Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/02—Input parameters for engine control the parameters being related to the engine
  • F02D2200/04—Engine intake system parameters
  • F02D2200/0406—Intake manifold pressure

Definitions

• the invention relates to a method for determining the phase position in a 4-stroke internal combustion engine with an odd number of cylinders according to the preamble of the main claim.
• the control unit of the internal combustion engine calculates, depending on the detected position of the crankshaft or camshaft, after synchronization, at what point in time for which cylinder fuel is to be injected and when in which cylinder an ignition is to be triggered.
• the angular position of the crankshaft or camshaft In conventional internal combustion engines, the angular position of the crankshaft or camshaft, after synchronization, at what point in time for which cylinder fuel is to be injected and when in which cylinder an ignition is to be triggered.
• crankshaft To determine the crankshaft with the aid of a sensor which scans a disk connected to the crankshaft with a characteristic surface, for example with a large number of similar angle marks and a reference mark, and emits a corresponding signal to the control unit. Since the crankshaft rotates twice within a working cycle of a 4-stroke internal combustion engine while the camshaft only rotates once, the phase position of the internal combustion engine cannot be clearly determined from the crankshaft sensor signal alone; it is therefore common to use the same
• phase sensor To determine the camshaft position with the help of its own sensor, a so-called phase sensor, this phase sensor scans a disk connected to the camshaft with a single marking. The resulting signal, which has one pulse per camshaft revolution, is also evaluated in the control unit.
• the signal supplied by a crankshaft sensor which has one pulse per crankshaft revolution, i.e. two pulses per camshaft revolution, is related in the control unit of the internal combustion engine to a second signal, which is, for example, a signal that fluctuates periodically in the work cycle of the internal combustion engine.
• This periodically fluctuating signal is either the output signal of a speed sensor or the output signal of an intake manifold pressure sensor.
• the inventive method for determining the phase position in a 4-stroke internal combustion engine with the features of claim 1 has the advantage that engine synchronization is possible without detecting the camshaft position. This also applies to systems in which a phase relationship between the crankshaft and camshaft can be changed. This advantage is achieved by determining the phase position of the signal supplied by the crankshaft angle sensor, which has a singularity, with a second signal, which fluctuates in the combustion cycle and is cylinder-specific
• Has peculiarities is set in relation, the course of the second signal during the occurrence of the singularity of the first signal being examined to determine the phase position. Since the method relates exclusively to internal combustion engines with an odd number of cylinders, when the singularity of the first signal occurs in the first crankshaft revolution, the course of the second signal is different from that in the second crankshaft revolution. The reason for this is that the cylinders in the first crankshaft revolution are in a different cycle than in the second, so that the torque delivered by the internal combustion engine is different. This has an effect on the course of the second signal, e.g. B. on the speed curve and the intake manifold pressure curve, these effects are measurable and can be used for cylinder detection.
• the second signal will therefore be the output signal of a speed sensor or an intake manifold pressure sensor. Further advantages of the invention result from the measures specified in the subclaims. It has proven to be particularly advantageous that phase shifts between the first and the second speed signal are unproblematic when determining the phase position, since the
• Course of the second signal and not the occurrence of a minimum or maximum of the second signal is related to the singularity of the first signal.
• the method for determining the phase position can already be carried out during the starting process, that is to say even before the first firing of a cylinder has taken place. This early determination of the phase position is possible since the different cycles have different effects on the speed or the intake manifold pressure even without firing.
• the sensor including electronics, the camshaft sprocket and the corresponding wiring can be saved.
• Three connector pins as well as the conditioning circuit for the sensor and a computer port pin can be saved on the engine control unit.
• the circuit board area can also be reduced.
• FIG. 1 the components of the control system of an internal combustion engine required to explain the invention are shown schematically.
• 10 denotes an encoder disk, which is rigidly connected to the crankshaft 11 of the internal combustion engine and has a large number of similar angular marks 12 on its circumference.
• reference mark 13 which is implemented, for example, by two missing angle marks.
• the sensor disk 10 is scanned by a sensor 14, for example an inductive sensor or a Hall sensor.
• the voltage pulses of the signal SI generated when the angle marks pass in the sensor are processed and processed in a suitable manner in the control unit 15 of the internal combustion engine.
• an internal combustion engine In addition to a crankshaft 11, an internal combustion engine usually also has at least one camshaft, which is designated 25 in FIG. 1 and is usually in a fixed relationship with the crankshaft 11. This reference is symbolized by line 16.
• the angular position of the camshaft 15 is not detected in the control system of an internal combustion engine shown in FIG. 1.
• a periodic combustion cycle is performed fluctuating second signal processed in the control unit.
• This second signal S2 is obtained with the aid of a sensor 17.
• the sensor 17 is, for example, a sensor that measures the pressure in the intake manifold of the internal combustion engine. In principle, another variable that fluctuates in the combustion cycle could also be evaluated.
• the control unit 15 can be supplied with further input variables required for the control or regulation of the internal combustion engine, in FIG.
• Input variable "ignition on” is represented as a signal which is supplied by the terminal K115 of the ignition lock when the ignition switch 18 is closed and which indicates to the control unit 15 that the internal combustion engine has been started up.
• the control unit 15 itself comprises at least one central computer unit 19 and memory 20.
• control signals for the injection and ignition are formed for corresponding components of the internal combustion engine, which are not described in detail. These signals are emitted via the outputs 21 and 22 of the control device 15.
• the control unit is supplied with voltage in the usual way from the battery 23 via a switch 24, which is closed during the operation of the internal combustion engine and, if appropriate, during a run-on phase. The signal processing and evaluation described below takes place in the control unit 15.
• the angular position of the crankshaft 11 can be detected at any time during operation of the internal combustion engine.
• a singularity occurs in the signal SI which corresponds to the reference mark of the crankshaft. Since the assignment between crankshaft 11 and camshaft 25 is usually As well as the assignment between the position of the camshaft and the position of the individual cylinders of the internal combustion engine is known, a synchronization can take place after the reference mark has been recognized, but only if a signal that is characteristic of the phase position is present.
• Output signal of an intake manifold pressure sensor evaluated which has characteristics peculiar to the position of the cylinders.
• This signal S2 or the characteristic peculiarities of this signal are related to the signal SI, and in particular the course of the signal S2 is evaluated during the occurrence of the reference mark or the singularity of the signal SI.
• Cylinder 1 in the exhaust stroke Cylinder 2 in the work stroke Cylinder 3 in the intake stroke.
• the second signals are derived according to the time and thus gradients and / or
• both the speed curve and the intake manifold pressure curve can be used as signals S2 for synchronization.
• the evaluation can take place immediately after the start of the rotation of the engine in the unfired mode even before the first injections or ignitions are triggered. In the first revolutions without firing, both the speed curve and the intake manifold pressure curve are characteristic of the first or second crankshaft revolution. After the start of normal engine operation, especially at high engine speeds or speed changes, the speed curve may no longer be used to determine the engine position. If synchronization is to be carried out during operation, it must be carried out by evaluating the intake manifold pressure signal.
• the methods according to the invention are used in systems with a camshaft sensor, they can always be used as emergency operation if a defect in the camshaft sensor is detected.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Valve-Gear Or Valve Arrangements (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)

Applications Claiming Priority (3)

Publications (2)

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• 1996
  • 1996-09-18 DE DE19638010A patent/DE19638010A1/de not_active Withdrawn
• 1997
  • 1997-08-09 KR KR1019980703544A patent/KR100572132B1/ko not_active IP Right Cessation
  • 1997-08-09 EP EP97938754A patent/EP0862692B1/fr not_active Expired - Lifetime
  • 1997-08-09 JP JP51413898A patent/JP3998719B2/ja not_active Expired - Fee Related
  • 1997-08-09 WO PCT/DE1997/001707 patent/WO1998012432A1/fr active IP Right Grant
  • 1997-08-09 CN CN97191080.4A patent/CN1078672C/zh not_active Expired - Fee Related
  • 1997-08-09 CZ CZ981306A patent/CZ130698A3/cs unknown
  • 1997-08-09 AT AT97938754T patent/ATE213307T1/de not_active IP Right Cessation
  • 1997-08-09 ES ES97938754T patent/ES2172807T3/es not_active Expired - Lifetime
  • 1997-08-09 DE DE59706384T patent/DE59706384D1/de not_active Expired - Lifetime

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