EP0643803A1 - Sensor arrangement for rapid cylinder identification in a multi-cylinder internal combustion engine. - Google Patents

Sensor arrangement for rapid cylinder identification in a multi-cylinder internal combustion engine.

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Publication number
EP0643803A1
EP0643803A1 EP94910344A EP94910344A EP0643803A1 EP 0643803 A1 EP0643803 A1 EP 0643803A1 EP 94910344 A EP94910344 A EP 94910344A EP 94910344 A EP94910344 A EP 94910344A EP 0643803 A1 EP0643803 A1 EP 0643803A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
encoder
camshaft
crankshaft
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP94910344A
Other languages
German (de)
French (fr)
Other versions
EP0643803B1 (en
Inventor
Karl Ott
Klaus Walter
Joachim Strate
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0643803A1 publication Critical patent/EP0643803A1/en
Application granted granted Critical
Publication of EP0643803B1 publication Critical patent/EP0643803B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/36—Controlling fuel injection of the low pressure type with means for controlling distribution
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the invention relates to an encoder arrangement for rapid cylinder detection in a multi-cylinder internal combustion engine.
  • crankshaft revolution rotates twice per work cycle and thus sweeps an angle of 720 degrees before a specific cylinder returns to the same working position.
  • it is therefore not sufficient to determine the angular position of the crankshaft within one revolution; rather, it must be determined whether the first or the second crankshaft revolution is present.
  • the two output signals are combined in the control device and the cylinder identification is carried out from the sequence of high and low phases of different lengths obtained in this way.
  • This known arrangement has the disadvantage that a relatively complex evaluation is required and the sequence of several segments has to be evaluated in order to unambiguously assign the cylinders, thereby preventing rapid ignition output.
  • a further sensor arrangement for cylinder recognition in which a sensor disk which rotates synchronously with the ignition distributor and which is scanned by a sensor has several aperture cutouts, one being widened and a disk having a reference mark connected to the crankshaft being present, which is scanned by a second transducer is known from DE-OS 36 34 587. With this arrangement, the crankshaft must rotate twice under unfavorable circumstances before cylinder identification is possible.
  • the sensor arrangement according to the invention for cylinder detection in a multi-cylinder internal combustion engine has the advantage that a simple evaluation is possible and the number of different segments on the disc connected to the camshaft is minimal even with a large number of cylinders, and the different segments are therefore good differentiate from each other.
  • These advantages are achieved by not only evaluating the sequences of the markings or segments of the camshaft disk, but also checking the occurrence of the reference mark, so that a combination of the signals from the camshaft sensor and the crankshaft sensor is used for cylinder detection. In order for such an evaluation to be possible, however, it must be ensured that an unambiguous assignment of the crankshaft and camshaft is guaranteed.
  • the length of the high and low phases can be achieved by simply counting the pulses generated by the large number of markings on the crankshaft encoder. It is also advantageous that a clear cylinder assignment can be made with the evaluation of only one segment, and so a fast ignition output and also a fast sequential injection is possible when starting.
  • FIGS. 2, 3 and 4 signal curves are given which are obtained for sensor disks which are adapted to four-, five- or six-cylinder internal combustion engines. Description of the embodiment
  • 10 denotes an encoder disk that is rigidly connected to the crankshaft 11 of the internal combustion engine and has a large number of similar angle marks 12 on its circumference.
  • a reference mark 13 is provided, which is formed, for example, by two missing angle marks.
  • a second encoder disk 14 is connected to the camshaft 15 of the internal combustion engine and has segments of different length on its circumference, the shorter ones being denoted by 17 and the longer ones by 16. There are spaces between these angle marks or segments, the longer ones have the reference symbol 18, the shorter ones 19.
  • the encoder disk 14 shown in FIG. 1 is shown for a six-cylinder internal combustion engine, the number of segments 16, 17 is selected so that it corresponds to the number of cylinders in the internal combustion engine.
  • the exact arrangement of the angular marks and the assignment of the angular marks 16, 17 to the marks of the crankshaft encoder disk is to be carried out in such a way that the signal sequences shown in FIG. 2 are obtained.
  • Corresponding arrangements are to be used for internal combustion engines with a different number of cylinders.
  • the two encoder disks 10, 14 are scanned by sensors 20, 21, for example inductive sensors or Hall sensors, the signals generated in the sensors as the angular marks pass by are fed to a control unit 22 and processed there.
  • the encoder disk 10 and the sensor 20 are referred to in the following as the crankshaft sensor, the sensor disk 14 and the sensor 21 as the camshaft sensor.
  • the control unit 22 receives, via inputs 23, 24, 25, further input variables required for controlling the internal combustion engine, which are supplied by suitable sensors. On the output side, the control unit 22 provides signals for the ignition and injection for components of the internal combustion engine that are not described in greater detail; the outputs of the control unit 22 are identified with 27 and 28.
  • the processed signal SK supplied by the crankshaft encoder is plotted in FIG. 2a.
  • the number of angle marks is 60-2, the missing two angle marks form the reference mark. Since one working cycle of the internal combustion engine extends over two crankshaft revolutions, twice 60-2 pulses must be generated by the crankshaft encoder with the selected arrangement.
  • FIG. 2b shows the signal curve SN for a four-cylinder internal combustion engine.
  • the camshaft encoder disc has two different segments, which lead to two different low and high phases in the signal. Because both the crankshaft sensor signal and that supplied by the camshaft sensor Signal evaluated, the same segments can be distinguished by the existing or non-existent reference mark in the segment.
  • the signal curve for a five-cylinder internal combustion engine is shown in FIG. 2c.
  • Three different segments are formed on the camshaft disk, which lead to three different low and high phases; the same segments can be differentiated into segments by the existing or non-existent reference mark.
  • the third segment can be distinguished from the other segments by the different low and high phases. In this case, it is also possible for the third segment to be characterized by equally large low and high phases.
  • FIG. 2d shows the signal curve for a six-cylinder internal combustion engine.
  • the camshaft disk has four different segments, which lead to four different low and high phases, the same segments differing in the segment by the existing or non-existing reference mark and the third and fourth segments differing in the different low - and distinguish high phases from others.
  • the signal sequences shown in FIG. 2 are evaluated in the control unit 22 of the internal combustion engine.
  • the signals according to FIG. 2a are always counted between edges of the signals 2b, c, d, the counting values achieved in this way, which are entered in FIGS. 2b, c, d, are cylinder-specific, so that the comparison of these counting values can be seen leaves what the current position of the crankshaft or camshaft is.
  • ZOT top dead center in which the ignition takes place
  • the differences between the different long low or high phases can be made the same, so that the possibility of differentiation is also as large as possible and the tolerance bands can be chosen large.
  • control unit 22 there is an assignment of the increments or angles in the low or high phases and the reference mark, so that a cylinder assignment together with the evaluation of the crankshaft signal is possible.
  • the resolution in determining the angles of the low and high phases is improved by means of an increment refinement of the crankshaft signal.
  • Such an incremental refinement is achieved in that five pulses are formed in the control unit 22, for example from each pulse of the signal according to FIG. 2a.
  • the increments are learned during start or operation by comparison with expected values or angles of the low and high phases, so that a permanent correction is possible.
  • the adjustment angle can be determined by evaluating these flanks.
  • the adaptation of the flanks with the same angular spacing can be used for the precise output of the ignition or / and the precise adjustment angle detection of a variable camshaft adjustment.
  • the timing of the injection is determined using the cylinder assignment found.

Landscapes

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

Abstract

The description relates to a sensor arrangement for cylinder identification in a multi-cylinder internal combustion engine with a crankshaft detector with an increment disc with a reference marking and a camshaft sensor with long and short segments and short and long spaces between the segments. The joint evaluation of the pulse sequences provided by both sensors allows to determine the length of the high and low phases. As the reference mark is also taken into account in the evaluation, the number of different segment lengths on the camshaft sensor disc can be reduced and the cylinder identified rapidly and positively. The evaluation of the crankshaft and camshaft signal provides for reliable control of the internal combustion engine. If the crankshaft sensor breaks down, the engine can still be run in emergency with the aid of the camshaft sensor.

Description

Geberanordnung zur schnellen Zylindererkennung bei einer mehrzylindrigen BrennkraftmaschineEncoder arrangement for fast cylinder recognition in a multi-cylinder internal combustion engine
Stand .der TechnikState of the art
Die Erfindung betrifft eine Geberanordnung zur schnellen Zylinder¬ erkennung bei einer mehrzylindrigen Brennkraftmaschine nach der Gattung des Hauptanspruchs.The invention relates to an encoder arrangement for rapid cylinder detection in a multi-cylinder internal combustion engine.
Es ist bekannt, daß sich bei einer Viertakt-Brennkraftmaschine die Kurbelwelle je Arbeitsspiel zweimal dreht und also einen Winkel von 720 Grad überstreicht, bevor ein bestimmter Zylinder wieder die gleiche Arbeitsstellung einnimmt. Um die momentane Stellung eines bestimmten Zylinders zu erkennen, reicht es daher nicht aus, die Winkelposition der Kurbelwelle innerhalb einer Umdrehung zu bestim¬ men, vielmehr muß erfaßt werden, ob gerade die erste oder die zweite Kurbelwellenumdrehung vorliegt.It is known that in a four-stroke internal combustion engine, the crankshaft rotates twice per work cycle and thus sweeps an angle of 720 degrees before a specific cylinder returns to the same working position. In order to recognize the current position of a specific cylinder, it is therefore not sufficient to determine the angular position of the crankshaft within one revolution; rather, it must be determined whether the first or the second crankshaft revolution is present.
Dazu ist es beispielsweise aus der nicht vorveröffentlichten DE-Pa- tentanmeldung P 41 41 713 bekannt, neben einem Kurbelwellengeber, der eine Scheibe mit einer Vielzahl von Markierungen und einer durch zwei fehlende Markierung gebildete Bezugsmarke abtastet, noch einen Nockenwellengeber einzusetzen, der eine mit der Nockenwelle verbun¬ dene Scheibe abtastet. Diese Scheibe weist unterschiedlich lange, auf die Zylinderzahl abgestimmte Markierungen auf, die im Geber ein Ausgangssignal verursachen, das zur Zylinderidentifikation herange¬ zogen werden kann.For this purpose, it is known, for example from the unpublished DE patent application P 41 41 713, to use a camshaft sensor, one with the one, in addition to a crankshaft sensor that scans a disc with a large number of markings and a reference mark formed by two missing markings Scans connected camshaft disk. This disc has different lengths, markings matched to the number of cylinders, which cause an output signal in the transmitter which can be used for cylinder identification.
Zu dieser Zylinderidentifikation werden im Steuergerät die beiden Ausgangssignale kombiniert und aus der so erhaltenen Abfolge von unterschiedlich langen High- und Low-Phasen wird die Zylinderidenti¬ fikation durchgeführt.For this cylinder identification, the two output signals are combined in the control device and the cylinder identification is carried out from the sequence of high and low phases of different lengths obtained in this way.
Diese bekannte Anordnung hat den Nachteil, daß eine relativ aufwen¬ dige Auswertung erforderlich ist und zur eindeutigen Zylinderzuord- nung die Folge von mehreren Segmenten ausgewertet werden muß, wo¬ durch eine schnelle Zündausgabe unterbunden wird.This known arrangement has the disadvantage that a relatively complex evaluation is required and the sequence of several segments has to be evaluated in order to unambiguously assign the cylinders, thereby preventing rapid ignition output.
Eine weitere Geberanordnung zur Zylindererkennung, bei der eine synchron mit dem Zündverteiler rotierende Geberscheibe, die von einem Aufnehmer abgetastet wird, mehrere Blendenausschnitte auf¬ weist, wobei einer verbreitert ist und weiterhin eine mit der Kur¬ belwelle verbundene, eine Bezugsmarke aufweisende Scheibe vorhanden ist, die von einem zweiten Aufnehmer abgetastet wird, ist aus der DE-OS 36 34 587 bekannt. Bei dieser Anordnung muß sich die Kurbel¬ welle unter ungünstigen Umständen zweimal drehen, bevor eine Zylin¬ deridentifikation möglich ist.A further sensor arrangement for cylinder recognition, in which a sensor disk which rotates synchronously with the ignition distributor and which is scanned by a sensor has several aperture cutouts, one being widened and a disk having a reference mark connected to the crankshaft being present, which is scanned by a second transducer is known from DE-OS 36 34 587. With this arrangement, the crankshaft must rotate twice under unfavorable circumstances before cylinder identification is possible.
Vorteile der ErfindungAdvantages of the invention
Die erfindungsgemäße Geberanordnung zur Zylindererkennung bei einer mehrzylindrigen Brennkraftmaschine hat demgegenüber den Vorteil, daß eine einfache Auswertung möglich ist und die Zahl der verschieden¬ artigen Segmenten auf der mit der Nockenwelle verbundenen Scheibe auch bei großer Zylinderzahl minimal ist und dadurch sich die ver¬ schiedenen Segmente gut voneinander unterscheiden. Erzielt werden diese Vorteile, indem nicht nur die Abfolgen der Mar¬ kierungen bzw Segmente der Nockenwellenscheibe ausgewertet wird, sondern zusätzlich auch noch das Auftreten der Bezugsmarke überprüft wird, so daß also eine Kombination der Signale vom Nockenwellengeber und vom Kurbelwellengeber zur Zylindererkennung verwendet wird. Damit eine solche Auswertung möglich ist, muß allerdings sicherge¬ stellt sein, daß eine eindeutige Zuordnung von Kurbel- und Nocken¬ welle gewährleistet ist.The sensor arrangement according to the invention for cylinder detection in a multi-cylinder internal combustion engine has the advantage that a simple evaluation is possible and the number of different segments on the disc connected to the camshaft is minimal even with a large number of cylinders, and the different segments are therefore good differentiate from each other. These advantages are achieved by not only evaluating the sequences of the markings or segments of the camshaft disk, but also checking the occurrence of the reference mark, so that a combination of the signals from the camshaft sensor and the crankshaft sensor is used for cylinder detection. In order for such an evaluation to be possible, however, it must be ensured that an unambiguous assignment of the crankshaft and camshaft is guaranteed.
Besonders vorteilhaft ist, daß die Länge der High- und der Low-Pha¬ sen durch einfaches Auszählen der von der Vielzahl von Markierungen des Kurbelwellengebers erzeugten Pulse erfolgen kann. Weiterhin ist vorteilhaft, daß eine eindeutige Zylinderzuordnung mit der Asuwertung nur eines Segmentes erfolgen kann und so eine schnel¬ le Zündausgabe und auch eine schnelle sequentielle Einspritzung im Startfall möglich ist.It is particularly advantageous that the length of the high and low phases can be achieved by simply counting the pulses generated by the large number of markings on the crankshaft encoder. It is also advantageous that a clear cylinder assignment can be made with the evaluation of only one segment, and so a fast ignition output and also a fast sequential injection is possible when starting.
Weitere vorteilhafte Ausgestaltungen der erfindungsgemäßen Geberan¬ ordnung werden mit den in den Unteransprüchen angegebenen Merkmalen erzielt.Further advantageous configurations of the encoder arrangement according to the invention are achieved with the features specified in the subclaims.
Zeichnungdrawing
Die Erfindung ist in der Zeichnung dargestellt und wird in der nach¬ folgenden Beschreibung näher erläutert. Dabei zeigt Figur 1 eine grobe Übersicht der erfindungsgemäßen Geberanordnung, in den Figuren 2, 3 und 4 sind Signalverläufe angegeben, die erhalten werden für Geberscheiben, die an Vier-, Fünf- oder Sechs-Zylinder Brennkraft¬ maschinen angepaßt sind. Beschreibung des AusführungsbeispielsThe invention is illustrated in the drawing and is explained in more detail in the description below. 1 shows a rough overview of the sensor arrangement according to the invention, in FIGS. 2, 3 and 4 signal curves are given which are obtained for sensor disks which are adapted to four-, five- or six-cylinder internal combustion engines. Description of the embodiment
In Figur 1 sind in einer groben Übersicht die wesentlichsten Elemen¬ te der vorliegenden Erfindung in Verbindung mit einer Brennkraftma¬ schinensteuerung dargestellt. Eine solche Anordnung ist prinzipiel bereits bekannt und wird beispielsweise in der noch nicht veröffent¬ lichten Patentanmeldung P 41 41 713 in ähnlicher Weise bereits ange¬ geben.1 shows a rough overview of the most important elements of the present invention in connection with an internal combustion engine control system. Such an arrangement is already known in principle and is already given in a similar manner, for example in patent application P 41 41 713, which has not yet been published.
In Figur 1 ist mit 10 eine Geberscheibe bezeichnet, daß starr mit der Kurbelwelle 11 der Brennkraftmaschine verbunden ist und an ihrem Umfang eine Vielzahl gleichartiger Winkelmarken 12 aufweist. Neben diesen gleichartigen Winkelmarken 12 ist eine Bezugsmarke 13 vorge¬ sehen, die beispielsweise durch zwei fehlende Winkelmarken gebildet wird.In FIG. 1, 10 denotes an encoder disk that is rigidly connected to the crankshaft 11 of the internal combustion engine and has a large number of similar angle marks 12 on its circumference. In addition to these similar angle marks 12, a reference mark 13 is provided, which is formed, for example, by two missing angle marks.
Eine zweite Geberscheibe 14 ist mit der Nockenwelle 15 der Brenn¬ kraftmaschine verbunden und weist an ihrem Umfang unterschiedliche lange Segmente auf, wobei die kürzeren mit 17 und die längeren mit 16 bezeichnet sind. Zwischen diesen Winkelmarken bzw. Segmenten sind Zwischenräume, die längeren tragen das Bezugszeichen 18, die kürze¬ ren 19.A second encoder disk 14 is connected to the camshaft 15 of the internal combustion engine and has segments of different length on its circumference, the shorter ones being denoted by 17 and the longer ones by 16. There are spaces between these angle marks or segments, the longer ones have the reference symbol 18, the shorter ones 19.
Die in Figur 1 dargestellte Geberscheibe 14 ist für eine Sechszylin¬ der-Brennkraftmaschine dargestellt, die Anzahl der Segmente 16, 17 ist so gewählt, daß sie der Zylinderzahl in der Brennkraftmaschine entspricht. Die genaue Anordnung der Winkelmarken sowie die Zuord¬ nung der Winkelmarken 16, 17 zu den Marken der Kurbelwellen-Geber¬ scheibe ist so vorzunehmen, daß die in Figur 2 dargestellten Signal¬ abläufe erhalten werden. Für Brennkraftmaschinen mit anderer Zylin¬ derzahl sind entsprechende Anordnungen einzusetzen. Die beiden Geberscheiben 10, 14 werden von Aufnehmern 20, 21, bei¬ spielsweise induktiven Aufnehmern oder Hall-Sensoren abgetastet, die beim Vorbeilaufen der Winkelmarken in den Aufnehmern erzeugten Signale werden einem Steuergerät 22 zugeführt und dort weiter ver¬ arbeitet. Die Geberscheibe 10 und der Aufnehmer 20 werden im folgen¬ den als Kurbelwellengeber bezeichnet, die Geberscheibe 14 und der Aufnehmer 21 als Nockenwellengeber.The encoder disk 14 shown in FIG. 1 is shown for a six-cylinder internal combustion engine, the number of segments 16, 17 is selected so that it corresponds to the number of cylinders in the internal combustion engine. The exact arrangement of the angular marks and the assignment of the angular marks 16, 17 to the marks of the crankshaft encoder disk is to be carried out in such a way that the signal sequences shown in FIG. 2 are obtained. Corresponding arrangements are to be used for internal combustion engines with a different number of cylinders. The two encoder disks 10, 14 are scanned by sensors 20, 21, for example inductive sensors or Hall sensors, the signals generated in the sensors as the angular marks pass by are fed to a control unit 22 and processed there. The encoder disk 10 and the sensor 20 are referred to in the following as the crankshaft sensor, the sensor disk 14 and the sensor 21 as the camshaft sensor.
Das Steuergerät 22 erhält über Eingänge 23, 24, 25 weitere, für die Steuerung der Brennkraftmaschine erforderliche Eingangsgrößen, die von geeigneten Sensoren geliefert werden. Ausgangsseitig stellt das Steuergerät 22 Signale für die Zündung und Einspritzung für nicht näher bezeichnete Komponenten der Brennkraftmaschine zur Verfügung, die Ausgänge des Steuergerätes 22 sind mit 27 und 28 bezeichnet.The control unit 22 receives, via inputs 23, 24, 25, further input variables required for controlling the internal combustion engine, which are supplied by suitable sensors. On the output side, the control unit 22 provides signals for the ignition and injection for components of the internal combustion engine that are not described in greater detail; the outputs of the control unit 22 are identified with 27 and 28.
In Figur 2 sind die von den Aufnehmern 20 und 21 gelieferten und bereits zu Rechtecksignalen aufbereiteten Signale, die im Steuer¬ gerät ausgewertet werden, über dem Kurbelwellenwinkel bzw. über der Zeit t aufgetragen.In FIG. 2, the signals supplied by the sensors 20 and 21 and already processed into square-wave signals, which are evaluated in the control unit, are plotted against the crankshaft angle or over the time t.
Im einzelnen ist in Figur 2a das vom Kurbelwellengeber gelieferte, aufbereitete Signal SK aufgetragen. Die Zahl der Winkelmarken beträgt 60-2, die fehlenden beiden Winkelmarken bilden die Bezugsmarke. Da sich ein Arbeitsspiel der Brennkraftmaschine über zwei Kurbelwellenumdrehungen erstreckt, müssen mit der gewählten Anordnung zweimal 60-2 Impulse vom Kurbelwellengeber erzeugt werden.In detail, the processed signal SK supplied by the crankshaft encoder is plotted in FIG. 2a. The number of angle marks is 60-2, the missing two angle marks form the reference mark. Since one working cycle of the internal combustion engine extends over two crankshaft revolutions, twice 60-2 pulses must be generated by the crankshaft encoder with the selected arrangement.
In Figur 2b ist der Signalverlauf SN für eine Vierzylinder-Brenn¬ kraftmaschine dargestellt. Die NockenweUengeberscheibe weist in diesem Fall zwei unterschiedliche Segmente auf, die im Signal zu zwei unterschiedlichen Low- und High-Phasen führen. Da sowohl das Kurbelwellengebersignal als auch das vom Nockenwellengeber gelieferte Signal ausgewertet werden, können gleiche Segmente durch die vor¬ handene bzw. nicht vorhandene Bezugsmarke im Segment unterschieden werden.FIG. 2b shows the signal curve SN for a four-cylinder internal combustion engine. In this case, the camshaft encoder disc has two different segments, which lead to two different low and high phases in the signal. Because both the crankshaft sensor signal and that supplied by the camshaft sensor Signal evaluated, the same segments can be distinguished by the existing or non-existent reference mark in the segment.
In Figur 2c ist der Signalverlauf für eine Fünfzylinder-Brennkraft- maschine dargestellt. Auf der Nockenwellenscheibe sind drei unter¬ schiedliche Segmente ausgebildet, die zu drei unterschiedlichen Low- und High-Phasen führen, gleiche Segmente lassen sich durch die vorhandene bzw. nicht vorhandene Bezugsmarke in Segment unterschei¬ den. Das dritte Segment kann durch die unterschiedlichen Low- und High-Phasen von den übrigen Segmenten unterschieden werden. In die¬ sem Fall ist es auch möglich, daß das dritte Segment durch gleich große Low- und High-Phasen gekennzeichnet ist.The signal curve for a five-cylinder internal combustion engine is shown in FIG. 2c. Three different segments are formed on the camshaft disk, which lead to three different low and high phases; the same segments can be differentiated into segments by the existing or non-existent reference mark. The third segment can be distinguished from the other segments by the different low and high phases. In this case, it is also possible for the third segment to be characterized by equally large low and high phases.
In Figur 2d ist der Signalverlauf für eine Sechszylinder-Brennkraft¬ maschine dargestellt. In diesem Fall weist die Nockenwellenscheibe vier unterschiedliche Segmente auf, die zu vier unterschiedlichen Low- und High-Phasen führen, wobei sich gleiche Segmente durch die vorhandene bzw. nicht vorhandene Bezugzsmarke im Segment unterschei¬ den und das dritte und vierte Segment sich durch unterschiedliche Low- und High-Phasen von übrigen unterscheiden.FIG. 2d shows the signal curve for a six-cylinder internal combustion engine. In this case, the camshaft disk has four different segments, which lead to four different low and high phases, the same segments differing in the segment by the existing or non-existing reference mark and the third and fourth segments differing in the different low - and distinguish high phases from others.
Die in Figur 2 dargestelten Signalabläufe werden im Steuergerät 22 der Brennkraftmaschine ausgewertet. Dabei werden die Signale nach Figur 2a immer zwischen Flanken der Signale 2b, c, d gezählt, die so erreichten Zählwerte, die in den Figuren 2b, c, d eingetragen sind, sind zylinderspezifisch, so daß sich aus dem Vergleich dieser Zähl¬ werte erkennen läßt, wie die momentane Stellung der Kurbel- bzw. Nockenwelle ist. Es ist in den Figuren 2b, c, d jeweils eingetragen, welcher Zylinder 1 bis 4, 1 bis 5 oder 1 bis 6 sich gerade in seinem oberen Totpunkt befindet, in dem die Zündung erfolgt (ZOT). Bei der Anordnung der Winkelmarken und Lücken auf dem Nockenwellen- geberrad ist darauf zu achten, daß das Gebersignal in den richtigen Winkelpositionen die Übergänge von High zu Low bzw. Low zu High auf¬ weist.The signal sequences shown in FIG. 2 are evaluated in the control unit 22 of the internal combustion engine. The signals according to FIG. 2a are always counted between edges of the signals 2b, c, d, the counting values achieved in this way, which are entered in FIGS. 2b, c, d, are cylinder-specific, so that the comparison of these counting values can be seen leaves what the current position of the crankshaft or camshaft is. It is shown in FIGS. 2b, c, d in each case which cylinder 1 to 4, 1 to 5 or 1 to 6 is currently at its top dead center in which the ignition takes place (ZOT). When arranging the angular marks and gaps on the camshaft encoder wheel, care must be taken that the encoder signal has the transitions from high to low or low to high in the correct angular positions.
Mit Hilfe einer geeigneten Anordnung der Winkelmarken und Lücken auf der NockenweUengeberscheibe lassen sich die Unterschiede zwischen den verschiedenen langen Low- bzw. High-Phasen gleich groß machen, so daß die Unterscheidungsmöglichkeit ebenfalls möglichst groß wird und die Toleranzbänder groß gewählt werden können.With the help of a suitable arrangement of the angular marks and gaps on the NockenweUenender disc, the differences between the different long low or high phases can be made the same, so that the possibility of differentiation is also as large as possible and the tolerance bands can be chosen large.
Im Steuergerät 22 liegt eine Zuordnung der Inkremente oder Winkel in den Low- bzw. High-Phasen und der Bezugsmarke vor, so daß eine Zy- linderzuordnung zusammen mit der Auswertung des Kurbelwellensignales möglich ist. Mittels einer Inkrementverfeinerung des Kurbelwellen¬ signales wird die Auflösung bei der Bestimmung der Winkel der Low- und High-Phasen verbessert. Eine solche Inkrementverfeinerung wird dadurch erreicht, daß im Steuergerät 22 beispielsweise aus jedem Impuls des Signales nach 2a fünf Impulse gebildet werden.In the control unit 22 there is an assignment of the increments or angles in the low or high phases and the reference mark, so that a cylinder assignment together with the evaluation of the crankshaft signal is possible. The resolution in determining the angles of the low and high phases is improved by means of an increment refinement of the crankshaft signal. Such an incremental refinement is achieved in that five pulses are formed in the control unit 22, for example from each pulse of the signal according to FIG. 2a.
Da aufgrund von von mechanischen und elektrischen Toleranzen Ab¬ weichungen auftreten können, werden im Start oder Betrieb die Inkre¬ mente durch Vergleich mit zu erwartenden Werten oder Winkeln der Low- und High-Phasen gelernt, so daß eine permanente Korrektur mög¬ lich ist.Since deviations may occur due to mechanical and electrical tolerances, the increments are learned during start or operation by comparison with expected values or angles of the low and high phases, so that a permanent correction is possible.
Eine Anordnung der Winkelmarken in der Art, daß die Flanken mit gleichen Winkelabständen die Rückflanken der High-Phasen sind, er¬ möglicht folgende Funktionen:Arranging the angle marks in such a way that the flanks with the same angular spacing are the back flanks of the high phases enables the following functions:
Im Start werden mit diesen Flanken die ersten Zündausgaben gene¬ riert. Bei Ausfall des Kurbelwellengebers wird mit diesen Winkelmarken allein eine Zylinderzuordnung erreicht und ein Notlauf realisiert.At the start, the first ignition outputs are generated with these edges. In the event of a failure of the crankshaft encoder, these angular marks alone achieve cylinder assignment and an emergency run.
Bei einer variablen Nockenwellenverstellung läßt sich durch Aus¬ wertung dieser Flanken der Verstellwinkel erfassen.With variable camshaft adjustment, the adjustment angle can be determined by evaluating these flanks.
Die Adaption der Flanken mit gleichen Winkelabständen läßt sich zur genauen Ausgabe der Zündung oder/und genauen Verstellwinkelerfassung einer variablen Nockenwellenverstellung heranziehen. Mit der gefun¬ denen Zylinderzuordnung wird die Zeitsteuerung bei der Einspritzung bestimmt. The adaptation of the flanks with the same angular spacing can be used for the precise output of the ignition or / and the precise adjustment angle detection of a variable camshaft adjustment. The timing of the injection is determined using the cylinder assignment found.

Claims

Ansprüche Expectations
1. Geberanordnung zur Zylindererkennung bei einer mehrzylindrigen Brennkraftmaschine mit einer von der Kurbelwelle angetriebenen Geberscheibe mit einer Vielzahl von Winkelmarken und wenigstens einer, einem festen Kurbelwellenwinkel zugeordneten, unterscheid¬ baren Bezugsmarke und einer von der Nockenwelle angetriebenen Geber¬ scheibe mit einer der Zylinderzahl entsprechenden Anzahl von Winkel¬ marken mit unterschiedlichen Längen und unterschiedlichen Zwischen¬ räumen, mit den Geberscheiben zugeordneten stationären Aufnehmern, die in Abhängigkeit von den vorbeilaufenden Marken Ausgangssignale mit Low- und High-Phasen abgeben, die in einem Steuergerät ausgewer¬ tet werden, dadurch gekennzeichnet, daß die Zahl der Kurbelwellen¬ impulse zwischen einer Vorder- und einer Rückflanke des Nockenwel- lengebersignales gezählt werden und aus den so erhaltenen Zählwerten auf die Winkellage der Nockenwelle geschlossen wird, wobei sich gleiche Winkelmarken mit gleich großen Low- und High-Phasen durch das zusätzliche Erkennen der Bezugsmarke unterscheiden lassen und so eine eindeutige Zylinderzuordnung innerhalb eines Segmentes bei einer kleinsten Anzahl von unterschiedlichen Winkelmarken möglich ist. 1. Encoder arrangement for cylinder recognition in a multi-cylinder internal combustion engine with a crankshaft-driven encoder disk with a plurality of angle marks and at least one distinguishable reference mark assigned to a fixed crankshaft angle and a encoder disk driven by the camshaft with a number corresponding to the number of cylinders Angle marks with different lengths and different interspaces, with the stationary pickups assigned to the encoder disks, which, depending on the marks passing by, emit output signals with low and high phases, which are evaluated in a control unit, characterized in that the Number of crankshaft pulses between a leading and a trailing edge of the camshaft sensor signal are counted and the angular position of the camshaft is deduced from the count values thus obtained, the same angle marks having the same low and high values Have igh phases differentiated by additionally recognizing the reference mark and thus a clear cylinder assignment within a segment is possible with the smallest number of different angle marks.
2. Geberanordnung nach Anspruch 1, dadurch gekennzeichnet, daß aus der Abfolge der Zählwerte erkannt wird, welcher Zylinder der Brenn¬ kraftmaschine sich im oberen Totpunkt befindet.2. Encoder arrangement according to claim 1, characterized in that it is recognized from the sequence of the count values which cylinder of the internal combustion engine is at top dead center.
3. Geberanordnung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Rückflanken des Nockenwellengebersignales gleiche Abstände aufweisen.3. Encoder arrangement according to one of the preceding claims, characterized in that the trailing edges of the camshaft encoder signal have the same distances.
4. Geberanordnung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß im Start an die erste Rückflanke nach Zylinder¬ erkennung eine Zündausgabe angehängt wird um einen schnellstmögli¬ chen Start zu gewährleisten.4. Encoder arrangement according to one of the preceding claims, characterized in that an ignition output is attached to the first trailing edge after cylinder detection in the start in order to ensure the fastest possible start.
5. Geberanordnung nach einem der Ansprüche 1 bis 4, dadurch gekenn¬ zeichnet, daß bei einem Ausfall des Kurbelwellengebers ein Notlauf aktiviert wird und geeignete Flanken des Nockenwellengebersignales zur Zylindererkennung und Steuerung der Zündung und/oder Einsprit¬ zung verwendet werden.5. Encoder arrangement according to one of claims 1 to 4, characterized gekenn¬ characterized in that an emergency operation is activated in the event of a failure of the crankshaft encoder and suitable edges of the camshaft encoder signal are used for cylinder detection and control of the ignition and / or injection.
6. Geberanordnung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Abfolge der Low- bzw. High-Phasen des Nockenwellengebersignales mit zu erwartenden, abgespeicherten Werten verglichen wird und bei Abweichung von diesen Werten eine Adaption bzw. Korrektur durchgeführt wird. 6. Encoder arrangement according to one of the preceding claims, characterized in that the sequence of the low or high phases of the camshaft sensor signal is compared with expected, stored values, and if these values deviate, an adaptation or correction is carried out.
EP94910344A 1993-03-31 1994-03-18 Sensor arrangement for rapid cylinder identification in a multi-cylinder internal combustion engine Expired - Lifetime EP0643803B1 (en)

Applications Claiming Priority (3)

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DE4310460 1993-03-31
DE4310460A DE4310460C2 (en) 1993-03-31 1993-03-31 Encoder arrangement for fast cylinder recognition in a multi-cylinder internal combustion engine
PCT/DE1994/000298 WO1994023192A1 (en) 1993-03-31 1994-03-18 Sensor arrangement for rapid cylinder identification in a multi-cylinder internal combustion engine

Publications (2)

Publication Number Publication Date
EP0643803A1 true EP0643803A1 (en) 1995-03-22
EP0643803B1 EP0643803B1 (en) 1997-08-20

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EP (1) EP0643803B1 (en)
JP (1) JP3592328B2 (en)
KR (1) KR100289759B1 (en)
DE (2) DE4310460C2 (en)
WO (1) WO1994023192A1 (en)

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WO1994023192A1 (en) 1994-10-13
KR950701708A (en) 1995-04-28
JPH07507615A (en) 1995-08-24
DE4310460C2 (en) 2003-12-18
US5469823A (en) 1995-11-28
DE4310460A1 (en) 1994-10-06
KR100289759B1 (en) 2001-06-01
DE59403774D1 (en) 1997-09-25
EP0643803B1 (en) 1997-08-20
JP3592328B2 (en) 2004-11-24

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