EP0228547B1 - Verfahren zum Messen und Einstellen des Zündwinkels an einer Brennkraftmaschine - Google Patents

Verfahren zum Messen und Einstellen des Zündwinkels an einer Brennkraftmaschine Download PDF

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Publication number
EP0228547B1
EP0228547B1 EP86115860A EP86115860A EP0228547B1 EP 0228547 B1 EP0228547 B1 EP 0228547B1 EP 86115860 A EP86115860 A EP 86115860A EP 86115860 A EP86115860 A EP 86115860A EP 0228547 B1 EP0228547 B1 EP 0228547B1
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EP
European Patent Office
Prior art keywords
angle
firing
internal combustion
combustion engine
rotation transmitter
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
EP86115860A
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German (de)
English (en)
French (fr)
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EP0228547A3 (en
EP0228547A2 (de
Inventor
Robert Euringer
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.)
Audi AG
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Audi AG
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Filing date
Publication date
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Publication of EP0228547A2 publication Critical patent/EP0228547A2/de
Publication of EP0228547A3 publication Critical patent/EP0228547A3/de
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Publication of EP0228547B1 publication Critical patent/EP0228547B1/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
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/02—Checking or adjusting ignition timing

Definitions

  • the invention relates to a method for measuring and adjusting the ignition angle on an internal combustion engine according to the preamble of claim 1.
  • rotating marks in particular on the flywheel, are flashed on in a known manner with a flashing light strobe (flash gun) and thus seemingly brought to a standstill.
  • the distributor housing is rotated and adjusted in a suitable position using a clamping screw.
  • This ignition adjustment is carried out in the same way both in the customer service workshops and by the engine and vehicle manufacturers on so-called break-in test benches.
  • This setting method has a number of disadvantages.
  • a serious disadvantage is that the setting is made with the engine running.
  • engine vibrations in particular torsional vibrations of the crankshaft and possibly intermediate shafts, are undesirably included in the measurement and falsify the result and thus the ignition angle setting.
  • undesirable tolerances and different flanks of the teeth of transmission parts when the engine is running are included in the ignition angle measurement.
  • the ignition angle measurement with the stroboscope is subjectively influenced by the operator depending on the angle of view, sensitivity of the setting and conscientiousness.
  • Engine or vehicle manufacturers require a high level of personnel and costs to set the ignition angle.
  • the ignition angle setting with flash guns can hardly be automated or only with great difficulty.
  • a known device for measuring the ignition angle (FR-A-1 289 582) consists of a disc connected to the crankshaft, which carries a magnetic tape on the circumference. This magnetic tape runs past a magnetic reading head, in which 360 pulses are generated per revolution of the disc, one pulse per degree of angle. A mark is also attached to the disc, which indicates the top dead center position of the piston at a certain position. This marking is optically scanned, as a result of which an electrical pulse is obtained via a photoelectric cell when the piston passes through top dead center. This pulse is used to open an electrical gate circuit. After opening the gate circuit, the rotation angle pulses are added up in the form of a voltage staircase function. During ignition, an ignition pulse is tapped at the interrupter, which closes the gate circuit. The total staircase voltage is thus a measure of the ignition angle between top dead center and the ignition point. The staircase voltage obtained is processed further in the circuit. The ignition angle can be determined with the help of an oscillograph.
  • the measurement of the ignition angle should also take place in the usual way with the engine running.
  • the ignition angle is precisely adjustable, the engine can be operated in the desired manner close to the knock limit, whereby a high performance is achieved with optimal combustion. This results in better exhaust gas values and lower consumption. With the current relatively imprecise setting with tolerances of two and more angular degrees, a larger safety distance from the knock limit is maintained from the outset.
  • the object of the invention is to provide a method for measuring and setting the ignition angle on an internal combustion engine, which leads to precise setting values and is easy to handle.
  • a rotary encoder with pulse output is used, which is connected to the internal combustion engine during the measurement and adjustment in a rotationally driven manner.
  • the rotary encoder is essentially a disk with slots or marks distributed around the circumference, as a result of which a certain number of pulses are emitted per unit of rotation. These pulses are counted in a counter from the ignition point to the top dead center of the corresponding piston or, in the case of retarded ignition, from top dead center to the ignition point and are displayed in a digital display device. Reading errors are practically impossible thanks to the digital display.
  • the ignition angle setting can be carried out particularly advantageously when the engine is cold, the rotating parts of the internal combustion engine being driven at a relatively low speed with the aid of an external drive, in particular with an electric motor. This eliminates inaccuracies and falsifications of the measurement result largely avoided by vibrations of the engine, in particular torsional vibrations of the crankshaft, and by different and changing flank systems of toothings, since the external drive takes place uniformly in one direction.
  • the speed of the third-party drive can be freely selected within wide limits, since the angle encoder emits the angle angle pulses independently of the speed of rotation.
  • a rotary encoder is expediently used, which emits 3,600 pulses for one revolution. This corresponds to 10 pulses per angular degree, so that a resolution to a tenth of a degree is possible.
  • the counted pulse values can be displayed directly and read off as degrees.
  • an (electronic) conversion factor is required to determine the degrees of the ignition angle (Claim 2).
  • the rotation angle transmitter also generates the trigger pulse for the top dead center of the associated piston.
  • Rotary angle encoders with such an additional start pulse are available on the market. For the purpose of firing angle measurement, it is necessary to start this pulse correlate with top dead center.
  • an alignment mark is usually attached to the flywheel, which indicates a direct correlation between the piston position and the position of the flywheel in the same place for each engine of the same type.
  • the setting is expediently carried out in such a way that the top dead center of the piston is determined, for example, with a dial gauge and the rotor is rotated relative to the stator of the rotary angle encoder until the start pulse.
  • the angle of rotation can either as described on the flywheel or from the engine face, for. B. be placed together with the drive.
  • the rotary encoder can also be placed instead of the distributor finger when the distributor cap is removed. If, in this case, the dead center pulse is to be emitted directly from the rotary encoder, appropriate alignment marks on the motor would also be required in this area.
  • this dead center pulse can come from the adjusted rotary encoder itself or, according to claim 4, can be determined and available by direct measurement and scanning of the piston position be put.
  • Some already known measurements consist of ultrasound, laser, X-ray measurements, which are expediently carried out through the spark plug opening when the spark plug is unscrewed.
  • Such a separate measurement of the top dead center for the end of the count or the start of the count in the event of a late ignition can be advantageous, particularly in the customer service area, where existing alignment marks are not or difficult to access for the rotary encoder.
  • the ignition pulse signal is simply tapped directly at the distributor. Hall switches are usually used today to initiate the ignition process, the signal of which can be used edge-controlled as a trigger signal for gate control, so that very precise triggering and gate control is achieved.
  • a manufacturer can also use reproducibility for later customer service to adjust the mean value more precisely Retain all cylinders and adjust them on the assembly line in accordance with the subsequent customer service settings to only one cylinder.
  • a relatively wide gate is provided on the counter, in which the triggered gate area for the counting and measurement of the desired cylinder lies, other pulses, for. B. ignition pulses from the Hall switch for the other cylinders can not trigger.
  • the basic setting of the ignition angle is usually carried out under idle conditions. However, the ignition angle is usually adjusted in other operating conditions of the engine with the help of a vacuum box and the intake manifold pressure. Depending on the design of the distributor, the vacuum box is either loaded or unloaded when the engine is idling. In order to be able to simulate the idling condition for the ignition angle setting on the cold engine, if necessary, the vacuum can is moved to a stop using a vacuum pump. The pressures required for this are relatively low, so that a correspondingly small vacuum pump can also be used.
  • any adjustment of the distributor housing that may be necessary can be automated by comparing the target and actual values and using manipulators (robot arms). This is particularly advantageous and inexpensive for the series production of engines.
  • the setting can be verified and the basic setting can be used.
  • an internal combustion engine 1 is schematically indicated by its crankshaft 2, on which a flywheel 3 is attached to the right side and a toothed belt wheel 4 is attached to the left side.
  • An intermediate shaft 7 is driven via a toothed belt 5 and a further toothed belt wheel 6, which in turn leads into an ignition distributor housing 8 and drives a distributor finger 9 there.
  • the ignition distributor housing 8 can be fixed with a clamping screw 10 after the ignition angle setting.
  • a vacuum box 11 known per se is attached to the distributor housing 8.
  • a rotor 12 of a rotation angle sensor 13 is connected in a rotationally driven manner via a lever 14.
  • a stator 15 of the angle encoder 13 is fixed by supports 16 by means of fixed adjustment points 17 on the engine block. Existing fitting holes for the transmission attachment are expediently used as adjustment points.
  • the rotor 12 of the rotation angle sensor 13 has 3,600 marks distributed over the circumference (see FIG. 2, where only a part of the marks 18 is attached for the sake of clarity), each of which emits a rotation angle pulse when passing a sensor on the stator 15.
  • the rotary encoder, or the stator 15 with the supports 16 and the rotor 12 with the lever 14 are adjusted so that a special mark 19 on the rotor 12 (see FIG. 2) lies opposite the stator 15 so that a start pulse or Dead center pulse is generated.
  • An external drive 20 is shown with arrows on the toothed belt wheel 4.
  • the external drive can be an electric motor, for example, but a manual drive using a crank is possible.
  • the output of the angle encoder 13 emits angle of rotation pulses and the adjusted dead center pulse which is assigned to the mark 19.
  • This output 21 is fed to the input of a counter 22 with memory and a digital display 23.
  • an output 24 of a (not shown) Hall switch in the ignition distributor housing 8 is fed to the counter 22.
  • an external drive 20 drives the crankshaft 2 and the flywheel 3.
  • the lever connection 14 also rotates the rotor 12 of the rotary angle sensor 13 and the intermediate shaft connection 7 rotates the shaft with the Hall switch in the distributor housing 8.
  • a gate input on the counter 22 is opened with the ignition pulse from the Hall switch (Z1 in FIG. 2) and the counting process is thus started. From here on, all the rotation angle pulses that are assigned to the marks 18 run into the counter and are counted and recorded in a memory.
  • the counting process is ended when the mark 19 or. OT is reached.
  • the stored value is then fed to the digital display 23 and displayed there until the next counting result.
  • the display shows the angular degrees directly to a tenth of a degree. If an ignition angle setting is to be made after TDC, the counting process is started with the dead center pulse and ended with the ignition pulse (see Z2 in FIG. 2).
  • the method according to the invention provides an accurate, easy-to-use and automatable ignition angle setting.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP86115860A 1985-12-14 1986-11-14 Verfahren zum Messen und Einstellen des Zündwinkels an einer Brennkraftmaschine Expired - Lifetime EP0228547B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3544249 1985-12-14
DE3544249A DE3544249C1 (de) 1985-12-14 1985-12-14 Verfahren zum Messen und Einstellen des Zuendwinkels an einer Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP0228547A2 EP0228547A2 (de) 1987-07-15
EP0228547A3 EP0228547A3 (en) 1987-11-04
EP0228547B1 true EP0228547B1 (de) 1991-09-11

Family

ID=6288436

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86115860A Expired - Lifetime EP0228547B1 (de) 1985-12-14 1986-11-14 Verfahren zum Messen und Einstellen des Zündwinkels an einer Brennkraftmaschine

Country Status (3)

Country Link
EP (1) EP0228547B1 (nl)
DE (2) DE3544249C1 (nl)
ES (1) ES2025051B3 (nl)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1944503A3 (en) * 2006-12-28 2010-03-24 Seat, S.A. Automated process for verifying the timing of an internal combustion engine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1184756A (fr) * 1957-10-10 1959-07-24 Dispositif pour le contrôle de l'allumage des moteurs à explosion
FR1289582A (fr) * 1959-12-18 1962-04-06 Union Tech De L Automobile Dispositif permettant l'étude des variations dans le temps des positions limites d'organes en mouvement
US3101611A (en) * 1960-07-20 1963-08-27 Socony Mobil Oil Co Inc Analyzer for internal combustion engines
US3243997A (en) * 1962-07-27 1966-04-05 Socony Mobil Oil Co Inc Analyzer for internal combustion engines
US3777559A (en) * 1972-04-21 1973-12-11 Northrop Corp System for analyzing engine performance
DE3146185C2 (de) * 1981-11-21 1987-08-20 Daimler-Benz Ag, 7000 Stuttgart Verfahren zur Einstellung einer bestimmten Winkellage der Kurbelwelle einer Brennkraftmaschine und Vorrichtung zur Durchführung dieses Verfahrens

Also Published As

Publication number Publication date
DE3544249C1 (de) 1987-04-23
DE3681424D1 (nl) 1991-10-17
EP0228547A3 (en) 1987-11-04
EP0228547A2 (de) 1987-07-15
ES2025051B3 (es) 1992-03-16

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