' I

;

i

120 ,,

400 ,.,s

50 "' 1 420 ~s

210 ~ "'l$

l-:-:-::-'----'--'2::1c.:O 1 ns i ~~~~~o_,e----'-----·-"-~ I 0 ns I 170 ns r-o-+--~-------~n,~

; 160 ns roo ns

~o--------c-----o--~n~,---Joo ~s

oli)Q ns

200 i f\S

1~ ns i!O ns

0 " l 110

100 -· JO " Notes: , . ~.3 _ 1 s ladr;>;::, ;,:.::,;; acctv :_, :Q,.\i . Sry Jno S 1 '!)(C!Ot .:lg _ ! 5 Jre ..:ncifiMo ..:wr:l'c; -:" J _ 7'5 -~r OF .:•:-::e ·.-.r'I~~"!3S

IO,M.Sv.ano5; Jre;uc.~. 2. Loac~o.,g ot·Julva1e1•t :c :u oF +- 1 7'7 L r".out 3. All (:m•r.gs arP. -rea~~,;rP.C lt ~t.o:::'Ut ·,c,tage

V1 .. 0.8 v. VH • :.OV .!. i; :JIC•.orate ~tr:'lmq !Ct!::ti.;::mcr:s .;t iJther ·,ae·.n! 'Ji ~eve •Jse TJc:e .:.:

150

--------------------,,}--------------~---

Fig 1 (cant 'd)

'•e i lt/21 T 45

i MIN I tee I

<e• 11n1 T - 60 MIN <ce I tee on1 T - 20 I MIN t.I\RY

tLCK on1 T - eo I MIN tHACK

tee '11121 T - 30 MIN tHASF

IAQ (5/2 + NI T - 225 I . MAX

I tHABE

IRQ 1312 + NI T - 100 I MAX lAC

tAAE on1 r - 10 ! MIN ti.

'CA on1 r - 40 i MIN '" I tow 13/2 + NI T - 60 I MIN tRv

two 11/21 T - 60 ' ·'v11N tLOA I

Note: N is equal to the total WAIT states.

T •. tcvc

I C:t..(OVT,\IT ! ~'-------{' ~ .... "' '}-

'"

...

'"

--.--- -~~~·:::::':'::::~~----... 1(,, 1CYC

''-ClC !'---.../ ,-

=>rf: ====·~.:~··=··="·="=""=·=~~= ~---c:==>e·

. ! ,,_,_ I ,...,. ! ; I '!-?" p . ......

'" ..• \[._ ___ _

,,

"'oo-•O? ~;.-======·~·~•:::•~-:. .. I ''-:>w . ..., .,.

--~ ...... __ /~~· ---~--------­__ .,_._;

====·" = ...

------------------'@----

Fig 1 (cont'd)

l'l/.2 + NI T - eo 11 /2) T 110

I'J/2) T 260

I 1/2) T 50

11/2! T + 50

, 1/2) T + 50

12/21 T 50

I 1/2) T eo '1/21 T 40

,~:/21 T eo •4121 T tSO

., I

~ ~·

.... -~ ~ ·:__;-------'-

.,

.. , '" ----

,• . -·

151

MIN

MIN

MAX'

MIN

MAX MAX

MIN

MIN

Mll'l

MIN

MAX

,, ,, t,

•••

~'AYSI lqyH ' .

III:I!:AOY --------u F~. 1 R-.d Opo~nlion wid'l Wall Cvci•ITypi.;aU

- S•m• Rud'l Timonq A~pliet to 'Nrin OP<Ir.Cion

! Tl ! t <1- fHOLO l T1-101..0

~~L..r' '•

INTA ~ '-----------:,H~O~S=t~~~~·~·~H;~~-~~======::======~------------------------"'01.0 --------------------------------" ~-J

HLOA ---------~~~~~================~;;~~:::dlt,~~~A8F ~HACK 1 -1-----!-'"'ASE

.olOOAESS i----·.0·------------~- 1'--------

i •s -A•s X 101M

A00 - 7 X .I.OOPESS >- ---..(C.olLI.. :NS'I')- -- -L- -------------------~

i"N""T.\ ;;c

;;;;

152

---------------------------------~~~·----------------------------------

Fig 1 (cont'd)

OUTLINE DAAV/ING

•o n !11 n;.; ;~ J•l~ 1131 lfln 2\n za2s l'-73~2 11 u,.,,,,.....,

tw=~;==r~-~_. .. ~~;l I c.:. ~~~~-·.:.:l-rr~~ ~-ci.r~·w·~r....:: ::.:.J ~dZ;.~.:;~J ___ .L

1 l 3 4 5 ,;, I a g 10 11 t2 ll 1• IS IS 11 :a lt to

Noltt: 1. Tllit dun('r.oio•l 1'-•)w\ tl\e cer11~r of curv-.. rur• of 1119", 2. This dim'""'"' \1'><:•.-.-; lP":I:l C'lle~~.

INOH 11 15.24:0.1

. I I . I

A J ,,,,, I r 15.00-17_LJ ' ' (No,.11

J. 1ht Q•t~ol• Cif ~~,J~ '' 2.54 and the :ol•r~nco •I :0.2$ lrum ~ne tllerQr~icll center ot ur.n leq OIJI~o"'ld h~vin9 leq No. 1 an" le<; N11. 40 u 11\1 r~re•~nc~.

Fig 1 (cont'd)

153

.

LASIIHC'11Ve CHARACIERiSTtCS

• 258 won:lx 8-bitl • Si'1gle +51/ power supply

·~ ..... _..... • lnlilmal address latch • 2 programmable 8-0tt 110 poftl • 1 programmable 6-bM vo port • Pragrammable 1~ birwy COUI'1Iefl'!im.r • Wllplexed address and d.ra t:lus

Am8155/Am8156 ~--2048·8H Static MOS RAM With 1/0 Ports and Timer

Advanced Micro O."fc••

GENERAL DESCRIPTION

• lOI'J% MIL-STD-883 reliability assurance testing

The Am8155 and Am8156 are RAM and 110 eNr;:ls 10 be used in ltle Am8085A MPU system. The RAM portion is designed with 2K bit .utie cetla organized as 256 x 8. They have a maximurr access time of 400ns to permi1 use ,With no wait states in .vn8085A CPU. The Am8155-2 and Am815&-2 have muimum access times at 330ns fot use with the Atn8085A. The uo portion consists of tt1tee ~ etaf purpose 1/0 ports. One of the lhree ports ean be pro­grammed to be status ptM, thuS aJIOoMI'Ig the other two ports 10 operate in handst»--ce mode. • INT-STD-123 guarantees 0.3% electrical AOL on aB

perameters (;tlet opetaling temperature range.

oo---1

·---1 ... ---1 111---1 ""----1

..... ---1

BLOCK DIAGRAII

-~ . ·~ .

A 1"'-bit programmable eoun~erltirner is also included on chip to provide eittlet a square wave 0t1 terminal count pulse for the CPU syste- depending on timer mode.

CONNECT10N CU.GRAM r.,.,_

ORDERING INFORMAnON

Am8155 Am0151

Hennetlc DIP Amat550C • Am81~20C Am81560C. Am8156-20C

Molded DIP Am8155PC • Am8155-2PC Am8156PC • Am8156-2PC

Hermetic DIP -55"C"' TA "' +125-c Am815SOM Am81560M

Fig 2.. Am8156 Interface Chip Data Sheet.

154

I'UHCT10IIAl. PIN DEf1HCI10H

,. ~ - ............. of .. of ... Nnll1551 Am815& pins.

R~SET

,. ...... - ........ -by ... Am8085 10 .... ........ ._... ................. - ... """ond initialiZes m. thrH UO ports to W1put rnocse. 1bt wldm of RESET- ohouCd- bo SOOno. (fwo Am808SA dock <)'Oio ...... ).

Allo-AO, 'TheM art 3-state Address/Data lines that interface wt1h the CPU lower 8-bit Address/Data Bus. The 8-bit address is letc:hed intO !he addr8ss la1Ch on the falling edge of lht ALE. llMt address can be eitiWr tor !he meti'IOI'Y MCtion Of OM 110 - _.,.. on ,.. oolarlty of 1>0 l(lll! ;nput """""· Tho 8-tHt data is either written ~ eh~ read from IN Chip dependnq on the SUdu$ of WRITE or ~ in9ut signal.

Cl! OR el Chip Enable: On lhe Am8155, this pin is Cl! and is ACTIVE LOW. On lhe Am8156, thi$ pin is CE and il ACTIVE HIGH.

181 tnput low on !his 1ne With !he Ch4Jo En.able active enab6es tne Allr..T ~- n IOJil pin is tow, the RAM CDf"'t88'rt Wll ~read cM to ht AI) bu& Olher\tfiSe the contettt ol the Uleded 110 port wlf ba read to ht AD bus.

Wll ~ low on lhiS line wilh ttw Chip EnabM- acttve causes the dt.ta on tht AO lines to be written to tt'le RAM or 110 porta .._on.,. polarity of 10/Q.

AI.E

Address Larcn Enable: This control signal latchet both the address on the ~7 lines and the state of the Chip Enat»>J and !OJQ mo .... dlip at ... laJIJng edge of ALE.

MAXIMUM RA TlNGS above wttith useful life may be impaired

Storage Temperarure

-...........

ooiii oo,g;;;;;; SoOoct: TNs lino .......... ""'"""Y • ""' onc1 - ... 10 .lligh.

P ..... AT

,... 8 .,... ... - -110 pins. Tho '"'""' -lion 11 se-lected by ~ lt'le CcmmandlStatus ~

"'· P9o-Hr n..se a pins are geMJ'al pcupoM ilo pi'\S. The infOUl cl~· lion il selected by programming the Command/Status AegiJ..

"'· PCo-PCs These 6 pint can function as .,;thet ;,put port, output port. 01 •• control signals tor PA and PS. Programming is done through the CIS Register. When ~s .,. used .u CQ'ItrCII ............... _... ... ~,

PC, - A INTR (Port A \ni«TTJJO)

PC, - A Bf' (Port A ~r tu\) PC, -~(Port A SlroOe)

PC, - B ..-rR (Port B 1-) PC, - B BF (Port B """"' Full) PC, - lfS'T!I (Pen B SlroOe)

nMER IN

1'hill 11- !het lr1"A to the counter timer.

tDIIEA out This pin is the timer OCltput. n-. output can be eittl« ·a ~ we.ve Of a pJlse depending on !he timW mode •

Vcc +5 vel supply.

V ss Ground referencl.

-SS"C to + 125"'C

-0.5V to +7.0V

-0.5V 10 + 7.0V

1.SW

,. __ ..... _ ... ..,. .... ln1omald""""" _., ........ """'----la­of SUtde c:f'latge. 11: is suggested. ~. tftet convwntional precautions bt ~ during stontge, hencling and use In Otdef' » ~ exposure to exeessNe YO!tages.

DC CHARACTERISnCS - T001- ..... v,. -.... t.Dw V(Jifq -·~ u .... ••• qM High Vobge 2.0 Vcc+o.s .... .... ~ LDWW Vollage ·~oL .. 2rM .... . ,.. Cutout H9'l V~ "'". _..,... ... .... I, --- v, .. - Vec ID av ... "" l.o """" .._"""""' 0.45V oli VouT "' Vcc ••• "" lee Vcc Sugp~y Cunwnt ... ""' "LICEl """.,_...._ Am8155

v, .. • Vec ID ov +100

"" .... , .. -100

2

Fig~. (Cent 'd)

155

156

OPERATING RANGE -- -T- V cc V ss

~156/Am815&-2 "" T " ...... sav 5"11. +. • CN

.... 1""" -55"'C •TA"" +t25"C +S.OY: 10"11. CN ..... 1...,..

AC CHARACTERISTICS Ami1551Am1151

Am1155DM1Am615a011 Am815&-2/Aml151-2 -- - .... - "'" - u-..... AcldntM ., l.d::l'l Sft4l Time 50 30 .. \A Addnta Ho6d Tm!: atter L.a:h · .. 30 .. 1u: utch ID REAOiWRrTE Conln:ll 100 "' .. ""' Valid 0... ~ OINy from READ Control 17() 140 .. 1AD AdlhiS Stable too o.ta Oul V aid """ 330 .. 1u. ._.__ 100 70 .. """' Data Bul Aoal...,., R9D 0 100 0 80 .. 1a. READIWRITE ConlroiiD laEh EnaOie 20 10 .. 1cc READ/WRITE Conlrol Wldh Z50 200 .. 'ow DaSa In to WRITE Setup T1me 150 100 .. 1wo Dala In Hold Time Ahlt WRITE 0 0 .. ""' Recowty TlrN s.twMn Como6s 300 200 .. ... WRfTE to Pan~ ...,. 300 .. .... Port lnpA SAv Time 70 50 .. ... Port lnpiC Hold rm. .. 10 .. .... Sfmbe; ID But* F~ ...,. 300 .. ... -- 200 150 .. ..... READ 1o Buffer Erngty ...,. 300 .. ... Stroc. to !Nl'lt On """ 300 .. .... READ to lNTR Off ...,. 300 .. .... Part SeCl.cJ T'WI'It' 110 SWO.·SII'Obe .. 0 .. - Port Hold Tml Aftet Strobe 120 100 .. .... Strobe ID But* Empty . ...,. 300 .. ..... WRITE 10 BYtf.- Ful ...,. 300 .. .... WRITE tct fNTR Oft ...,. 300 .. .... lllotER-IN ID TlMEA-OtiT low ...,. 300 .. ... TIMER-IN 10 TlUER-OUT High ...,. 300 .. """'

Data Bus ENIOie tram READ Control 10 10 .. 11 TIMER-IN t.ow Time .,

"' .. ~ TM:A·lN Hig\ Tlmt 120 70 .. _,

Test Conchon: 150pf 1..*. 3

Fig 2.. (Cont'd)

.157 -

OP£RATIOfrtAL DESCRIPTION PAo,.7, PBo..7, PCo-1). The 10/M (IOfMemory Select) pin

The Atn815518156 incfl.ldes 1he lo8owing op«ational,...tutes: selects the t10 « !he memory (RAM) p:)rtion. Detailed de·

e 2K Bit Static RAM organized as 258 x 8 !ICriptions of m.mofY, IJO porta and tinwr h.rctiona willoiiOW.

• Two 8--bit VO ports (PA and PS) and one 6-tlil: ltO port (PC) n. 8-bil: .cldreu on .. MJ .,_, the Chip Etlatltt inpl.t, and • 14-bll down ~ 10/Q are a1 a.tched on chip 11 the 111111ng edge of ALE. A IOW The UO pot11on contains 1ouf registers (Command/Siatus, on lhl JOrQ n'M.IIt be providltd to sMct the memory section. .. _ ..

\ 1/ \ '"

Cl!t.c., .. J \. /

- \ / \

...... X - X OIIITAVIIUI

... ...... \.

N1:1tr. For~ timing~ ir*:lnndon,,.. F"IQI.H 1 .a AC ~

-~- llomo<y ..__ ... Cyolo. ..,..., PROGRAMMING OF T1iE COMMAND/STATUS REGISTER READING THE COIIMANDISTATVS REGISTER

The command register consists of e;gnt latcMe, one for each The status register consists ot sev.n latches, on. !or each bll Four bitl (G-3) define tne mode of the ports. T-o bits (4-5) bit: six (0-5) for !he status ot 1ht portS and one (6) tot the enable or disable the interrupt from por1 C when it acts as status of !he timer. control port, and the last two bits (6-7) are for the timer. The status of the timer and the 110 section can be polled by Tht C/S register contents can be anerect at any lime by using . reading the CIS Registef (Address XXXXXOOO). Status word the 1/0 address XXXXXOOO during a WAfTE operation. The format is shown below: meaning of each bit of the command byte is defined as follows:

' ·~·'1'0J - ... 0'\0G,ADo.OO.OO.""t .,;;r ~ .;r ~~ ,.J .;r ~ lXI-I 7 I :. I -:"I":' I :. I ":'I ~r-' r= -.... }·-- ·L.=-·--- .... --- . ...... ---• .....a.-

r~ .. -o.a-ll'e,o.o ..... ua -·--..... ,, -·--... ~~~.,. --· .....·---~ - }-----· ·-- ....,,_e_ - = =.:::::".:.::::':"' Clll•--ot·--- _..,_ .. <:.1--

.... --· "-~--~------~--·-

>0•~-TC----'-~llo:MWG -TC·-·-~----II•STMf· ... --C:IIIT------·-·----·-·-_ .. ___ Ctt'l __

--re·-Fig ...... CommandiStotuo Ro9'"'"' ... Aulg...-. FJoure 3. Command/Statui Regtatw Statu. Word FOIIML

•

Fig2.. (Cont'd)

INPUT]OUTPUT $£C'T10N The following di89ram shOws now 1/0 Po.u A .al1d 8 are Tht 110 section ot 1t1e Atn81SSI815& oonsil'ls ot four ntgistera ~ wrltlin 1hllli /tm8155 and Am8156: .. dheribed below. .

• ~SI.a~ ~ (C/S) - 'This ntgi$t• ea~ Ami1551Aml151 1tte ldCiresl XXXXXOOO. 'The C/S actctreq serves cr. dual en. 8lt cl Port A or Port 8 --When thl C'S fll9islw is sefrlc;.Wrd during WRJTE. operation, a commancs is writWn Wl6o !he c:cmmand reglste,. Thl oon­_ol ... _n,..........,.._.,.pinO. INhM N CIS P<XXXXOOO. is Mieeted during a READ 09-ll'l.tion, ~ stalt.ll ~ Qf the 110 ports atld She tim« '

-.-...... ADo.,-. ~ • PA Register - 'Thd. regi'Sier can be programmed to be

eilhef' flpiA 01 Ol.a;:M ports ~ on 1hlt status of tM conttnts of tht CIS Flegfster. A!so depending on N com-. mand, IN$ poet can operate in 6ithet the baSic mode or the

strolled """'" ( ... - '""""'"'>· 1'ho L'O p;ns ..._ in ~lation to m ~ are PAo.T· The address ot this rwoglster is XXXXX001.

I • PS RljlQiStar - This register functions the same 8$ PA R8Q· iSttr. T't'le 1/0 pin! assigned are PSo.r· The addres.s or thi.s AtOister. XXXXX.010.

• PC Regjstef - lba ~iSter has the addrest XXXXX011 and contains onfY 6 bits. The 8 bits can be l)f09ramrned to bt .nher 1't9Ut portS, OUI;lUl portS 0t as oontrol signals tor PA and P9 by- ptq)efty programming the AO, and A03 bits of tne ClS tegiSiflf.

\\'hen Pew. il used as a contn:t1 port. 3 bib are assigned for Port A and 3 !of Port B. The first bit i:$ an intefn.IPt that thlt Am8155 serds Ol.lt. The ~ is ., OfApUt $ignaJ in­dicating Whether lhe oon.r Is hJH 01' emprry, and the third is an ~ pin 10 8tCCIIi:lf a SU'Obe fer the strobed inpul IT!Odlt. See Tab!~ 1.

When the 'C' port it programtl'led 10 either Al T3 0t Al T <t, tM c::ontrol signalS for PA and f'S art lnitiailed M foUows:

C<lnuol _,_ """"" -SF Low Low

INTR Low High ffl ir4>ut Con!"" Input Convol

The set and reset or INTR and SF wiUl respect to m. WA and AD timing; is shOWn n Figure 8.

To~ 1t1e ~~ a&Signments are· Ho. of - - F.....-o Blto

XJOO()(QOO - Comonand/Slo<us _.., 8

JOOOI:X001

·~· -.......,.. L'O- a XXXXX010 PS,., -.......,.. 1'0- 8 XXXXX011 PCo.s Gono<al .......,.. l'O - a

Of Control l..ine$

Ptn ALT1 ALT2

... foic:IIM: 1.· ~. ""'" l

~ ....... - -c:o.-3. S!t'cbtd ~ "· .. 1 lor OU'IPIA ~

-o~or~tnodii'-

Rucl Port ... (IOI'M • 1) • (1il> • 0) • (CE adiw) • jPott ...._ -Wl1tt Pert - (IO'il • tJ • ~ .. 0) • tee: ar:dvet • (Port er:ldrtosl -Note In tne diagram !hat ..men !he 1/0 portS ate programmed to be output ports, the contents of the QUt;IUf ports can 'Strtf be reacl by a READ ()pll(ation whltn ~ely addressed.

Note atso that ttw output latch Is deered when tN port enl8f1o !he input 1'TIOde. The ~ laid'! cannot ~ loaded by writing to the pon if the pof1 iS io lhe input mode. The result ~ that ..ach titne a port mode i:s d'langed rrom input to ovput, h 0\ltput pins wdl go low. When thlt Am8155'8156 i$ RESET, the oi.JtptA !atchea are au ctearec:l and au 3 ports entet the

. """" """"· 'foll\en in the "l T 1 or A.L T 2 11'11lde!i, !he bfts of Port C a,. 51ruc::tured like 1he diagram aOOwt W\ the simple input ex output

"""'"·-· Readtng from an input port wilh nothi'1g connected to tM pins will~~ resutta.

.t.LT3 ALT 4

!'CO ""'"'- 0<nout Port A INTR (Port A Interrupt' A INTA (PoM A Interrupt' PCI Input Port O<nouiPon A SF {Pert A Butler Full) A SF {Pott A Sutfef' F'I.HI) PC2 '"""'- O<nout I'Oft A S'nJ (Port A S!tObe) AST!i(PortA~) PC3 ..... - O<nout- OUI;lut Port 8 INTR {Pott B Interrupt) PC4 ..... - O<nout- O<nout- S SF {Port B Buffet' Fulf) PC5

""'"' Port O<nout Port O<nout .... s m t""" a s.->

5

Fig 2.. (Cont'd)

158

•

. -··--·-·. --.

11MER SECtiON Thrt timer il • 14-bit down CCd'lllf 1hld counts ,. 'timet inpUt' putsel and provides eiCNt a square wave Of putM when ter·

rnOnai count [TC) a-.n. tlrMt I'IU the VO llddreP XXXXX100 tof !he IOW order b'tW of thl registef and lhe 110 llddfeSS XXXXX101 for M

higl! ""'"' byte of ... ._ ...

To _.,.. .,. -· ... CCUNT LENGTH REG 10 -first. one b'fi'J at a tirM. by ~ the timet' ~- Bltl 0.13 will specify the length of the next count and bits ,...,,5 will JP8CifY lhe timer ouq:Jul modt. The value loaded intO the count length register can hive any vatut trorn 2t4 through

3FFfH in bitS ~13.

,... ar. kU modeS to chOOM trom:

0 - Puts out IOW during second hatf of count 1 - Squar1 wave 2 -Single pUse ..,.., TC--3 - AepetltNe single puiM everytirN TC ia readied and au-'DfM.tiC relOad of C()l.ll'dlfl' upon TC being reac:hed, IJ'1tll ln­stn.cted to slOP by a new c::ornrn.-v:t IOacl8d iniD CJS.

Bits 6-7 d Commar'ldfStatull Aegisttf Contents are used 10 start and stos~•th• counter. There are four commancU to chOOSe from (See the 1\.wthef desQ'iption on Commarw:IIStatul

Rog--~

CiST CJ'lO 0 0 NOP - Do not affect counter optration.

0 t STOP - NOP if timer hU not started; stoP counting tl'1he timef is rurving.

0 STOP AFTER TC - StoP immediately after present TC is reached (NOP if timer haS not

-~-START - Load mode and CNT length and start immediately after loading (if timer is not presently running). If timer is running, start the new mode and CNT length imme­ciately aftet present TC iS reached. ·

Fig2.. (Cont'd)

159

.. .. I T., T., T, T• I To To

I ,....,."""" MSII fY CNT L.ENGn4

T, To To T, T, T, T, I To

LS8 OF CNT L£NGTH

...... .. TlrM< .........

M2 and M1 deh lhe timer mode a.s ro;;ows: ...... 0 0 0

Puts C3'A iow durtng second half of count. Square wave, i.e .. r-• period of th41 square wave equals the count length programmed Wflh automatiC relOad at tenninal ~

0 Single pulse upon TC being reached-Automatic retoed. i.e., single pulse everytime TC is reactwd. .

,._: In c.- ol *" asynvnecr;c oount. I.e •• t. ~ half of h OCilR .. bll NQh. h laJ9II' COift ..,.. ~ ediW u ShaWI'I In F9d 5.

-I U

Jtr- ..,...,.

The counter in the Am8155 is not initialized to any palticUar mode or count when hardWare RESET occurs. but RESET does stop the countiog. Thefeltn, counting cannot begin fol­lowing AESET until a START command is i3Sued vta the C/S --

•

LlniiltTsiltt of Tcclnrolu'\11 . . ( . LOUGHBOROUGH LEICESTERSHIRE LE 11 3TU

F.om the ACCOMMODATION SECRETARY

EASTER VACATION ARRANGEMENTS 1986

BEGINNING OF VACATION

ALL STUDENTS ARE PERMITTED TO STI\Y IN THEIR PRESENT HALLS UNTIL 1300 HOURS ON SATURDAY, 22nd MARCH BUT FOR THE CONVENIOOCE OF CLEANING YOU MUST VACATE YOUR ROOHS BY 1000 HOURS. KEYS TO YOUR ROOMS IN FALKNER/EGGINGTON COURTS AND WILLIAH MORRIS WILL BE AVAILABLE AFTER 1300 HOURS ON SATURDAY 22nd MARCH. KEYS WILL BE ISSUED AGAINST A DEPOSIT AND MUST BE RETURNED HHEN YOU LEAVE.

END OF VACATION

TERM RESTARTS ON 28th.APRIL 1986. YOU HAY RETURN TO YOUR TERM TIME ACC0!1HODATION ON SATURDAY 26th APRIL.

ROOMS MUST BE CLEARED BY 0930 HOURS ON SATURDAY AND KEYS RETURNED BY 1000 HOURS ON SATURDAY, 26th APRIL.

YOU SHOULD ENSURE THAT YOUR ROOH IS LOCKED WHEN YOU LEAVE IT.

.. ... -

....

Ill

er,......, ... .. ...

... ..

Fig 2.. (Cont'd)

160

WAVEFORMS

A. AUDCYCIL

,/ \.

/ 1\ /

\ \.

) - )j DATA V~ ~ _.,._ If / -- -

,_ __ _,.---J· .Ji ~

r-... -l _ ... _

-L WR111E CYCIL

/ \.

I /

\ I \.

- ){ DATAYAI.D i( _ .,._ _ .... _ --.-v 1-.. - _,,---;

~ ___ _}-f-.-"«-

Flgun 7. Amlf55/1151- Timing,.......

7

WAVEfORMS (Cont.)

.... -.... _______ _ ,_-J

"'

8. STIIOSEO 01/TPUT IIODE.

·-------------------'

... ...

... ... ~0..1'&

~~-----------a~----------------

DII.Ta..- ------~ -------A--------

Fig 2.. (Cent' d)

~::_:::::~_%

8

161

.-----------------------------------------------~162 WAVEFORMS (Cont.)

• • ~- n. -* '

-J =fl-· \ (M011: 11 /

'-----~

' I '\ (MOft. 11 I ... _________ _.

-

AguN 10. n ...... Outpul wawrorm Countdown fi"Dm s 10 '·

9

Fig 2.. (Cont'd)

--• . • • • . • • •

Fig 2.. {Cont'd)

--DIP I~::::::::::::::::::1

- - --·- -.• - • ---· - • -----.• --

•. . ·- • - • - • .• . .• - • •

The International Standard of QyaliaJY guarantees these eJeCtrlC3J AQLS on

=Q~on~~ 02%on131~t Internee: D.3% ~ &ct!Hmennies.

·- -.• -· - -- -- .. - --· -- -- .• .. ---- m

{408) 732·2400 tC 1981 ~ a.ic:ro o.w::.. n::. TWX; 910.339-8:280 P'rW-.::1 in U.S.A. o4AS1 ....r;..soc TeLEX:~ TOU. FREE. {1!00) 53&-&4S)

163

164

APPENDIX V

HEKTOR Microprocessor ,Development System - CSo Software

The HEKTOR microprocessor software is based on the 8085 Assembly Language, the types of Instructions available with this language shown in Figure 1. The Instruction set is quite comprehensive, and is listed in Figure 2. Th-e memory of the HEKTOR system contains 4 x lk of Random Access Memory, which is allocated for the user read/write operations, the RAM addresses being at 3000-3FFF Hex. The remainder of the memory map is taken by the system software, as shown in Figure 3.

The CSo program was written in assembler using the text buffer and Editor facilities of the system. The text was then translated into machine code using the system's ROM Assembler, a three-pass operation where, during the third and final pass the machine code is produced, and stored in the machine code buffer allocated in the free area of the memory, following the text buffer.

The assembled version of the CSo program is shown in its memory-mapped form in Figure 4. In this form, the information given in the program listing includes the entry points for the system routines used, a complete list of which is given in Figure 5.

Further to the description and flowchart of the CSo program given in Section 3, HEKTOR's Interrupt system, and in particular Interrupt RST7.5 with Vector address 2FOD/2FOE Hex., Figure 6, was used in conjunction with the signal output from the crankshaft-mounted opto-switch, via the interface, to initiate the output of CSo sequences to the s.c.R.'s.

The Origin/Entry address of the program is 3A2F Hex., that is the program, once loaded into the machine code buffer can be executed from the MONITOR status by entering:

G3A2F <CR>

The operator then has the following choices:

(i) Input new CSo sequences, as described in Section 3, by entering '1' or '0'.

(ii) Display all CSo sequences, by entering 'R'

(iii) Move the stack pointer to the top CSo sequence Table address, by entering 'T'

(iv) Enable the Interrupts, and hence output the sequences to the S.C.R.'s, by entering 'O'

165

The CSo sequences entered by the above method are stored in the user part of the memory, beginning at address

DATA : 3B41 Hex.

The user memory, although expanded from standard by 0.256K of RAM on the interface 8155/8156 chip, it still needs further expansion in order to be able to use other Interrupts (RST5.5, RST6.5), to incorporate further refinements to the CSo system as has been discussed in Section 5.

. D6t6 Copy Group MOV Copy data between register/memory and

register/memory MVI

LOA } LDAX

STA }· STAX

LHLD SHLD

LXI XCHG

XTHL

Copy operand data to register/memory

Copy data from memory to A register

Copy data from A register to memory

Copy data from memoty to HL register pair Copy data fiom HL register pair to memory Copy operand data to register peir ·

Exchange data between HL and DE register pairs Exchange data between HL register pair and top ofstack •

Arithmetic Group ADO Add register/memory contents to A register

contents '

ADI Add operand data to A register contents ADC Add register/memory and Carry contents to A

register contents

ACI Add operand data and Carry contents to A register contents

SUB Subtract register/memory contents from A register contents

SUI Subtract operand data from A register contents

SBB Subtract register/memory and Carry contents from A register contents

SBI Subtract operand data and Carry contents from A register contents

INR Increment register/memory contents by 1

OCR Decrement register/memory contents by 1 INX Increment register pair contents by 1

DCX Decrement register pair contents by 1 DAD Add register pair contents to HL register pair

contents

DAA Adjust A register contents for BCD result following addition

Logical Group

ANA Logical AND register/memory contents with A register contents

ANI Logical AND operand data with A register contents

ORA Logical OR register/memory contents with A register contents

ORI Logical OR operand data with A register contents

XRA

XRI

CMP

CPI

RLC

ARC

RAL RAR CMA CMC STC

Logical EXCLUSIVE-OR register/memo'\ 6 6 contents with A register contents Logical EXCLUSIVE-OR operand data with A register con_tents Compare register/memory contents with A register contents Compare operand data with A register contents Rotate A register contents left. and into Carry

Rotate A register contents right, and into Carry Rotate A register and Carry contents left Rotate A register and Carry contents right

Complement A register contents Complement Carry contents

Set Carry contents to 1

Program S~~quence Control Group Jump if: Call if: Retum if: Condition is:

JC cc RC Carry (Carry•l)

JNC CNC RNC No Carry (Carry•OI

JZ cz RZ Zero (Zero•11

JNZ CNZ RNZ Not Zero (Zero•OI

JP CP RP Plus (Sign•OI

JM CM RM Minus (Sign•1l

JPE CPE RPE Parity even (Parity•11

JPO CPO RPO Parity odd (Parity•OI

JMP CALL RET Unconditionally

PCHL Copy data from HL register pair to Program Counter

RST Call routine at restart address

Stack Operation Group PUSH Push register pair contents onto the stack

POP Pop top of stack data into register pair SPHL Copy data from HL register pair to Stack

Pointer

Input/Output Group IN Copy data from 110 device to A register

OUT Copy data from A register to 110 device

Machine Control Group El Enable interrupt system

01 Disable interrupt system RIM Copy Interrupt Status data to A register .

SIM Copy A register contents to Interrupt Control

HLT Halt processor NOP No operation

Fig 1 Summary of 8085 Instruction Types.

167

01' HNt.:HONIC CODE TIME

ACt D'l CE 7 ocx 11 28 6 HOV D,D ~2 4 PUSH H ES 12 AOC A ,. 4 ocx SP 38 6 HOV D,E ~3 4 PUSH PSW FS 12 ADC 8 R8 4 Dl Fl 4 HOV D,H 54 4 RAL 17 4 ADC C 89 4 El FB 4 HOV D,L ~5 4 RAR IF 4 ADC D BA 4 HLT 76 ~ HOV O,H 56 7 RC 08 6/12 ADC E BB ( IN AB DB 10 MOV E,A SF 4 RET C9 10 AOC H se 4 INR A JC 4 HOV E,B 58 4 RIM 20 4 AOC L 80 4 INR B 04 4 HOV E,C 59 4 RLC 07 4 AOC H BE 7 INR C oc 4 HOV E,D SA 4 RH FB 6/12 ADD A 87 4 INR D 14 4 HOV E,E 58 4 RNC DO 6/12 ADD 8 •o 4 INR E lC 4 HOV E,H se ~ RN% CO 6/12 ADD C •t 4 INR H 24 4 M:)V E,L ·so 4 RP FO 6/12 ADD D B2 4 INR L 2C 4 HOV E,H ~E 7 RPE £8 6/12 ADD E SJ 4 INR M l4 10 HOV H,A 67 4 RPO EO 6/12 ADD H 84 4 INX B Ol 6 HOV H,B 60 4 RRC OF 4 ADD L B~ 4 INX D 13 6 MOV H,C 61 4 RST 0 C7 12 ADD ~ R6 7 INX H 23 6 HOV H,O .. 62 4 RST l CF 12 ADI 08 C6 7 INX SP 33 6 MOV H,E 63 4 RST 2 07 12 AtlA A A7 4 JC Al6 DA 7/10 K>V H,H 64 4 RST 3 OF 12 ANA 8 AO 4 JH Al6 FA V10 HOV H,L 65 .4 RST 4 E7 12 ANA C AI 4 JHP Al6 Cl IO MOV H,H 66 7 RST 5 EF 12 ANA D A2 4 JNC A16 02 7/10 HOV L,A 6F 4 RST 6 F7 12 ANA E Al 4 JNZ A16 C2 7/10 HOV L,B 68 4 RST 7 FF 12 ANA H A4 4 JP Al6 F2 7/10 HOV L,C 69 4 u ea 6/12 ANA L A~ 4 JPE Al6 EA 7/10 HOV L,D 6A 4 S8B A 9F 4 ANA H A6 7 JPO Al6 E2 7/10 HOV L,E 68 4 SBB B 98 4 ANI D8 E6 7 JZ Al6 CA 7/10 MOV L,H 6C 4 S88 c 99 4 CALL Al6 O:D 18 LOA Al6 lA 7/10 KlV L,L 60 4 SBB D 9A 4 CC Al6 oc 9/18 LDAX 8 OA 7 HOV L,H 6E 7 S8B E 98 4 CH Al6 FC 9/18 LOAX D lA 7 HOV M,A 77 7 SBB H 9C 4 CHA 2F 4 LHLO Al6 2A 16 !'WJV M,B 70 7 588 L 90 4 CHC JF 4 LXI B ,016 01 10 HOV M,C 71 7 SBB H 9E 7 CHP A BF 4 LXI 0,016 11 10 HOV H,D 72 7 SDI 08 DE 7 C"iP B BB 4 LXI H,Dl6 21 10 HOV H,E 73 7 SHLD Al6 22 16 CHP C 89 4 LXI SP,Ol6 ll 10 HOV H,H 74 7 SIH lO 4 CMP 0 BA 4 MOV A,A 7F 4 MOV H,L 75 7 SPHL F9 6 CHP E 88 4 HOV A,B 78 4 HVI A,08 lE 7 STA Al6 l2 13 CMP H BC 4 !o«JV A,C 79 4 HVI 8,08 06 7 STAX B 02 7 CHP L BD 4 HOV A,O 7A 4 MVI c,ce OE 7 STAX D 12 7 CHP M BE 1 MOV A,£ 78 4 MVI 0,08 16 7 STC l7 4 CNC Al6 04 9/18 HOV A,H 7C 4 HVI £,08 lE 7 SUB A 97 4 CN% Al6 C4 9/1~ l'IJV A,L 70 4 HVt H,08 26 7 SUB 8 90 4 CP Al6 F4 9/19 MOV A,M 7E 7 MVI L,08 2& 7 SUB c 91 4 CPE.Al6 EC 9/18 MOV B,A 47 4 MVI M,08 36 10 SUB D 92 4 CPI 08 FE 7 MOV a,s 40 4 NOP 00 4 SUB E 93 4 CPO Al6 E4 9/18 HOV a,c 41 4 ORA A 87 4 SUB H 94 4 CZ Al6 cc 9/18 HOV B,D 42 4 ORA 8 80 4 SUB L 95 4 OM 27 4 HOV B,E 43 4 ORA C Bl 4 SUB H 96 7 DAD B 09 10 HOV B,H .. 4 ORAD 82 4 SUI 08 06 7 DAD 0 19 10 MOV B,L 45 4 ORA & B3 4 XCHG EB 4 DAD H 29 10 MOV B,H 46 7 ORA H B4 4 XRA A AF 4 DAD SP l9 10 HOV C,A 4F 4 ORAL 85 4 XRA 8 AS 4 OCRA lD 4 HOV C,B 48 4 ORA H 86 7 XRA C A9 4 OCR 8 0~ 4 MOV C,C 49 4 ORI 08 F6 7 XRA D M 4 DCRC OD 4 MOV C,D 4A 4 OUT AS DJ 10 XRA E AB 4 OCR D 1~ 4 HOV C,E 48 4 PCHL E9 6 XRA H AC 4 OCR E ID 4 HOV C,H 4C 4 POP 8 Cl 10 XRA ~ AD 4 OCRH 25 4 HOV C,L 40 4 POP 0 01 10 XRA H AE 7 OCR L 20 4 MOV C,M 4E 1 POP H El 10 XRl 08 EE 7 OCRM l~ 10 HOV D,A 57 4 POP PSW Fl 10 XTHL El 16 ocx 8 OB 6 HOV o,a ~0 4 PUSH 8 CS 12 DCX D 18 6 HOV O,C 51 4 PUSH D os 12

Note: os • 8-bit data TIME • execution time in machine AB • 8-bit I/0 address cycles, where two time• 016 • 16-bit data qiven, 1onqer time is if Al6 • 16-bit ~mory address action ia performed

Fig 2 8085 Instruction Set

Hexadecimal address

0000-1FFF

2000-27FF 2800..2BFF 2C00-2FFF

3000-3FFF 4000-7FFF 8000-9FFF AOOO-A7FF A800-ABFF ACOO-AFFF BOOO-BFFF COOO-FFFF

Co"esponding physics/ device

2x4K ROM devices

none TV output data port 1/4K RAM in 8155 device

4x1K RAM devices

Principal usage by system software

storage of system programs/ routines none TV interface workspace/stack for system programs user read/write memory

(extemai114K periph. board) none same devices as for addresses 0000 to 1 FFF

none none same devices as for addresses 2800 to 2BFF

VO ports of 8155 device keyboard, TV. cassette control same devices as for addresses 3000 to 3FFF

none none

Fig 3 HEKTOR Memory Map

168

Address range used by software

0000-1FFF

none 2800 only 2F00-2FFF

3000-3FFF none 0000-1FFF none 2800 only ACOO-AC05 3000-3FFF none

Fig 4. Memory-mapped Cso Program 169

PASS

.PASS 2

PASS 3 0001 ;DISABLEMENT SEQUENCE PROGRAM.

3A2F 0002 KR: EQU 05BEH 3A2F 0003 TV: EQU 06 COH 3A2F 0004 PRSP: EQU 02E7H 3A2 F 0005 PRNL: EQU 02DAH 3A2F 0006 PRB: EQU 035DH 3A2F 0007 PRWD: EQU 0351H 3A2F 0008 VEC: EQU 02FODH

0009 3A2F CDDA02 0010 CALL PRNL 3A32 40 00 1 1 MES: DB 'BINARY HEX ADDRESS@' 3A45 00 0012 NOP 3A46 21323A 0013 LXI H,MES 3A49 7E 0014 PRINT: MOV A,M 3A4A FE40 0015 CPI I@ I 3A4 C C4C006 0016 CNZ TV 3A4F 23 0017 INX H 3A50 C2493A 0018 JNZ PRINT

0019 ;END OF PRINTING SUBROUTINE 3A53 CDDA02 0020 CALL PRNL 3A56 21413B 0021 LXI H,DATA 3A59 00 0022 START: NOP 3A5A 3EOO 0023 MVI A, OOH 3A5 C 0609 0024 MVI B,09 3A5 E E5 0025 PUSH H 3A5F F5 0026 PUSH PSW

0027 3A60 05 0028 CHAR: DCR B 3 A61 C4BE05 0029 CNZ KR 3A64 C4 C006 0030 CNZ TV 3A67 C28C3A 0031 JNZ ZERO 3A6A F1 0032 POP PSW 3A6B CDE702 0033 CALL P RSP 3A6 E CDE702 0034 CALL P RSP 3A71 CDE702 0035 CALL P RSP 3A74 E1 0036 POP H 3A75 77 0037 MOV M, A 3A76 CD5 DO 3 0038 CALL PRB 3A79 CDE702 0039 CALL PRSP 3A7 C CDE702 0040 CALL P RSP 3A7F CDE702 0041 CALL PRSP 3A82 CD5103 0042 CALL PRWD 3A85 23 0043 INX H 3A86 CDDA02 0044 CALL PRNL 3A89 C35 93 A 0045 JMP START

0046 ;SUBROUTINES: 3A8C 37 0047 ZERO: STC 3A8D 3F 0048 CMC

Fig4. (Cont'd) 170

3A8E FE30 0049 CPI 30H 3A90 C29B3A 0050 JNZ ONE 3A93 Fl 0051 POP PSW 3A94 37 0052 STC 3A95 3F 0053 CMC 3A96 07 0054 RLC 3A97 F5 0055 PUSH PSW 3A98 C3603A 0056 JMP CHAR

0057 i 3A9B 37 0058 ONE: STC 3A9C 3F 0059- CMC 3A9D FE31 0060 CPI 31H 3A9F C2A93A 0061 JNZ ERR 3AA2 Fl 0062 POP PSW 3AA3 37 0063 STC 3AA4 1 7 0064 RAL 3AA5 F5 0065 PUSH PSW 3AA6 C3 603A 00 6 6 - JMP CHAR

. 0067 3AA9 FE 52 0068 ERR: CPI 52H 3AAB CAB63A 0069 JZ RUN 3AAE Fl 0070 POP PSW 3AAF El 0071 POP H 3ABO CDDA02 0072 CALL PRNL 3AB3 C3593A 0073 JMP START

0074 i 3AB6 Fl 0075 RUN: POP PSW 3AB7 El 0076 POP H 3AB8 214138 0077 LXI H,DATA 3ABB CDDA02 0078 CALL PRNL 3ABE CDDA02 0079 CALL PRNL 3AC1 CDDA02 0080 CALL PRNL 3AC4 7E 0081 RDATA: MOV A,M 3AC5 FEOO 0082 CPI OOH 3AC7 CAO 1 3 B 0083 JZ END 3ACA 0608 0084 MVI B,08 3ACC F5 0085 PUSH PSW 3ACD CD5103 0086 CALL PRWD 3ADO CDE702 0087 CALL PRSP 3AD3 CDE702 0088 CALL PRSP 3AD6 Fl 0089 POP PSW 3AD7 07 0090 BIN: RLC 3AD8 DAE53A 0091 JC ONEl 3ADB 02 F33 A 0092 JNC ZERO 3ADE 23 0093 CONT: INX H 3ADF CDDA02 0094 CALL PRNL 3AE2 C3 C43 A 0095 JMP RDATA

0096 3AE5 F5 0097 ONE 1 : PUSH PSW 3AE6 3 E3 1 0098 MVI A,31H

Fig 4. (Cont'd). 171

3AE8 CDC006 0099 CALL TV 3AEB F1 0100 POP PSW 3AEC 05 0101 OCR B 3AED C2D7 3 A 0102 JNZ BIN 3AFO CADE3A 0103 JZ CONT

0104 ; 3AF3 F5 0105 ZERO:' PUSH PSW 3AF4 3E30 0106 MVI A,30H 3AF6 CDC006 0107 CALL TV 3AF9 F1 0108 PQP PSW 3AFA 05 0109 OCR B 3AFB C2D73A 0 11 0 JNZ BIN 3AFE CADE3A 0 11 1 JZ CONT

0 11 2 ; 3B01 CDBE05 0 11 3 END: CALL KR 3B04 FE 54 0 11 4 CPI -54H 3B06 CA323A 0 11 5 JZ MES 3B09 FE4F 0 11 6 CPI 4FH 3BOB CA173B 0 11 7 JZ OUT 3BOE CDDA02 0 11 8 CALL PRNL 3 B 11 CDDA02 0 11 9 CALL PRNL 3B14 C3593A 0120 JMP START

0121 ;-----------------3B17 11413B 0122 OUT: LXI D,DATA 3B1A 21273B 0123 MAIN: LXI H,LOOP 3B1D 220D2F 0124 SHLD VEC 3B20 3E19 0125 MVI A,19H 3B22 30 0126 SIM 3B23 FB 0127 EI 3B24 C3 1 A3 B 0128 JMP MAIN

0129 ; 3B27 F5 0130 LOOP: PUSH PSW 3B28 EB 0131 XCHG 3B29 7E 0132 MOV A,M 3B2A FEOO 0133 CPI OOH 3B2 C CA3A3B 0134 JZ BEGIN 3B2F 23 0135 CON: INX H 3B30 EB 0136 XCHG 3B31 2 1 0 0 CO 0137 LXI H, OCOOOH 3B34 360F 0138 MVI M,OFH 3B36 23 0139 INX H 3B37 77 0140 MOV M, A 3B38 F1 0141 POP PSW 3B39 C9 0142 RET

0143 3B3A 21413B 0144 BEGIN: LXI H,DATA 3B3D 7E 0145 MOV A,M 3B3E C32 F3B 0146 JMP CON

0147 ;------------------3B41 00 0148 DATA: NOP ORIGIN; ENTRY = 3A2F; 3A2F

Fig 4-. (Cont'd) 172

KR = 05BE TV = 06 CO PRSP = 02E7 PRNL = 02 DA P RB = 035D PRWD = 0351 VEC = 2FOD MES = 3A32 PRINT = 3A49 START = 3A59 CHAR = 3A60 ZERO = 3A8 C ONE = 3 A9B ERR = 3AA9 RUN = 3AB6 RDATA = 3AC4 BIN = 3 AD? CONT = 3ADE ONE1 = 3AE5 ZERO = 3AF3 END = 3 BC 1 OUT = 3B17 MAIN = 3B1A LOOP = 3B27 CON = 3B2F BEGIN = 3B3A DATA = 3 B4 1

. 173

Address Name Comment

0000 MONC monitor 'cold' entJY 0057 MONW monitor 'warm' entJY 0201 PR ERR displays error message 02DA PRNL new line on display 02E7 PRSP displays space 0302 PRCOL displays colon 030A PRMES displays string of characters 0347· PRWI displays 4 hex digits, HL3 pointer 0351 PRWD displays 4 hex digits, contents of

HL 0359 PRBI displays 2 hex digits, HL=pointer 0350 PRB displays 2 hex digits, contents of A 0375 CRS saves data on cassette 0409 CRL loads/verifies data on cassette 0498 CRON starts cassette motor 04A4 CROFF stops cassette motor 04BB KBUF accepts line from keyboard 05BE KR accepts key lrom keyboard 062E KSTAT tests if key pressed 0660 KLUC converts lower to upper case 0666 KG RAF converts to graphic code 0670 SCUT serial line output 06CO 1V sends character to 1V 0732 DELAY! short delay 073A DELAY2 long delay 0800 EOITC editor entJY (coldl 06E4 EDITW editor entl'( (warml 0016 BCDSUB BCD subtraction

"0029 BCDADD BCD addition ODAO ASSEM assembler entJY 1816 DMUL binal'( multiplication 1831 DO IV binal'( division 1976 TMS tune machine (standard tunel 1986 TMU tune machine (user tunel IFFF end of system ROM

Fig 5 System Routines - ROM Entry Points.

174

Source of ROM Vector Default Interrupt Name Address Address Handler Handler function

Address

RESET RSTO 0000 0000 Initialize system key (program) RST1 0008 2F01/ 0000

2F02 (program) RST2 0010 2F01/ 0000

2F02 (program) AST3 0018 2F01/ 0000

2F02 (program) RST4 0020 2F01/ 0000

2F02 (program) RST5 0028 2F01/ 0000

2F02 (program) RST6 0030 2F01/ 0000

2F02 break RST7 0038 2FOA/ OlEO Saves status. removes break point point 2FOB exit to monitor timer TRAP 0024 2F10/ 0206 Saves status, exit to monitor

2F11

BUSY AST5.5 002C 2F04/ 0000 Initialize system 2F05

BREAK RST6.5 0034 2F07/ 0100 Saves status. exit to monitor key 2F08 (ext) RST7.5 003C 2FOD/ 0000 Initialize system

2FOE

Fig 6 HEKTOR Interrupt Sources, Vectors and Handlers.

175

APPENDIX VI

Product Specification

This appendix contains the product specification and calibration curve of the KISTLER pressure transducer used in monitoring cylinder pressures.

.r

OUARZKRISTALL ORUCKAUFNEHMER, MINIATURSONOE QUART.Z PRESSURE TRANSDUCER, MINIATURE PROBE

1121 •.n

·--------------·-- -··-····--··- ------··--Miniatur Orudcaufnehmer fUr universellen Einsatz in Brennknftmaschinen, Raketen. Explosionskammern usw. Arbeitet zu·. -'rl.hsig bei Umgebungstemperaturen bis Jso=c under ·igt interminierende Flammtem· peraturen bis 25C.0°C.

Miniatu,. pressure transducer for universal appli­cation on internal combustion engints. rockets, explosionchambers etc. Works reliably in ambient temperatu~ of up to 350°C and witlutands inter· mittent flash temperatures of up to 2500°C.

-'----·--• Neues Pofystable® Ouarzkristallelement

New Polystabl~ '!UOIU element

. ----~--...:: -l Betriebstemperat\i,r bis 350•c. Normalerwei•

• keine WasserltUhlung nOt)g. Operating temp~ture up [0 350°C. Normally no watereooling required. ... Empfindlic:hkeit .indert sk:h weniger afs tO.S"

• im Bereidl u::n .. 300•c. Sensitivity varies less than ±0,5 ~ in the range 1 OO...JOO"C.

• Unempfindlichkeit auf hohe Flammtemperaturen. Type81Zt Insensitive to high flash temper;rtures

• Masseisolierte Ausf\1hrung Groundinsulated design

TechnisctM Oaten

Messbereich kalibrierte Teilbereiche

max. Oruck Empfindlichkeit Eigenfrequenz

1 Frequenzgang ±1 % Linearitat Hysterese Besch leu n igu nqsempfindl ich keit

achsial normal zur Achse

Schock und Vibration Temperaturkoeffizient der Empfind-

Uchkeit kalibrier1 im Bereich Betriebstemperaturbereich Transient Temperaturfehler

(Propanflamme intermittierend auf Front, 10Hz)

Isolation: bei 20°C bei 350°C

Masseisolation Gewicht

Technical datl

measuring range calibrated partial ranges

max. pressure sensitivity resonant frequency frequency response :!: 1 % linearity hysteresis acceleration sensitivity

axial transverse

shock and vibration temperature coefficient of the

sensitivity calibrated in range operating temperature range transient temperature error

{propane flame intermittent on front, 10 Hz)

insulation: at 20°C at 350°C

groundinsufation weight

l

' ~

f

J bar 0 ... 250 bar 0 ... 25 bar 0 ... 2.5 bar 350 pC/bar 14 kHz 60 kHz 6 % FSO < ±1,0 %FS0 <0.5

bar!g 0,003 bar/g 0,0005 g <2000

•c • <t10"" •c 20 ... 350 •c -80 ... 350 bar <0.005

n > 10'' n > 10'0

n >to" q 9.5

t tw • lOS N·m· 2 • 1,019 .. at • 1-4,SO ... ~si; I at a 1 kp-cm 2 • t kgf·cm·2 • 0,980665 bar: 1 psi • 0.06S94 ... bar; I in • 25,4 mm

Poly stable® Ouankristallelemente 1ind international durdl P1tenr. getd'IUat Polyrtlble® 'J,Iartz elements are int.,-nationllly patented

.176

Fig i. KISTLER Pressure Transducer Data and Calibration Sheet.

·- .. ··--·--ALLGEMEINE BESCHREIBUNG

Da Pofystable® Ouartkrirtllltlement, das KernstUck des Aufnehmers, ist das Ergebnis mehrjihriger For· tr:hungsarbeiten und hat sich im praktischen Einsatz bereiu bewihn. Polystable® Ouarzkristallllemente sind selbst bei hohen mechanischen Seanspruchungen und hohen Temperaturen sicher gegen Zwillingsbildung und gewihrleisten damit Stabilitit. Zudem bleibt der pin:o.lektrische Koeffiztent Uber einen Temper• turbereich von -SO bis 350°C innerhalb von ::!: t ,5 %. A~ 'Mhmer mit Polystable® Ouarzkristallelementen kt 1nen daher univenell eingesetzt werden und kom· rr~n z.B. im Motorenbau ohne WasserkUhlung aus, was einfache und zuverlissige Messungen ergibt.

Oer Aufnehmer hat ein Gehiuse aus korrosionsfestem CrNi·Stahl und ist dicht ver$Chweisst. Ein keramisch isolierrer Stecker gewihrleistet auch bei extremen Temperaturen die notwendige Isolation. Die patentierte Doppelmembrane ist mit keramiseher Frc,tplane ausgerUstet, wodurch das Messresultat auch durch hohe interminierende Flammtemper• turen nicht beeinflusst wird.

Einbaubeispiele

r.,.,_ 6r21A1

H~!....!.~.l ·: !"

.... Jr-+ ... >':.. ---' '

,_.., 111110 Jt ,

•·!0-,_....,. MID X 1 ••20: .. 150-

GENERAL DESCRIPTION

The Polymble® Quonz Ele"*". tt1o '-t of the transducer. is the result of years of re3ettt:h and has been extensively field tested. Polystable® quirtz elements are safe 9inft twin­ning even under high mechanieaiiOids !!!!_ high temperatures and thus HSure stability. In addition, the piezoelectric coefficient remains within t1,5" oYer 1 temperature rangtfrom -80 tO JSOCIC. Transducers with Polystablel!)" quartz e4ements therefore find uniyersal applications 1nd do not reQuire watercooling as e.g. on internal combustion engines, thus resulting in simpler and more reliable measurements.

The tnlnsducer has a housing of corrosion resistant CrNi·steel and is welded tight. A con~or with ceramic insulation maintains high i~lation even under extreme temperatures. The patented double diaphragm has 1 Cl!f'amic frontplate which keeps pressure measui'Mlenu unaffected by high interminent flash temperatures.

Examples of mounting

•

Tr.-U:U ,_ .... r,,.~

:t;r Jt 24 UN~ 111110)(, 3JrX24UN~ ••50mm ••50mm ••50mm

Typt6434• ,_..,..,. ,._......, 36" X24UNF 111110)(, 3rxMVHF ••2d .• r50mm ••1ClHr50- ••2CL.rso,_

SOttdan1fOifft. D,. at:w.-.~-.t--" '~ dft ~IN,_ ..,rf_r -tdM. 6;. 2011'C: Wllotti.ol_,. K._l, .,_, ~C: ,.'UIIbl»>,

~tlu'r:ltwfa:lt,_~,,,,..

'-:11. V~~ Tt~p 6433 fUr ,_, ·~ '*' 0¥rchfWinl,. tlvtm

Sol'llllfloof- Cilrelt ~ tt """ Varllrto ,.,,__ .. Tnt 605 Srfldf~ua -i.X~ FiirAn~itl.....,.6olwll,..,, -o -ICINoi¥AiiW-251f'C~,..;-. Stlliidllooljo ..... so-.. Soo4 ,..n •• x .. 1$/J -·~ ,.,.,.._

s.,.,., fOIPPI. TlW ,.,.,.,. """ ....... -.,.__ .,,., ~ ..... l;~lip. t.i1 ro 20tf'C: -'1011iluut.W ~ o-- 20tf0C: wwtfll c:MtoW.

Fig i. (Cont'd}

--.... .sr.. ..... ,.. •• 50"""'· ~lltprt •• 20,_1$0- k¥rdrinif 1;./.,.,,

l'nll»lonrl &r llitrtp,. ~ ........ ,..:. rv.- Ul3' ffl' 10#'9 botft fl' ftl' cro.m, ccoliftt GWa ;,., .,.,._

$,.,.,..,.,at • • 50"""· IO«iM •tydl• ••2Cl .. tJD--·~-shtvtncorce.

,....,_..,_~---. CotMcfOi'~ Ft11T41f)lit:ar­in """"boow.wl...,.,.. ..n~,.. .,.~25(J"C.

~~··511-... -~ •• Jra. .. 1511 _ _....._,.,._~-

177

Oruc:kaufnehmer Clpteur de pression Press re transd eet u u KIIUboe<'t., loefeocfl

[bar] I 0 ••• 200 O.~t~I'N ttalonn .. Call~ ,.1\911 (tftpfil'ldlicHIIII

[pC/bar] .......... S.na~tmty

....... - <±'l.FSO ...... .,.

•

.......... ... ""' ...,., .

Q[pC)

""'

""'

1 ""'

.3lJl

·2!X!

., ..

:1!1

0

.4Q

.JD

...

-10

!Ill

2.5 0

TS

5

0.25

Ml\l.t"9'9ltfl - ~~~ IOftiWT~

Set-.bWII:f ... kn:tlon

.......... *"'" ~ ...... ~rwure

Fig i. (Cont'd)

• 1!,1

0,)

100 7.5 o.s

Wl 20'

! ;

- ....... ..._ +:::ISTLER

o ••• lll

• 15,l5

0,)

12$

10

0.7$

i :I I

100"

o ••• z

- 1&,2

0,!

1SI · 171

12.5 1$

1 1,25

1111

: i; i 200'

T T- ... 156719 lktnecst•"'~at\1~ G.am~t~e de lemCI cl ..,...,,01'1 rcJ ..Ja...350 -~~ tel't"...tw• ,..,.... kai•~MI -... ...., C..btate-d 11 .... o ... U.ll 11Mr• tO"Itll·wr--•1 :"lt..-•1ol.5CL.pa '••no.cr .. a.,; CM""•O.Iiiii!IOe651Mt 1l*!•O.~ b.-

- p(bar)

2DO

17.5

1.5

225 :1!10

lD 22.5

1,71 2

!!lVI ! ! I 3 ..

• II,J pCtbar

·h

350'C

178

179

APPENDIX VII

Product Specification

This appendix contains the product specification and calibration sheet for the D. J. BIRCHALL A/20/T accelerometer used for the recording of engine vibration.

Piezo-CeramicAccelerometers ~frotrn

--_,._ _,._., _, ------o..~. __ , -----· ----~---·

-.. "

" 0.1? ... .. .. -_ ...

UN, 9IUII

_.._

-.. "'" .. • ...... " ... .. .. .. -_ ... --

--... -"

.... ... " .. --

--...,

"

-··-.. ... -... -

SISIMI SISIMI $/SIMI $1S1W 11S5170JCOS2'! ts9oo:;JCJS2'1 ase~:xa:s2· est•:le3S2"

• .__ __ :.._.._ o.--. ... -

--- --.....;...._:_

(V- I

--• -"

-·-.. .,. -•• --

--- -- -• -• .... " ... --

• -•

-··-.. '" -.. -,.._ --•1$ tl .,

l

i

---• ... •

...... .. . .. -u

--

I

Fig i. Specification of Vibration Accelerometer Used.·

180

,. ...... .,_ .... ~-~- .......... d .... A.!Ot -.c~....,IT_ Tl'lt 'kllrc" ....._. ... ~~..,~~ ~~~ ......

e: ...... ....,....Oft--.. -~~D-­~~ ... ~· ~bf ... .,_.,_,.,. PWCI cerw1'C Ule ~ ili:CC ... ....,,,....,.cowa...., .. ,_ _ l(onic = ... ,,_..,....... lhodo c:rw~.--~ ..., ~-N"d~-

OOWiafaiiW~

,..~tortttco .....

-------;l!!!lllil!!'l'!l!l!l

' !I

1-· ':•

' . I 't: : I · i '

- .. ---· -~-

!

f.;t:f±t ::g:y I

-. ·--: -

181

Accelerometer Calibration Certificate

D.J. Birch all Ltd., [

~;~~~~?·~~:::~~" 7122881 Date 9.?.A?

UNIT A/2G/T Ser. No. 6~! (\ CHARGE SENSITIVITY pC pK/g pK

: 32.9

VOLTAGE SENSITIVITY mV pK/g pK (Load pF)

CAPACITANCE pF 1 66~ .

FREQUENCY c/s 20 200 ~000

Response% 0 0 + 1

/~6 5 4........... \

( /t ~ ~ .\\ _ j i ( frfXoJ~ R}~R~~ POLAR CROSS·AXIS ERROR,

\ I, \ ' \ ~e:QJI I • ; FREO. c/s 100 'I \~ 1 .. \ \ ' l

\.,.~~ \ ·. _.-/ 2~ TT'I~X

'· -----' . / '·-- -··-

TEMP (T) 'C -50 0 20 100 150 200 250 300

NORMALISED OT CHARGE SENSITIVITY 020

NORMALISED CT CAPACITANCE C20

OUTPUT VOLTAGE ( e I WITH LOAD CL- e • OT CT +CL

Fig Z.. Vibration Accelerometer Calibration Sheet.