JP2609294B2 - Method for controlling fuel injection amount and apparatus for implementing the method - Google Patents

Description

The present invention relates to a pump working chamber closed by a reciprocally driven pump plunger, which is connected to a fuel injection conduit and electrically controlled by an electric control device. Is connected to the low-pressure level fuel chamber via a pressure-reducing conduit having a valve which is controlled in a controlled manner, and the amount of fuel injected is defined by a duration, during which the electrically controlled valve is switched off. Closed and during this duration the pump plunger is pumped under high pressure and pumps fuel from the pump working chamber into the fuel injection conduit, as defined by the course of the cam driving the pump plunger, in this case electrically controlled The fuel flow in the fuel injection pump for the internal combustion period, in which the calculation sequence for detecting the valve closing duration is released by a stroke position sensor during each pump plunger working circle. How to control the injection quantity and a method for an apparatus for carrying out the.

2. Description of the Prior Art A method for controlling the fuel injection quantity of the aforementioned type is known from U.S. Pat. No. 4,475,507. In a known distribution type fuel injection pump, control marks are distributed and arranged on a peripheral surface of a pump plunger following a pump plunger discharge stroke, and the control marks sequentially cooperate with a stroke position sensor. I have. In this manner, control signals are generated continuously and these control signals represent the bottom dead center position of the pump plunger before the start of the discharge stroke of the pump plunger. These control signals control the electromagnetic control valve, which controls the connection between the pump working chamber and the depressurizing chamber, to the closed position. Subsequently, the rotational angle segments are counted via the angle segment sensor and compared with the target angle until harmony is obtained. After the point at which harmony is obtained, the solenoid valve is opened again to terminate the injection. The target angle consists of the previous stroke angle and the injection angle, both of which take the corresponding parameters from the particular field.

The above-mentioned type of controlling the closing duration of the control valve has the disadvantage that a precisely finished segment wheel must be manufactured and a distinct pulse must be applied. Furthermore, the accuracy of the injection quantity is limited in such a solution, since the minimum pitch in the pulse train or angle segment cannot be arbitrarily refined at a reasonable cost.

Precisely, metering is achieved via time measurement. In this case, the closing duration of the solenoid valve is detected as a time value,
This time value must again take into account the instantaneous speed of the fuel injection pump. There is no difficulty in the stationary state. Of course, a problem occurs when the rotational speed fluctuates. The control valve is closed when the closing duration is detected from the desired injection amount. If the behavior of the rotational speed is based on an increase in the rotational speed, the instantaneous rotational speed is changed, which automatically results in a large fuel injection amount when the rotational speed increases and a small fuel injection amount when the rotational speed decreases. The synergistic effect caused by this causes a further increase or decrease in the rotational speed. Therefore, if the rotational speed increases within the calculated closing time of the control valve, the injection quantity is increased since a plunger stroke larger than the base plunger stroke is performed during the calculation. In the case of a reduced rotational speed, the opposite is obtained. Such errors can be calculated by calculating the closure duration,
It is believed that the greater the interval between the control valve and the performance of the control process, the stronger it will be.

Measures to solve the problem The measures taken to solve the above-mentioned problem are:
The electronically controlled valve is closed at the bottom dead center of the pump plunger at the latest, and furthermore, the injection of the injection quantity corresponding to the stroke quantity demand is multiplied by the coefficient of the effective target rotation angle by the specified rotation angle. And to start the time control such that the product of the coefficients is chosen as the closing duration of the electrically controlled valve and the electrically controlled valve is opened at the end of this closing duration.

Furthermore, in the device according to the invention for carrying out the method, a mark is provided on the member which is moved by the pump plunger, which mark is arranged on the fuel injection pump in a stationary manner but adjustable with respect to the detection stroke point of the stroke position sensor. Cooperate with the stroke position sensor member that is being used.

The stroke mark on the pump plunger causes a first signal and a second signal to be generated near the bottom dead center of the pump plunger, where these signals are generated from one another by a defined rotational angle interval. With such a rotation angle and the first and second signals, the instantaneous actual rotation speed as the operation time is detected immediately before the discharge stroke effective for the injection of the pump plunger, and the injection given in advance in relation to the operation parameters is performed. The duration is detected from the effective rotation angle and the operation time, and during this duration, the solenoid valve for depressurizing the pump working chamber during the discharge stroke of the pump plunger is closed. In this way, a time signal formed by the approximation closest to the actual speed can be generated for the control of the opening of the solenoid valve.

An advantage obtained by the present invention is that, in one aspect, the control of the control valve is implemented as pure time control,
On the other hand, the calculation of the rotational speed on which the closing duration is based is made as slow as possible, and a synergistic error is avoided by performing it shortly before the start of the discharge stroke which is effective for the injection of the pump plunger. In this way, the fuel quantity control is performed very accurately and at low cost. In particular, the mechanical construction costs are low. Advantageously, a periodic repetition of the first signal can also be associated for the speed measurement, and the available speed signal and the output angle, for example in connection with the load signal, can also be determined in relation to the load signal. Is called from the characteristic field of the electronic control unit.

The method according to the invention can be further improved by the measures described in the cited claims. By means of the method according to claim 2, the mechanical closing point control of the suction cycle of the fuel injection pump can be abandoned, for example, the filling of the pump working chamber can be controlled via a control valve. However, if a structurally mechanical suction cycle control member is provided,
The control valve can also be closed late within the bottom dead center of the pump plunger. According to the method of claim 3,
A computer that does not have a very fast calculation speed and that operates reasonably cheaply and reliably can be used.

More advantageously, by the method according to claims 4 and 5,
The position of the pump plunger can be detected by the stroke mark and the time measured from passage of the stroke mark to passage of the stroke mark. The closure allows the pump plunger to approach its cam drive such that the pump plunger performs a predetermined discharge stroke at another time and in another angular range. On the one hand, in order to adapt to the required maximum injection quantity and to control the movement behavior of the pump plunger, in a simple manner the prescribed angle between the first signal generation and the second signal generation is determined. Can be detected. This avoids inaccurate control of the fuel injection quantity due to a change in the reference value.

According to an advantageous configuration for performing the method of the invention,
The stroke position sensor is constituted by a mark provided on the pump plunger and an adjustable stroke position sensor member. In this manner, in a simple manner, between the start of the suction stroke and the end of the discharge stroke, the first and second signals are maintained as the stroke mark passes through the stroke position sensor member. The travel position sensor element is preferably designed as a differential field plate sensor. Advantageously in this manner, the position of the pump plunger which is returned to closure is detected and then a correction is made.

FIG. 1 shows a distribution type fuel injection pump in a pump casing 1 in which a sleeve 3 is mounted, and an inner hole 4 of the sleeve.
The pump plunger 5 is guided therein and defines a pump working chamber 6 in the bore 4 by one end face of the pump plunger, which pump working chamber is, on the other side,
It is sealed off by a solenoid valve 7 mounted on the end face of the sleeve 3 and screwed into the pump casing. On the other side, the sleeve 3 protrudes into the pump suction chamber 8, and the pump plunger 5
Has an end projecting from the sleeve. At this end, the pump plunger has at least two springs.
It is connected to the cam disk 9 by a pushing force of 10. The cam disk runs on rollers 13 via a rotatable roller ring 12 and is connected via a coupling 14 to a drive shaft 15 of a fuel injection pump. The rotation of the roller ring 12 for adjusting the injection start timing is performed in a known manner by an injection start adjusting piston 16, which is connected to the roller ring 12 via an arm 17.

On the peripheral surface of the pump plunger, a vertical groove starting from the end face of the pump plunger on the pump working chamber side is formed integrally, and this vertical groove serves as a distribution groove 18. The distribution channel cooperates with an injection conduit 20 which is opened around the bore 4 in accordance with the number and distribution of the signals to be supplied by the associated internal combustion engine, the injection conduit being, on the other hand, an injection nozzle. (Not shown). Further, an annular groove 21 is formed on the peripheral surface of the pump plunger, and the annular groove is
It is always connected to the distribution groove 18 and further to the filling vertical groove 23 connected on the other side. The filling channel cooperates with one or more filling holes 25 which connect the inner bore with the suction chamber 8 as a radial passage.
One or more filling vertical grooves 23 depending on the number of filling holes 25
Is provided such that one or more filling holes are connected to one or more filling vertical grooves 23 during each suction stroke of the pump plunger. The suction stroke of the pump plunger
The running of the cam disc 9 forces it in a known manner. For this reason, by driving the drive shaft 15, the cam disk 9 is rotated, and the cam track of the cam disk toward the roller 13 rotates the pump plunger and causes the pump plunger to reciprocate. In short, during the suction stroke, one or more filled vertical grooves 23 are connected to the pump suction chamber. Filling groove
Since 23 is connected to the pump working chamber via an annular groove 21 and a distribution groove 18, the pump working chamber is completely filled during the suction stroke until the pump plunger reaches a predetermined dead center. During the subsequent ascending stroke of the pump plunger, i.e. the discharge stroke, the connection of the filling channel to the suction chamber 8 is interrupted again due to the rotation of the pump plunger. However, the fuel displaced by the pump plunger is then delivered to one of the injection conduits 20 via a distribution channel, which is connected to just the pivot position of the pump plunger.

The delivery of fuel delivered under high pressure into the injection conduit is defined by a solenoid valve 7. The closing member 27 of the solenoid valve closes the hole 26 coaxially starting from the pump working chamber 6 in one switching state of the solenoid valve and closes this hole 26 downstream of the valve closing member in the other switching state of the solenoid valve. To open to the depressurizing passage. The pressure relief passage opens into, for example, a pump suction chamber 8, and the pump suction chamber is maintained at a pressure controlled, for example, in relation to the rotational speed to control the start of injection via a feed pump (not shown). . A pressure control valve associated with a delivery rate dependent on the speed of the feed pump, which is driven synchronously with the fuel injection pump, is generally used for this purpose. The pressure associated with the number of revolutions of the suction chamber is controlled by the injection start adjustment piston 16 against the force of the return spring for adjusting the injection start or for adjusting the start of the pump plunger stroke.
Act on. The adjusting piston 16 then adjusts the roller ring 12, so that the piston stroke starts early in relation to the angle of rotation of the drive shaft 15 with increasing speed.
Of course, the actuation of the injection start adjusting piston is performed in another way, for example, electromagnetically by a control device relating to the rotational speed, or the pressure controlling the injection start adjusting piston 16 is associated with the rotational speed by an electromagnetic control valve 29. Adjusted. In this case, other operating parameters can also be considered, such as the temperature of the internal combustion engine or a satisfactory criterion of the pump plunger delivery rate by selecting a defined part which is valid for the injection of the cam lobes. Such controls are well known and will not be described in detail here.

Depending on the switching position of the valve closing member of the solenoid valve, the pump working chamber is depressurized via the suction chamber 8 or closed against it. At the beginning of the pump plunger discharge stroke, the solenoid valve is in the closed position, so that at the start of the pump plunger discharge stroke also fuel is pumped under high pressure to the individual injection points. At the end of the injection, the solenoid valve is opened. From this point on, the high pressure is collected in the pump working chamber 6 and the remaining fuel delivered by the pump plunger is brought into the suction chamber 8 via the pressure relief passage 28 until the top dead center is reached. In the embodiment shown, even if the filling of the pump working chamber takes place via the filling vertical groove 23, the pump working chamber is also filled via the depressurizing passage 28 when the solenoid valve 7 is opened. Thus, even after the end of the stroke effective for the injection of the pump plunger, the solenoid valve remains open until the pump plunger reaches its bottom dead center again.

In another embodiment, the pump plunger has an annular groove 30 with a movable mark of the pump plunger stroke position sensor.
Has a flange serving as 31. The annular groove and the mark always remain in the bore 4 during the pump plunger movement. In the wall of the sleeve 3, a through hole 33 is provided in the working area of the mark 31, and another part of the stroke position sensor 32 is provided in the through hole 33 with the field plate sensor 35.
The shape is fitted. The field plate sensor is moved from the casing part 37 with the control device 36 to the suction chamber 8.
And penetrates into the through hole 33 through the restricted wall 39. Of course, the stroke position sensor may include another stationary sensor member that detects the passage of the mark 31. Such a sensor element is advantageously adjustable, so that the desired correspondence of the generation of the starting signal of the stroke position sensor 32 to the cam peak or the piston plunger stroke curve can be adjusted. With such a stroke position sensor,
The solenoid valve 7 is controlled to regulate the amount of fuel delivered to the injection nozzle for each pump plunger stroke.

As is the case, the fuel injection quantity is defined by the closing duration of the solenoid valve 7. In particular, when using a computer, it is advantageous if the solenoid valve can be time-controlled and controlled by the control device 36. FIG. 2 illustrates the difficulties encountered in such control with respect to the accuracy of the fuel metering. In general, the control device 36 generates a target signal for the amount of fuel to be injected from parameters or operating parameters that are important for the operation and combustion of the internal combustion engine, and derives this target signal from the actual fuel injection amount. It is configured to compare with. Such a target signal is generated in relation to speed, load and taking into account other parameters. Furthermore, in the time control, the computer of the control device measures the elapsed time after the solenoid valve 7 is closed or after the start of injection, compares it with the target time of the closing duration, and when the target time is reached, Is released again. In this case, the injection amount target value is determined before the start of the injection. However, if the rotational speed is changed between the definition of the target value and the end of the injection phase, the pump plunger will increase or decrease the pump speed according to the increase or decrease of the rotational speed within a predetermined target time at the end of the injection. It has a plunger stroke. Finally, since the pump plunger stroke is directly involved in the delivery of the fuel injection quantity, as shown in FIG. 2, if the engine speed increases during the injection phase, .DELTA.Q corresponding to the higher engine speed N1 reached in this case It is important that only a large amount of injection be injected. When the rotation speed decreases, the injection amount is reduced by ΔQ ′. Thus, there is a synergistic effect according to the rotational speed. That is, if the injection amount is increased by ΔQ, the number of revolutions is also increased, so that the injection system is not controlled or generates vibration.

In short, the earlier the rotational speed is informed to the control device for detecting the target opening time of the solenoid valve, the greater the dynamic error in the fuel injection quantity.

According to the invention, such an error is almost nonexistent because the closing time is controlled on the basis of the actual speed signal, which is detected shortly before the start of the injection. As can be seen from FIG. 3, the control signal provided by the stroke position sensor corresponds to the pump plunger rise curve. Such a signal occurs just before the end of the suction stroke of the pump plunger or just before reaching the bottom dead center of the pump plunger, and just before the end of the suction stroke or just before the bottom dead center of the stroke amount corresponding to the previous stroke of the pump plunger. However, the pre-stroke is necessary to bring the fuel volume present in the pump working chamber from the bottom dead center (UT) to the injection pressure. Typically,
The stroke signal must be located after UT when the stroke of the pump plunger is as small as possible. In short, when the mark 31 first passes through the stroke position sensor 32, a control signal is generated at the point M 'at the end of the suction stroke of the pump plunger. After a brief pause at bottom dead center, the pump plunger starts the discharge stroke,
When the mark 31 passes through the field plate sensor 35, a second signal is generated at the point M by the stroke position sensor 32. Points M and M 'are at the same stroke position of the pump plunger. By the control device 36, the point M '
Is detected from the occurrence of the signal at the point M to the occurrence of the signal at the point M. This elapsed time T _O
Indicated by On the other hand, the control device records the rotational angle interval _O between the point M 'and the point M. From the values T _O and _O , for example, having a magnitude of 20 degrees, the instantaneous speed is now obtained in the region of the window between the points M ′ and M. With such a rotational speed, the time _Tq can be detected, and the solenoid valve must be kept closed for the said time in order to obtain the desired fuel injection quantity for the injection. By the control device, and the target value of the fuel injection amount is detected by conventional format load requirements or desired instantaneous rotation speed commensurate with the rotational speed is calculated as the rotation angle _q, the pump plunger the cam crest over the rotation angle _q Along the way a pump plunger stroke is effectively implemented for injection. The rotation angle _q corresponds mechanically to the cam structure and the corresponding pump plunger stroke and thus the defined fuel quantity. Such correspondence is stored in a characteristic field of the control device. Now, however, such a rotation angle _q is indicated by a time signal T _q
T _q means the duration of the effective closing of the solenoid valve injection. Such a time signal T _q is calculated by multiplying the time T _O by _q / _O.

Technically, the control of the fuel injection amount is as follows. Known not shown in FIG. 1, via a speed sensor which is the form for example as a segment wheel sensor, the rotation speed of the fuel injection pump or internal combustion engine is detected in the computation time T _R. The control device 36 detects the target rotation angle _{q based on the} rotation speed signal. The first signal at point M 'causes the controller 36
Connected to a time counter, which is again stopped by a second signal at point M. At the same time, the counter is connected for the lapse of time _Tq and the instantaneous counter sensor compares with the target value detected from _TO and _q during that time _Tq . When _Tq reaches this target value, the solenoid valve 7 is opened again. In this manner, the rotational speed error is very small. The injection takes place after the previous stroke up to point M. However, if you try to shift the required front stroke from this point,
It can be considered in the characteristic field for the detection of _q .

However, in the case of small injection quantities and at the same time high rotational speeds, the calculation time for detecting _Tq together with the switching time of the solenoid valve is longer than the time _Tq required to keep the solenoid valve closed.
In such a case, _Tq is stored by the aforementioned pump plunger duty cycle and counted after generating the second signal at point M. In this case, a certain synergistic effect is obtained in dynamic operation, but this synergistic effect is still relatively small due to the high rotational speed.

The uniformization of the fuel injection amount will be described with reference to FIG. A broken line V characterizes the position of the first or second signal in the stroke position sensor 32 described above. In this case, the second signal has a rotation angle interval of _OV from the first signal. Since the full load injection amount FEV controlled based on the data in the characteristic field is extremely small, the stroke position sensor 32 must be adjusted. Such an adjustment is indicated by the solid line A, in which the angular window between the first signal and the second signal is _O ^* . In this case, the movement of the relative movement of the mark 31 with respect to the field plate sensor is changed until the desired discharge end FE or the desired full load injection amount is achieved by _O ^* when the rotation angle _qO or _TqO is kept constant. Is performed only during When moving the mark towards the top dead center of the pump plunger, the time count is calculated by the Angleich angle after the second signal at mark M.
_A starts later than before, and in response to this delay,
Re-opening of the solenoid valve at the end of discharge FE is delayed. Of course, such a movement changes the angle from _OV to _O ^* . Such an angle is now simply detected by a special calculation process at a constant rotational speed, the rotational ring being proportional to the transit time over the angle _O ^* . In this case, the detected angle value is stored by the control device, and the control of the solenoid valve closing duration is based on the following. If the characteristic field data is kept in its original form, the given target value _q is modified by the modification factor K = _O ^* / _{O target} , in which case
_{The O target} is the specified angle _{O on} which the input of the characteristic field was based.

The second possibility of equalization in the ratios presented here is to adjust the desired fuel injection quantity or discharge duration at defined operating times of the internal combustion engine, i.e. The mark 32 is also moved until the desired ejection end FE is achieved. The target value provided by the controller for the operating time _q is now received unchanged and kept constant. After the homogenization process is completed, the target rotation angle with respect to the rotation angle interval _O
From the aforementioned ratio a of _q , a new rotation angle interval _O 'is detected. That is, while _q = a · _O , _q = a · T _O ′ after uniformization. Thus detected value to the another computing closure duration T _q is the foundation at another operating point. In this type of homogenization,
It has the advantage that the learned detection of the rotation angle intervals does not need to be considered in advance. In this case, the adjustment of the fuel injection amount is extremely intuitive.

In a fuel injection pump of the type described above, the pump plunger is moved in principle by friction, so that the mark is now moved with respect to the original position of the mark 31 at a defined rotation angle. This corresponds, on the other hand, to the movement of the travel position sensor. Such a movement results in a metering error. This is because the generation of the first and second signals now takes place on a higher stroke relative to bottom dead center with respect to the position of the field plate sensor. The angle window is larger than the originally indicated angle window _O
Indicated as _OD . The whole process is similar to the homogenization described earlier. Advantageously, in the homogenization, the actual angle _OD of the window between the first and the second signal is calculated by the controller at regular intervals and at a constant speed, and in this case the control time _Tq is determined. Similar to the case where you base another calculation. The newly detected angle _OD is stored so that a change for pre-adjustment can be detected. From such a change, a correction factor K = _OD / _{O target} is formed for the target rotation angle _q detected by the controller. This also applies in the case of homogenization. At the same time, an upward injection results in a delayed injection end FE, or a relatively large preload injection amount, and thus the angle _OD
, In order to obtain the same discharge end the original discharge end, _O
It must be further reduced by adding half the value of the difference between and _OD . The value _q , corrected by the correction factor, is now multiplied by the _TOD detected between the first signal and the second signal over the rotation time and divided by the angle _OD . Based on the correction factor, the desired closing duration of the solenoid valve or the desired fuel injection quantity is maintained. The controller can perform such a process without having to adjust the field plate sensor or the stroke position sensor 32.

In this way, the fuel injection quantity stored in the characteristic field, which is desired to be injected in a learned manner, is controlled very precisely as compared to defined operating parameters.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of a distribution type injection pump showing an embodiment of the present invention, and FIG. 2 is a diagram showing a fuel injection amount with respect to rotation speed for explaining a synergistic effect at the time of measuring time having a rotation speed error. FIG. 3 is a diagram showing the progress of the cam stroke with respect to the mark indicating the rotation angle and the start of injection for explaining the method according to the present invention, and FIG. 4 explains the equalization process based on the curve shown in FIG. FIG. 5 is a diagram showing a stroke progress of the pump plunger with respect to a rotation angle having a biased or unbiased stroke mark position. DESCRIPTION OF SYMBOLS 1 ... Pump casing, 3 ... Sleeve, 4 ... Inner hole, 5 ... Pump plunger, 6 ... Pump working chamber, 7
…… Solenoid valve, 8… Pump suction chamber, 9… Cam disk, 10
…… Spring, 12… Roller with roller, 13… Roller, 14…
... Coupling, 15 ... Drive shaft, 16 ... Injection start adjusting piston, 17 ... Arm, 18 ... Distribution groove, 20 ... Injection conduit, 21 ... Circular groove, 23 ... Filled vertical groove, 25 ... ... filling hole, 26 ... hole, 27 ... closing member, 28 ... decompression passage, 29
…… electromagnetic control valve, 30 …… circular groove, 31 …… mark, 32…
... stroke position sensor, 33 ... through hole, 35 ... feed plate sensor, 36 ... control device, 37 ... casing part,
39 …… Wall

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Anton Kale Leonberg Otto-Hahn-Schüthläs 5 of the Federal Republic of Germany 5 (72) Inventor Helmut Raufer Gerlingen Otto-Schepfah-Schütläs 12 of Germany (72 Inventor Vuelner Pape Gijonaziju Allé Ernesto Renén 1 in France 1 (72) Inventor Machus Schutrauberre Schuttgart 61 Federal Republic of Germany 30 Ontario Shuttlese 30 B. Inventor Joachim Tausiel Schuttgart 1 Federal Republic of Germany · Leipnitsu Shutase 47 (56) Reference JP-A-59-32633 (JP, A) JP-A-60-95157 (JP, A)

Claims (11)

(57) [Claims] A method for controlling a fuel injection quantity in a fuel injection pump for an internal combustion engine, wherein a pump working chamber closed by a reciprocally driven pump plunger is connected to a fuel injection conduit (20). In addition, it is connected to a low-pressure level fuel chamber via a pressure-reducing conduit (28) having a valve (7) electrically controlled by an electric control device (36), and the amount of fuel injected Defined by the duration, during which the electrically controlled valve (7) is closed and the pump plunger (5) is driven under high pressure during this duration, the stroke of the cam driving the pump plunger In accordance with the course, the fuel is delivered from the pump working chamber (6) to the fuel injection conduit (20), the calculated course of detecting the duration of the closing of the electrically controlled valve is calculated in each pump plunger working circle. In the type which is released by the stroke position sensor (32), the electrically controlled valve is closed at the lowest dead center of the pump plunger at the latest, and the stroke position sensor further reduces the minimum effective pump plunger discharge stroke for injection. In a defined stroke of the pump plunger corresponding to a small stroke, a first signal (M ') is generated each time immediately before the end of the suction stroke of the pump plunger and a stroke corresponding to the first signal (M'). When the position is reached again, a second signal (M) is generated, which is further defined by the first signal (M ') between the first signal (M') and the second signal (M). rotation angle intervals _(O) operation time for (T _O) and start the device for calculating the, by further second signal (M), calculation and operation time (T _O) The multiplication of the detected operation time (T _O ) by a coefficient of the target rotation angle ( _q ) effective for the injection amount delivery corresponding to the fuel injection amount request instantaneously detected from the operation parameter is defined as Release by the rotation angle ( _{O 2} ), further selecting the product of said coefficients as the closing duration (T _q ) of the electrically controlled valve and opening the electrically controlled valve at the end of this closing duration A method for controlling a fuel injection amount, characterized by starting time control for performing the following. 2. The method according to claim 1, wherein the closing of the electrically controlled valve is controlled by a first signal. Wherein the operating time (T _O) stores, and the calculation time to start the second signal (M), electrically controlled valve switching time and the total shorter closure duration of (T in _q), the method of claim 1 or 2, wherein subscribe for control of the pump piston of the preceding discharge stroke when the detected closed duration (T _q) electrically controlled valve (7). 4. Adjusting the first signal and the second signal to occur for another pump plunger stroke in order to adjust the actual fuel injection amount of the fuel injection pump to the target fuel injection amount of the stroke position sensor. 3. The method according to claim 1, which is possible. 5. After the second signal is generated, the actual fuel injection quantity is adjusted for a defined operating state in order to equalize the stroke position sensor (32) over a fixed closing duration (T _q ). It is moved until it becomes the same as the target fuel injection amount, and when determining the new rotation angle interval ( _O ^* ) and the target rotation angle ( _q ) between the first signal and the second signal after the equalization, it is basically the basis. A correction factor K = _O ^* / _{O target} is formed from the rotation angle interval ( _{O target} ), and the target rotation angle ( _q ) or the operation time ( _Q ) when calculating the closing duration (T _q ) by this correction factor. 5. The method according to claim 4, wherein T _O ^* ) is modified in accordance with the new rotation angle interval ( _O ^* ). 6. After changing the pump plunger stroke detected by the stroke position sensor, the operation time (T _O ^* ) is detected and detected when the rotation speed is kept constant, and divided by the total rotation time. 6. The method as claimed in claim 5, wherein a predetermined rotation angle ( _O ^* ) is detected, and this rotation angle is used as a basis for another calculation of the closing duration (T _q ) of the electrically controlled valve. 7. In order to equalize the fuel injection amount at a prescribed operation time of the internal combustion engine, the stroke position sensor (32) is controlled by the stroke position sensor (32) when the target rotation angle ( _q ) is kept constant. There is moved to achieve the desired target value, from the ratio of the rotational angle between隔隔_(O) (a) with respect to the target rotation angle before homogenization _(q), the rotational angular interval and _(O) the ratio of (a) 5. The method as claimed in claim 4, wherein the new rotational angle interval ( _O ') after equalization is detected as the product _O.a and is used as the basis for the calculation of the individual closing durations ( _Tq ). 8. A method for detecting an actual operation time (T _OD ) at regular intervals, calculating a specified rotation angle ( _OD ), and correcting a deviation from a predetermined rotation angle ( _O ) stored in advance. Form K = _OD / _O , multiply this correction factor by the target rotation angle ( _q ) or the operating time (T _OD ) corresponding to the new specified angle ( _OD ) and, from this calculation result section, further calculate the new specified angle 7. Subtract half the difference between ( _OD ) and the previously stored angle ( _O ).
The method described. 9. Apparatus for carrying out the method according to claim 1, wherein a mark (31) is provided on the member moved by the pump plunger (5), the mark being fixed in position.
However, a device for controlling the fuel injection quantity characterized in that it cooperates with a stroke position sensor member arranged on the fuel injection pump so as to be adjustable with respect to the stroke point detected by the stroke position sensor (32). 10. The apparatus according to claim 9, wherein the mark (31) is an annular member of the pump plunger and the stroke position sensor member is a differential field plate sensor (35). 11. The device according to claim 9, wherein the annular member is located in a sleeve (3) for guiding the pump plunger (5), and the differential field plate sensor (35) is fixed to the sleeve (3). apparatus.