EP0443175B1 - Installation d'allumage pour moteurs à combustion - Google Patents

Installation d'allumage pour moteurs à combustion Download PDF

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Publication number
EP0443175B1
EP0443175B1 EP90124794A EP90124794A EP0443175B1 EP 0443175 B1 EP0443175 B1 EP 0443175B1 EP 90124794 A EP90124794 A EP 90124794A EP 90124794 A EP90124794 A EP 90124794A EP 0443175 B1 EP0443175 B1 EP 0443175B1
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EP
European Patent Office
Prior art keywords
signal
phase
ignition system
ignition
crankshaft
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
EP90124794A
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German (de)
English (en)
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EP0443175A3 (en
EP0443175A2 (fr
Inventor
Karl Ing.(Grad.) Ott
Helmut Dipl.-Ing. Denz
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0443175A3 publication Critical patent/EP0443175A3/de
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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
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/008—Reserve ignition systems; Redundancy of some ignition devices
    • 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
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/067—Electromagnetic pick-up devices, e.g. providing induced current in a coil
    • 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
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/077—Circuits therefor, e.g. pulse generators
    • F02P7/0775—Electronical verniers

Definitions

  • the invention relates to an ignition system for internal combustion engines, with a reference mark transmitter, in particular a crankshaft transmitter (KW transmitter), which supplies a reference mark assigned to a specific crankshaft angular position per crankshaft revolution, and with a phase transmitter, which in particular as a camshaft transmitter interacting with the camshaft of the internal combustion engine (NW- Encoder) is formed and which generates a number of phase signals assigned to the number of cylinders of the internal combustion engine from the camshaft position within two crankshaft revolutions, one of the phase signals being used to form a cycle signal which indicates the start of an ignition cycle.
  • a reference mark transmitter in particular a crankshaft transmitter (KW transmitter)
  • KW transmitter crankshaft transmitter
  • NW- Encoder camshaft transmitter interacting with the camshaft of the internal combustion engine
  • emergency operation can take place on the basis of the phase signals of the Hall sensor provided with a Hall diaphragm, since a control unit of the internal combustion engine can recognize the start of an ignition cycle on the basis of the broader phase signal.
  • a fixed emergency running ignition angle is defined, the ignition coil being charged when the leading edge of each phase signal occurs and the ignition being triggered when the respective trailing edge of the phase signals occurs.
  • the detection of the phase signal characterizing the start of the ignition cycle at certain operating points with the above-mentioned method is not always possible with certainty, so that incorrect control and thus damage to the internal combustion engine and / or overloading operating conditions can occur.
  • the publication WO-A-88/01692 describes a device for controlling an internal combustion engine of a motor vehicle with a sensor system with an encoder disk rotating with a shaft of the internal combustion engine, which is opposed by a fixed receiving element.
  • the circumference of the encoder disk is provided with a number of segments proportional to the number of cylinders. At least one of the segments is assigned a permanent magnet as a marking.
  • the signals generated by the segments or by the permanent magnet in the receiving element are fed to a control circuit for the ignition, injection and the like of the motor vehicle. It is therefore possible to precisely assign the ignition pulses for a high-voltage distribution without a distributor using a single transmitter.
  • the ignition system according to the invention has the advantage that in the event of a failure of the KW transmitter in systems with a stationary or rotating ignition distribution, emergency operation is possible at any operating point, since the start of an ignition cycle is flawless, even with dynamic changes in state. is recognized by the computer of a control unit of the internal combustion engine.
  • an identification signal is arranged between a first phase signal assigned to a specific cylinder and the adjacent phase signal following it, which together with the associated first phase signal forms the cycle signal.
  • the phase encoder delivers a cycle signal every 720 ° crankshaft angle, which consists of a phase signal and an identification signal, which enables absolutely reliable detection of the start of the ignition cycle. Even taking dynamic changes into account, the start of the ignition cycle can be reliably detected since, as in the prior art, it does not indicate an increased signal width, but is switched to a "double signal" during emergency operation.
  • cylinder detection is possible after a crankshaft revolution at the latest if the phase signal assigned to the cycle signal has a larger signal width than the other phase signals.
  • the reference mark then coincides in time with the broader phase signal. This occurs every 720 °, so that in the event of a collapse within a 360 ° period, either the cylinder starting the ignition cycle (e.g. cylinder 1) is recognized or is not recognized due to non-collapse, which means that a cylinder definition is also perfectly possible in the latter case.
  • the identification signal is preferably an identification pulse which immediately follows the assigned phase signal.
  • the phase signals are preferably formed by negative pulses. This means that an existing signal amplitude reduces its value in the area of the phase signals.
  • the identification pulse has a pulse width which corresponds to 10 ° crankshaft rotation (crankshaft angle).
  • a pulse pause follows this.
  • the pulse pause preferably corresponds to 10 ° crankshaft rotation.
  • the signal width of the phase signals preferably decreases as the number of cylinders increases.
  • the signal width of the phase signal assigned to the identification signal corresponds to approximately 90 ° and the other phase signals to approximately 40 ° crankshaft angle.
  • the signal width of the phase signal associated with the identification signal corresponds to approximately 80 ° and the other phase signals to approximately 30 ° crankshaft angle.
  • the signal width of the phase signal associated with the identification signal corresponds to approximately 70 ° and the other phase signals to approximately 40 °.
  • An eight-cylinder internal combustion engine provides that the signal width of the phase signal assigned to the identification signal corresponds to approximately 70 ° and the other phase signals to approximately 30 ° crankshaft angle.
  • the leading edges of the phase signals start the charging time for the ignition coil, the trailing edges of the phase signals triggering the ignition.
  • the charging time can begin with the trailing edges of the phase signals and the ignition can take place after a fixed charging time. This avoids excessive charging times, which could lead to the destruction of the ignition coil or output stage.
  • the identification signal is masked out by the control unit of the internal combustion engine after cylinder identification (cylinder 1 detection) has been carried out using the cycle signal.
  • This blanking that is to say non-processing, is necessary so that the edges of the identification signal do not lead to the ignition coil being charged here or the ignition pulse being emitted.
  • FIG. 1 shows various diagrams for four, six, eight and five-cylinder internal combustion engines and in FIG. 2 a block diagram of a circuit arrangement.
  • an ignition system for internal combustion engines which has a crankshaft sensor (KW sensor) and a phase sensor.
  • the ignition of this internal combustion engine is controlled by means of an engine control unit, taking engine and operating data into account.
  • the KW transmitter preferably works together with a ring gear of the crankshaft of the internal combustion engine, the individual teeth of the ring gear causing a change in the electrical signal supplied by the KW generator. Since teeth and tooth gaps of the ring gear alternate when the engine rotates, the KW transmitter emits a type of alternating voltage, from which, for. B. the speed of the internal combustion engine can be determined by the control unit.
  • the ring gear has a particularly large tooth gap (e.g.
  • the reference mark BM thus occurs for each crankshaft revolution of the internal combustion engine. It is preferably before the top dead center TDC of a specific cylinder (e.g. cylinder 1). In particular, it is provided that in four-cylinder internal combustion engines, the reference mark approximately 80 ° before top dead center TDC, in six-cylinder internal combustion engines about 70 ° before top dead center TDC, in eight-cylinder internal combustion engines approximately 60 ° before top dead center TDC and in five-cylinder internal combustion engines is approximately 60 ° before top dead center TDC of cylinder 1. This is indicated in FIG. 1 and can be seen from the diagrams shown there.
  • the reference mark BM (in ° crankshaft angle (KW)) is shown at the top on the abscissa of the diagram. Below this, the course of the t R pulses is shown in area I for a four-cylinder internal combustion engine. Below that, the top dead center OT is shown with the associated cylinder number. The phase signal curve then follows. Finally, the start of the ignition on the trailing edge 10 ° before top dead center is shown below.
  • the reference mark BM is approximately 80 ° before top dead center.
  • a corresponding structure is shown in area II of the diagram, which applies to a six-cylinder internal combustion engine.
  • the reference mark BM is approximately 70 ° before top dead center OT.
  • area III there follows the representation for an eight-cylinder internal combustion engine and in area IV a corresponding signal curve for a five-cylinder internal combustion engine.
  • the reference mark is approximately 60 ° before top dead center OT; in the five-cylinder internal combustion engine, the reference mark is approximately 60 ° before top dead center OT.
  • the ignition starts on the trailing edge 10 ° before top dead center.
  • phase signal curve shown in the diagram for each engine version, of a phase transmitter which interacts with the camshaft of the associated internal combustion engine has phase signals assigned to each cylinder, which are formed by negative pulses. Negative pulses mean that there is an amplitude reduction in the area of each phase signal. Since the crankshaft of the internal combustion engine runs twice as fast as the camshaft, the phase generator supplies the phase signals within an ignition cycle of 720 °.
  • the beginning of an ignition cycle is formed by a cycle signal Z which is assigned to the specific cylinder (eg cylinder 1) already mentioned.
  • the cycle signal Z is composed of a first phase signal assigned to the specific cylinder and an identification signal.
  • the phase signals are denoted by P and the identification signal by K.
  • the identification signal K is designed as an identification pulse, which immediately follows the assigned, first phase signal PE. It is followed by an impulse pause L.
  • FIG. 1 also shows t R pulses. These are synchronous pulses generated by the computer of the control unit as a reference. The basis for this is the AC signal from the KW encoder.
  • the arrangement is such that the reference mark BM is at 0 ° crankshaft position (KW), 360 ° crankshaft position (KW), 720 ° crankshaft position (KW) etc.
  • the first phase signal PE belonging to the respective cycle signal Z is located in relation to the reference mark BM assigned to the 0 ° and 720 ° crankshaft position (KW) such that the latter lies in time within the length of the corresponding first phase signals PE.
  • the first phase signal PE is therefore wider than the other phase signals P.
  • the reference mark BM assigned to the 360 ° crankshaft position (KW) does not fall into a phase signal P. This enables a clear cylinder assignment.
  • the signal width of the first phase signal PE corresponds to 90 ° crankshaft angle.
  • the identification signal K which has a pulse width of 10 ° crankshaft angle (crankshaft rotation).
  • the subsequent pulse pause L corresponds to 10 ° crankshaft angle.
  • the individual phase signals P have a width of 40 ° crankshaft rotation.
  • the distance between the reference mark BM assigned to the 360 ° crankshaft position (KW) and the leading edge of the following phase signal P is 30 ° crankshaft rotation.
  • a first phase signal with a width of 80 ° crankshaft angle is provided for an internal combustion engine with six cylinders.
  • this signal width is 70 ° crankshaft angle in each case.
  • identification signal K and pulse pause L are formed in the same way as in a four-cylinder internal combustion engine.
  • the six-cylinder internal combustion engine has phase signals P with a width of 30 ° crankshaft angle. This also applies to an eight-cylinder internal combustion engine.
  • the signal width mentioned is 40 ° crankshaft angle.
  • the distance from the reference mark belonging to the 360 ° crankshaft position (KW) to the leading edge of the following phase signal is 20 ° crankshaft angle in each case for the six-cylinder and eight-cylinder internal combustion engines. In the five-cylinder internal combustion engine, this distance is 22 ° crankshaft angle.
  • a clear cylinder assignment / identification is possible even after a crankshaft angle of 360 °, since either a reference mark BM is detected within a first phase signal PE or a reference mark BM which lies outside a phase signal P.
  • the t R pulse output is carried out by the control unit using the signal supplied by the KW encoder. The t R pulses serve to determine the injection times of the fuel (Ti signals).
  • cylinder identification is possible on the basis of the identification signal K.
  • the cycle signal Z which characterizes the beginning of an ignition cycle, can always be found unambiguously — also in dynamic operating cases.
  • the cylinder 1 can therefore be correctly recognized within 720 ° crankshaft angle.
  • the ignition output is controlled via the phase signals of the phase generator in emergency operation.
  • the t R pulses can no longer be used because they depend on the failed KW transmitter.
  • the procedure is such that the ignition coil current is switched on at each leading edge of a phase signal PE, P and the ignition occurs with the trailing edge of each phase signal PE, P.
  • a fixed switch-on time of the ignition coil starting from the trailing edge can be output, which is preferably dependent on the battery voltage. This is shown in the figure by the high-voltage arrow.
  • a cylinder identification is not necessary for the rotating distribution, since there is a fixed assignment between the distributor finger and the cylinder.
  • the ignition output is also via the phase signals PE, P controlled.
  • the position of the start of the charging time of the ignition coil and the delivery of the ignition pulses take place in the same way as in the rotating distribution described above.
  • cylinder identification (cylinder 1 detection) is required.
  • a cylinder-1 identification is carried out on the basis of the detection signal K according to the invention and then the ignition is carried out, as already described.
  • the pulse pause L which follows the identification signal K is then masked out, so that due to the pulse edges no counting error occurs which would lead to the delivery of ignition pulses at wrong times.
  • the emergency operation described is possible for internal combustion engines of any number of cylinders.
  • SEFI injection sequential fuel injection
  • certain variables e.g. speed, pre-storage, injection time, etc.
  • SEFI- ⁇ C slave microcontroller
  • this transmission takes place synchronously with the tR pulses.
  • t R pulses are missing in emergency operation, replacement t R pulses are output on the positive edges of the phase signals PE, P, which are used as the basis for the injection pulses (Ti pulses).
  • PE, P which are used as the basis for the injection pulses
  • it is necessary that the edges of the pulse pause are suppressed after the identification signal K so that they do not erroneously serve as a replacement t R pulse edge.
  • the change in angle (crankshaft angle) of the t R pulses compared to normal operation in emergency mode must be accepted.
  • the start of injection (Ti pulses) is also placed on the positive segment edge after each (number of cylinders / 2) phase signals. An exact cylinder assignment of the Ti position cannot be maintained if there is no cylinder detection.
  • group injection In the case of group injection, if there is no cylinder assignment in emergency operation, the system switches to simultaneous injection or the wrong cylinder assignment is used, which is permissible for emergency operation. If cylinder detection can take place, group injection can be maintained. It then makes sense to assign the Ti start for the first group to the phase signal p, which follows the phase signal PE at a distance (number of cylinders / 2) -1. This assignment is useful for four, six and eight-cylinder internal combustion engines.
  • This speed threshold can preferably be dependent on the battery voltage.
  • counting a time from the trailing edge of the previous cylinder the duty cycle of the coil can be extended to the necessary time (quasi segment system).
  • FIG. 2 shows a block diagram of the arrangement described.
  • the internal combustion engine 10 has a camshaft NW and a crankshaft KW.
  • Crankshaft KW and camshaft NW are coupled to one another via a toothed belt transmission 11.
  • On the camshaft NW there is a sensor element 12 which interacts with the camshaft sensor (NW sensor) 13.
  • NW sensor camshaft sensor
  • On the crankshaft KW a further encoder element 14 is fastened in a rotationally fixed manner, which works together with a crankshaft encoder 15 (KW encoder).
  • the KW sensor 15, which supplies a crankshaft signal, is connected to an interface circuit 16; the NW transmitter 13 is connected to a further interface circuit 17.
  • the output of the interface circuit 16 is connected to an input of a reference mark detection circuit 18 and to a further input of a KW sensor failure detection circuit 19. Furthermore, said output leads to a first evaluation circuit 20.
  • the latter carries out a closing time and ignition angle calculation and is responsible for a quiescent distribution in normal operation, if necessary.
  • the aforementioned output of the interface circuit 16 is also connected via a first changeover switch 21 to an input of a second evaluation circuit 22 which carries out the injection time calculation and is optionally used for an SEFI injection.
  • the output of the interface circuit 17 also leads to the KW sensor failure detection circuit 19 and to a further pole of the first switch 21 and to an input of a third evaluation circuit 23 which performs a closing time and ignition angle calculation and, if necessary, a quiescent distribution in emergency operation.
  • the output of the interface circuit 17 is also connected to an input of a cylinder 1 detection circuit 24 for normal operation and to an input of a cylinder 1 detection circuit 25 for emergency operation.
  • the cycle signal Z is obtained by comparing the pulse durations of phase signal PE; Identification pulse K and possibly the pulse pause L.
  • the output of the reference mark detection circuit 18 is also connected to an input of the cylinder 1 detection circuit 24.
  • the output of the cylinder 1 detection circuit 24 leads to an input of the first evaluation circuit and to a second changeover switch 26 which, in the position shown in FIG. 2, establishes a connection to an input of the second evaluation circuit 22.
  • the output of the cylinder 1 detection circuit 25 leads to a further pole of the second switch 26 and further to a further input of the third evaluation circuit 23.
  • the output of the first evaluation circuit 20 leads to a third switch 27, the position shown in FIG connects the first evaluation circuit 20 to the ignition coil or the ignition coils 28 (not shown in detail).
  • a signal is provided at the output of the second evaluation circuit 22 Control of the injection valves 29 (not shown in detail) of the internal combustion engine 10 is available.
  • the output of the third evaluation circuit 23 is connected to a further pole of the third switch 27.
  • An active connection 30 originates from the KW sensor failure detection circuit 19 and acts on the first, second and third changeover switches 21, 26, 27. In the position of the changeover switches 21, 26 and 27 shown in FIG. 2, normal operation of the internal combustion engine 10 is present. The switchover position that is carried out in emergency operation mode is entered with a dashed line; it is brought about by means of the KW sensor failure detection circuit 19.
  • the internal combustion engine 10 also has a load transmitter 31, which supplies a corresponding load signal to an input of the first evaluation circuit 20 and an input of the second evaluation circuit 22.
  • the reference mark detection circuit 18, the KW sensor failure detection circuit 19, the first evaluation circuit 20, the second evaluation circuit 22 and the third evaluation circuit 23, the cylinder 1 detection circuit 24 and the cylinder 1 detection circuit 25 are in a micro- Controller ⁇ C summarized.
  • both the KW signal and the NW signal of the internal combustion engine are correspondingly evaluated and processed in accordance with the circuit arrangement in FIG. If the KW transmitter failure detection circuit 19 detects a malfunction of the KW transmitter 15, the changeover switches 21, 26 and 27 are brought into the position shown in dashed lines in FIG. 2 and the emergency operation mode - as already stated above - is started.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (20)

  1. Installation d'allumage pour moteurs à combustion interne, avec un détecteur de repère de référence, en particulier un détecteur de vilebrequin (détecteur KW) qui, à chaque rotation du vilebrequin, délivre un repère de référence correspondant à une position angulaire déterminée du vilebrequin, et avec un détecteur de phase, en particulier un détecteur d'arbre à cames (détecteur NW) qui, toutes les deux révolutions du vilebrequin, produit un nombre, correspondant au nombre des cylindres du moteur à combustion interne, de signaux de phase correspondant à la position de l'arbre à cames, l'un des signaux de phase étant utilisé pour former un signal de cycle qui caractérise le début d'un cycle d'allumage, installation d'allumage caractérisée en ce qu'entre un premier signal de phase (PE) associé à un cylindre déterminé (cylindre 1) et le signal de phase (P) voisin, suivant, il y a un signal d'identification (K) qui forme, en même temps que le premier signal de phase (PE), le signal de cycle (Z) en fonctionnement de secours en cas de défaillance du détecteur KW.
  2. Installation d'allumage selon la revendication 1, caractérisée en ce que le signal de phase (PE) associé au signal de cycle présente une plus grande largeur de signal que les autres signaux de phase (P).
  3. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce que le repère de référence (BM) est associé dans le temps au signal de phase (PE) du signal de cycle (Z).
  4. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce que le signal d'identification (K) est une impulsion d'identification qui se raccorde directement au signal de phase correspondant (PE).
  5. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce que les signaux de phase (PE, P) sont formés par des impulsions négatives.
  6. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce que l'impulsion d'identification (K) présente une largeur d'impulsion qui correspond à une rotation de 10° du vilebrequin (angle de vilebrequin).
  7. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce qu'une pause d'impulsion (L) fait suite à l'impulsion d'identification (K).
  8. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce que la pause d'impulsion (L) correspond à une rotation de 10° du vilebrequin.
  9. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce que l'on produit le signal de cycle (Z) par comparaison des durées d'impulsion du signal de phase (PE), du signal d'impulsion (K), et éventuellement de la pause d'impulsion (L).
  10. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce que la largeur de signal des signaux de phase (PE, P) se rétrécit avec le nombre croissant des cylindres.
  11. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce que, dans le cas d'un moteur à combustion interne à quatre cylindres, la largeur du signal de phase (PE) associé à un signal d'identification (K) correspond à un angle d'environ 90° du vilebrequin, et celle des autres signaux de phase (P) correspond à un angle d'environ 40° du vilebrequin.
  12. Installation d'allumage selon l'une des revendications précédentes 1 à 10, caractérisée en ce que, dans le cas d'un moteur à combustion interne à six cylindres, la largeur du signal de phase (PE) associé au signal d'identification (K) correspond à un angle d'environ 80° du vilebrequin et celle des autres signaux de phase (P) à un angle d'environ 30° du vilebrequin.
  13. Installation d'allumage selon l'une des revendications précédentes 1 à 10, caractérisée en ce que, dans le cas d'un moteur à combustion interne à cinq cylindres, la largeur du signal de phase (PE) associé au signal d'identification (K) correspond à un angle d'environ 70° du vilebrequin et celle des autres signaux de phase (P) à un angle d'environ 40° du vilebrequin.
  14. Installation d'allumage selon l'une des revendications précédentes 1 à 10, caractérisée en ce que, dans le cas d'un moteur à combustion interne à huit cylindres la largeur du signal de phase (PE) associé au signal d'identification (K) correspond à un angle d'environ 70° du vilebrequin et celle des autres signaux de phase (P) à un angle d'environ 30° du vilebrequin.
  15. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce qu'en fonctionnement de secours, en cas de défaillance du détecteur KW, le temps de charge pour la bobine d'allumage commence avec les flancs antérieurs des signaux de phase (PE, P).
  16. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce qu'en fonctionnement de secours l'allumage est déclenché par les flancs arrière des signaux de phase (PE, P).
  17. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce qu'en fonctionnement de secours, dans le cas de petites vitesses de rotation, on délivre un temps de charge fixe commençant avec le flanc arrière des signaux de phase (PE, P) en fonction de la tension de la batterie, à la bobine d'allumage à l'extrémité de laquelle a lieu l'allumage.
  18. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce qu'en fonctionnement de secours, après l'identification du cylindre (identification du cylindre 1) ayant eu lieu au moyen du signal de cycle (Z) par l'appareil de commande du moteur à combustion interne, on supprime la pause d'impulsion (L), qui fait suite au signal d'identification (K).
  19. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce qu'en dessous d'une vitesse de rotation à partir de laquelle une charge sûre de la bobine d'allumage n'est plus assurée, a lieu une limitation de la vitesse de rotation par débranchement de l'injection.
  20. Installation d'allumage selon l'une des revendications précédentes, caractérisée en ce qu'aux vitesses de rotation élevées, on obtient une durée de fermeture suffisante de la bobine d'allumage par branchement de la bobine d'allumage à partir d'un temps déterminé après le flanc arrière du signal de phase associé au cylindre précédent, au lieu du signal de phase associé au cylindre actuel.
EP90124794A 1990-02-17 1990-12-19 Installation d'allumage pour moteurs à combustion Expired - Lifetime EP0443175B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4005123 1990-02-17
DE4005123A DE4005123A1 (de) 1990-02-17 1990-02-17 Zuendanlage fuer brennkraftmaschinen

Publications (3)

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EP0443175A2 EP0443175A2 (fr) 1991-08-28
EP0443175A3 EP0443175A3 (en) 1993-05-19
EP0443175B1 true EP0443175B1 (fr) 1996-04-03

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EP90124794A Expired - Lifetime EP0443175B1 (fr) 1990-02-17 1990-12-19 Installation d'allumage pour moteurs à combustion

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EP (1) EP0443175B1 (fr)
JP (1) JPH04219468A (fr)
DE (2) DE4005123A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1245012B (it) * 1991-01-29 1994-09-13 Weber Srl Sistema di identificazione delle fasi di un motore endotermico
DE4125677A1 (de) * 1991-08-02 1993-02-04 Audi Ag Notlauffaehige steuervorrichtung an einer brennkraftmaschine
DE4141714C2 (de) * 1991-12-18 2002-11-14 Bosch Gmbh Robert Steuersystem für eine Brennkraftmaschine
DE4229773C2 (de) * 1992-09-05 2000-07-27 Bosch Gmbh Robert Verfahren zur Zylindererkennung von Brennkraftmaschinen
DE4313331A1 (de) * 1993-04-23 1994-10-27 Bosch Gmbh Robert Verfahren zur Auslösung von zur Winkellage eines rotierenden Teils abhängigen Vorgängen
GB9309527D0 (en) * 1993-05-08 1993-06-23 Lucas Ind Plc Processing circuit
JP3325153B2 (ja) * 1995-04-17 2002-09-17 三菱電機株式会社 内燃機関制御装置
JP3325154B2 (ja) * 1995-04-21 2002-09-17 三菱電機株式会社 内燃機関制御装置
JP3325155B2 (ja) * 1995-04-21 2002-09-17 三菱電機株式会社 内燃機関制御装置
DE10228147B3 (de) * 2002-06-24 2004-01-22 Siemens Ag Verfahren zum Bestimmen der Start-Winkelposition einer Brennkraftmaschine

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62651A (ja) * 1985-02-06 1987-01-06 Honda Motor Co Ltd 内燃エンジンの制御装置
DE3533529A1 (de) * 1985-09-20 1987-04-02 Audi Ag Verfahren zur zylindererkennung
DE3630271C2 (de) * 1986-09-05 1995-08-10 Bosch Gmbh Robert Vorrichtung zum Steuern einer Brennkraftmaschine
DE3634587A1 (de) * 1986-10-10 1988-04-14 Bosch Gmbh Robert Zuendsystem fuer verbrennungsmotoren

Also Published As

Publication number Publication date
EP0443175A3 (en) 1993-05-19
JPH04219468A (ja) 1992-08-10
DE4005123A1 (de) 1991-08-22
DE59010259D1 (de) 1996-05-09
EP0443175A2 (fr) 1991-08-28

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