EP0942163B1 - Verfahren zur Synchronisation einer mehrzylindrigen Brennkraftmaschine - Google Patents

Verfahren zur Synchronisation einer mehrzylindrigen Brennkraftmaschine Download PDF

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Publication number
EP0942163B1
EP0942163B1 EP98123719A EP98123719A EP0942163B1 EP 0942163 B1 EP0942163 B1 EP 0942163B1 EP 98123719 A EP98123719 A EP 98123719A EP 98123719 A EP98123719 A EP 98123719A EP 0942163 B1 EP0942163 B1 EP 0942163B1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
synchronization
cylinder
combustion engine
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Revoked
Application number
EP98123719A
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German (de)
English (en)
French (fr)
Other versions
EP0942163A3 (de
EP0942163A2 (de
Inventor
Holger Loof
Thilo Jahn
Martin Widmer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Publication date
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=7860323&utm_source=***_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0942163(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0942163A2 publication Critical patent/EP0942163A2/de
Publication of EP0942163A3 publication Critical patent/EP0942163A3/de
Application granted granted Critical
Publication of EP0942163B1 publication Critical patent/EP0942163B1/de
Anticipated expiration legal-status Critical
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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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D2041/0092—Synchronisation of the cylinders at engine start

Definitions

  • the invention relates to a method for synchronization or for cylinder assignment Crankshaft position in a multi-cylinder internal combustion engine of the type of the main claim.
  • EP 684 375 A1 already describes a method for synchronizing a Internal combustion engine which has a crankshaft that extends per work cycle turns twice, has. There is a crankshaft encoder provided per revolution the crankshaft provides a reference signal that is a top dead center of a cylinder assigned. This signal is evaluated by a control device.
  • crankshaft and camshaft are each connected to a disk, the one have a predeterminable number of angle marks.
  • the one connected to the crankshaft Disk usually has n - e (e.g.
  • the inventive method with the features of Claim 1 has the advantage that it is compared to the known Solution is even more reliable and with incorrect synchronization prevented even greater security.
  • the method according to the invention ensures that also in the case where an injection at the right time or not at the correct crankshaft angle Ignition or combustion leads, no incorrect synchronization is triggered.
  • the method according to the invention can thus even at low temperatures, where one in itself correct injection does not lead to ignition become.
  • the test injections are advantageous not always triggered for the same cylinder to this not overburdening. It also turns into more advantageously avoided that a cylinder too large Amounts of fuel are supplied.
  • the sequence of Trial injections should advantageously not always be start at the same cylinder.
  • the redundant synchronization search with every restart with start another cylinder also taking into account can be that in some cylinders the ignitability is reduced compared to other cylinders.
  • the method according to the invention is particularly advantageously in an internal combustion engine with a crank and camshaft sender used if the Camshaft sender fails. With this procedure however the camshaft sensor is also completely eliminated and the Synchronization basically by linking the Crankshaft signals and the results of the sample measurement respectively.
  • FIG. 1 shows a rough overview about the arrangement of crankshafts or camshafts together with the associated sensors and the control unit in which the for Regulation of the internal combustion engine required calculations expire.
  • Figure 2 shows various signal sequences over the crankshaft angle and
  • Figure 3 is a flow chart showing the essential steps of the method according to the invention shows.
  • Figure 1 are those for explaining the invention required components of an internal combustion engine shown as an example.
  • a sensor disk with 10 referred to, the rigid with the crankshaft 11 of the Internal combustion engine is connected and on its circumference Has a large number of similar angle marks 12.
  • this similar angle mark 12 is a reference mark 13 provided, for example, by two missing Angle marks is realized.
  • the number of the like Angle marks 12 are, for example, 58 (60-2).
  • a second encoder disk 14 is connected to the camshaft 15
  • Internal combustion engine connected and points to its scope at least one angle mark 16 with which the phase position the internal combustion engine can be determined.
  • At 17 she is between the crankshaft 11 and the camshaft 15 symbolizes existing connection.
  • the crankshaft turns known to be twice as fast as the camshaft.
  • a working cycle of the internal combustion engine thus extends over a camshaft revolution or two Crankshaft revolutions.
  • crankshaft 11 or the camshaft 15 connected encoder disks 10, 14 exemplary and can be selected by other configurations be replaced.
  • the number of angle marks 16 of the encoder disk 14 or the number of reference marks 13 be adapted to the number of cylinders of the internal combustion engine.
  • the invention is in various types of internal combustion engines (e.g. diesel engines and petrol engines) can be used.
  • the two encoder disks 10, 14 are supported by sensors 18, 19, for example inductive sensors or Hall sensors scanned when the angle marks pass in the Transducers generated voltages are a control unit 20 supplied, these voltages either in the sensor or are converted into square wave signals in the control unit, the Rising edges e.g. the beginning of an angle mark and its falling edges correspond to the end of an angle mark. These signals or the chronological sequences of the individual Pulses are processed in control unit 20.
  • Encoder disc and transducer are usually used as encoders designated.
  • the control unit 20 receives via various inputs further, for the control or regulation of the Internal combustion engine required input quantities by corresponding sensors 21, 22, 23 are measured.
  • the sensor 21 can be a temperature sensor that measures the engine temperature.
  • the start signal becomes the control signal via input 24 fed that when closing the starter from the terminal Kl. 15 of the ignition lock 25 is supplied.
  • control unit 20 provides at least a microprocessor 30 and associated storage means includes, signals for injection for no closer denotes corresponding components of the internal combustion engine, for example a diesel engine. This Signals are sent via the outputs 26 and 27 of the control unit 20 delivered.
  • the voltage supply for the control unit 20 takes place in the usual way with the aid of a battery 28 which via the switch 29 during operation of the Internal combustion engine with the control unit 20 in connection stands.
  • crankshaft pulley 10 To detect the angular positions of crankshaft 11 and Camshaft 15 are those shown in Figures 2a and 2b Waveforms voltages U1, U2) above the Crankshaft angle [° KW3] evaluated.
  • the reference mark 13 the crankshaft pulley 10 is recognized when the Microprocessor 30 of control unit 20 at least recognized has that the distance between successive Trailing edges R2 and R3 differ significantly from the distance between others Trailing edges R1 and R2 or R3 and R4 of the signal according to the figure 2a differs.
  • a synchronization pulse SI Voltage U3
  • crankshaft encoder and camshaft sensor is also a from Camshaft sensor (pickup 19) received generated pulse, which is shown in Figure 2b. Since the camshaft pro Working cycle rotates only once, is this impulse or Trailing edge R5 of this pulse is suitable, a unique one Perform synchronization. So it can be done on hand these impuls determine in which revolution the Crankshaft is straight.
  • crankshaft encoder signal Synchronization should either a defect in the camshaft sender, so if that in figure 2b signal does not occur or at a simple embodiment of the internal combustion engine that completely does not need a camshaft encoder, solely from the one in FIG. 3a shown ambiguous crankshaft encoder signal Synchronization.
  • step S1 uses a predefinable criterion determines whether the camshaft sensor is defective or not. If it is determined in step S1 that a plausible signal to the control unit 20 is in Step S2 the usual synchronization using the Camshaft and crankshaft sensor signals carried out. If, on the other hand, it is recognized in step S1 that the Camshaft sensor is defective or that of sensor 19 delivered signal is not plausible, turns on in step S3 Emergency operation initiated. In step S4 it is checked whether the reference mark of the crankshaft pulley, thus according to Figure 1 the gap 13 was recognized.
  • the trailing edges of the The crankshaft signal according to Figure 2a compared and the gap is recognized if, for example, the distance between the signal edges R2 and R3 is significantly larger than the distance between R1 and R2 and / or R3 and R4. Becomes recognized in step S4 for gap, in step S5 one preliminary synchronization made and for example the pulse S1 given in Figure 2c.
  • step S6 After the preliminary synchronization in step S5 is still waiting for an applicable, i.e. predeterminable waiting time, which is shown in step S6.
  • this Applicable waiting time is with the preliminary Synchronization started with that shown in S7 Injection at top dead center or 360 ° KW compared to that top dead center begins offset.
  • the control unit selects the cylinder based on the structural conditions are at top dead center should. Does the injection ignite the Fuel, this must lead to an increase in the speed or lead to speed acceleration by the control unit 20 can be determined by evaluating the speed. If this speed increase is detected in step S8, the preliminary synchronization into a final one Synchronization to be converted.
  • step S9 the Synchronization takes place and the internal combustion engine is then regulated in the usual way.
  • step S8 there is no increase in speed recognized, was injected into the wrong cylinder.
  • the provisional synchronization is then changed by 360 ° KW (Step S12) and the above is tried again To make an injection of the dead center of a cylinder.
  • the Steps S7 and S8 are therefore repeated until the Synchronization was found and the speed increase is registered. By doing this ensured that synchronization still then is possible if an injection at the correct angle (in Hautre) does not lead to ignition. If a definable Number of injections after preliminary synchronizations is reached, every further injection is carried out in step S10 interrupted, in step S11 the attempt of redundant synchronization search with the crankshaft signal interrupted.
  • the method shown in Figure 3 can still are supplemented in the shifts of the injections angles other than 360 ° are carried out, the Shifts are to be chosen so that the selected cylinders near top dead center located.
  • the sequence of injections at different Number of cylinders with the redundant synchronization search is thus applicable and should be designed so that in every cylinder in the course of the synchronization search is injected.
  • Possible sequences with the four-cylinder are for example first cylinder, fourth cylinder, third Cylinder, second cylinder. This can be the case with the evaluation Control unit basically more stored Information, for example about the willingness to ignite take different cylinders into account.
  • the method according to the invention is in principle for self-igniting internal combustion engines and spark-ignited Internal combustion engines are suitable, with spark-ignited Internal combustion engines in addition to the injections adapted ignitions must be triggered.

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP98123719A 1998-03-10 1998-12-14 Verfahren zur Synchronisation einer mehrzylindrigen Brennkraftmaschine Revoked EP0942163B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19810214A DE19810214B4 (de) 1998-03-10 1998-03-10 Verfahren zur Synchronisation einer mehrzylindrigen Brennkraftmaschine
DE19810214 1998-03-10

Publications (3)

Publication Number Publication Date
EP0942163A2 EP0942163A2 (de) 1999-09-15
EP0942163A3 EP0942163A3 (de) 2000-09-27
EP0942163B1 true EP0942163B1 (de) 2004-03-24

Family

ID=7860323

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98123719A Revoked EP0942163B1 (de) 1998-03-10 1998-12-14 Verfahren zur Synchronisation einer mehrzylindrigen Brennkraftmaschine

Country Status (4)

Country Link
US (1) US6415655B2 (ja)
EP (1) EP0942163B1 (ja)
JP (1) JPH11294236A (ja)
DE (2) DE19810214B4 (ja)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10015595A1 (de) * 2000-03-29 2001-10-04 Bayerische Motoren Werke Ag Verfahren zur Erkennung des Verbrennungstaktes bei einem Einzylinder-Viertaktmotor
DE10043756C2 (de) 2000-09-05 2002-11-28 Siemens Ag Verfahren zur Festlegung des Einspritzzeitpunkts bei einer Einspritzanlage für eine Brennkraftmaschine
EP1533508B1 (de) * 2003-11-19 2007-04-11 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Verfahren zur Ermittlung der Stellung eines Zylinders einer Brennkraftmaschine
US7093579B2 (en) * 2004-02-26 2006-08-22 International Engine Intellectual Property Company, Llc Method and apparatus for adjusting fuel injection timing
KR100692732B1 (ko) 2004-12-06 2007-03-09 현대자동차주식회사 엔진회전수센서 고장시의 캠샤프트포지션센서 동기화방법
US7373928B2 (en) 2006-05-31 2008-05-20 Joseph Thomas Method for starting a direct injection engine
DE102007027709A1 (de) * 2006-12-27 2008-07-03 Robert Bosch Gmbh Verfahren zum Start einer Brennkraftmaschine
JP5055103B2 (ja) * 2007-12-14 2012-10-24 三菱重工業株式会社 高圧ポンプ用カムのトップ位置検出装置
DE102011083470A1 (de) * 2011-09-27 2013-03-28 Robert Bosch Gmbh Verfahren zum Bestimmen einer Motorposition
KR20140102506A (ko) * 2013-02-14 2014-08-22 콘티넨탈 오토모티브 시스템 주식회사 엔진 러프니스를 이용한 엔진 동기 설정 방법
KR101897559B1 (ko) * 2013-04-10 2018-09-12 콘티넨탈 오토모티브 시스템 주식회사 동기화 오류시 연료분사 제어방법
CN103244299A (zh) * 2013-04-28 2013-08-14 绵阳新晨动力机械有限公司 一种转速梯度增量阀值判缸方法
DE102014225528A1 (de) * 2014-12-11 2016-06-16 Robert Bosch Gmbh Verfahren zur Ansteuerung einer Hochdruckpumpe für die Kraftstoffeinspritzung in einen Verbrennungsmotor
GB2553561B (en) * 2016-09-08 2020-01-08 Delphi Tech Ip Ltd Engine synchronisation means
KR101795306B1 (ko) * 2016-10-07 2017-11-07 현대자동차주식회사 차량 시동 제어 방법

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DE4122786A1 (de) * 1990-07-23 1992-01-30 Volkswagen Ag Verfahren zur identifikation des einem zuend- oder einspritzvorgang zugeordneten drehwinkels einer brennkraftmaschine
DE4040828C2 (de) * 1990-12-20 2000-05-18 Bosch Gmbh Robert Steuersystem für eine Kraftstoffpumpe
US5311771A (en) * 1992-03-30 1994-05-17 Caterpillar Inc. Method for determining the rotational position of a crankshaft of an internal combustion engine
FR2692623B1 (fr) * 1992-06-23 1995-07-07 Renault Procede de reperage cylindres pour le pilotage d'un systeme d'injection electronique d'un moteur a combustion interne.
DE4313331A1 (de) * 1993-04-23 1994-10-27 Bosch Gmbh Robert Verfahren zur Auslösung von zur Winkellage eines rotierenden Teils abhängigen Vorgängen
DE4418579B4 (de) * 1994-05-27 2004-12-02 Robert Bosch Gmbh Einrichtung zur Regelung einer Brennkraftmaschine
DE4418577A1 (de) * 1994-05-27 1995-11-30 Bosch Gmbh Robert Einrichtung zur Regelung einer Brennkraftmaschine
JP3379271B2 (ja) * 1995-03-28 2003-02-24 株式会社デンソー エンジンの気筒判別装置
FR2734322B1 (fr) * 1995-05-15 1997-07-25 Magneti Marelli France Procede de reconnaissance de la phase des cylindres d'un moteur multicylindres a combustion interne a cycle a quatre temps
ES2191734T3 (es) * 1996-12-03 2003-09-16 Fiat Ricerche Un metodo para sincronizar un motor de combustion interna sin un sensor de posicion de levas.
DE19735722A1 (de) * 1997-08-18 1999-02-25 Bayerische Motoren Werke Ag Verfahren und Vorrichtung zur Erkennung der Drehrichtung einer Brennkraftmaschine

Also Published As

Publication number Publication date
EP0942163A3 (de) 2000-09-27
JPH11294236A (ja) 1999-10-26
DE19810214B4 (de) 2009-09-17
DE59811055D1 (de) 2004-04-29
DE19810214A1 (de) 1999-09-16
EP0942163A2 (de) 1999-09-15
US6415655B2 (en) 2002-07-09
US20020005063A1 (en) 2002-01-17

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