Functions of the Motronic Systems In simple terms, Motronic is an engine-management system with a single control unit for control of ignition timing as well as fuel-injection. Many of the sensors important for fuel injection are also needed for ignition-system control, so the integration of the two systems can accomplish many things ntegrated control of fuel injection and ignition can manage the engine better than control of either one alone. That is timing is sometimes dependent on the air-fuel ratio, and vice versa; also, emissions can be reduced by coordinated control Engine control can be based on actual needs of each engine model based on large amounts of engine-test data during different operating conditions stored in the Motronic Read Only Memory(ROM)[ [1]根据 Motronic系统的只读存储器(RoM)中所存储的大量试验数据,就能够按照每 个发动机机型的实际需要,对发动机进行控制。 Motronic系统的只读存储器(ROM中 所存储的这些试验数据是在发动机不同工况期间通过试验而得到的
Functions of the Motronic Systems In simple terms, Motronic is an engine-management system with a single control unit for control of ignition timing as well as fuel-injection. Many of the sensors important for fuel injection are also needed for ignition-system control, so the integration of the two systems can accomplish many things: · Integrated control of fuel injection and ignition can manage the engine better than control of either one alone. That is, timing is sometimes dependent on the air-fuel ratio, and vice versa; also, emissions can be reduced by coordinated control. · Engine control can be based on actual needs of each engine model based on large amounts of engine-test data during different operating conditions stored in the Motronic Read Only Memory (ROM)[1] [1] 根据Motronic系统的只读存储器（ROM）中所存储的大量试验数据，就能够按照每 个发动机机型的实际需要，对发动机进行控制。Motronic系统的只读存储器（ROM）中 所存储的这些试验数据是在发动机不同工况期间通过试验而得到的
Many additional operating functions can be provided Important from the standpoint of service are the adaptive functions, and the self-diagnostics for troubleshooting Motronic advantages are better driveability and fuel efficiency, and reduced emissions. More specific benefits a fuel savings achieved from best combination of mixture and timing b dependable starting, cold or hot C stable idling at reduced rpm e relative freedom from maintenance f. good torque characteristics, allowing longer gear ratios
· Many additional operating functions can be provided. Important from the standpoint of service are the adaptive functions, and the self-diagnostics for troubleshooting · Motronic advantages are better driveability and fuel efficiency, and reduced emissions. More specific benefits: a. fuel savings achieved from best combination of mixture and timing b. dependable starting, cold or hot c. stable idling at reduced rpm e. relative freedom from maintenance f. good torque characteristics, allowing longer gear ratios
Ignition Timing Control I'm talking here about more than electronic ignition -the systems that have replaced the points and condensers of yesterday. I'm talking about microcomputer control of ignition advance angle for every plug firing or at most, every two plug firings. The millisecond response time of electronic ignition advance control is far faster than the traditional mechanical flyweight/vacuum advance systems In a mechanical system(and that includes electronic ignition), as rpm increases, centrifugal weights advance timing. Changing load (manifold pressure)can further change timing advance with a vacuum diaphragm As rpm increases, there is less dwell time for the coil to charge when perhaps the engine needs more spark energy Traditional curves for distributor timing show the limited control of timing advance possible. a timing point that is proper for one combination of rpm and load is probably wrong for other combinations of centrifugal weight position and vacuum diaphragm action. Once the vacuum control or the centrifugal weights reach their limits advance control is fixed
Ignition Timing Control I'm talking here about more than electronic ignition-the systems that have replaced the points and condensers of yesterday. I'm talking about microcomputer control of ignition advance angle for every plug firing, or at most, every two plug firings. The millisecond response time of electronic ignition advance control is far faster than the traditional mechanical flyweight/vacuum advance systems. In a mechanical system (and that includes electronic ignition), as rpm increases, centrifugal weights advance timing. Changing load (manifold pressure) can further change timing advance with a vacuum diaphragm. As rpm increases, there is less dwell time for the coil to charge when perhaps the engine needs more spark energy. Traditional curves for distributor timing show the limited control of timing advance possible. A timing point that is proper for one combination of rpm and load is probably wrong for other combinations of centrifugal weight position and vacuum diaphragm action. Once the vacuum control or the centrifugal weights reach their limits, advance control is fixed