EP0678159B1 - Device for detecting a periodically changing value in synchronism with the crankshaft - Google Patents
Device for detecting a periodically changing value in synchronism with the crankshaft Download PDFInfo
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- EP0678159B1 EP0678159B1 EP94918296A EP94918296A EP0678159B1 EP 0678159 B1 EP0678159 B1 EP 0678159B1 EP 94918296 A EP94918296 A EP 94918296A EP 94918296 A EP94918296 A EP 94918296A EP 0678159 B1 EP0678159 B1 EP 0678159B1
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- segment
- crankshaft
- dependent signal
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- internal combustion
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- 238000002485 combustion reaction Methods 0.000 claims description 19
- 238000005070 sampling Methods 0.000 claims description 17
- 230000001419 dependent effect Effects 0.000 claims description 11
- 238000012935 Averaging Methods 0.000 claims description 5
- 230000000737 periodic effect Effects 0.000 claims description 4
- 238000001514 detection method Methods 0.000 claims description 3
- 230000006698 induction Effects 0.000 claims 2
- 238000011156 evaluation Methods 0.000 claims 1
- 238000000034 method Methods 0.000 description 4
- 230000001360 synchronised effect Effects 0.000 description 4
- 230000010349 pulsation Effects 0.000 description 3
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 108010076504 Protein Sorting Signals Proteins 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
- F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
-
- 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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
Definitions
- the invention relates to a device crankshaft synchronous detection of a periodically changing size in an internal combustion engine, in particular the burden, according to the genus of the main claim.
- features of the main claim have the advantage that on the one hand a very precise averaging is possible and on the other hand the exact intake manifold pressure curve or exact course of the intake air quantity can be determined can. So it is also possible to do that per work cycle to determine the intake air mass precisely. Overall is one particularly accurate and reliable load determination possible.
- FIG. 1 shows a schematic representation of the device according to the invention
- FIG. 2 are associated Signal sequences shown, based on which the invention is explained.
- the surface of the disk 12 has a number of markings 13a, 13b, 13c which is matched to the number of cylinders of the internal combustion engine. In the case shown in Figure 1, there are three markings, such a disc is used in a six-cylinder internal combustion engine. An area labeled ⁇ KW forms a so-called segment. This area is defined in FIG. 1 as the angle between the rear flank of the mark 13a and the rear flank of the mark 13b.
- the disk 12 is scanned by a fixed sensor 14, the output signal of which is fed to the control unit 10 as the input signal E 1 and is further processed there.
- the intake manifold of the internal combustion engine is designated, 16 schematically represents the throttle valve which is arranged in the intake manifold. 17 shows an area of the intake manifold that acts as a pneumatic filter and 18 is a hot-wire air mass meter HLM that registers the air flowing through and the output signal of which is supplied to control unit 10 as signal U LH .
- An HFM can also be used instead of an HLM.
- 19 denotes a pressure sensor which is arranged in the intake manifold, for example at one of the locations shown, and measures the intake manifold pressure. This sensor is also connected to the control unit 10, in which the output signals U LP of the pressure sensor are also processed. The control unit 10 supplies output signals A for regulating the internal combustion engine, in particular the ignition and injection.
- the output signals of the load sensor i.e. the pressure sensor or the air mass meter are suitably processed, in particular they can be filtered so that a periodic waveform arises, which then is processed further.
- FIG. 2a shows one obtained from the crankshaft sensor Signal shown, only these signal parts applied as the backs of the brands pass by 13a, 13b, 13c are generated on the crankshaft sensor 14.
- the Distance between the signal edges is for that Embodiment according to Figure 1 120 ° / KW, so it corresponds just one segment.
- the course of the load signal U L is shown in FIG. 2c. This is either the signal U LH coming from the hot wire or hot film air mass meter or the signal from the pressure sensor U LP arranged in the intake manifold. This signal fluctuates periodically with a period length that corresponds to a segment length or an angle of ⁇ KW .
- the output signal of the pressure sensor is set in essentially linearly dependent on the pressure DC voltage signal with a superimposed sinusoidal pulsation in the entire speed range.
- actual waveform is for understanding the Invention irrelevant, it is therefore only periodic Share shown.
- the pressure sensor is installed directly in the intake manifold, a additional filters can be used, but it is not absolutely necessary for a reliably evaluable signal be preserved.
- the signal according to Figure 2c is in one in the control unit special grid, for example in a 1 millisecond grid. It is essential that the sampling starts in the same place for each segment. The Synchronization of the scanning takes place depending on the Signal edges according to Figure 2a. Would this synchronization would not be carried out because of the constant Sampling intervals even when the engine is stationary a beat in the load signal.
- the first scan takes place in the illustrated Embodiment one millisecond after the occurrence of the first edge of the signal according to FIG. 2a.
- the first scan is designated 1 in Figures 2b and 2c.
- the second scan occurs a millisecond later and is labeled 2.
- the fourth scan is the last in the first segment.
- the fifth scan is not made a millisecond after fourth, but a millisecond after the appearance of the second edge of the signal according to FIG. 2a. So it won't sampled at the point labeled 5, but at the with 5 'designated place.
- For the sixth to eighth Sampling applies analogously that sampling is carried out at 6 'to 8' and not at 6 to 8 as in the unsynchronized case. This is ensured that the sampling for each segment is synchronized and takes place in the same place.
- the sampling takes place at 9 "and not 9 or 9 '.
- the digit 9" follows one Millisecond after the third edge of the signal according to the figure 2a.
- the averaging takes place over one segment each.
- the average load signal of the first segment is therefore from the first four sampled load signal values are formed.
- This Mean corresponds to the mean of the second segment, which is formed from the samples 5 'to 8'.
- In the third Samples become 9 "to 12" for the segment Averaging used.
- the load signal (from the HLM or HFM) is integrated over a work cycle, i.e. over a period length, the following applies: where n and n + 1 represents a segment, or between t n and t n + 1 the crankshaft rotates through an angle ⁇ KW .
- the specified method can be used for both printing and HFM / HLM systems are used.
- the sensor interface can process the signals Control unit is therefore identical to the hardware by switching over Data records optionally for both data acquisition systems be used.
- the determined load is used in the control unit to regulate the Internal combustion engine, especially in connection with optimized ignition and injection.
- Figure 1 shows an embodiment with a segment disc.
- An incremental disk can also be used, with a large number, for example 60-2 markings, the two missing markings forming a reference mark.
- the disc can also be used with the Connect camshaft. It is crucial that the Sampling of the periodic signal to be evaluated with a Period of one segment length in each segment on the same place ( Figure 2c).
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- 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)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
Die Erfindung geht aus von einer Einrichtung zur kurbelwellensynchronen Erfassung einer sich periodisch ändernden Größe bei einer Brennkraftmaschine, insbesondere der Last, nach der Gattung des Hauptanspruchs.The invention relates to a device crankshaft synchronous detection of a periodically changing size in an internal combustion engine, in particular the burden, according to the genus of the main claim.
Es ist bekannt, daß der Unterdruck im Saugrohr einer Brennkraftmaschine im Arbeitstakt der Brennkraftmaschine pulsiert. Zur exakten Regelung der Brennkraftmaschine wird jedoch der tatsächlich Luftdurchsatz benötigt. In vielen Fällen wird eine Ersatzgröße wie der Mittelwert des Saugrohrdruckes herangezogen. Es wird deshalb beispielsweise in der DE-OS 38 03 276 vorgeschlagen, den Saugrohrdruck winkelsynchron zweimal pro Periodendauer abzutasten und entweder das erhaltene Signal oder den Saugrohrdruck selbst durch geeignete Filter so zu dämpfen, daß ein quasi sinusförmiger Signalverlauf erhalten wird. Wird dieses Signal zweimal pro Zündabstand abgetastet, kann aus zwei aufeinanderfolgenden Werten direkt der Mittelwert berechnet werden.It is known that the vacuum in the intake manifold Internal combustion engine in the work cycle of the internal combustion engine pulsates. For exact control of the internal combustion engine however, the actual air flow required. In many Cases, a substitute size like the mean of the Intake manifold pressure used. It is therefore, for example proposed in DE-OS 38 03 276, the intake manifold pressure to be scanned angularly twice per period and either the signal received or the intake manifold pressure itself dampen with suitable filters so that a quasi sinusoidal waveform is obtained. Will this signal sampled twice per firing interval, can consist of two successive values, the mean value is calculated directly will.
Für moderne Brennkraftmaschinen ist diese Mittelwertbildung immer noch zu ungenau. Außerdem läßt sich mit dieser Methode nur der Mittelwert und nicht der genaue Druckverlauf bzw. der genaue Luftdurchsatz bestimmen, gerade dies wird für einige Regelmaßnahmen jedoch gewünscht.This is averaging for modern internal combustion engines still too imprecise. You can also use this method only the mean and not the exact pressure curve or the Determine exact air flow rate, this is what some will do However, regular measures are desired.
Aus der EP-A-0 92 828 ist eine Einrichtung zur kurbelwellensynchronen Erfassung einer sich periodisch ändernden Größer einer Brennkraftmaschine, beispielsweise der Last bekannt, bei der mit Hilfe eines Kurbelwellensensors der Kurbelwellenwinkel erfaßt wird und mit Hilfe eines Lastsensors das Lastsignal ermittelt wird. Zur Auswertung des Lastsignales wird dieses in festem Kurbelwellenwinkel abgetastet, wobei die Abtastschritte so gewählt sind, daß eine vorgebbare Anzahl von Abtastungen pro Segment erfolgt, wobei jeweils eine Abtastung auf der Segmentgrenze liegt. Die bekannte Vorgehensweise einer winkelfesten Signalabtastung führt dazu, daß die Zeitabstände zwischen zwei Abtastungen drehzahlabhängig schwanken.From EP-A-0 92 828 a device for crankshaft synchronous detection of a periodically changing Larger than an internal combustion engine, for example the load known in which with the help of a crankshaft sensor Crankshaft angle is detected and with the help of a load sensor the load signal is determined. To evaluate the load signal this is scanned at a fixed crankshaft angle, the Sampling steps are selected so that a predeterminable number of Scans are carried out per segment, one scan each is on the segment boundary. The well known procedure of a angular signal sampling causes the time intervals fluctuate between two scans depending on the speed.
Die erfindungsgemäße Einrichtung mit den kennzeichnenden Merkmalen des Hauptanspruchs hat demgegenüber den Vorteil, daß einerseits eine sehr genaue Mittelwertbildung möglich ist und andererseits der genaue Saugrohrdruckverlauf bzw. der genaue Verlauf der angesaugten Luftmenge bestimmt werden kann. Es ist also auch möglich, die pro Arbeitstakt angesaugte Luftmasse genau zu ermitteln. Insgesamt ist eine besonders genaue und zuverlässige Lastermittlung möglich.The device according to the invention with the characteristic In contrast, features of the main claim have the advantage that on the one hand a very precise averaging is possible and on the other hand the exact intake manifold pressure curve or exact course of the intake air quantity can be determined can. So it is also possible to do that per work cycle to determine the intake air mass precisely. Overall is one particularly accurate and reliable load determination possible.
Es ist weiterhin vorteilhaft, daß die erzielten Meßwerte von Segment zu Segment und damit von Arbeitstakt zu Arbeitstakt miteinander vergleichbar sind, es lassen sich dabei zu den einzelnen Segmenten gehörende Mittelwerte bilden, die dann auch für die Regelung der Brennkraftmaschine zur Verfügung stehen.It is also advantageous that the measured values of Segment to segment and thus from work cycle to work cycle are comparable with each other, it can be form averages belonging to individual segments, which then also available for the control of the internal combustion engine stand.
Erzielt werden diese Vorteile, indem der Signalverlauf mit einer hohen Abtastrate abgetastet wird, wobei der Beginn der Abtastung kurbelwellenbezogen synchronisiert ist, es wird also für jedes Segment an der selben Stelle mit der Abtastung begonnen. Dies ermöglicht eine Synchronisation auf das periodisch oszillierende Lastsignal. Durch Integration über einen Arbeitstakt wird die zugehörige angesaugte Luftmenge berechnet. These advantages are achieved by using the signal curve with a high sampling rate is scanned, the beginning of the Sampling is related to the crankshaft, it will So for each segment in the same place with the scan began. This enables synchronization to the periodically oscillating load signal. Through integration over the associated intake air volume becomes one work cycle calculated.
Eine geeignete Filterung des periodisch oszillierenden Signales kann vor der Abtastung durchgeführt werden, ist aber im Gegensatz zu der aus der DE-OS 38 03 276 bekannten Lösung nicht unbedingt erforderlich.Appropriate filtering of the periodically oscillating Signals can be done before sampling, but is in contrast to the solution known from DE-OS 38 03 276 not necessarily required.
Durch die in den Unteransprüchen aufgeführten Maßnahmen sind vorteilhafte Weiterbildungen der im Hauptanspruch angegebenen Einrichtung möglich.By the measures listed in the subclaims advantageous developments of the specified in the main claim Setup possible.
Die Erfindung ist in der Zeichnung dargetellt und wird in der
nachfolgenden Beschreibung näher erläutert. Im einzelnen
zeigt Figur 1 eine schematische Darstellung der
erfindungsgemäßen Einrichtung, in Figur 2 sind zugehörige
Signalabläufe dargestellt, anhand derer die Erfindung
erläutert wird.The invention is illustrated in the drawing and is in the
following description explained in more detail. In
In Figur 1 sind die erfindungswesentlichen Teile einer Brennkraftmaschine schematisch dargestellt. Dabei ist mit 10 das Steuergerät bezeichnet, mit 11 die Kurbelwelle und mit 12 eine Scheibe, die mit der Kurbelwelle 11 verbunden ist und sich mit dieser dreht.In Figure 1, the parts essential to the invention are Internal combustion engine shown schematically. At 10 denotes the control unit, 11 the crankshaft and 12 a disc which is connected to the crankshaft 11 and turns with this.
Die Oberfläche der Scheibe 12 weist eine Anzahl von
Markierungen 13a, 13b, 13c auf, die auf die Zahl der Zylinder
der Brennkraftmaschine abgestimmt ist. Im in Figur 1
dargestellten Fall sind es drei Markierungen, eine solche
Scheibe findet Verwendung bei einer Sechszylinderbrennkraftmaschine.
Ein Bereich, der mit αKW
bezeichnet ist, bildet ein sogenanntes Segment. Dieser
Bereich ist in Figur 1 definiert als Winkel zwischen der
Rückflanke der Marke 13a und der Rückflanke der Marke 13b.The surface of the
Die Scheibe 12 wird von einem feststehenden Sensor 14
abgetastet, dessen Ausgangsignal dem Steuergerät 10 als
Eingangssignal E1 zugeführt wird und dort weiterverarbeitet
wird.The
Mit 15 ist das Saugrohr der Brennkraftmaschine bezeichnet, 16
stellt schematisch die Drosselklappe dar, die im Saugrohr
angeordnet ist. Mit 17 ist ein Bereich des Saugrohres
dargestellt, der als pneumatisches Filter wirkt und 18 ist
ein Hitzdraht-Luftmassenmesser HLM, der die durchströmende
Luft registriert und dessen Ausgangssignal dem Steuergerät 10
als Signal ULH zugeführt wird.With 15 the intake manifold of the internal combustion engine is designated, 16 schematically represents the throttle valve which is arranged in the intake manifold. 17 shows an area of the intake manifold that acts as a pneumatic filter and 18 is a hot-wire air mass meter HLM that registers the air flowing through and the output signal of which is supplied to control
An Stelle eines HLM kann auch ein HFM eingesetzt werden. 19
bezeichnet einen Drucksensor, der im Saugrohr, beispielsweise
an einer der gezeigten Stellen angeordnet ist und den
Saugrohrdruck mißt. Dieser Sensor ist ebenfalls mit dem
Steuergerät 10 verbunden, in dem auch die Ausgangssignale ULP
des Drucksensors verarbeitet werden. Das Steuergerät 10
liefert Ausgangssignale A zur Regelung der
Brennkraftmaschine, insbesonders der Zündung und
Einspritzung.An HFM can also be used instead of an HLM. 19 denotes a pressure sensor which is arranged in the intake manifold, for example at one of the locations shown, and measures the intake manifold pressure. This sensor is also connected to the
Die Ausgangssignale des Lastsensors, also des Drucksensors oder des Luftmassenmessers werden in geeigneter Weise aufbereitet, insbesondere können sie so gefiltert werden, daß ein periodischer Signalverlauf entsteht, der dann weiterverarbeitet wird.The output signals of the load sensor, i.e. the pressure sensor or the air mass meter are suitably processed, in particular they can be filtered so that a periodic waveform arises, which then is processed further.
In Figur 2a ist ein aus dem Kurbelwellensensor erhaltenes
Signal dargestellt, dabei sind nur diese Signalteile
aufgetragen, die beim Vorbeilaufen der Rückseiten der Marken
13a, 13b, 13c am Kurbelwellensensor 14 erzeugt werden. Der
Abstand zwischen den Signalflanken beträgt für das
Ausführungsbeispiel nach Figur 1 120 °/KW, er entspricht also
gerade einem Segment.FIG. 2a shows one obtained from the crankshaft sensor
Signal shown, only these signal parts
applied as the backs of the brands pass by
13a, 13b, 13c are generated on the
In Figur 2c ist der Verlauf des Lastsignales UL dargestellt. Dieses ist entweder des vom Hitzdraht- bzw. Heißfilm-Luftmassenmesser stammende Signal ULH oder das Signal des im Saugrohr angeordneten Drucksensors ULP. Dieses Signal ist periodisch schwankend mit einer Periodenlänge, die einer Segmentlänge bzw. einem Winkel von αKW entspricht.The course of the load signal U L is shown in FIG. 2c. This is either the signal U LH coming from the hot wire or hot film air mass meter or the signal from the pressure sensor U LP arranged in the intake manifold. This signal fluctuates periodically with a period length that corresponds to a segment length or an angle of α KW .
Der Lastverlauf nach Figur 2c ist im übrigen nur schematisch dargestellt, dies ist für das Verständnis der Erfindung jedoch nicht wesentlich. Genaugenommen liefert der Hitzdrahtluftmassenmesser ein im wesentlichen vom Luftmassenstrom abhängiges Gleichspannungssignal mit einer sinusartigen Pulsation, deren Amplitude zu höheren Drehzahlen hin kleiner wird. Im Rückströmbereich bei ca. 800 bis 1400 U/min, je nach Motor entspricht das Ausgangssignal bei Pulsation dem Absolutbetrag einer Sinusschwingung.The load profile according to Figure 2c is otherwise only schematic shown, this is for understanding the invention however not essential. Strictly speaking, it delivers Hot wire air mass meter essentially from Air mass flow dependent DC signal with a sinusoidal pulsation, the amplitude of which at higher speeds gets smaller. In the backflow area at approx. 800 to 1400 rpm, depending on the motor, the output signal corresponds to Pulsation is the absolute amount of a sine wave.
Das Ausgangssignal des Drucksensors stellt ein im wesentlichen vom Druck linear abhängiges Gleichspannungssignal dar mit einer überlagerten sinusförmigen Pulsation im gesamten Drehzahlbereich. Der tatsächliche Signalverlauf ist jedoch für das Verständnis der Erfindung unerheblich, es ist deshalb nur der periodische Anteil dargestellt.The output signal of the pressure sensor is set in essentially linearly dependent on the pressure DC voltage signal with a superimposed sinusoidal pulsation in the entire speed range. Of the However, actual waveform is for understanding the Invention irrelevant, it is therefore only periodic Share shown.
Wird der Drucksensor direkt im Saugrohr angebracht, kann ein zusätzliches Filter eingesetzt werden, es ist aber nicht unbedingt erforderlich um ein zuverlässig auswertbares Signal erhalten werden.If the pressure sensor is installed directly in the intake manifold, a additional filters can be used, but it is not absolutely necessary for a reliably evaluable signal be preserved.
Das Signal nach Figur 2c wird im Steuergerät in einem speziellen Raster abgetastet, beispielsweise in einem 1-Millisekunden-Raster. Dabei ist wesentlich, daß die Abtastung für jedes Segment an der gleichen Stelle beginnt. Die Synchronisation der Abtastung erfolgt in Abhängigkeit von den Signalflanken nach Figur 2a. Würde diese Synchronisation nicht durchgeführt werden, so würde aufgrund der konstanten Abtastintervalle auch im stationärem Motorbetriebszustand eine Schwebung im Lastsignal auftreten.The signal according to Figure 2c is in one in the control unit special grid, for example in a 1 millisecond grid. It is essential that the sampling starts in the same place for each segment. The Synchronization of the scanning takes place depending on the Signal edges according to Figure 2a. Would this synchronization would not be carried out because of the constant Sampling intervals even when the engine is stationary a beat in the load signal.
Die erste Abtastung erfolgt beim dargestellten Ausführungsbeispiel eine Millisekunde nach dem Auftreten der ersten Flanke des Signales nach Figur 2a. Die erste Abtastung ist in Figur 2b und 2c mit 1 bezeichnet. Die zweite Abtastung erfolgt eine Millisekunde später und ist mit 2 bezeichnet. Die vierte Abtastung ist die letzte im ersten Segment.The first scan takes place in the illustrated Embodiment one millisecond after the occurrence of the first edge of the signal according to FIG. 2a. The first scan is designated 1 in Figures 2b and 2c. The second scan occurs a millisecond later and is labeled 2. The fourth scan is the last in the first segment.
Die fünfte Abtastung erfolgt nicht eine Millisekunde nach der vierten, sondern eine Millisekunde nach dem Auftreten der zweiten Flanke des Signales nach Figur 2a. Es wird also nicht an der mit 5 bezeichneten Stelle abgetastet, sondern an der mit 5' bezeichneten Stelle. Für die sechste bis achte Abtastung gilt analog, daß bei 6' bis 8' abgetastet wird und nicht bei 6 bis 8 wie im unsynchronisierten Fall. Dadurch ist sichergestellt, daß die Abtastung für jedes Segment synchronisiert ist und an derselben Stelle erfolgt.The fifth scan is not made a millisecond after fourth, but a millisecond after the appearance of the second edge of the signal according to FIG. 2a. So it won't sampled at the point labeled 5, but at the with 5 'designated place. For the sixth to eighth Sampling applies analogously that sampling is carried out at 6 'to 8' and not at 6 to 8 as in the unsynchronized case. This is ensured that the sampling for each segment is synchronized and takes place in the same place.
Beim Übergang ins dritte Segment erfolgt die Abtastung bei
9" und nicht bei 9 oder 9'. Dabei folgt die Stelle 9" eine
Millisekunde nach der dritten Flanke des Signales nach Figur
2a.When moving to the third segment, the sampling takes place at
9 "and not 9 or 9 '. The
Die Mittelwertbildung erfolgt über je ein Segment. Das mittlere Lastsignal des ersten Segmentes wir also aus den erste vier abgetasteten Lastsignalwerten gebildet. Dieser Mittelwert entspricht dem Mittelwert des zweiten Segmentes, der aus den Abtastwerten 5' bis 8' gebildet wird. Im dritten Segment werden die Abtastwerte 9" bis 12" zur Mittelwertbildung verwendet.The averaging takes place over one segment each. The average load signal of the first segment is therefore from the first four sampled load signal values are formed. This Mean corresponds to the mean of the second segment, which is formed from the samples 5 'to 8'. In the third Samples become 9 "to 12" for the segment Averaging used.
Zur Bestimmung der pro Arbeitstakt angesaugten Luftmenge wird
das Lastsignal (vom HLM oder HFM) über einen Arbeitstakt,
also über eine Periodenlänge aufintegriert, es gilt:
Bei einer Brennkraftmaschine mit wahlweise einem Drucksensor oder einem Luftmassenmesser ist eine Kombination der beiden Erfassungssysteme denkbar, wenn beide Signale so aufbereitet werden, daß die Filter-Zeitkonstanten in der gleichen Größenordnung liegen. Eine kurbelwellen- bzw. drehzahlsynchronisierte Abtastung im 1ms-Raster ermöglicht dann eine einheitliche Lasterfassung.In an internal combustion engine with an optional pressure sensor or an air mass meter is a combination of the two Acquisition systems conceivable if both signals are processed in this way that the filter time constants are in the same Order of magnitude. A crankshaft or speed synchronized Scanning in a 1 ms grid then enables uniform load recording.
Das angegebene Verfahren kann sowohl für Druckals auch für HFM/HLM-Systeme eingesetzt werden. Bei kompatibler Sensorschnittstelle kann ein die Signale verarbeitendes Steuergerät somit hardwareidentisch durch Umschalten von Datensätzen wahlweise für beide Datenerfassungssysteme eingesetzt werden.The specified method can be used for both printing and HFM / HLM systems are used. With compatible The sensor interface can process the signals Control unit is therefore identical to the hardware by switching over Data records optionally for both data acquisition systems be used.
Die ermittelte Last wird im Steuergerät zur Regelung der Brennkraftmaschine verwertet, insbesondere im Zusammenhang mit einer optimierten Zündung und Einspritzung.The determined load is used in the control unit to regulate the Internal combustion engine, especially in connection with optimized ignition and injection.
Figur 1 zeigt ein Ausführungsbeispiel mit einer Segmentscheibe. Es kann ebenso eine Inkrementscheibe verwendet werden, mit einer Vielzahl, z.B. 60-2 Markierungen, wobei die beiden fehlenden Markierungen eine Bezugsmarke bilden. Die Inkrementscheibe ist dann so auszugestalten, daß eine bestimmte Zahl von Markierungen, z.B. zehn eine Segmentscheibe bilden, sich also über einen Winkel von αKW = 60° bei einem Sechszylindermotor erstrecken. Figure 1 shows an embodiment with a segment disc. An incremental disk can also be used, with a large number, for example 60-2 markings, the two missing markings forming a reference mark. The incremental disk is then to be designed such that a certain number of markings, for example ten, form a segment disk, that is to say extend over an angle of α KW = 60 ° in a six-cylinder engine.
Mit entsprechender Anpassung kann die Scheibe auch mit der Nockenwelle in Verbindung stehen. Entscheidend ist, daß die Abtastung des auszuwertenden periodischen Signales mit einer Periodendauer von einer Segmentlänge in jedem Segment an der gleichen Stelle erfolgt (Figur 2c).With appropriate adjustment, the disc can also be used with the Connect camshaft. It is crucial that the Sampling of the periodic signal to be evaluated with a Period of one segment length in each segment on the same place (Figure 2c).
Claims (10)
- Device for crankshaft-synchronous detection of a periodically changing variable of an internal combustion engine, in particular the load, having a sensor which outputs a crankshaft angle-dependent signal which has at least one edge per segment, one segment corresponding to a selectable crankshaft angle range, having a further sensor which outputs a load-dependent signal, the load-dependent signal being sampled with a selectable pattern and the start of sampling taking place in each segment at the same interval from the corresponding edge of the crankshaft angle-dependent signal, characterized in that the selectable pattern is a time pattern, in that the synchronization of the sampling takes place in each case as a function of the edges of the crankshaft angle-dependent signal so that the sampling in each segment starts at the same time interval from the associated edge of the crankshaft angle-dependent signal.
- Device according to Claim 1, characterized in that an average value is formed from the sampled values, averaging taking place over one segment in each case.
- Device according to Claim 1, characterized in that the crankshaft angle range which forms one segment length depends on the number of cylinders of the internal combustion engine and is specified in such a way that it corresponds to one period length of the periodically changing variable.
- Device according to Claim 3, characterized in that, in order to form the crankshaft angle-dependent signal, a disc which is connected to the crankshaft and has a number of marks corresponding to half the number of cylinders is sensed by a sensor.
- Device according to one of the preceding claims, characterized in that the sampling of the periodically changing variable takes place at an interval of milliseconds.
- Device according to one of the preceding claims, characterized in that the periodically changing variable is the air flow in the induction pipe of the internal combustion engine and an air flow rate meter, in particular an HFM or HLM, is used as sensor and/or the periodically changing variable is the pressure in the induction pipe of the internal combustion engine and a pressure sensor is used as sensor.
- Device according to one of the preceding claims, characterized in that the sampling and the evaluation of the signals takes place with the aid of the control unit of the internal combustion engine.
- Device according to one of the preceding claims, characterized in that the load-dependent signal is filtered in such a way that a periodic signal characteristic is produced.
- Device according to one of the preceding claims, characterized in that the load signal is integrated over one segment in order to determine the quantity of air inducted per power cycle.
- Device according to one of the preceding claims 1 to 3 or 5 to 9, characterized in that in order to form the crankshaft angle-dependent signal an increment disc is sensed which is connected to the crankshaft or camshaft and the disc has a plurality of marks, a prescribable number of marks extending over an angular range αCA which corresponds to one segment length.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4322311A DE4322311A1 (en) | 1993-07-05 | 1993-07-05 | Device for the crankshaft-synchronous detection of a periodically changing variable |
| DE4322311 | 1993-07-05 | ||
| PCT/DE1994/000716 WO1995002122A1 (en) | 1993-07-05 | 1994-06-22 | Device for detecting a periodically changing value in synchronism with the crankshaft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0678159A1 EP0678159A1 (en) | 1995-10-25 |
| EP0678159B1 true EP0678159B1 (en) | 1998-12-02 |
Family
ID=6491980
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP94918296A Expired - Lifetime EP0678159B1 (en) | 1993-07-05 | 1994-06-22 | Device for detecting a periodically changing value in synchronism with the crankshaft |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US5520043A (en) |
| EP (1) | EP0678159B1 (en) |
| JP (1) | JP3882026B2 (en) |
| KR (1) | KR100327078B1 (en) |
| DE (2) | DE4322311A1 (en) |
| WO (1) | WO1995002122A1 (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2317705B (en) * | 1996-09-30 | 2000-10-04 | Cummins Engine Co Inc | A control system,an internal combustion engine system,and a tone wheel |
| US5965806A (en) * | 1997-09-30 | 1999-10-12 | Cummins Engine Company, Inc. | Engine crankshaft sensing system |
| US6131547A (en) * | 1998-02-27 | 2000-10-17 | Cummins Engine Company, Inc. | Electronic engine speed and position apparatus for camshaft gear applications |
| US6138504A (en) * | 1998-06-04 | 2000-10-31 | Ford Global Technologies, Inc. | Air/fuel ratio control system |
| DE19933664A1 (en) * | 1999-07-17 | 2001-01-18 | Bosch Gmbh Robert | Device for analog or digital signal processing |
| DE10021644C2 (en) * | 2000-05-04 | 2002-08-01 | Bosch Gmbh Robert | Operating state-dependent switching of a scanning method of a pressure sensor |
| DE10064651A1 (en) * | 2000-12-22 | 2002-07-04 | Bosch Gmbh Robert | Electronic inlet and exhaust valve control system for internal combustion engine includes flow sensor in induction tract connected to valve timing control computer |
| US8670894B2 (en) * | 2009-04-28 | 2014-03-11 | GM Global Technology Operations LLC | Control system and method for sensor signal out of range detection |
| DE102014225176A1 (en) * | 2014-12-08 | 2016-06-23 | Robert Bosch Gmbh | A method and apparatus for providing a filtered air system state quantity in a controller of an internal combustion engine |
| JP6553497B2 (en) * | 2015-12-14 | 2019-07-31 | 日立オートモティブシステムズ株式会社 | Control device and system for internal combustion engine |
| KR102199901B1 (en) * | 2017-01-23 | 2021-01-08 | 현대자동차주식회사 | Method for detecting pressure sensor in intake system of engine |
Family Cites Families (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3886817A (en) * | 1973-05-31 | 1975-06-03 | Borg Warner | Engine torque sensor device |
| JPS55139937A (en) * | 1979-04-19 | 1980-11-01 | Japan Electronic Control Syst Co Ltd | Suction air amount computing method of internal combustion engine |
| DE2932336A1 (en) * | 1979-08-09 | 1981-02-26 | Bosch Gmbh Robert | CONTROL DEVICE FOR DETERMINING THE TIMING POINT AND FUEL MEASURING FOR AN INTERNAL COMBUSTION ENGINE |
| JPS5658616A (en) * | 1979-10-19 | 1981-05-21 | Japan Electronic Control Syst Co Ltd | Computing unit for intake quantity of internal combustion engine |
| JPS5780538A (en) * | 1980-11-07 | 1982-05-20 | Nippon Soken Inc | Detector for firing limit for internal combustion engine |
| JPS58185948A (en) * | 1982-04-26 | 1983-10-29 | Hitachi Ltd | Fuel-injection controller |
| US4424709A (en) * | 1982-07-06 | 1984-01-10 | Ford Motor Company | Frequency domain engine defect signal analysis |
| JPH06100150B2 (en) * | 1985-09-05 | 1994-12-12 | マツダ株式会社 | Engine intake air amount detection device |
| DE3803276A1 (en) * | 1988-02-04 | 1989-08-17 | Bosch Gmbh Robert | DEVICE FOR SUCTION PIPE PRESSURE DETECTION IN AN INTERNAL COMBUSTION ENGINE |
| DE4009285A1 (en) * | 1989-08-23 | 1990-12-20 | Audi Ag | METHOD FOR CYLINDER SELECTIVE MONITORING OF ENERGY REVENUE IN A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE |
| US5076098A (en) * | 1990-02-21 | 1991-12-31 | Nissan Motor Company, Limited | System for detecting combustion state in internal combustion engine |
| DE4006273A1 (en) * | 1990-02-28 | 1991-09-26 | Forsch Kraftfahrwesen Und Fahr | METHOD AND DEVICE FOR DETERMINING THE DISTANCE OF THE INTERNAL PRESSURE OF A CYLINDER OF A PISTON MACHINE |
| JP2611502B2 (en) * | 1990-06-13 | 1997-05-21 | 三菱電機株式会社 | Misfire detection device for internal combustion engine |
| JP2556176B2 (en) * | 1990-06-20 | 1996-11-20 | 三菱電機株式会社 | Internal combustion engine failure diagnosis device |
| FR2681426B1 (en) * | 1991-09-12 | 1993-11-26 | Renault Regie Nale Usines | METHOD AND DEVICE FOR MEASURING THE TORQUE OF AN INTERNAL COMBUSTION ENGINE TAKING INTO ACCOUNT, IN PARTICULAR, THE RECIRCULATION OF EXHAUST GASES, RESIDUAL BURNED GASES AND EXCESS FUEL. |
| US5321979A (en) * | 1993-03-15 | 1994-06-21 | General Motors Corporation | Engine position detection using manifold pressure |
-
1993
- 1993-07-05 DE DE4322311A patent/DE4322311A1/en not_active Withdrawn
-
1994
- 1994-06-22 DE DE59407393T patent/DE59407393D1/en not_active Expired - Lifetime
- 1994-06-22 US US08/392,923 patent/US5520043A/en not_active Expired - Lifetime
- 1994-06-22 WO PCT/DE1994/000716 patent/WO1995002122A1/en active IP Right Grant
- 1994-06-22 EP EP94918296A patent/EP0678159B1/en not_active Expired - Lifetime
- 1994-06-22 KR KR1019950700610A patent/KR100327078B1/en not_active IP Right Cessation
- 1994-06-22 JP JP50374195A patent/JP3882026B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH08501369A (en) | 1996-02-13 |
| DE4322311A1 (en) | 1995-01-12 |
| US5520043A (en) | 1996-05-28 |
| KR950703118A (en) | 1995-08-23 |
| WO1995002122A1 (en) | 1995-01-19 |
| JP3882026B2 (en) | 2007-02-14 |
| EP0678159A1 (en) | 1995-10-25 |
| KR100327078B1 (en) | 2002-06-29 |
| DE59407393D1 (en) | 1999-01-14 |
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