EP0683309A1 - Method of control of internal combustion engine in emergency mode - Google Patents
Method of control of internal combustion engine in emergency mode Download PDFInfo
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- EP0683309A1 EP0683309A1 EP94107646A EP94107646A EP0683309A1 EP 0683309 A1 EP0683309 A1 EP 0683309A1 EP 94107646 A EP94107646 A EP 94107646A EP 94107646 A EP94107646 A EP 94107646A EP 0683309 A1 EP0683309 A1 EP 0683309A1
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- crankshaft
- segment
- camshaft
- signal
- sensor
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- 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
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- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
- F02P15/008—Reserve ignition systems; Redundancy of some ignition devices
Definitions
- the invention relates to a method for controlling an internal combustion engine according to the preamble of claim 1.
- an emergency running control device on an internal combustion engine requires a reference signal transmitter, a crankshaft transmitter and a camshaft transmitter with a total of three sensors.
- the sensor disk of the camshaft sensor has a toothed segment for each cylinder of the internal combustion engine, the toothed segment being shortened for a specific cylinder and the toothed segment being enlarged for another specific cylinder. If the crankshaft sensor fails, the irregular camshaft signal is converted into a "monotonous camshaft signal" with tooth segments of the same length, and with this signal the control continues to operate in emergency operation with a significantly lower angular resolution.
- This known control is too complex for series use. In addition to three expensive sensors, it also requires precise and therefore expensive adjustment of the encoder disks to one another, without enabling a satisfactory angular resolution of the crankshaft in emergency operation.
- It is an object of the invention to design a method for emergency running control of an internal combustion engine such that with a camshaft encoder and a crankshaft encoder with standard encoder disks (e.g. crankshaft encoder disk with one or two missing teeth, camshaft encoder disk with a segment over 180 ° NW 360 ° KW) if the crankshaft encoder fails, the internal combustion engine can continue to be operated with a simulated crankshaft signal with approximately the same angular resolution.
- teeth is understood to mean both narrow teeth and wide teeth (usually called segments), but the term “segment” means both teeth and the gaps between two teeth.
- Figure 1 shows a schematic representation of an engine control of an internal combustion engine, with a microprocessor-controlled engine control unit ST, to which the signals of a camshaft sensor GNW and a crankshaft sensor GKW are supplied.
- the camshaft sensor GNW in this exemplary embodiment consists of a fixed sensor SNW and a sensor disk GSNW which is connected in a rotationally fixed manner to the camshaft and which has a tooth A and an approximately equal gap B, which corresponds to the direction of rotation defined by an arrow, by a rising flank a and falling edge b are separated from each other.
- the crankshaft encoder GKW in this exemplary embodiment consists of a fixed sensor SKW and an encoder disk GSKW which is connected to the crankshaft in a rotationally fixed manner and which has, for example, 60 teeth of the same width, teeth C evenly distributed over the circumference with gaps D of the same width, which correspond to the direction of rotation, likewise determined by an arrow by rising edges c and falling edges d from each other are separated. Two of these teeth, No. 59 and No. 60, have been removed, so that with the two missing teeth and the three gaps present, a gap E of five times the width is created.
- the sensors deliver appropriate signals (whose reference numbers correspond to those of the teeth, gaps and flanks corresponding to them) to a processing circuit AW in the control unit, whose output signals in turn are used to control the Internal combustion engine can be used in a known manner.
- the output signals of the processing circuit AW can consist of, for example, five or ten pulses per crankshaft tooth or gap (also for the missing teeth), which are formed by counting the crankshaft segments, but they can also arrange an exact image of the GSKW on the crankshaft encoder disk Segments.
- the cycle time of the camshaft segments A and B at the camshaft sensor SNW is counted with a clock signal t of constant frequency in order to derive the speed, acceleration, etc. to determine the internal combustion engine.
- FIG. 2 shows an image of the camshaft segments a, A, b, B in FIG. 2a, the crankshaft segments c, C, d, D, E in FIG. 2b and the (crankshaft) reference signals e derived therefrom in FIG. 2c.
- FIG. 2d shows signals f derived from the crankshaft segments with, for example, five pulses per tooth or Gap, even for the missing teeth.
- the signals derived from the crankshaft segments can, however, also provide an exact image of the crankshaft segments c, C, d, D, E in FIG. 2b
- the reference signals e should always appear at a crankshaft position when cylinder I (and therefore also cylinder IV) is 120 ° CA before top dead center.
- the crankshaft encoder disk GSKW is adjusted as precisely as possible to this point.
- crankshaft positions a 'and b' at which the camshaft segment flanks a and b pass the camshaft sensor SNW, also become non-volatile in the engine control unit ST saved.
- the stored values a ', b' and the ratios A / B and B / A derived therefrom are continuously updated and overwritten in undisturbed operation, since they can change over time due to wear.
- the signals c, C, d, D, E (FIG. 2b) or f (FIG. 2d) and the reference signal e derived therefrom (FIG. 2c) remain off and the engine control must be continued with the signals a, A, b and B. From these signals and the stored values, the failed signals and the reference signal are simulated using the method explained below using two exemplary embodiments. If the crankshaft sender fails, an error display F (acoustic or visual) is also activated.
- F acoustic or visual
- N I N-1 * (L N / L N-1 ) to calculate in advance (to interpolate).
- the quotient I N / L N (or I N-1 / L N-1 ) from this value I N and the stored angle length L N gives the value I / ° KW of the pulses for 1 ° KW. This value is, for example, "50" at the current engine speed.
- next camshaft edge signal a or b appears a little earlier, with deceleration somewhat later than it corresponds to the stored camshaft edge signal a '(20 ° KW) or b' (10 ° KW).
- the failed crankshaft signals are completely simulated or replaced using the method explained with reference to the two exemplary embodiments, and the internal combustion engine can be controlled as before the failure of the crankshaft sensor SKW. However, the driver is informed of the error that has occurred by an optical or acoustic error display F.
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- Engineering & Computer Science (AREA)
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- Combustion & Propulsion (AREA)
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- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Die Erfindung betrifft ein Verfahren zur Steuerung einer Brennkraftmaschine nach dem Oberbegriff des Anspruchs 1.The invention relates to a method for controlling an internal combustion engine according to the preamble of claim 1.
Aus der DE 41 25 677 A1 ist eine notlauffähige Steuervorrichtung an einer Brennkraftmaschine bekannt. Diese Vorrichtung benötigt einen Referenzsignalgeber, einen Kurbelwellengeber und einen Nockenwellengeber mit insgesamt drei Sensoren. Die Geberscheibe des Nockenwellengebers weist für jeden Zylinder der Brennkraftmaschine ein Zahnsegment auf, wobei das Zahnsegment für einen bestimmten Zylinder verkürzt ist und das Zahnsegment für einen anderen bestimmten Zylinder vergrößert ist. Bei Ausfall des Kurbelwellengebers wird das unregelmäßige Nockenwellensignal in ein "monotones Nockenwellensignal" mit gleichlangen Zahnsegmenten umgewandelt und mit diesem Signal die Steuerung im Notlauf mit einer wesentlich geringeren Winkelauflösung weiterbetrieben. Diese bekannte Steuerung ist für den Serieneinsatz zu aufwendig. Sie erfordert neben drei teuren Sensoren auch eine genaue und damit teure Justierung der Geberscheiben zueinander, ohne im Notlauf eine befriedigende Winkelauflösung der Kurbelwelle zu ermöglichen.From DE 41 25 677 A1 an emergency running control device on an internal combustion engine is known. This device requires a reference signal transmitter, a crankshaft transmitter and a camshaft transmitter with a total of three sensors. The sensor disk of the camshaft sensor has a toothed segment for each cylinder of the internal combustion engine, the toothed segment being shortened for a specific cylinder and the toothed segment being enlarged for another specific cylinder. If the crankshaft sensor fails, the irregular camshaft signal is converted into a "monotonous camshaft signal" with tooth segments of the same length, and with this signal the control continues to operate in emergency operation with a significantly lower angular resolution. This known control is too complex for series use. In addition to three expensive sensors, it also requires precise and therefore expensive adjustment of the encoder disks to one another, without enabling a satisfactory angular resolution of the crankshaft in emergency operation.
Es ist Aufgabe der Erfindung, ein Verfahren zur Notlaufsteuerung einer Brennkraftmaschine derart zu gestalten, daß mit einem Nockenwellengeber und einem Kurbelwellengeber mit serienüblichen Geberscheiben (z.B. Kurbelwellen-Zahngeberscheibe mit ein oder zwei fehlenden Zähnen, Nockenwellen-Geberscheibe mit einem Segment über 180°NW = 360°KW) bei Ausfall des Kurbelwellengebers die Brennkraftmaschine mit einem nachgebildeten Kurbelwellensignal mit etwa der gleichen Winkelauflösung weiterbetrieben werden kann.It is an object of the invention to design a method for emergency running control of an internal combustion engine such that with a camshaft encoder and a crankshaft encoder with standard encoder disks (e.g. crankshaft encoder disk with one or two missing teeth, camshaft encoder disk with a segment over 180 ° NW = 360 ° KW) if the crankshaft encoder fails, the internal combustion engine can continue to be operated with a simulated crankshaft signal with approximately the same angular resolution.
Diese Aufgabe wird durch die im Anspruch 1 genannten Merkmale gelöst.This object is achieved by the features mentioned in claim 1.
Im folgenden werden unter dem Begriff "Zahn" sowohl schmale Zähne als auch breite Zähne (üblicherweise Segmente genannt), unter dem Begriff "Segment" jedoch sowohl Zähne als auch die zwischen jeweils zwei Zähnen liegenden Lücken verstanden.In the following, the term "tooth" is understood to mean both narrow teeth and wide teeth (usually called segments), but the term "segment" means both teeth and the gaps between two teeth.
Die Erfindung wird anhand der Zeichnung näher erläutert. Es zeigen:
- Figur 1
- die schematische Darstellung einer Motorsteuerung,
- Figur 2
- ein Signaldiagramm zu Erläuterung der Funktionsweise des beschriebenen Verfahrens.
- Figure 1
- the schematic representation of an engine control,
- Figure 2
- a signal diagram to explain the operation of the method described.
Figur 1 zeigt in schematischer Darstellung eine Motorsteuerung einer Brennkraftmaschine, mit einem mikroprozessorgesteuerten Motorsteuergerät ST, welchem die Signale eines Nockenwellengebers GNW und eines Kurbelwellengebers GKW zugeführt werden.Figure 1 shows a schematic representation of an engine control of an internal combustion engine, with a microprocessor-controlled engine control unit ST, to which the signals of a camshaft sensor GNW and a crankshaft sensor GKW are supplied.
Der Nockenwellengeber GNW in diesem Ausführungsbeispiel besteht aus einem feststehenden Sensor SNW und einer mit der Nockenwelle drehfest verbundenen Geberscheibe GSNW, die einen Zahn A und eine etwa gleichbreite Lücke B aufweist, welche entsprechend der durch einen Pfeil festgelegten Drehrichtung, durch eine aufsteigende Flanke a und eine abfallende Flanke b voneinander getrennt sind.The camshaft sensor GNW in this exemplary embodiment consists of a fixed sensor SNW and a sensor disk GSNW which is connected in a rotationally fixed manner to the camshaft and which has a tooth A and an approximately equal gap B, which corresponds to the direction of rotation defined by an arrow, by a rising flank a and falling edge b are separated from each other.
Der Kurbelwellengeber GKW in diesem Ausführungsbeispiel besteht aus einem feststehenden Sensor SKW und einer mit der Kurbelwelle drehfest verbundenen Geberscheibe GSKW, die z.B. 60 gleichbreite, über den Umfang gleichmäßig verteilte Zähne C mit gleichbreiten Lücken D aufweist, die entsprechend der ebenfalls durch einen Pfeil festgelegten Drehrichtung, durch aufsteigende Flanken c und abfallende Flanken d voneinander getrennt sind. Zwei dieser Zähne, Nr. 59 und Nr. 60, sind entfernt, sodaß mit den zwei fehlenden Zähnen und den drei vorhandenen Lücken eine Lücke E mit fünffacher Breite entsteht.The crankshaft encoder GKW in this exemplary embodiment consists of a fixed sensor SKW and an encoder disk GSKW which is connected to the crankshaft in a rotationally fixed manner and which has, for example, 60 teeth of the same width, teeth C evenly distributed over the circumference with gaps D of the same width, which correspond to the direction of rotation, likewise determined by an arrow by rising edges c and falling edges d from each other are separated. Two of these teeth, No. 59 and No. 60, have been removed, so that with the two missing teeth and the three gaps present, a gap E of five times the width is created.
Bei sich drehenden Geberscheiben liefern die Sensoren je nach deren Ausführung (induktive oder Hall-Sensoren etc.) entsprechende Signale (deren Bezugszeichen mit denen der ihnen entsprechenden Zähne, Lücken und Flanken übereinstimmen) an eine Aufbereitungsschaltung AW im Steuergerät, deren Ausgangssignale wiederum zur Steuerung der Brennkraftmaschine in bekannter Weise verwendet werden. Die Ausgangssignale der Aufbereitungsschaltung AW können aus beispielsweise fünf oder zehn Impulsen pro Kurbelwellenzahn oder -lücke (auch für die fehlenden Zähne), die durch Auszählen der Kurbelwellensegmente gebildet werden, bestehen, sie können aber auch ein genaues Abbild der auf der Kurbelwellen-Geberscheibe GSKW angeordneten Segmente sein. Durch Vergleich der Kurbelwellen-Segmentbreiten C,D und E erzeugt die Aufbereitungsschaltung auch ein Kurbelwellen-Referenzsignal e = 0°KW, welches beispielsweise der aufsteigenden Flanke c des ersten auf die breite Lücke E folgenden Zahnes zugeordnet ist, von wo aus die Zählung des Umfangswinkels der Kurbelwelle beginnen soll.With rotating encoder disks, depending on their design (inductive or Hall sensors, etc.), the sensors deliver appropriate signals (whose reference numbers correspond to those of the teeth, gaps and flanks corresponding to them) to a processing circuit AW in the control unit, whose output signals in turn are used to control the Internal combustion engine can be used in a known manner. The output signals of the processing circuit AW can consist of, for example, five or ten pulses per crankshaft tooth or gap (also for the missing teeth), which are formed by counting the crankshaft segments, but they can also arrange an exact image of the GSKW on the crankshaft encoder disk Segments. By comparing the crankshaft segment widths C, D and E, the processing circuit also generates a crankshaft reference signal e = 0 ° KW, which is assigned, for example, to the rising edge c of the first tooth following the wide gap E, from where the counting of the circumferential angle the crankshaft should start.
Die Durchlaufzeit der Nockenwellen-Segmente A und B am Nockenwellensensor SNW wird mit einem Taktsignal t konstanter Frequenz ausgezählt, um daraus die Drehzahl, Beschleunigung u.s.w. der Brennkraftmaschine zu ermitteln.The cycle time of the camshaft segments A and B at the camshaft sensor SNW is counted with a clock signal t of constant frequency in order to derive the speed, acceleration, etc. to determine the internal combustion engine.
Figur 2 zeigt ein Abbild der Nockenwellensegmente a,A,b,B in Figur 2a, der Kurbelwellensegmente c,C,d,D,E in Figur 2b und die davon abgeleiteten (Kurbelwellen-)Referenzsignale e in Figur 2c.
Figur 2d zeigt von den Kurbelwellensegmenten abgeleitete Signale f mit beispielsweise fünf Impulsen pro Zahn bzw. Lücke, auch für die fehlenden Zähne. Die von den Kurbelwellensegmenten abgeleiteten Signale können aber auch ein genaues Abbild der Kurbelwellensegmente c,C,d,D,E in Figur 2b
Beispielsweise sollen die Referenzsignale e immer bei einer Kurbelwellenstellung erscheinen, wenn sich Zylinder I (und damit auch Zylinder IV) 120°KW vor dem oberen Totpunkt befindet. Die Kurbelwellen-Geberscheibe GSKW ist möglichst genau auf diesen Punkt justiert.FIG. 2 shows an image of the camshaft segments a, A, b, B in FIG. 2a, the crankshaft segments c, C, d, D, E in FIG. 2b and the (crankshaft) reference signals e derived therefrom in FIG. 2c.
FIG. 2d shows signals f derived from the crankshaft segments with, for example, five pulses per tooth or Gap, even for the missing teeth. The signals derived from the crankshaft segments can, however, also provide an exact image of the crankshaft segments c, C, d, D, E in FIG. 2b
For example, the reference signals e should always appear at a crankshaft position when cylinder I (and therefore also cylinder IV) is 120 ° CA before top dead center. The crankshaft encoder disk GSKW is adjusted as precisely as possible to this point.
Jedes Segment A,B der Nockenwellen-Geberscheibe GSNW erstreckt sich sollwertmäßig über 180°NW = 360°KW. Infolge zulässiger Toleranzen aber beginnt beispielsweise der Zahn A (aufsteigende Flanke a) bei 100°KW vor OT und die Lücke B (abfallende Flanke b) bei 110°KW vor OT.Each segment A, B of the camshaft sensor disk GSNW extends over 180 ° NW = 360 ° KW. Due to permissible tolerances, however, tooth A (rising flank a) begins at 100 ° KW before TDC and gap B (falling flank b) at 110 ° KW before TDC.
Die festgelegten Größen Gesamtzahl Z = 60 der auf der Kurbelwellen-Geberscheibe GSKW vorhandenen (58 + fehlende 2) Zähne C und Winkellängen LC und LD = 360°/120 = 3°KW der auf der Kurbelwellen-Geberscheibe GSKW angeordneten Segmente (60 Zähne und 60 Lücken = 120 Segmente) werden vor der ersten Inbetriebnahme der Brennkraftmaschine im Motorsteuergerät nichtflüchtig abgespeichert.The specified sizes total number Z = 60 of the teeth (C + and 2 missing) on the crankshaft sender disk GSKW and the angular lengths L C and L D = 360 ° / 120 = 3 ° KW of the segments arranged on the crankshaft sender disk GSKW (60 Teeth and 60 gaps = 120 segments) are stored in a non-volatile manner in the engine control unit before the internal combustion engine is started up for the first time.
Bei vorgegebenen Betriebsbedingungen der Brennkraftmaschine, beispielsweise nach jedem Anlaßvorgang, oder in vorgegebenen Abständen, beispielsweise nach jeweils zehn Minuten, werden die Kurbelwellenstellungen a' und b', bei welchen die Nockenwellen-Segmentflanken a und b den Nockenwellensensor SNW passieren, ebenfalls im Motorsteuergerät ST nichtflüchtig abgespeichert. Bei dem vorliegenden Ausführungsbeispiel sind dies die Werte a' = 20°KW (gerechnet ab e = 0°KW ≡ 100°KW vor OT) und b' = 10°KW (≡ 110°KW vor OT).Under predetermined operating conditions of the internal combustion engine, for example after every starting process, or at predetermined intervals, for example every ten minutes, the crankshaft positions a 'and b', at which the camshaft segment flanks a and b pass the camshaft sensor SNW, also become non-volatile in the engine control unit ST saved. In the present exemplary embodiment, these are the values a '= 20 ° KW (calculated from e = 0 ° KW ≡ 100 ° KW before TDC) and b' = 10 ° KW (≡ 110 ° KW before TDC).
Aus den gespeicherten Werten a' und b' werden die Winkellängen LA = 350°KW und LB = 370°KW bestimmt und daraus die Verhältnisse A/B = 350/370 = 0,9459... und B/A = 1,0571... berechnet und nichtflüchtig abgespeichert. Die gespeicherten Werte a', b' und die davon abgeleiteten Verhältnisse A/B und B/A werden im ungestörten Betrieb immer wieder aktualisiert und überschrieben, da sie sich im Laufe der Zeit durch Abnutzung verändern können.The angular lengths LA = 350 ° KW and LB = 370 ° KW are determined from the stored values a 'and b' and from this the ratios A / B = 350/370 = 0.9459 ... and B / A = 1.0571 ... calculated and saved non-volatile. The stored values a ', b' and the ratios A / B and B / A derived therefrom are continuously updated and overwritten in undisturbed operation, since they can change over time due to wear.
Wenn nun der seltene Fall eintritt, daß der Kurbelwellengeber defekt wird, so bleiben die Signale c,C,d,D,E (Figur 2b) oder f(Figur 2d) und das davon abgeleitete Referenzsignal e (Figur 2c) aus und die Motorsteuerung muß allein mit den Signalen a,A,b und B weitergeführt werden. Aus diesen Signalen und den gespeicherten Werten werden die ausgefallenen Signale und das Referenzsignal nach dem nachstehend erläuterten Verfahren anhand zweier Ausführungsbeispiele nachgebildet. Bei Ausfall des Kurbelwellengebers wird auch eine Fehleranzeige F (akustisch oder optisch) aktiviert.If the rare case occurs that the crankshaft encoder becomes defective, the signals c, C, d, D, E (FIG. 2b) or f (FIG. 2d) and the reference signal e derived therefrom (FIG. 2c) remain off and the engine control must be continued with the signals a, A, b and B. From these signals and the stored values, the failed signals and the reference signal are simulated using the method explained below using two exemplary embodiments. If the crankshaft sender fails, an error display F (acoustic or visual) is also activated.
Die für die Ermittlung der Durchlaufzeit des vorhergehenden Segments N-1 (
Also wird beim Erscheinen des Nockenwellen-Flankensignals a ein Zähler auf den Wert a'*(I/°KW) = 1000 oder beim Erscheinen des Nockenwellen-Flankensignals b auf den Wert b'*(I/°KW) = 500 voreingestellt und mit dem Taktsignal t weiter hochgezählt.So when the camshaft edge signal a appears, a counter is preset to the value a '* (I / ° KW) = 1000 or when the camshaft edge signal b appears to the value b' * (I / ° KW) = 500 and with the clock signal t further increased.
Sollen gemäß dem ersten Ausführungsbeispiel die Signale f (fünf Impulse pro Segment zu 3°KW) nachgebildet werden, so wird nach jeweils 0,6°KW, d.h., bei der momentanen Motordrehzahl nach jedem 30. Impuls des Taktsignals (t), allgemein bei jedem
Zusätzlich wird bei dem
Soll gemäß dem zweiten Ausführungsbeispiel ein identisches Abbild der Kurbelwellensegmente (Figur 2b) nachgebildet werden, so wird bei jedem
P entspricht dem ganzzahligen Wert vor dem Komma des Quotienten der jeweiligen Nockenwellenstellung (in °KW, bezogen auf e = 0°KW), geteilt durch die Zahl 6 (
Anschließend an das erzeugte Referenzsignal e wird mit P = 0 der Zählvorgang von vorne gestartet, bis das nächste Nockenwellen-Flankensignal b (oder a) bei 10°KW (oder bei 2o°KW) erscheint. Dann beginnt der beschriebene Vorgang von vorne.Following the generated reference signal e, the counting process is started from the beginning with P = 0 until the next camshaft edge signal b (or a) appears at 10 ° KW (or at 2o ° KW). Then the process described begins again.
Bei Beschleunigung erscheint das nächste Nockenwellen-Flankensignal a oder b etwas früher, bei Verzögerung etwas später, als es dem gespeicherten Nockenwellen-Flankensignal a' (20°KW) oder b' (10°KW) entspricht.When accelerating, the next camshaft edge signal a or b appears a little earlier, with deceleration somewhat later than it corresponds to the stored camshaft edge signal a '(20 ° KW) or b' (10 ° KW).
Bei Verzögerung wartet die Steuerung bei der Impulszahl I, die dem folgenden Nockenwellen-Flankensignal (b' = 500, wenn mit a' = 1000 begonnen wurde, und umgekehrt) bei gleichbleibender Motordrehzahl entsprechen würde, bis dieses Signal erscheint, um dann unter Zugrundelegung der für das soeben beendete vorhergehende Nockenwellensegment A (oder B) gemessenen Durchlaufzeit neu zu beginnen.In the event of a delay, the control waits at the number of pulses I, which would correspond to the following camshaft edge signal (b '= 500 if a' = 1000 was started and vice versa) at constant engine speed, until this signal appears, and then on the basis of the for the previously completed previous camshaft segment A (or B) run time measured again.
Bei Beschleunigung, d.h., wenn die folgende Nockenwellen-Segmentflanke b (oder A) bereits erscheint, bevor die erwartete Impulszahl I (= 500 oder 1000) abgearbeitet ist, werden gegebenenfalls noch ausstehende Steuerbefehle an dieser Flanke nacheinander erzeugt. Das Verfahren wird dann, ebenfalls unter Zugrundelegung der für das soeben beendete vorhergehende Nockenwellensegment A (oder B) gemessenen Durchlaufzeit neu begonnen.During acceleration, i.e. if the following camshaft segment edge b (or A) already appears before the expected number of pulses I (= 500 or 1000) has been processed, outstanding control commands may be generated on this edge in succession. The process is then restarted, also on the basis of the throughput time measured for the previous camshaft segment A (or B) which has just ended.
Mit dem anhand der beiden Ausführungsbeispiele erläuterten Verfahren sind die ausgefallenen Kurbelwellensignale zur Gänze nachgebildet bzw. ersetzt, und die Steuerung der Brennkraftmaschine kann erfolgen wie vor dem Ausfall des Kurbelwellensensor SKW. Der Fahrer wird jedoch durch eine optische oder akustische Fehleranzeige F auf den aufgetretenen Fehler hingewiesen.The failed crankshaft signals are completely simulated or replaced using the method explained with reference to the two exemplary embodiments, and the internal combustion engine can be controlled as before the failure of the crankshaft sensor SKW. However, the driver is informed of the error that has occurred by an optical or acoustic error display F.
Claims (2)
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Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP94107646A EP0683309B1 (en) | 1994-05-17 | 1994-05-17 | Method of control of internal combustion engine in emergency mode |
DE59405391T DE59405391D1 (en) | 1994-05-17 | 1994-05-17 | Process for emergency running control of an internal combustion engine |
US08/442,794 US5671145A (en) | 1994-05-17 | 1995-05-17 | Method for emergency control of an internal combustion engine |
JP14138695A JP3872828B2 (en) | 1994-05-17 | 1995-05-17 | Emergency control method for internal combustion engine |
KR1019950012188A KR100348330B1 (en) | 1994-05-17 | 1995-05-17 | Emergency control method of internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP94107646A EP0683309B1 (en) | 1994-05-17 | 1994-05-17 | Method of control of internal combustion engine in emergency mode |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0683309A1 true EP0683309A1 (en) | 1995-11-22 |
EP0683309B1 EP0683309B1 (en) | 1998-03-04 |
Family
ID=8215951
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP94107646A Expired - Lifetime EP0683309B1 (en) | 1994-05-17 | 1994-05-17 | Method of control of internal combustion engine in emergency mode |
Country Status (5)
Country | Link |
---|---|
US (1) | US5671145A (en) |
EP (1) | EP0683309B1 (en) |
JP (1) | JP3872828B2 (en) |
KR (1) | KR100348330B1 (en) |
DE (1) | DE59405391D1 (en) |
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GB2312017A (en) * | 1996-04-10 | 1997-10-15 | Caterpillar Inc | Timing fuel injection in i.c. engines by sensing rotation of crankshaft and camshaft |
FR2835568A1 (en) * | 2002-02-01 | 2003-08-08 | Bosch Gmbh Robert | METHOD FOR DETERMINING THE CRANKSHAFT POSITION OF AN INTERNAL COMBUSTION ENGINE |
EP1735730A2 (en) * | 2004-03-29 | 2006-12-27 | Southwest Research Institute | Engine crankshaft position recognition and tracking method applicable to cam and crankshaft signals with arbitrary patterns |
DE10103560B4 (en) * | 2000-01-27 | 2013-04-25 | Denso Corporation | An engine control unit operable at different timings based on crankshaft signal system operation |
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US6675772B1 (en) | 2002-09-19 | 2004-01-13 | Ford Global Technologies, Llc | Method and system for controlling an internal combustion engine when such engine loses a primary crankshaft position sensor |
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WO1993007497A1 (en) * | 1991-10-11 | 1993-04-15 | Robert Bosch Gmbh | Process for adapting mechanical tolerances of a pick-up wheel |
DE4141714A1 (en) * | 1991-12-18 | 1993-07-01 | Bosch Gmbh Robert | CONTROL SYSTEM FOR AN INTERNAL COMBUSTION ENGINE |
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US4782692A (en) * | 1987-09-14 | 1988-11-08 | General Motors Corporation | Engine crankshaft position sensor |
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US5209202A (en) * | 1992-07-27 | 1993-05-11 | Ford Motor Company | Multiple functions cam sensing |
DE4310460C2 (en) * | 1993-03-31 | 2003-12-18 | Bosch Gmbh Robert | Encoder arrangement for fast cylinder recognition in a multi-cylinder internal combustion engine |
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1994
- 1994-05-17 DE DE59405391T patent/DE59405391D1/en not_active Expired - Lifetime
- 1994-05-17 EP EP94107646A patent/EP0683309B1/en not_active Expired - Lifetime
-
1995
- 1995-05-17 US US08/442,794 patent/US5671145A/en not_active Expired - Lifetime
- 1995-05-17 JP JP14138695A patent/JP3872828B2/en not_active Expired - Fee Related
- 1995-05-17 KR KR1019950012188A patent/KR100348330B1/en not_active IP Right Cessation
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
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FR2637652A1 (en) * | 1988-10-11 | 1990-04-13 | Bendix Electronics Sa | Device for marking an operating cycle of an internal combustion engine |
EP0497237A2 (en) * | 1991-01-29 | 1992-08-05 | MAGNETI MARELLI S.p.A. | Internal combustion engine stroke identification system |
WO1993007497A1 (en) * | 1991-10-11 | 1993-04-15 | Robert Bosch Gmbh | Process for adapting mechanical tolerances of a pick-up wheel |
DE4141714A1 (en) * | 1991-12-18 | 1993-07-01 | Bosch Gmbh Robert | CONTROL SYSTEM FOR AN INTERNAL COMBUSTION ENGINE |
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2312017A (en) * | 1996-04-10 | 1997-10-15 | Caterpillar Inc | Timing fuel injection in i.c. engines by sensing rotation of crankshaft and camshaft |
US5860406A (en) * | 1996-04-10 | 1999-01-19 | Caterpillar Inc. | Engine timing apparatus and method of operating same |
DE10103560B4 (en) * | 2000-01-27 | 2013-04-25 | Denso Corporation | An engine control unit operable at different timings based on crankshaft signal system operation |
FR2835568A1 (en) * | 2002-02-01 | 2003-08-08 | Bosch Gmbh Robert | METHOD FOR DETERMINING THE CRANKSHAFT POSITION OF AN INTERNAL COMBUSTION ENGINE |
EP1735730A2 (en) * | 2004-03-29 | 2006-12-27 | Southwest Research Institute | Engine crankshaft position recognition and tracking method applicable to cam and crankshaft signals with arbitrary patterns |
EP1735730A4 (en) * | 2004-03-29 | 2009-04-08 | Southwest Res Inst | Engine crankshaft position recognition and tracking method applicable to cam and crankshaft signals with arbitrary patterns |
FR2991720A1 (en) * | 2012-06-12 | 2013-12-13 | Continental Automotive France | METHOD FOR IDENTIFYING FRONTS ON A CAM TREE TARGET |
WO2013185890A1 (en) * | 2012-06-12 | 2013-12-19 | Continental Automotive France | Method for identifying the edges on a camshaft target |
CN104364501B (en) * | 2012-06-12 | 2017-03-22 | 法国大陆汽车公司 | Method for identifying the edges on a camshaft target |
US9702786B2 (en) | 2012-06-12 | 2017-07-11 | Continental Automotive France | Method for identifying the edges on a camshaft target |
Also Published As
Publication number | Publication date |
---|---|
DE59405391D1 (en) | 1998-04-09 |
EP0683309B1 (en) | 1998-03-04 |
US5671145A (en) | 1997-09-23 |
KR950033024A (en) | 1995-12-22 |
JPH07310582A (en) | 1995-11-28 |
JP3872828B2 (en) | 2007-01-24 |
KR100348330B1 (en) | 2002-12-11 |
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