CN100460654C - Stroke determining method of IC engine and stroke determining apparatus using said method - Google Patents
Stroke determining method of IC engine and stroke determining apparatus using said method Download PDFInfo
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- CN100460654C CN100460654C CNB031430317A CN03143031A CN100460654C CN 100460654 C CN100460654 C CN 100460654C CN B031430317 A CNB031430317 A CN B031430317A CN 03143031 A CN03143031 A CN 03143031A CN 100460654 C CN100460654 C CN 100460654C
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Abstract
Provided is a stroke determination method of an internal combustion engine whereby a stroke determination of the engine can accurately be performed without the use of a cam angle sensor and also the engine can precisely be controlled with high correlation with respect to an actual intake air amount after the stroke determination, and a stroke determination device using the method. An intake pressure sensor 21 detects an intake pressure affected by intake air pulsation in an intake passage 6 during operation of an engine 3. An ECU 20 detects a lower limit value of the pulsating intake pressure and turns a detection flag thereof to an ON state. The ECU 20 also detects a TDC (top dead center) signal of the engine 3 from a rotational speed sensor 23. Upon detection of the TDC signal while the lower limit detection flag is in the ON state, the ECU 20 determines that the detection time corresponds to a compression top dead center.
Description
(1) technical field
The present invention relates to be applicable to that the stroke of determining stroke in less (particularly, the single cylinder) internal-combustion engine of number of cylinders determines method, and adopt the stroke of said method to determine device.Particularly, the present invention is applicable to that the stroke of the internal-combustion engine that can reduce system cost and volume and weight determines method and adopt the stroke of this method to determine device.
(2) background technique
In four cylinder engines of routine, each stroke (aspirating stroke of engine, compression stroke, burning and expansion stroke, and exhaust stroke) be that the camshaft angle sensor that nationality helps to be used to measure the crankshaft angle sensor of crankshaft phase place and is used to measure camshaft phase is determined.This is because this class stroke determines to make the controlled conditions of injected system and ignition system to become once injecting and the another kind of condition of once lighting a fire of twice rotation (stroke) from twice injection of twice rotation (stroke) and a kind of condition changing of twice igniting.This just can reduce the load of ignition system, and improves its durability, and reduces the required electric current of lighting a fire, thereby reduces the electrical property load of ignition system.Particularly, above-mentioned control helps improving the fuel consumption of the Motor Vehicle (for example, motorcycle) that adopts compact battery.
Yet, in the less engine of cylinder number such as motorcycle, do not have enough spaces on every side at the engine top, therefore be difficult to the camshaft angle sensor is installed at this.The installation of camshaft angle sensor also can further cause the problem that system cost increases.
In the publication No.2001-207902 of Japanese unexamined, disclosed a kind of technology that addresses the above problem.This technology constitutes to make in the single-cylinder four-stroke engine, if the difference when suction pressure signal and last crankshaft angle signal disconnect when original crankshaft angle signal disconnects between the suction pressure signal (is for example deducted a predetermined value earlier in the one-period at engine, 1130Pa) or bigger numerical value, can conclude that then this engine is in aspirating stroke (15 ℃ of A of ATDC).So, when addressing the above problem, just need not to be used for to determine the required camshaft angle sensor of stroke.It should be noted that ATDC is the abbreviation of " after upper dead center ", CA then is the abbreviation of " crankshaft angle ".
Summary of the invention
Yet, exist the shortcoming that can not determine stroke exactly in the technology that in Japanese unexamined disclosed patent No.2001-207902, is disclosed.In this technology, stroke is that the difference of the suction pressure between detection time according to TDC detection time and ATDC15 ℃ of A is determined.Wherein, in the overlap region relevant, comprise 15 ℃ of A of this ATDC with the discharge value.Therefore, if blast, backfire or similarly take place, the suction pressure of 15 ℃ of A of ATDC just can be increased to greater than regime values owing to blast and backfire.Also therefore upset in TDC detection time and 15 ℃ of A of ATDC relation that suction pressure changes between detection time, determine thereby produce inaccurate stroke.
Under this condition, claimant of the present invention finds: come and go in the engine four cycles, the lower limit of the suction pressure that changes with inlet air fluctuation, that is, in aspirating stroke around the lower dead centre numerical value of detected suction pressure be a suction pressure that can fully react actual inlet air amount.Therefore, the applicant utilizes this discovery just can realize determining of stroke.
The present invention has taken into full account above-mentioned condition and has had the target that overcomes the problems referred to above and provide the stroke of internal-combustion engine to determine method, thereby the stroke that can carry out internal-combustion engine under the condition that does not adopt the camshaft angle sensor is exactly determined; Can adopt with stroke and determine the next accurate Control Engine of coherence that actual inlet air amount is high afterwards, and adopt the stroke of this method to determine device.
(5) embodiment
In order to achieve the above object, the engine stroke of a first aspect of the present invention discussion is determined the spy of method Levy and have the following step: detect at least one top dead-centre (TDC) signal and inspection in the one-period of engine Survey is in the lower limit of engine duty Wave admission pressure; And according to detection time of TDC signal and Relation between the detection time of the lower limit of fluctuation admission pressure is determined the stroke of engine.
According to foregoing invention, in compression stroke, will produce the lower limit of fluctuation admission pressure, thereby can lead to Cross the lower limit that detects internal combustion engine state Wave admission pressure and detect compression stroke. In addition, interior Detect at least one TDC (top dead-centre) signal in the one-period of combustion machine. Therefore, the stroke of engine can Come really according to the relation between the detection time of the lower limit of detection time of TDC signal and fluctuation admission pressure Fixed. By the detection of lower limit of fluctuation admission pressure, the stroke that just can carry out exactly engine is definite.
With regard to the air inlet pressure force measurements numerical value that fluctuates, the low limit is the actual inlet air amount of the most abundant reaction Admission pressure. Detected lower limit is the evaluation for control engine air admittance pressure. Although be ripple Moving admission pressure, but still might prevent that the controlled quentity controlled variable of engine from becoming unsettled numerical value. So, can adopt Use the high correlation that has with respect to the definite afterwards actual inlet air amount of stroke accurately to control engine.
In order to achieve the above object, the engine stroke of a second aspect of the present invention discussion is determined the spy of method Levy and have following step: detect at least one top dead-centre (TDC) signal and inspection in the one-period of engine Survey is in the lower limit of engine duty Wave admission pressure; And determine detecting the fluctuation admission pressure Lower limit detects the time of top dead-centre signal corresponding to compression top dead center for the first time later on.
According to foregoing invention, the time that detects the upper dead center signal after detecting fluctuation suction pressure lower limit (occurring in the compression stroke of engine) for the first time is confirmed as compression top dead center.So, can under the condition of not using the camshaft angle sensor, determine compression TDC exactly.
The low limit that the fluctuation suction pressure detects numerical value is the suction pressure that can fully react actual inlet air amount.When using this detection lower limit as the evaluation of the employed suction pressure of Control Engine, although the fluctuation suction pressure, the controlled quentity controlled variable of engine can avoid becoming unstable numerical value.So, can adopt the high correlation that has with respect to the definite actual inlet air measurer afterwards of stroke to come accurate Control Engine.
In order to obtain above-mentioned purpose, third aspect present invention has been discussed engine stroke and has been determined device, and its feature comprises: be used for detecting the signal detecting part at least one upper dead center of one-period (TDC) signal of engine; Be used to detect the suction pressure detection part of engine air admittance pressure; Be used for detection numerical value according to the suction pressure detection part and detect lower limit detection part in the lower limit of engine working state fluctuation suction pressure; And according to determining that the stroke of engine stroke determines parts the detection time of the testing signal of detection time of the lower limit of lower limit detection part and signal detecting part.
According to foregoing invention, nationality helps the signal that signal detecting part can detect at least one TDC (upper dead center) in the engine one-period.According to the detection numerical value of suction pressure detection part, the lower limit detection part can detect the lower limit of fluctuation suction pressure in the engine working state.This lower limit is detected in the compression stroke of engine.According to the lower limit detection time of lower limit detection part and the TDC signal detection time of signal detecting part, stroke determines that the stroke that parts carry out engine determines.The detection of lower limit that this class nationality helps the suction pressure of lower limit detection part makes it possible to not use the camshaft angle sensor that engine is carried out accurate stroke to determine.
The fluctuation suction pressure in addition, adopts and to react the evaluation of the lower limit of actual inlet air amount, although can avoid the controlled quentity controlled variable of engine to become unsettled numerical value as suction pressure.Equally, can adopt the high correlation that has with respect to the definite actual inlet air measurer afterwards of stroke to come accurate Control Engine.
In order to obtain above-mentioned purpose, a fourth aspect of the present invention has been discussed engine stroke and has been determined device, it is characterized in that, in a third aspect of the present invention, described stroke determines that device determines that described signal supervisory instrument detects the time of upper dead center signal for the first time corresponding to compression top dead center after detecting fluctuation suction pressure lower limit.
According to foregoing invention, except the effect of the present invention that third aspect present invention is discussed, stroke determines that device determines that described signal supervisory instrument detects the time of upper dead center signal for the first time corresponding to compression top dead center after the lower limit detection device detects fluctuation suction pressure lower limit.Even do not use the camshaft angle sensor, also can determine compression TDC exactly.
(4) description of drawings
Fig. 1 is an embodiment's an automotive engine system structural representation;
Fig. 2 is applied to the program flow diagram that suction pressure (lower limit) is determined control;
Fig. 3 shows fluctuation suction pressure and its AD numerical value and other schematic representation;
Fig. 4 shows the schematic representation that is fixed on the position of tooth on the crankshaft;
Fig. 5 is used for the program flow diagram that stroke is determined;
Fig. 6 is the sequential chart that shows various performance parameters in the present embodiment automotive engine system;
Fig. 7 shows that best fuel oil injects the schematic representation of sequential;
Fig. 8 is used for the program flow diagram that fuel oil injects control;
Fig. 9 is used to light a fire the program flow diagram of time-oriented sequential control;
Figure 10 shows the schematic representation that is fixed on the position of tooth on the crankshaft in second embodiment's automotive engine system;
Figure 11 is the definite program flow diagram of stroke that is used for second embodiment's automotive engine system;
Figure 12 is the sequential chart that shows various performance parameters in second embodiment's automotive engine system.
(5) embodiment
Determine method now with reference to the engine stroke that accompanying drawing is at length discussed the present invention and comprised, use this stroke of determining method to determine device, and adopt this stroke to determine the engine control unit of device.
Fig. 1 is the automotive engine system structural representation that shows present embodiment.Being installed in automotive engine system on the Motor Vehicle provides the fuel tank 1 of a fuel-in-storage.The oil pump 2 that is arranged in the fuel tank 1 plays a part to inject fuel from fuel tank 1.Reciprocating type simple engine 3 comprises fuel oil injection valve (injection syringe) 4.The fuel oil that is discharged from oil pump 2 offers injection syringe 4 by oil circuit 5.When injection syringe 4 work, the fuel oil that is provided just is injected into gas-entered passageway 6.Air enters into this gas-entered passageway 6 by air cleaner 7 from the outside.Air in gas-entered passageway 6 and injection syringe 4 the fuel oil in the gas-entered passageway that is injected into 6 just mix and formed inflammable fuel oil-air mixture, this mixture by air inlet to firing chamber 8.
In gas-entered passageway 6, be provided with throttle valve 9, it can be operated by predetermined acceleration device (not shown).The opening and closing can regulate of throttle valve 9 from gas-entered passageway 6 air inlets to the firing chamber 8 air quantity (inlet air amount).Set gas-entered passageway 6 also provides the bypass channel 10 of walking around throttle valve 9.In bypass channel 10, be provided with a no load speed control valve (isc valve) 11.The work of this isc valve 11 generally is to be used for being controlled at the no load speed that the state of throttle valve 9 contract fullys is in unloaded engine.
Be arranged on the spark of igniter plug 12 generation response point fire coils 13 fire signals of exporting in the firing chamber 8.Igniter plug 12 and spark coil 13 have constituted an ignition device, and it is used to light the flammability fuel oil-air mixture that offers firing chamber 8.Igniter plug 12 produces spark, makes the flammability mixture explode and burning.Discharge gas after the burning that discharges from firing chamber 8 is discharged to the outside by exhaust steam passage 14.In exhaust steam passage 14, be provided with the catalytic exhaust-gas converter 15 of three-dimensional, be used to purify the gas of being discharged.According to the burning of flammability mixture in firing chamber 8, piston 16 work, rotary crank axle 17, thus make engine can produce the required driving force of Motor Vehicle work.
Motor Vehicle is provided with ignition switch 18, and it can be used to start the work of engine 3.Motor Vehicle also comprises electronic control unit (ECU) 20, and it can be used for the various operations of Control Engine 3.Battery 19 helps ignition switch 18 as the power supply nationality of Motor Vehicle and is connected with ECU 20.When ignition switch 18 was opened, battery 19 just provided power to ECU20.
Set various sensors 21,22,23 in engine 3 may be used to detect the various driving parameters relevant with the working state of engine with 24.These sensors 21-24 all are connected with ECU 20 respectively.Or rather, air inlet pressure sensor 21 is as the suction pressure parts that are arranged in the gas-entered passageway 6, is used to detect the suction pressure pm of throttle valve 9 downstream parts of gas-entered passageway 6 and the electrical signal of this detection numerical value of output expression.Cooling-water temperature sensor 22 is arranged in the engine 3, is used to detect water temperature (temperature of the cooling water) THW of the cooling water that flows through engine 3 and the electrical signal of this detection numerical value of output expression.Rotation speed sensor 23 is as the rotational speed detection part and the TDC signal detecting part that are arranged in the engine 3, be used to detect rotational speed (engine rotational speed) NE of crankshaft 17 and the electrical signal of this detection numerical value of output expression, and detect the TDC signal.Oxygen sensor 24 detects oxygen concentration (output voltage) Ox in the waste gas that is discharged in the exhaust steam passage 14 and exports the electrical signal of this detection numerical value of expression.This oxygen sensor 24 is used to obtain to offer the air-fuel ratio A/F of flammability fuel oil-air mixture of the firing chamber 8 of engine 3.
In the present embodiment, ECU 20 accepts the various signals of above-mentioned each sensor 21-24 output.According to these signals, ECU 20 controls fuel pump 2 respectively, injection syringe 4, and isc valve 11, spark coil 13, suction pressure detects control, fuel oil injects control and control firing time and other control and other device is carried out.Simultaneously, ECU 20 finishes determining of stroke.In the present embodiment, ECU 20 has constituted limit inferior detection part of the present invention and stroke is determined parts.
In the present embodiment, " suction pressure detects control " parts are used to control the evaluation that obtains suction pressure, can eliminate the influence of air inlet fluctuation from aforementioned calculation numerical value according to air inlet pressure sensor 21 detected suction pressure pm." fuel oil injects control " parts are used for adjusting the amount of injection syringe 4 fuel oils injection and the control of time according to the working state of engine 3." control firing time " parts are used for the working state control ignition coil 13 according to engine 3, thus the firing time of control spark plug 12.
As everyone knows, ECU 20 comprises central processing unit (CPU), ROM (read-only memory) (ROM), and random access memory (RAM), standby RAM, outside input circlult, outside output circuit, or the like.ECU 20 has constituted the logical operation circuit of being made up of CPU, ROM, RAM and standby RAM and has connected outside input circlult and outside output circuit by bus respectively.ROM is storing the predetermined control program that is used for the various controls of engine 3 in advance.RAM is storing the CPU result calculated temporarily.Standby RAM preserves the data of storage in advance.CPU finishes above-mentioned various controls according to the testing signal that sensor 21-24 is imported by input circlult under the predetermined control program.
The following describes the processing procedure of suction pressure detection control in the various controls that ECU 20 is finished.In this processing, need to detect the lower limit of suction pressure.Fig. 2 is used for the program flow diagram that suction pressure detects (lower limit pmlo detection) control.ECU20 regularly carries out flow process shown in Figure 2 at interval with preset time.In this embodiment, flow process is to carry out with the time lag of 1ms.
At first, in step 100, ECU 20 reads the current AD numerical value pmad by air inlet pressure sensor 21 detected suction pressure pm.
In step 101, ECU 20 determines that whether current AD numerical value pmad is greater than previous AD numerical value pmado.If what make in this step is sure judgement, show that then suction pressure increases, ECU 20 just represents in step 102 that the sign XPMUP that pressure increases is set to " 1 ".
In step 103, ECU 20 determines that a preceding pressure increases whether sign XPMUPO is " 0 ".If what obtain is to negate to judge, then show once determine the time in the past since suction pressure pm continue to increase, so ECU 20 just goes to step 107 with flow process.On the contrary, if to obtain in step 103 be sure judgement, show into that then pressure p m changes into the increase state from the reduction state, so ECU 20 just goes to step 104 with flow process.
In step 104, ECU 20 determines that preceding AD numerical value pmado are whether less than the CLV ceiling limit value pmhi of AD numerical value pmad.If what obtain is to negate to judge, then show fluctuation owing to air inlet, suction pressure pm reduces, so ECU 20 just goes to step 107.On the contrary, if what obtain in step 104 is sure judgement, ECU 20 just in step 105 with the lower limit pmlo of a preceding AD numerical value pmado as AD numerical value pmad.In the step 105a followed by step 105, ECU 20 is opened to the detection sign of lower limit pmlo the state of ON.So, just can detect lower limit pmlo.
In step 106, ECU 20 is arranged to lower limit pmlo the final evaluation of suction pressure PM.
On the other hand,, show that then suction pressure pm reduces in step 101 if what obtain is to negate to judge, so, ECU 20 just in step 111 preceding pressure increase indicate that XPMUP is set to " 0 ".
In the step 112 followed by step 111, ECU 20 determines that a preceding pressure increases whether sign XPMUPO is " 0 ".If this result of determination is sure, then show once determine the time in the past since suction pressure pm continue to reduce, ECU 20 just goes to step 107.If the result of determination in step 112 negates to show that then the pressure p m of air inlet becomes for reducing, so ECU 20 just is arranged to AD numerical upper limits value pmhi with a preceding AD numerical value pmado in step 113 from increase.
Subsequently, in step 103,104,106,112, or in the step 107 of 113 back, ECU 20 current AD numerical value pmad are set to a preceding AD numerical value pmado.
In step 108, ECU 20 determines that current pressure increases whether sign XPMUP is " 1 ".If what obtain is sure judgement, then ECU 20 preceding pressure increase sign XPMUPO in step 109 is set to " 1 ".If negate, then the just preceding pressure increase of ECU 20 sign XPMUPO is set to " 0 ".In two steps of 109,110, ECU temporarily stops the processing of this flow process.
In above-mentioned flow process, the fluctuation lower limit pmlo that falls into a trap and add atmospheric pressure pm in the working procedure of engine 3, and the lower limit pmlo that calculates is defined as final suction pressure PM, and this suction pressure PM is the evaluation that is used for Control Engine 3 employed suction pressure pm.Therefore, as shown in Figure 3, sampling also relatively and a relevant preceding AD numerical value pmado and the current AD numerical value pmad of fluctuation suction pressure pm reduces or from being reduced to increase from being increased to the reduction of determining suction pressure pm or increase and definite suction pressure pm.A preceding AD numerical value pmado who changes to when reducing from increase is set to CLV ceiling limit value pmhi, and a preceding AD numerical value pmado who changes to when increasing from reduction is set to lower limit pmlo.This lower limit pmlo is defined as final suction pressure PM.
In the automotive engine system of present embodiment, determine by using above-mentioned detected suction pressure PM to carry out stroke.
The formation of automotive engine system in the present embodiment detects TDC (upper dead center) in order to basis from the signal that is fixed on 5 teeth on the crankshaft 17, as shown in Figure 4.Concerning these teeth 25, wherein, four teeth are with being spaced in the periphery of crankshaft 17 of 90 ℃ of A, a remaining tooth then with four teeth in any one differs (delay) 30 ℃ of A and is provided with.
Fig. 5 has shown the flow chart of the program that is applicable to that stroke is determined, has carried out above-mentioned TDC and determine in this program.Fig. 6 is the figure that each parameter changes in the display engine system.In Fig. 6, shown that along time series rotation signal, suction pressure, suction pressure lower limit detect sign, and the quantity of crank.Be noted that ECU 20 carries out flow process shown in Figure 5 termly with predetermined interval.
In step 150, at first ECU 20 determines that TDC judges whether to finish.If this decision structure is sure, show that then the TDC judgement finishes, ECU 20 just goes to step 150.If at step 150 decision structure negate, showing then that TDC judges does not also carry out, and ECU 20 just goes to each TDC determining program that step 157 is applicable to that TDC determines.
In step 151, ECU 20 determines that whether current demand signal is corresponding to interrupted TDC signal.If what obtain is sure judgement, show then to have detected the TDC signal that flow process just goes to step 152.Or rather, as shown in Figure 6, detected TDC signal is respectively at 0 ℃ of A and 360 ℃ of A, so ECU 20 just produces sure judgement in step 151.If produce the judgement negating in step 151, show then not detect the TDC signal that flow process just goes to step 158.
In step 152, ECU 20 judges whether the detection sign of suction pressure lower limit pmlo is in ON (unlatching) state.If this judgement is sure, then ECU 20 just changes the detection sign of lower limit pmlo into the OFF state in step 153.In addition, in step 154, the quantity of crank is set to " 0 ".In step 155, ECU 20 determines that the current time is corresponding to compressing TDC and stroke being determined that sign changes the ON state into and temporarily stops follow-up processing.In the present embodiment, in compression stroke shown in Figure 6, detect suction pressure lower limit pmlo, and the sign of suction pressure lower limit pmlo is set to ON subsequently.When detecting the TDC signal of this state, just can determine that signal detection time is corresponding to compression TDC.So ECU 20 just can come to determine exactly compression TDC according to above-mentioned processing.
On the other hand, if the result of determination of step 152 negate, show that then suction pressure does not reach lower limit, ECU 20 just in step 156 quantity of crank be set to " 4 ".In step 155,20 definite current times of ECU place the ON state corresponding to the sign of discharging TDC and stroke is determined, and temporarily stop follow-up processing.In the present embodiment, as shown in Figure 6, detect the suction pressure lower limit pmlo in compression stroke, and change lower limit pmlo into ON, and change the detection sign of lower limit pmlo into OFF at compression TDC.Therefore, when in the detection at lower limit pmlo is masked as the state of OFF, detecting the TDC signal, just can determine that this signal detection time is corresponding to discharging TDC.Like this, ECU 20 just can determine discharging TDC exactly according to above-mentioned processing.
In step 158, ECU 20 judges that current signal is whether corresponding to above-mentioned mentioned discontinuous signal with the set extra tooth of 30 ℃ of A skew phase places.If obtain sure judgement, then show the signal that has detected extra tooth, flow process just goes to step 159, in the quantity increase by 1 of step 159 crank.If obtain the judgement negating in step 158, shown that then the signal of extra tooth is not interrupted, ECU 20 is temporary transient to stop follow-up processing.
Just as described above, the automotive engine system that present embodiment constitutes makes it possible to carry out determining of stroke according to the detection sign of suction pressure lower limit pmlo and TDC signal.Therefore, can control injected system and ignition system realizes once injecting and once lasting twice rotation (stroke) of igniting.Thereby this load that just can reduce ignition system improves its endurance, and the required electric current that reduces to light a fire makes it to reduce the electrical load of ignition system.Particularly, adopt at Motor Vehicle (for example, motorcycle) under the situation of less battery, the fuel consume performance will be with the increase of electrical load variation, can obtain the improvement that above-mentioned mentioned electrical load reduces just can improve fuel performance.Also can eliminate general stroke and determine required camshaft angle sensor.Therefore, can reduce to improve automotive engine system aspect cost and the volume and weight.
In addition, the stroke that can also distinguish exactly between compression TDC and the discharging TDC is determined, makes it possible to carry out accurately fuel oil and injects time sequence control.In other words, can different fuel oil injection sequential be set according to warm-up mode or working state.In order to reach more accurate, be in low-temperature condition and open on a large scale in the process of throttle valve (WOT) in the startup of engine, can when opening suction valve, control air inlet sequential inject fuel oil, in the engine normal working after heating, can when closing suction valve, control the air inlet sequential and inject fuel oil.Adopting this fuel oil to inject time sequence control can provide required different fuel oils to inject sequential according to the working state of engine, for example, and the conditioned disjunction working state of heating.
Inject time sequence control according to above-mentioned fuel oil, in the low-temperature condition of engine, when opening suction valve, inject fuel oil.The injection of this fuel oil is synchronous with the control air-flow of air inlet.So the atomizing of fuel oil can be fast and can be prevented to be bonded in a large amount of the falling inside of fuel oil of gas-entered passageway 6 wall surfaces.This just can improve combustion regime, and therefore reduces the concentration at HC emissions (hydrocarbon), as shown in Figure 7.This has just improved cold-starting characteristic and the fuel consume in low-temperature condition.
In the engine normal working after heating, opposite with low-temperature condition, fuel oil is to close the concurrently injected of suction valve.This is because the sequential of injecting makes the heat of the engine body that fuel oil energy has more fully been heated heat, thereby further improves the atomizing (gasification) of fuel oil.Therefore, improved the state of burning, and therefore can reduce the HC concentration in the exhaust, as shown in Figure 7.
Open on a large scale under the situation of throttle valve (WOT), fuel oil is concurrently injected at inlet open.The density of air can increase because being injected into the potential heat of gasification of inlet air air-flow intermediate fuel oil.So, just can improve the pack effectiveness of engine.This just can improve moment of torsion (output) and the drive performance and the fuel consume performance of axle as shown in Figure 7.
In the automotive engine system of present embodiment, adopt above-mentioned detected suction pressure PM to carry out the control of fuel oil injection amount.Therefore, the processing details of this fuel oil injection amount control below will be described.Fig. 8 is the program flow diagram of fuel oil injection amount control.ECU 20 carries out flow process shown in Figure 8 with predetermined gap periods ground.
In step 200, at first, ECU 20 at first reads based on the numerical value by the engine rotational speed NE of rotation speed sensor 23 numerical value that detects.
In step 210, ECU 20 reads the numerical value of final suction pressure PM, and in general, the lower limit pmlo of fluctuation suction pressure pm is as final suction pressure PM.This processing of reading in step 210 is to adopt the interrupt mode of above-mentioned flow process to realize, as shown in Figure 2.
In step 220, ECU 20 goes out basic fuel oil injection amount TAUBSE according to engine rotational speed NE that has read and the numerical calculation of suction pressure PM.ECU 20 finishes the calculating of basic fuel oil injection amount TAUBSE with reference to predetermined function data (figure of injection amount).In this performance data, can determine the amount of the inlet air of suction engine combustion chamber 8 according to the numerical value of air inflow PM and engine rotational speed NE, and determine basic fuel oil injection amount TAUBSE corresponding to determined inlet air amount.
In step 230, ECU 20 reads the numerical value based on the coolant water temperature THW of cooling-water temperature sensor 22 detected numerical value.In step 240, ECU 20 calculates and will be used for the correction factor KTHW that heats that basic fuel oil injection amount TAUBSE proofreaies and correct according to the condition of heating of engine 3.
In step 250, ECU 20 reads air-fuel ratio correction factor FAF, and this coefficient is used for the correction to the air-fuel ratio A/F of the flammability fuel oil-air mixture that offers firing chamber 8.Can calculate air-fuel ratio correction factor FAF in another flow process according to oxygen concentration numerical value Ox, wherein oxygen concentration numerical value Ox is by oxygen sensor 24 detected numerical value.
In step 260, ECU 20 calculates the numerical value of final fuel oil injection amount TAU by the basic fuel oil injection amount TAUBSE that proofreaies and correct above calculating based on heat correction factor KTHW and air-fuel ratio correction factor FAF etc.
Subsequently, in step 270, ECU20 controls injection syringe 4 according to the numerical value of final fuel oil injection amount TAU, thereby control is from the amount of fuel oil that injection syringe 4 injects.
In the automotive engine system of present embodiment, be used for the time sequence control of lighting a fire by making of above-mentioned detected final suction pressure PM.Below will explain the processing details of this igniting time-oriented sequential control.Fig. 9 is the program flow diagram that is applicable to the igniting time-oriented sequential control.ECU 20 carries out flow process shown in Figure 9 with preset time gap periods ground.
In step 300, ECU 20 at first reads the numerical value that detects the engine rotational speed NE of numerical value based on rotation speed sensor 23.
In step 310, ECU 20 reads the numerical value of final suction pressure PM, in general, with the lower limit pmlo of fluctuation suction pressure as final suction pressure PM.It is to adopt the interrupt mode of above-mentioned flow process to realize that reading in step 310 handled, as shown in Figure 2.
In step 320, ECU 20 is according to engine 3 rotational speed NE that has read and the numerical calculation basic ignition sequential ITBSE of suction pressure PM.ECU 20 carries out the calculating of basic ignition sequential ITBSE with reference to intended function data (igniting sequential chart).In this performance data, determine to be drawn into the amount of the inlet air of engine 3 firing chamber 8 according to the numerical value of suction pressure PM and engine 3 rotational speed NE, and determine basic ignition sequential ITBSE corresponding to determined inlet air amount.
In step 330, ECU 20 reads coolant water temperature numerical value according to cooling-water temperature sensor 22 detected numerical value.In step 340, according to the coolant water temperature THW that is read, ECU 20 is applicable to the calculating of the correction factor K1 that heats that the correction of basic ignition sequential ITBSE is required according to the condition of heating of engine 3.
In step 350, ECU 20 calculates the numerical value of final igniting sequential IT by the basic ignition sequential ITBSE that proofreaies and correct aforementioned calculation according to the correction factor K1 that heats etc.
Subsequently, in step 360, ECU 20 is by controlling the igniting sequential of spark plug 12 according to the above-mentioned final igniting sequential IT control ignition coil 13 that calculates.
As discussed above, in the automotive engine system of present embodiment, in the working procedure of engine 3, can in gas-entered passageway 6, produce the fluctuation of inlet air, the suction pressure pm that makes air inlet pressure sensor 21 be detected comprises fluctuation.Therefore, as the suction pressure pm of fluctuation during as parameter in the various controlling and driving parameters of engine 3, the factors of instability will appear in control.
Therefore, the present patent application people finds that the lower limit pmlo in the detection numerical value of fluctuation suction pressure pm can accurately send out to answer the actual suction pressure numerical value that sucks the air quantity of firing chamber 8.Therefore, in this automotive engine system, detect the lower limit pmlo of fluctuation suction pressure pm (suction pressure fluctuation), and the evaluation of the final suction pressure PM of conduct.In addition, be used for determining the stroke of engine the detection time of lower limit pmlo (detecting sign).Although fluctuation suction pressure pm, but still can provide the final suction pressure PM of appropriate value and its performance can adopt the inlet air amount to proofread and correct, and carry out stroke exactly and determine.Therefore, can carry out the various controls of engine with very high precision, for example, the control of fuel oil injection amount, fuel oil inject time sequence control and igniting time sequence control.
In the above-described embodiments, having fixed 25, four in five teeth on crankshaft 17 is being spaced and adding in addition with 90 ℃ of A.Another kind of design is that single tooth 25 is fixed on the crankshaft 17, as shown in figure 10.Also can apply the present invention in this design, so just can carry out the stroke of engine 3 simply and determine.In other words, according to the present invention, iff being to have only on the fixing crankshaft of a tooth, the stroke that also can access engine is determined.Therefore, understand the processing details of determining in the situation down stroke of only having only a tooth to be fixed on crankshaft below in brief.
Figure 11 is the program flow diagram that second embodiment's stroke is determined.Figure 12 has shown the variation that causes each parameter in the system in this embodiment.In Figure 12, shown that along time series rotation signal, suction pressure and suction pressure lower limit detect sign.It should be noted that ECU 20 carries out flow process shown in Figure 11 with preset time gap periods ground.
On the other hand, if above-mentioned result of determination negate, show that then suction pressure does not reach lower limit, ECU 20 just determines that the current time is corresponding to discharging TDC.In the present embodiment, as shown in Figure 12, detect suction pressure lower limit pmlo in the compression stroke process, and open the detection sign of lower limit pmlo subsequently, still, when compression TDC, the detection sign of lower limit pmlo is closed.So when detecting the TDC signal in the detection sign OFF of lower limit pmlo state, the detection time that just can determine signal is corresponding to discharging TDC.Like this, ECU 20 can determine discharging TDC exactly according to above-mentioned processing procedure.
As discussed above, even only have only a tooth to be fixed on the crankshaft 17,, lower limit pmlo can compress determining between TDC and the discharging TDC exactly but detecting the use of sign, the same effect of similar the foregoing description is provided.
The present invention is not limited to the foregoing description, and can realize with other form, and does not break away from above-mentioned spirit and essential characteristic.For example, also can adopt following alternate manner.
(1) in the above-described embodiments, stroke according to the present invention determines that method and stroke determine that device is to realize with the automotive engine system that comprises simple engine 3.In addition, this system also can realize with other automotive engine system of twin-tub, three cylinders or more cylinder engine.
(2) in the above-described embodiments, five teeth (four tooth be spaced with 90 ℃ of A and add in addition) or single tooth are fixed on the crankshaft 17, are used for the detection of TDC.The number that is fixed on tooth on the crankshaft 17 can be two, three, four or six and more a plurality of.If tooth be with bigger fixed number on crankshaft 17, just can come Control Engine, but this causes the shortcoming of cost aspect with higher precision.Comprehensive desired control precision and cost just can be determined the optimal number of tooth.It should be noted that under the situation of two teeth,, so just can not detect TDC if these two teeth are fixing with symmetric relation.Therefore just must fix this two teeth with asymmetrical relation.
(3) in the above-described embodiments, in the flow chart of Fig. 2, the actual lower limit value pmlo of fluctuation AD numerical value pmad and limit value pmli have in fact been detected.On the other hand, owing to backwash and can not obtain CLV ceiling limit value pmli and lower limit pmlo exactly in the firing chamber that produces in the full load state of engine, in this case, the monitored value relevant with lower limit pmlo with CLV ceiling limit value pmli can be set, make to detect CLV ceiling limit value pmli and lower limit pmlo in monitored value, thereby avoid the error-detecting of suction pressure PM.
Effect of the present invention
According to first aspect present invention, can under the condition of not using the camshaft angle sensor, determine internal combustion The stroke of machine, and can adopt the high correlation relevant with actual inlet air amount to carry out exactly internal combustion The control of machine, thus excellent stability and reliability is provided.
According to second aspect present invention, can under the condition of not using the camshaft angle sensor, determine internal combustion The compression top dead center of machine, and can adopt the high correlation relevant with actual inlet air amount to advance exactly The control of row internal combustion engine, thus excellent stability and reliability is provided.
According to third aspect present invention, can under the condition of not using the camshaft angle sensor, determine internal combustion The stroke of machine, and can adopt the high correlation relevant with actual inlet air amount to carry out exactly internal combustion The control of machine, thus excellent stability and reliability is provided.
According to fourth aspect present invention, can under the condition of not using the camshaft angle sensor, determine internal combustion The compression top dead center of machine, and can adopt the high correlation relevant with actual inlet air amount to advance exactly The control of row internal combustion engine, thus excellent stability and reliability is provided.
Claims (4)
1. an engine stroke is determined method, it is characterized in that, it comprises following step:
The lower limit that in engine one-period process, detects at least one upper dead center signal and detect the fluctuation suction pressure in the engine working state; And
Determine the stroke of engine according to the relation between the detection time of the lower limit of detection time of upper dead center signal and fluctuation suction pressure.
2. engine stroke according to claim 1 is determined method, it is characterized in that, determines that according to the relation between the detection time of the lower limit of detection time of upper dead center signal and fluctuation suction pressure the stroke of engine comprises:
Determine to detect the time of upper dead center signal corresponding to compression top dead center for the first time later on detecting fluctuation suction pressure lower limit.
3. an engine stroke is determined device, it is characterized in that it comprises:
Be used for detecting the signal supervisory instrument of at least one upper dead center signal at the one-period of engine;
Be used to detect the suction pressure detection device of engine air admittance pressure;
Be used for detecting the lower limit detection device of the lower limit of engine working state fluctuation suction pressure according to the detection numerical value of suction pressure detection device; And
Determine that the stroke of engine stroke determines device the detection time that is used for the detection time of the lower limit that detects according to the lower limit detection device and the upper dead center signal that signal supervisory instrument detects.
4. determine device according to the described stroke of claim 3, it is characterized in that described stroke determines that device determines that described signal supervisory instrument detects the time of upper dead center signal for the first time corresponding to compression top dead center after detecting fluctuation suction pressure lower limit.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002172473 | 2002-06-13 | ||
| JP2002172473A JP4033718B2 (en) | 2002-06-13 | 2002-06-13 | Stroke discrimination method and stroke discrimination device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1470756A CN1470756A (en) | 2004-01-28 |
| CN100460654C true CN100460654C (en) | 2009-02-11 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB031430317A Expired - Fee Related CN100460654C (en) | 2002-06-13 | 2003-06-13 | Stroke determining method of IC engine and stroke determining apparatus using said method |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP4033718B2 (en) |
| CN (1) | CN100460654C (en) |
| IT (1) | ITMI20031161A1 (en) |
| TW (1) | TWI230758B (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100835696B1 (en) * | 2007-05-17 | 2008-06-05 | 주식회사 대성지이-쓰리 | Cycle displaying method of automobile engine and apparatus thereof |
| DE102007058227B4 (en) * | 2007-12-04 | 2019-01-31 | Robert Bosch Gmbh | Method for operating an internal combustion engine and control or regulating device for an internal combustion engine |
| FR2925593B1 (en) * | 2007-12-20 | 2014-05-16 | Renault Sas | METHOD FOR GENERATING A SYNCHRONIZATION SIGNAL OF THE OPERATING CYCLE OF AN INTERNAL COMBUSTION ENGINE |
| US7913545B2 (en) * | 2008-04-30 | 2011-03-29 | GM Global Technology Operations LLC | Time and angle based cylinder pressure data collection |
| CN102562338B (en) * | 2010-12-29 | 2015-04-15 | 上海汽车集团股份有限公司 | Timing judgment method for engine |
| BR112019019950A2 (en) * | 2017-03-30 | 2020-04-28 | Honda Motor Co Ltd | internal combustion engine |
| TWI634262B (en) * | 2017-09-08 | 2018-09-01 | 光陽工業股份有限公司 | Phase determination method for multi-cylinder engine |
| DE102018200521A1 (en) * | 2018-01-15 | 2019-07-18 | Robert Bosch Gmbh | Method for determining a position of an internal combustion engine |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5402675A (en) * | 1990-01-26 | 1995-04-04 | Robert Bosch Gmbh | Method for recognizing the power stroke of a four-stroke engine |
| CN1084837C (en) * | 1997-02-13 | 2002-05-15 | 本田技研工业株式会社 | Four circulation engine stoke distinguishing device |
| JP2002147269A (en) * | 2000-11-09 | 2002-05-22 | Yamaha Motor Co Ltd | Engine control device |
-
2002
- 2002-06-13 JP JP2002172473A patent/JP4033718B2/en not_active Expired - Fee Related
-
2003
- 2003-04-16 TW TW92108786A patent/TWI230758B/en not_active IP Right Cessation
- 2003-06-10 IT IT001161A patent/ITMI20031161A1/en unknown
- 2003-06-13 CN CNB031430317A patent/CN100460654C/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5402675A (en) * | 1990-01-26 | 1995-04-04 | Robert Bosch Gmbh | Method for recognizing the power stroke of a four-stroke engine |
| CN1084837C (en) * | 1997-02-13 | 2002-05-15 | 本田技研工业株式会社 | Four circulation engine stoke distinguishing device |
| JP2002147269A (en) * | 2000-11-09 | 2002-05-22 | Yamaha Motor Co Ltd | Engine control device |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2004019482A (en) | 2004-01-22 |
| ITMI20031161A0 (en) | 2003-06-10 |
| JP4033718B2 (en) | 2008-01-16 |
| ITMI20031161A1 (en) | 2003-12-14 |
| CN1470756A (en) | 2004-01-28 |
| TWI230758B (en) | 2005-04-11 |
| TW200307783A (en) | 2003-12-16 |
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