Internal-combustion engines – Charge forming device – With fuel pump
Patent
1996-11-12
1998-11-03
Miller, Carl S.
Internal-combustion engines
Charge forming device
With fuel pump
123479, F02M 3704
Patent
active
058294120
DESCRIPTION:
BRIEF SUMMARY
FIELD OF THE INVENTION
The present invention relates to a system for controlling an internal combustion engine.
BACKGROUND INFORMATION
A conventional system for controlling an internal combustion engine is described in German Patent Application No. 41 08 639. This system is used, in particular, for controlling a diesel internal combustion engine. The beginning and the end of the fuel delivery can be determined using a solenoid valve. Using such conventional device and process, the quantity control is inaccurate.
The object of the present invention is to improve the accuracy of fuel delivery in a system for controlling an internal combustion engine.
SUMMARY OF THE INVENTION
The process and the device according to the present invention allow considerably more accurate fuel delivery.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 shows a block diagram of the device according to the present invention.
FIG. 2a shows a first exemplary embodiment as a block diagram of the exemplary elements of the device according to the present invention.
FIG. 2b shows a second exemplary embodiment as a block diagram of the exemplary elements of the device according to the present invention.
FIG. 3 shows an illustration of the exemplary elements according to the present invention.
FIG. 4 shows a third embodiment of the device according to the, present invention.
FIG. 5 shows an illustration of signals recorded over time according to the present invention.
FIG. 6 shows an exemplary design of a timing wheel for detecting the position of a shaft according to the present invention.
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 shows the device according to the present invention, illustrated as an example of the fuel delivery control of a diesel injection pump using at least one solenoid valve.
Control signals of a control unit 100 are supplied to a solenoid valve 105. The control unit processes the signals of a first sensor 110 and a second sensor 120. First sensor 110 scans the markings on an incremental timing wheel 115. The incremental timing wheel is preferably located on the crankshaft. The second sensor 120 scans the markings of a segment timing wheel 125, which is preferably located on the camshaft and supplies a signal SEG. The procedure according to the present invention is not limited to this timer arrangement; thus, either the incremental timing wheel or the segment timing wheel can be located on the camshaft and/or the crankshaft.
First sensor 110 supplies a signal INK. Each marking on incremental timing wheel 115 causes a positive and a negative edge of the INK signal to appear. The distance between two edges with the same sign in this embodiment according to the present invention, e.g., 6 crankshaft degrees. The increments appear with constant angular distance. Two edges with the same sign define an increment.
Furthermore, at least one reference mark is provided, which is defined through a gap, i.e., one or more markings on incremental timing wheel 115 and thus one or more edges of the INK signal are missing. Preferably two edges of the INK signal are missing. In the above-described embodiment of the present invention, the increment wheel is installed on the crankshaft. There are e.g., 58 markings spaced 6 degrees apart. The number 58 is obtained by omitting two markings. The number of gaps corresponds to one-half of the number of cylinders in the internal combustion engine. The segment wheel preferably installed on the camshaft preferably includes a number of markings corresponding to the number of cylinders. A double marking assigns the crankshaft angle to cylinder 1.
Control unit 110 includes a gate array 130, a controller 140, as well as an output element control 160, as well as an output element (not illustrated). Controller 140 and gate array 130 are connected to one another with various conductors and bus 150, and exchange different signals with one another through these conductors and bus 150. Gate array 130 and output element 160 are also connected to one another via various conductors. Furthermore, the
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Beckmann Jorn
Haussmann Bernd
Klatt Roland
Mossner Bernd
Sassen Klaus
Miller Carl S.
Robert & Bosch GmbH
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