Device for controlling the fuel injection in an internal combust

Internal-combustion engines – Charge forming device – Fuel injection system

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F02M 5100

Patent

active

055951619

DESCRIPTION:

BRIEF SUMMARY
PRIOR ART

The invention is based on a device for controlling the fuel injection in an internal combustion engine of the generic type of the main claim.
In multi-cylinder internal combustion engines with electronic injection, it is usually calculated in the control device when, and how much, fuel is to be injected per cylinder. So that these calculations can be carried out in the correct manner, the respective position of the crankshaft and camshaft of the internal combustion engine must be known; therefore, it is customary, and is described for example in EP-PS 0 017 933, for the crankshaft and the camshaft to be connected to one disk each on whose surface at least one reference mark is provided, a multiplicity of marks of the same kind, also referred to as increment, being additionally provided on the crankshaft disk.
The two rotating disks are sensed by suitable fixed sensors and from the timing sequence of the pulses supplied by the sensors an unambiguous conclusion as to the position of crankshaft and camshaft can be acquired and corresponding drive signals for the injection or ignition can be formed in the control device.
The known system has the disadvantage that an unambiguous position of detection is not possible until after a specific revolution of the two shafts, since the system has to wait for the reference mark or the reference marks to pass the respective sensors for this position detection. Thus, a correct injection cannot take place directly after the start of the internal combustion engine.
Therefore, in the nonprepublished German Patent Application P 42 30 616 which relates to a device for detecting the position of at least one shaft which has a reference mark, it is proposed to use this device in an internal combustion engine and to carry out a coasting detection after the ignition and injection are switched off, the position of the crankshaft and camshaft being detected and stored by the control device when the engine is stationary.
When the engine is switched on again, the position detected in this way is immediately available to the control device so that the first injections can already take place shortly after the start of turning. In the device described in P 42 30 616 it is disclosed that injections are to take place as early as possible, but it is not explained in greater detail how these injections are to be specified precisely.


ADVANTAGES OF THE INVENTION

The device according to the invention with the features of claim 1 has the advantage that the position of the camshaft or crankshaft is known in the control device directly after the internal combustion engine is switched on so that the latter can start with the assignment of the injection to the correct cylinder immediately.
Here, it is particularly advantageous that the first injection can already take place before the start of turning so that the internal combustion engine can run up particularly early.
Furthermore, it is advantageous that after the start of turning, but still before the synchronization, further injections can take place correctly in terms of the cylinders, which injections permit further improvement of the running up.
The transition between the starting injections and the normal injection is advantageously configured in such a way that there is neither an absence of an injection, nor a double injection, in or for one cylinder, as a result of which it is ensured that all the cylinders are supplied with fuel uniformly and that the mixture in individual cylinders is not made leaner or made excessively rich.


DRAWING

The invention is illustrated in the drawing and is explained in greater detail in the description below. Here, FIG. 1 shows a rough overview of the arrangement of the crankshaft and camshaft together with the associated sensors and the control device in which the calculations for controlling the injection take place. In FIG. 2, control signals or signals recorded by sensors are plotted against time during the starting phase of an internal combustion engine.


DESCRIPTION OF THE EXEMPLARY EMB

REFERENCES:
patent: 4873950 (1989-10-01), Furuyama
patent: 4932379 (1990-06-01), Tang et al.
patent: 4998552 (1991-03-01), Achleitner
patent: 5345908 (1994-09-01), Nishimura et al.
patent: 5408975 (1995-04-01), Blakeslee et al.

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