EP0643803B1 - Geberanordnung zur schnellen zylindererkennung bei einer mehrzylindrigen brennkraftmaschine - Google Patents

Geberanordnung zur schnellen zylindererkennung bei einer mehrzylindrigen brennkraftmaschine Download PDF

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Publication number
EP0643803B1
EP0643803B1 EP94910344A EP94910344A EP0643803B1 EP 0643803 B1 EP0643803 B1 EP 0643803B1 EP 94910344 A EP94910344 A EP 94910344A EP 94910344 A EP94910344 A EP 94910344A EP 0643803 B1 EP0643803 B1 EP 0643803B1
Authority
EP
European Patent Office
Prior art keywords
sensor
cylinder
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.)
Expired - Lifetime
Application number
EP94910344A
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German (de)
English (en)
French (fr)
Other versions
EP0643803A1 (de
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
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0643803A1 publication Critical patent/EP0643803A1/de
Application granted granted Critical
Publication of EP0643803B1 publication Critical patent/EP0643803B1/de
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 according to the preamble of the main claim.
  • 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 unit 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, as a result of which rapid ignition output is prevented.
  • the sensor arrangement according to the invention for cylinder recognition in a multi-cylinder internal combustion engine has the advantage that a simple evaluation is possible and the number of different types of segments on the disk connected to the camshaft is minimal even with a large number of cylinders, and as a result the different segments differ well from one another.
  • 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 carried out with the evaluation of only one segment and thus a fast ignition output and also a fast sequential injection is possible when starting.
  • FIGS. 2, 3 and 4 show 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.
  • 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 lengths on its circumference, the shorter ones being designated 17 and the longer ones being designated 16. There are spaces between these angle marks or segments, the longer ones have the reference symbol 18, the shorter ones 19th
  • the encoder disk 14 shown in Figure 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 sensor disk is to be carried out in such a way that the signal sequences shown in FIG. 2 are obtained. Appropriate arrangements must 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 further processed there.
  • the encoder disk 10 and the sensor 20 are referred to below as crankshaft sensors, the sensor disk 14 and the sensor 21 as camshaft sensors.
  • 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 sensor disk 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.
  • FIG. 2c shows the signal curve for a five-cylinder internal combustion engine.
  • Three different segments are formed on the camshaft pulley, 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.
  • the signal curve for a six-cylinder internal combustion engine is shown in FIG. 2d.
  • 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-existent reference mark, and the third and fourth segments differing in their 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 shows that 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).
  • the differences between the various 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 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. With the cylinder assignment found, the timing of the injection is determined.

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)
EP94910344A 1993-03-31 1994-03-18 Geberanordnung zur schnellen zylindererkennung bei einer mehrzylindrigen brennkraftmaschine Expired - Lifetime EP0643803B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4310460A DE4310460C2 (de) 1993-03-31 1993-03-31 Geberanordnung zur schnellen Zylindererkennung bei einer mehrzylindrigen Brennkraftmaschine
DE4310460 1993-03-31
PCT/DE1994/000298 WO1994023192A1 (de) 1993-03-31 1994-03-18 Geberanordnung zur schnellen zylindererkennung bei einer mehrzylindrigen brennkraftmaschine

Publications (2)

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

Family

ID=6484319

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94910344A Expired - Lifetime EP0643803B1 (de) 1993-03-31 1994-03-18 Geberanordnung zur schnellen zylindererkennung bei einer mehrzylindrigen brennkraftmaschine

Country Status (6)

Country Link
US (1) US5469823A (ja)
EP (1) EP0643803B1 (ja)
JP (1) JP3592328B2 (ja)
KR (1) KR100289759B1 (ja)
DE (2) DE4310460C2 (ja)
WO (1) WO1994023192A1 (ja)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017209939A1 (de) * 2017-06-13 2018-12-13 Robert Bosch Gmbh Geberrad und Verfahren zum Bestimmen einer Drehposition einer Welle

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DE10323486B4 (de) * 2003-05-23 2012-10-25 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, insbesondere in einem Kraftfahrzeug
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CN110671204B (zh) * 2019-09-30 2021-05-18 潍柴动力股份有限公司 发动机系统的控制方法
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DE102021205257B3 (de) 2021-05-21 2022-10-27 Audi Aktiengesellschaft Geberrad für eine Brennkraftmaschine, Brennkraftmaschine sowie Verfahren zum Betreiben einer Brennkraftmaschine

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Publication number Priority date Publication date Assignee Title
DE102017209939A1 (de) * 2017-06-13 2018-12-13 Robert Bosch Gmbh Geberrad und Verfahren zum Bestimmen einer Drehposition einer Welle
DE102017209939B4 (de) 2017-06-13 2019-12-19 Robert Bosch Gmbh Geberrad und Verfahren zum Bestimmen einer Drehposition einer Welle

Also Published As

Publication number Publication date
DE59403774D1 (de) 1997-09-25
DE4310460A1 (de) 1994-10-06
JPH07507615A (ja) 1995-08-24
US5469823A (en) 1995-11-28
KR100289759B1 (ko) 2001-06-01
JP3592328B2 (ja) 2004-11-24
KR950701708A (ko) 1995-04-28
DE4310460C2 (de) 2003-12-18
EP0643803A1 (de) 1995-03-22
WO1994023192A1 (de) 1994-10-13

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