Internal-combustion engines – Charge forming device – Fuel injection system
Patent
1991-02-11
1992-11-03
Argenbright, Tony M.
Internal-combustion engines
Charge forming device
Fuel injection system
123630, 324388, F02P 1700, F02D 4122, F02D 4134
Patent
active
051599120
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
The invention relates to an apparatus for electronic engine control with a performance check for the final ignition stage and comprising an electrical control circuit for controlling the final ignition stage and/or fuel injection as a function of engine parameters such as engine temperature, engine speed, and the like.
Electronic engine control systems are known which comprise a processor which controls the engine operation taking into account various engine parameters. In particular, the optimal fuel injection quantity and the optimal ignition timing are determined as a function of engine speed, engine temperature, position of the accelerator pedal, and consideration of the characteristic diagrams of the specific engine. In the known engine controls, the engine parameters listed above are determined by suitable sensors. The engine speed can be determined, e.g., at the camshaft, the engine temperature can be determined by a thermal element, and the position of the accelerator pedal can be determined by a distance sensor or indirectly by an angle pickup which determines the position, of the throttle valve. Such an engine control is known, e.g., from DE-OS 35 41 731.
In motor vehicles whose exhaust system is equipped with a catalyst, unburned fuel can reach the catalyst in a faulty final ignition stage and destroy it while releasing extraordinarily high heat energy. There is a danger not only of the catalyst being destroyed, but even that the vehicle may catch on fire.
SUMMARY OF THE INVENTION
The object of the invention is an apparatus for electronic engine control in which the a failure of the final ignition stage is detected and a corresponding error flag is prepared. The object of the invention is achieved by arranging an ignition voltage detection sensor at at least one ignition cable leading away from the ignition coil and communicating the sensor output signal to CPU. The error flag can serve, on one hand, to activate an error display. However, it is preferable to use the error detection for switching off the fuel injection, wherein the fuel injection remains switched off until an error is no longer detected and a switching on of the fuel supply is permissible again while taking into account the respective engine operating state.
Since a switching-off of the fuel supply is generally not required with a single ignition failure, a further development of the invention provides that the error flag is fed to a counter as a counting pulse, and that the fuel injection is switched off when a predetermined reference counter state is reached. The reference counter state can be adapted to the exhaust system or to the construction type of the catalyst and engine, so that the fuel injection is switched off, e.g., only after five successively determined ignition failures. When the presence of the correct ignition voltage at the ignition cable is determined after switching off the fuel injection, the counter is reset and the fuel injection is switched on again. However, this is preferably effected only under the condition that a thrust cut-off caused by letting up on the accelerator pedal has been determined immediately beforehand. This condition has the advantage that no sudden switching on of the fuel injection and accordingly no unexpected acceleration is triggered. When turning on the fuel injection in the thrust cut-off operating state, the fuel injection is released, but an injection of fuel is prevented for the time being as long as the thrust cut-off operating state is maintained. Normal fuel injection is then effected only after renewed actuation of the accelerator pedal.
An inductive sensor is preferably arranged in the area of an ignition cable leading to a spark plug, the sensor output signal of the inductive sensor being converted into a rectangular pulse by a signal converter. This rectangular pulse can be digitally processed directly in the processor.
In ignition systems with a plurality of final ignition stages, as used in six- or eight-cylinder engines, a sensor and a
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Adam Klaus
Klein Hermann-Josef
Wuerth Juergen
Argenbright Tony M.
Robert & Bosch GmbH
Striker Michael J.
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