Adjusting system for crank angle sensor

• US 4,413,508 A
• Filed: 09/08/1981
• Issued: 11/08/1983
• Est. Priority Date: 09/09/1980
• Status: Expired due to Fees

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Kawamura, Yoshihisa, Yasuhara, Seishi
• Primary Examiner(s): MYRACLE, JERRY
• Application Number:
  US06/300,101
• Time in Patent Office: 791 Days
• Field of Search: 73/119 A, 73/116, 324/391, 123/478, 123/480, 123/612
• US Class Current: 73/114.26
• CPC Class Codes: F02B 1/04 with fuel-air mixture admission into cylinder
• CPC Class Codes: F02B 77/087 determining top dead centre or ignition-timing
• CPC Class Codes: F02D 41/009 using means for generating position or synchronisation signals
• CPC Class Codes: F02D 41/0097 using means for generating speed signals
• CPC Class Codes: F02F 7/006 Camshaft or pushrod housings
• CPC Class Codes: F02P 7/0775 Electronical verniers

Abstract

An adjusting system for crank angle sensor signal comprises a crank angle sensor, a timing detector and an adjusting unit including an output control device. The crank angle sensor is associated with an engine crankshaft and produces first and second signals. The first signal is indicative of a predetermined crankshaft position for each engine cylinder and the second signal is indicative of rotation of the engine crankshaft through a unit angle. These signals are used for controlling fuel injection timing or spark timing. The timing detector measures the difference between an actual value and a target value with respect to a desired timing, which timing is, for example, fuel injection timing, spark timing, or a predetermined crankshaft position for each engine cylinder. The output control device is provided at a safe place away from various engine rotational parts and is manually operable to change its output as a correction value. The adjusting unit is adapted to adjust the first signal in response to the output of the output control device to make the actual value coincide with the target value so that the first signal is electrically adjusted safely and efficiently without moving the crank angle sensor itself to attain optimal fuel injection timing or spark timing.

Claims

1. An adjusting system for internal combustion engines comprising:

first means associated with an engine crankshaft for producing first and second pulse signals, said first signal being indicative of a predetermined crankshaft position for each engine cylinder and said second signal being indicative of rotation of the engine crankshaft through a predetermined unit angle;

second means applied with said first and second signals from said first means for adjusting said first signal to provide a third pulse signal; and

third means for measuring the difference between an actual value and a target value with respect to a desired timing, said actual value of the desired timing being variable corresponding to a change in a pulse phase of said third signal;

said adjustment of the first signal being done to eliminate said difference between the actual and target values.

2. An adjusting system for internal combustion engines as set forth in claim 1, wherein said second means comprises:

fourth means being manually operable for outputting a correction value to compensate for said difference between said actual and target values; and

fifth means, being supplied with said first and second signals from the first means and said correction value from said fourth means, for adjusting said first signal in response to said correction value to provide said third signal.

3. An adjusting system for internal combustion engines as set forth in claim 1, wherein said second means comprising:

a flip-flop for providing a high output in response to a pulse of the first signal from the first means applied thereto;

an AND gate, receiving as inputs the second pulse signal from the first means and the output of the flip-flop, for providing a pulse only when its inputs are both high in level;

a binary counter, starting to count the pulse applied from the AND gate in synchronism with the rising edge of the pulse of the first signal from the first means, for providing first, second, and third binary outputs, said first output changing its level each time the output of the AND gate goes high in level, the second output changing its level each time the first output goes low in level and the third output changing its level each time the second output goes low in level;

a digital switch, being manually operable, for producing first, second, and third binary outputs, which form a binary word as a correction value to compensate for said difference between the actual and target values;

a digital comparator receiving the three outputs of the binary counter and the three outputs of the digital switch, for comparing the first output of the binary counter with the first output of the digital switch, the second output of the binary counter with the second output of the digital switch and the third output of the binary counter with the third output of the digital switch, respectively, said digital switch providing a high output when each output of the binary counter is the same in level as the corresponding output of the digital switch; and

a monostable multivibrator for providing a pulse in response to the high input from the digital comparator;

said flip-flop being reset to generate a low output in response to the trailing edge of the pulse applied from the monostable multivibrator.

4. An adjusting system for internal combustion engines as set forth in claim 3, wherein said third means is directly supplied with said third signal from said second means to measure said difference by detecting a pulse phase of said third signal, said actual value of the desired timing being in synchronism with each pulse of said third signal.

5. An adjusting system for internal combustion engines as set forth in claim 4, wherein said desired timing is the predetermined crankshaft position for each engine cylinder.

6. An adjusting system for internal combustion engines as set forth in claim 2, wherein said fifth means is a digital computer which is further supplied with various inputs for determining the optimal fuel injection timing at that time and said adjustment of the first signal is performed during fixed engine operation.

7. An adjusting system for internal combustion engines as set forth in claim 6, wherein said fourth means is a variable resistor.

8. An adjusting system for internal combustion engines as set forth in any one of the claims 3, 4, 6 and 7, wherein said predetermined crankshaft position is the compression top dead center for each engine cylinder.

9. An adjusting system for internal combustion engines as set forth in claim 6 or 7, wherein said desired timing is fuel injection timing and said difference is measured by detecting an occurrence when fuel is injected into each engine cylinder, said actual value of the desired timing being in synchronism with said occurrence.

10. An adjusting system for an internal combustion engine having a crankshaft, said adjusting means comprising:

a crank angle sensor associated with said crankshaft for producing a first pulse signal indicative of a predetermined crankshaft position;

means responsive to said first pulse signal for producing a second pulse signal having a controlled phase relation with respect to said first pulse signal;

means associated with said second pulse signal producing means for adjusting the phase relation of said second pulse signal with respect to said first pulse signal to vary the timing of said second pulse signal; and

means responsive to said second pulse signal for controlling the timing of an engine operation;

whereas the timing of said engine operation may be controllably adjusted to a target value while the timing of said first pulse signal remains constant.

11. An adjusting system as set forth in claim 10 further comprising means responsive to said second pulse signal for comparing the timing of said second pulse signal to a desired target value.

12. An adjusting system as set forth in claim 11 wherein said comparing means comprises a strobe light energized synchronously with said second pulse signal.

13. An adjusting system as set forth in claim 10 wherein said phase relation adjusting means comprises means for outputting a correction signal having a desired value to said second pulse signal producing means, and

means for adjusting the phase relation of said second pulse signal in response to said correction signal.

14. An adjusting system as set forth in claim 13 wherein said correction signal outputting means is manually adjustable to vary the value of said correction signal.

15. An adjusting system as set forth in claim 14 wherein said correction signal outputting means comprises a binary switch.

16. An adjusting system as set forth in claim 14 wherein said correction signal outputting means comprises a variable resistor.

17. An adjusting system as set forth in claim 10 wherein the timing of said engine operation is synchronized with the timing of said second pulse signal.

18. An adjusting system as set forth in claim 10 wherein said engine operation is spark ignition.

19. An adjusting system as set forth in claim 10 wherein said engine operation is fuel injection.