EP1129280B1 - Systeme et procede permettant d'identifier et d'influencer la position de phase dans un moteur a combustion interne - Google Patents

Systeme et procede permettant d'identifier et d'influencer la position de phase dans un moteur a combustion interne Download PDF

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Publication number
EP1129280B1
EP1129280B1 EP00952934A EP00952934A EP1129280B1 EP 1129280 B1 EP1129280 B1 EP 1129280B1 EP 00952934 A EP00952934 A EP 00952934A EP 00952934 A EP00952934 A EP 00952934A EP 1129280 B1 EP1129280 B1 EP 1129280B1
Authority
EP
European Patent Office
Prior art keywords
fuel
control unit
injection
pressure
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.)
Expired - Lifetime
Application number
EP00952934A
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German (de)
English (en)
Other versions
EP1129280A1 (fr
Inventor
Thomas Schuster
Ingolf Rupp
Andreas Roth
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
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1129280A1 publication Critical patent/EP1129280A1/fr
Application granted granted Critical
Publication of EP1129280B1 publication Critical patent/EP1129280B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02D41/009—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
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems

Definitions

  • the invention relates to a device and a Methods for recognizing and influencing the Phase position in an internal combustion engine according to Genus of the main claim.
  • crankshaft In an internal combustion engine, especially in one with multiple cylinders, with a crankshaft and one The camshaft is dependent on the engine control unit from the recognized position of the crankshaft or camshaft calculates when in which cylinder fuel to be injected and at what time the Ignition must be triggered. It is common that
  • the control unit can assign the angle detect.
  • crankshaft is within one working cycle turns twice on a four-stroke engine, but can just by scanning the crankshaft the phase position of the internal combustion engine is not clearly determined. at Ignition and injection are in the wrong phase output by 360 ° KW reversed from the control unit. Due to the fact that one cycle of a four stroke Is 720 ° KW and only by means of the sensor in The encoder wheel cannot determine which of the four Pending.
  • phase signal fails if the phase signal is incorrect seen every second attempt because of ignition and 360 ° KW crankshaft injection from the control unit incorrectly output. The engine therefore does not jump on.
  • one Direct gasoline injection gas from the combustion chamber into the Injectors and the fuel rail pushed back what then leads to the fact that even with the correct phase position Starting behavior is affected.
  • the State of the art usually a second transducer or sensor provided, one with the camshaft in Connected encoder disc on your Surface has a reference mark, scanned. That I the camshaft only once during a work cycle turns, the control unit from the Camshaft sensor delivered signal with a single impulse per work cycle the phase angle of the Detect internal combustion engine and a synchronization carry out.
  • a second transducer or sensor provided, one with the camshaft in Connected encoder disc on your Surface has a reference mark, scanned. That I the camshaft only once during a work cycle turns, the control unit from the Camshaft sensor delivered signal with a single impulse per work cycle the phase angle of the Detect internal combustion engine and a synchronization carry out.
  • Such a system is e.g. in the German patent application P 4230616.7.
  • the object of the present invention is to achieve this based on specifying a facility and a procedure by detecting the phase position at the start is possible and through which an improved Start behavior when the phase signal fails. This object is achieved by the characteristic part of the main claim and the Subclaims resolved.
  • the device according to the invention and the method according to the invention have the essentials Advantage that existing assemblies and Components are used, no additional Camshaft sensor is required and no extra Pressure sensors are required.
  • the Rail pressure evaluation usually takes place directly in the Control unit, without additional circuit. If necessary the pressure signal of the fuel rail sensor also via a simple analog / digital comparator circuit Control unit are fed for evaluation.
  • phase If the phase is wrong from the start, it will Injector in question by the Compression back pressure is blown back immediately closed and the pressure increase over, for example the analog / digital comparator circuit to the control unit communicated. Thereupon a resynchronization of Injection and ignition by 360 ° KW from the control unit triggered.
  • the fuel rail is part of Direct fuel injection and has the on each cylinder Internal combustion engine 6 branches for the Injectors 5 that directly the fuel Electromagnetically controlled in the combustion chamber inject. With 2 the air is sucked in marked, 3 is the throttle valve and 4 is that Intake pipe, which also branches to each cylinder having. At 8 is the one that acts as a pressure sensor Fuel rail sensor labeled the ruling one Fuel rail pressure is measured. With direct injection 1, the motor only sucks in normal operation Air on and no longer the fuel-air mixture. The Mixture formation in the combustion chamber allows two completely different operating modes.
  • FIG. 2 shows a perspective illustration of the fuel Rail 7 for a four-cylinder with four Injector 5 the pressure regulator 11 and the as Pressure sensor acting fuel rail sensor 8. That Reference numeral 10 shows the fuel filter, 9 is the Electric fuel pump.
  • the control of the internal combustion engine 6 takes over with direct petrol injection 25 according to Fig. 3.
  • reference numeral 16 is the Designated encoder disc, which is rigid with the crankshaft 12 of the internal combustion engine 6 is connected and at her Scope a variety of similar angle marks 13th having. In addition to these similar angle marks 13 there is a reference mark 14, for example by two missing angle marks is realized.
  • the encoder disc 16 is the pickup 15, for example an inductive Sensor or a Hall sensor or one Magnetoresistive sensor, scanned.
  • the at Passing the angle marks 13 in the sensor 15 generated signals are in the control unit 25 in appropriately processed.
  • Phase sensor that the camshaft 26 or one with the Camshaft 26 connected disc with a mark is not needed here.
  • the information with respect to the phase position resulting from the output signal of such a sensor is usually obtained here with help the pressure sensor signal of the Fuel Rail Sensors 8 received.
  • the control device 25 receives various inputs further for the control or regulation of the Internal combustion engine required input quantities that can be measured by different sensors. 3 these sensors are designated 17. About one Another input is an "ignition on” signal fed that when closing the ignition switch 18 of the terminal 15 of the ignition lock is supplied and the Control unit 25 commissioning the Indicates internal combustion engine.
  • the control unit 25 itself comprises at least one central processor unit 20 and memory 19.
  • Im Control unit 25 signals for injection and Ignition for unspecified components of the Internal combustion engine determined. This will be signals via the outputs 21 and 22 of the control unit 25 issued.
  • the power supply to the control unit 25 takes place in in the usual way with the aid of the battery 23 Switch 24 during operation of the internal combustion engine and one controlled by the control unit itself After-running phase after switching off the engine with the Control unit 25 is connected. In the Follow-up phase will be after the shutdown of the Internal combustion engine 6 information still determined saved, they are then available when switching on again the internal combustion engine 6 to the control unit 25 immediately Available. This information includes in particular also the last angular positions of the crank or Camshaft 12 or 26 and information regarding the last phase.
  • the Crankshaft sensor delivered reference mark signal is ambiguous because the crankshaft 12 within of a work cycle spins twice on a four-stroke engine, while the camshaft 26 is rotating only once. It is therefore used to detect the phase angle from Control device 25 under certain operating conditions, especially at the start, which affects the phase position so that if it is faulty, what about the fuel rail Sensor 8 is measurable, the phase position of the ignition and Injection via control unit 25 by 360 ° KW is resynchronized.
  • the pressure sensor is in the fuel Rail arranged and with the Fuel Rail Sensor 8 identical.
  • the detection takes place Reference mark 14 on the encoder disc 16 a special Injection without ignition at top dead center. at an incorrect phase position will blow back into the corresponding fuel injector 5 with a following pressure increase in the fuel rail 7. After detection the fuel injection valve 5 becomes the pressure increase closed immediately in order to blow back too much prevention. This is followed by re-synchronization of Injection and ignition by 360 ° KW using the Control unit 25.
  • phase is correct (injection in Charge change (top dead center) does not take place Pressure increase in the fuel rail sensor.
  • the injection and Ignition can be correct with the following cylinder Start phase position.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

La présente invention concerne un système et un procédé permettant de commander et de réguler un moteur à combustion interne (6). La position angulaire du vilebrequin (12) est détectée en continu par un disque transmetteur (16) situé sur le vilebrequin (12) et un capteur (15). Ce moteur à combustion interne comprend des soupapes d'injection directe d'essence, les soupapes d'injection de carburant (5) recevant le carburant amené par une pompe à carburant électrique de pressurisation (9), par l'intermédiaire d'un rail à carburant (7). Un appareil de commande (25) exploite les signaux de sortie du capteur (15), afin de déterminer la position angulaire et le régime, cet appareil de commande (25) déclenchant des impulsions d'injection et/ou d'allumage en fonction de la position angulaire. Selon cette invention, l'allure de la pression dans le capteur du rail à carburant (8) est exploitée afin d'identifier la position de phase du moteur à combustion interne (6). Lors du refoulement induit par la contre-pression de compression du mélange d'air et de carburant dans une des soupapes d'injection, la position de phase étant fausse et décalée de 360° (angle du vilebrequin), la pression augmente de façon importante dans le capteur de rail à carburant (8) et le signal de capteur du rail à carburant est transmis à l'appareil de commande (25), ce qui provoque un décalage de synchronisation de 360° (angle du vilebrequin) de l'allumage et de l'injection et la soupape d'injection de carburant concernée (5) est refoulée et immédiatement fermée.

Claims (7)

  1. Dispositif de commande ou de régulation d'un moteur à combustion interne avec un arbre à came (26) et un vilebrequin (12), dont la position angulaire est déterminée en permanence au moyen d'un capteur (15) et d'un disque transmetteur (16) ayant des marques de référence (14), comprenant des injecteurs de carburant (5) qui injectent le carburant (1) directement dans les chambres de combustion, les injecteurs de carburant (5) recevant le carburant (1) par une pompe de carburant électrique (9) sous pression par l'intermédiaire d'une rampe de carburant (7), et avec un appareil de commande (25) qui exploite les signaux de sortie du capteur (15), l'appareil de commande comprenant des moyens pour déterminer la position angulaire et détecter la vitesse de rotation, l'appareil de commande (25) déclenchant des impulsions d'injection et/ou d'allumage en fonction de la position angulaire,
    caractérisé en ce que
    les moyens pour identifier la position de phase du moteur à combustion interne (6) comprennent un capteur de pression (8) dont le signal de pression présente une courbe caractéristique lors du soufflage de retour sous contre-pression de compression d'un mélange carburant/air dans l'un des injecteurs de carburant (5) en présence d'une mauvaise position de phase décalée de 360° KW de l'allumage et de l'injection, ce qui conduit à une augmentation significative au niveau du signal de capteur de pression, le signal de capteur de pression étant conduit à l'appareil de commande (25) et l'appareil de commande comprenant des moyens permettant une resynchronisation de 360° KW de l'allumage et de l'injection lorsqu'un soufflage de retour est identifié.
  2. Dispositif selon la revendication 1,
    caractérisé en ce qu'
    un capteur de pression (8) est associé à chaque injecteur de carburant (5).
  3. Dispositif selon la revendication 1,
    caractérisé en ce qu'
    un seul capteur de pression (8) prévu pour tous les cylindres, est disposé dans la rampe de carburant (7).
  4. Dispositif selon la revendication 3,
    caractérisé en ce que
    le capteur de pression (8) est identique au capteur de rampe de carburant.
  5. Dispositif selon la revendication 1 à 4,
    caractérisé en ce que
    le signal du capteur de pression (8) est exploité par un circuit comparateur analogique/numérique et transmis à l'appareil de commande (25).
  6. Dispositif de commande ou de régulation d'un moteur à combustion interne selon les revendications 1-5,
    caractérisé en ce que
    l'appareil de commande comprend des moyens qui, après l'identification de la marque de référence (14) du disque transmetteur (16) dans le premier point mort supérieur, provoquent une injection spéciale, notamment sans allumage, au niveau du point mort supérieur.
  7. Procédé de commande ou de régulation d'un moteur à combustion interne à quatre temps avec des injecteurs de carburant (5), qui injectent le carburant (1) directement dans les chambres de combustion,
    caractérisé en ce que
    lors d'une mauvaise position de phase, un soufflage de retour sous contre-pression de compression d'un mélange carburant/air effectué dans l'un des injecteurs de carburant (5), est détecté par une augmentation de pression dans un capteur de pression (8), et après l'identification d'une mauvaise position de phase, un appareil de commande (25) effectue une resynchronisation de 360° KW de l'allumage et de l'injection.
EP00952934A 1999-07-21 2000-07-13 Systeme et procede permettant d'identifier et d'influencer la position de phase dans un moteur a combustion interne Expired - Lifetime EP1129280B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19934112 1999-07-21
DE19934112A DE19934112A1 (de) 1999-07-21 1999-07-21 Einrichtung und Verfahren zur Erkennung und Beeinflussung der Phasenlage bei einer Brennkraftmaschine
PCT/DE2000/002291 WO2001007770A1 (fr) 1999-07-21 2000-07-13 Systeme et procede permettant d'identifier et d'influencer la position de phase dans un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1129280A1 EP1129280A1 (fr) 2001-09-05
EP1129280B1 true EP1129280B1 (fr) 2004-10-13

Family

ID=7915491

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00952934A Expired - Lifetime EP1129280B1 (fr) 1999-07-21 2000-07-13 Systeme et procede permettant d'identifier et d'influencer la position de phase dans un moteur a combustion interne

Country Status (5)

Country Link
US (1) US6484691B1 (fr)
EP (1) EP1129280B1 (fr)
JP (1) JP4456787B2 (fr)
DE (2) DE19934112A1 (fr)
WO (1) WO2001007770A1 (fr)

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DE10115262C2 (de) * 2001-03-28 2003-04-24 Bosch Gmbh Robert Verfahren zur Ermittlung der Drehlage der Nockenwelle einer Verbrennungskraftmaschine
JP3893953B2 (ja) * 2001-11-26 2007-03-14 株式会社デンソー 燃料供給・噴射システム
DE102004048133A1 (de) * 2004-10-02 2006-04-06 Robert Bosch Gmbh Verfahren zur Messung der Drehzahl einer Kurbelwelle
US7392790B2 (en) * 2006-01-20 2008-07-01 Caterpillar Inc. System and method for resolving crossed electrical leads
US7370635B2 (en) * 2006-01-20 2008-05-13 Caterpillar Inc. System and method for resolving electrical leads
DE102006031569B3 (de) * 2006-07-07 2008-03-27 Siemens Ag Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
US8899203B2 (en) * 2007-06-22 2014-12-02 Ford Global Technologies, Llc Engine position identification
US7873460B2 (en) * 2007-09-25 2011-01-18 Denso Corporation Controller for fuel injection system
KR101165327B1 (ko) 2009-02-11 2012-07-18 봄텍전자 주식회사 피부용 액체침투장치
EP2634407A1 (fr) * 2012-02-29 2013-09-04 Volvo Car Corporation Système de détermination de positionnement d'arbre à cames
CN104806368B (zh) * 2015-04-09 2017-06-06 中国第一汽车股份有限公司无锡油泵油嘴研究所 适用于任意安装相位的发动机快速启动方法
FR3072124B1 (fr) * 2017-10-09 2019-10-04 Continental Automotive France Procede et systeme de detection du sens de rotation d'un moteur de vehicule
US11530660B2 (en) * 2018-11-15 2022-12-20 Weichai Power Co.. Ltd. Phase diagnosis method and apparatus

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AT371247B (de) 1979-02-15 1983-06-10 List Hans Einrichtung zur messung des drehwinkels einer welle einer maschine
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DE4230616A1 (de) 1992-09-12 1994-03-17 Bosch Gmbh Robert Einrichtung zur Erkennung der Stellung wenigstens einer, eine Referenzmarke aufweisenden Welle
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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
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DE19741820B4 (de) 1997-09-23 2009-02-12 Robert Bosch Gmbh Verfahren zur Auswertung des Brennraumdruckverlaufs

Also Published As

Publication number Publication date
JP4456787B2 (ja) 2010-04-28
DE19934112A1 (de) 2001-01-25
EP1129280A1 (fr) 2001-09-05
US6484691B1 (en) 2002-11-26
WO2001007770A1 (fr) 2001-02-01
DE50008223D1 (de) 2004-11-18
JP2003505640A (ja) 2003-02-12

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