Steyr-Daimler-Puch Ag

Leopold Rollenitz

Harald Schmidt

Otto Freudenschuss

Josef Morell

Anton Dolenc

Andreas Krenn

In an automatic control method for moving a final control element, a position sensor delivers actual-position signals representing actual positions of the final control element to a computer, in which said actual position signals are compared with stored desired-position data associated with correcting signals for controlling an actuator for moving the final control element. In dependence on any deviation which is detected between said actual-position signals and desired-value data, the computer corrects the correcting signal so as to eliminate said deviation. To permit said desired-value data to be determined by an automatic operation, the final control element is consecutively moved to two reference positions, which are defined by stops and are disposed at or beyond the ends of the control range of the final control element. The actual-position signals associated with said two reference positions are delivered to said computer as reference position signals, which in said computer are combined with those correcting signals which as reference correcting signals are associated with said two reference positions so as to generate a linear desired-position function in which said desired-position data are related to said correcting signals. After each movement of the final control element to a position within the control range, the computer is operated to detect any deviation between the actual-position signal and that of said desired-position data which in accordance with said function is associated with the last correcting signal.

Automatic control method for moving a final control element

A control system for controlling an internal combustion engine which is provided with at least one fuel injection pump which comprises for the control of the fuel injection pump a control rod, a servomotor, which is adapted to be mechanically coupled to said control rod, and a microcomputer for controlling said servomotor in dependence on operating conditions of the engine and on the position of an arbitrarily operable travel control lever. Means are provided for establishing a direct mechanical connection between the arbitrarily operable travel control lever and the control rod so that the latter can be moved under the control of the travel control lever in case of a failure of the electric system which comprises the sensors, the microcomputer and the servomotor.

Control system for controlling an internal combustion engine provided

An injection unit which is associated with a cylinder of a multicylinder diesel engine and comprises an injection nozzle and an injection piston pump which is disposed in a common housing and is driveable by a cam shaft. Said pump comprises a rotatable pump piston which is displaceable in a pump cylinder and has two control edges disposed axially spaced from each other for at least one fuel passage of the pump cylinder. To obtain the desired injection accuracy by accurately observing only a few dimensions during the production and without further tests, measuring and adjusting operations, the pump piston (3) and the pump cylinder (14) each comprise at least one stop face (24, 25) extending transversely preferably normal to the pump longitudinal axis. Said faces cooperate in the basic position of the pump piston (3) assumed in the installation of the unit in the engine directly or indirectly with simultaneous rotational position fixing of the pump piston (3).

Injection unit associated with each cylinder of a multicylinder diesel

A method of adjusting a plurality of fuel injection units associated with respective cylinders of a multi-cylinder diesel engine having a crankshaft operatively connected to all said cylinders is provided. Each of said fuel injection units comprises a fuel injection nozzle, a fuel injection pump connected to said nozzle and operable to discharge fuel therethrough, drive means for driving said pump, a housing accommodating said nozzle, said pump and said drive means, a capacity control element for controlling the capacity of said pump, and a timing control element for controlling the time at which said pump begins to discharge fuel through said nozzle. Said method is carried out with the aid of first sensor means connected to said engine and adapted to generate output signals representing the pressure in each of said cylinders, second sensor means connected to said engine and adapted to generate output signals representing the rotational position of said crankshaft, and indicating means connected to said first and second sensor means to receive their output signals and adapted to indicate for each of said cylinders the peak value of said pressure and the rotational position of said crankshaft at which said pressure begins to rise as a result of said combustion. Each of said fuel injection units is mounted on and operatively connected to the associated cylinder of said engine, said engine is operated under idling conditions to effect a combustion of fuel in each of said cylinders and said first control element of each of said fuel injection units is adjusted so that the pressure in each of said cylinders rises to the same peak value as a result of said combustion. Said engine is subsequently operated to effect a combustion of fuel in each of said cylinders and said second control element of each of said fuel injection units is adjusted so that said pressure in each of said cylinder begins to rise when said crankshaft is in a predetermined rotational position desired for the beginning of said combustion.

Method of adjusting a plurality of fuel injection units associated with

A fuel-injecting pump for diesel engines comprises pump cylinders, which are associated with respective engine cylinders and enclose a pump piston, which is adapted to be driven by a camshaft. The pump cylinders are provided with at least one radial fuel port, which at its opening into the pump cylinder is adapted to be closed and opened by the pump piston, which has two axially spaced apart valve edges. The opening of the fuel port into the pump cylinder has in that region which during the discharge stroke of the pump is first reached by the opening valve edge a substantially larger radius of curvature in the peripheral direction than in the adjacent lateral regions. Said opening and the opening valve edge have a common tangent at that point of the opening which is reached last by the opening valve edge during the discharge stroke of the pump. In order to achieve a rapid pressure drop in the pump cylinder at the end of the fuel injection with simple means in spite of inaccuracies which are due to the manufacture, the opening of the fuel port into the pump cylinder has in that region which is first reached by the opening valve edge a radius of curvature in the peripheral direction which is twice to four times the radius of curvature of a circle having the same area.

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Kirchstetten, Austria

Leopold Rollenitz