EP0683855B1 - Installation de commande de l'injection de carburant d'un moteur a combustion interne - Google Patents

Installation de commande de l'injection de carburant d'un moteur a combustion interne Download PDF

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Publication number
EP0683855B1
EP0683855B1 EP94904980A EP94904980A EP0683855B1 EP 0683855 B1 EP0683855 B1 EP 0683855B1 EP 94904980 A EP94904980 A EP 94904980A EP 94904980 A EP94904980 A EP 94904980A EP 0683855 B1 EP0683855 B1 EP 0683855B1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
crankshaft
camshaft
signals
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
EP94904980A
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German (de)
English (en)
Other versions
EP0683855A1 (fr
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 EP0683855A1 publication Critical patent/EP0683855A1/fr
Application granted granted Critical
Publication of EP0683855B1 publication Critical patent/EP0683855B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • 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
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/077—Circuits therefor, e.g. pulse generators
    • F02P7/0775—Electronical verniers

Definitions

  • the invention relates to a device for controlling the fuel injection in an internal combustion engine.
  • the control unit In multi-cylinder internal combustion engines with electronic injection, the control unit usually calculates when and how much fuel is to be injected per cylinder. So that these calculations can be carried out correctly, the respective position of the crankshaft or camshaft of the internal combustion engine must be known, it is therefore common and is described, for example, in EP-PS 0 017 933, that the crankshaft and the camshaft are included are each connected to a disk, on the surface of which at least one reference mark is applied, a plurality of similar markings, also called increments, being additionally applied to the crankshaft disk.
  • the two rotating disks are scanned by suitable fixed transducers.
  • a clear statement can be made from the chronological sequence of the pulses delivered by the transducers win the position of crankshaft and camshaft and corresponding control signals for injection or ignition can be formed in the control unit.
  • the known system has the disadvantage that a clear position detection is only possible after a certain rotation of the two shafts, since for this position detection the passage of the reference mark or the reference marks at the respective sensors must be waited for. This means that correct injection cannot take place immediately after the engine is started.
  • German patent application P 42 30 616 which relates to a device for recognizing the position of at least one shaft having a reference mark, to use this device in an internal combustion engine and to do so after switching off the ignition and injection
  • the position of the crankshaft and camshaft being determined and stored by the control unit when it is at a standstill.
  • the position determined in this way is immediately available to the control unit, so that the first injections can take place shortly after the start of rotation.
  • injections should take place as early as possible, but it is not explained in more detail how these injections are precisely defined.
  • crankshaft position is stored in the control unit when it is at a standstill and this position is used to control the ignition when the engine is restarted.
  • the device according to the invention with the features of claim 1 has the advantage that the position of the camshaft or crankshaft in the control unit is known immediately after the internal combustion engine is switched on, so that it can begin immediately with the cylinder-correct assignment of the injection, the first injection already can take place before the start of rotation, so that the internal combustion engine starts up particularly early.
  • the transition between the start injections and the normal injection is advantageously designed in such a way that neither missing nor double injection takes place in or for a cylinder, thereby ensuring that all cylinders are supplied with fuel uniformly and no leaning or over-greasing of the Mixing takes place in individual cylinders.
  • FIG. 1 shows a rough overview of the arrangement of the crankshaft or camshaft together with the associated sensors and the control unit, in which the calculations for controlling the injection run.
  • control signals or signals registered by sensors are plotted over time during the starting phase of an internal combustion engine.
  • FIG. 1 the components of an internal combustion engine required to explain the invention are exemplified.
  • 10 denotes an encoder disk, which is rigidly connected to the crankshaft 11 of an internal combustion engine and has a multiplicity of similar angle marks 12 on its circumference.
  • a reference mark 13 of the same kind is provided, which is realized, 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 a segment 16 on its circumference, with which the phase position of the reference mark on the crankshaft disk is determined.
  • the connection between crankshaft and camshaft, which rotates the camshaft at half the crankshaft speed, is symbolized by 17.
  • the illustrated shape of the encoder disks connected to the crankshaft or camshaft is exemplary and can be replaced by other selectable shapes.
  • the two encoder disks 10, 14 are scanned by sensors 18, 19, for example inductive sensors or Hall sensors, the signals generated in the sensors as the angle marks pass are either processed in the same way and fed to a control unit 20 or only in a suitable manner in the control unit, where, for example, rectangular signals are formed, the rising edges of which correspond to the start of an angle mark and the falling edges of which correspond to the end of an angle mark. These signals or the time sequences of the individual pulses are further processed in control unit 20.
  • the control unit 20 receives, via various inputs, further input quantities required for the control or regulation of the internal combustion engine, which are measured by various sensors. Examples of such sensors are mentioned: a temperature sensor 21, which measures the engine temperature, a throttle valve sensor 22, which detects the position of the throttle valve, a pressure sensor 23 which measures the pressure in the intake pipe or the pressure in a cylinder of the internal combustion engine. Furthermore, an “ignition on” signal is supplied via the input 24, which signal is supplied by the terminal K115 of the ignition lock when the ignition switch 25 is closed.
  • control unit On the output side, the control unit, which includes computing or storage means (not shown) and a permanent storage designated 30, provides signals for the ignition and injection for corresponding components of the internal combustion engine, not specified. These signals are emitted via the outputs 26 and 27 of the control unit 20.
  • control unit 20 can also emit further signals required for regulating the internal combustion engine. It is also not necessary that all of the sensors shown are present.
  • the control unit 20 is supplied with voltage in the usual way with the aid of a battery 28, which is connected to the control unit 20 via a switch 29 during operation of the internal combustion engine and during a run-on phase after the engine has been switched off.
  • the position of the two shafts 11, 15 can be detected at any time during operation of the internal combustion engine. Since the assignment between crankshaft and camshaft is known as well as the assignment between the position of the camshaft and the position of the individual cylinders, synchronization can take place after recognition of the reference mark and, after synchronization has taken place, the injection and the ignition are controlled or regulated in a known manner will. Such control of an internal combustion engine is described for example in DE-OS 39 23 478 and is therefore not explained in more detail here.
  • FIG. 2 shows the control signals A, B, C and D emitted by the control unit for the injection valves of cylinders 1 to 4, the injections being characterized by the minima.
  • the ignitions that take place in the individual cylinders are symbolized by an arrow, area X denotes the opened cylinder inlet valves.
  • the upper signal E indicates the course of the ignition signals
  • the lower signal F is the output signal of the camshaft sensor or the phase sensor, the minimum occurring every 720 ° KW.
  • control unit 20 applies voltage to the individual systems or transmitters, and the electric fuel pump relay is actuated so that the fuel pump begins to deliver fuel. Since the control unit 20 already knows the exact angular position of the crankshaft or the camshaft at this point in time, it can immediately start calculating the times that are important for the injection.
  • the starter is engaged; due to the large current consumption, there is a drop in signals A to E.
  • the crankshaft encoder emits speed-dependent pulses, at time t3 the reference mark is recognized, later, at higher speeds, the occurrence of the speed signals at the resolution selected in FIG. 2 can no longer be recognized.
  • the regular synchronization can take place and the normal SEFI takes place.
  • the injection valve EV3 is the first to be open, and the control unit can trigger a first phase-correct injection before the engine begins to rotate.
  • This first injection is designated NS and is also called zero splash, since the speed is still zero and takes place in an open intake valve.
  • the zero splash can be triggered, for example, after the control unit reset, it can be triggered with the first speed signal or when the starter is engaged.
  • the engagement of the starter can be recognized by the resulting voltage drop or by the starter terminal K150 itself.
  • a prerequisite for this zero splash is that the necessary fuel pressure is already present in the fuel rail. If the internal combustion engine has not been switched off for too long or is still in the after-running phase, the required fuel pressure is usually still present, so that a zero splash can be emitted under these conditions.
  • the engine begins to rotate, thereby opening other injectors.
  • this is the injection valve EV4.
  • the control unit triggers further injections, which are referred to as the first sprayer ES.
  • these first splashes ES take place in the open inlet valve, in EV 1 they are placed in front of the opening of the inlet valve. This ensures that the first cylinder, which can be ignited after synchronization, already contains an ignitable mixture and that the engine already starts to run here, which means a shortening of the starting time.
  • control unit switches to normal injection, for example to the known SEFI injection.
  • necessary ignitions are then triggered by the control unit, so that the internal combustion engine has reached its normal operating state.
  • the transition from the start injection to the normal injection is designed in such a way that there is no missing or double injection into the individual cylinders.
  • the control unit can take temperature-dependent parameters into account when calculating the injection quantity.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Dans une installation de commande de l'injection de carburant dans un moteur à combustion interne, la position du vilebrequin et de l'arbre à cames est connue dans l'appareil de commande immédiatement après la mise en marche du moteur à combustion interne grâce à l'utilisation d'un détecteur de valeur absolue ou au moyen d'une détection d'arrêt où la position angulaire du vilebrequin et de l'arbre à cames au repos est mise en mémoire. Immédiatement après la remise en marche du moteur à combustion interne une injection est commandée en phase dans une soupape d'admission ouverte. Après le début de la rotation, on déclenche d'autres injections dans une ou plusieurs soupapes d'admission ouvertes ou encore fermées. Lorsque la synchronisation est réalisée, l'appareil de commande passe au régime d'injection normal.

Claims (3)

  1. Installation pour commander l'injection de carburant d'un moteur à combustion interne équipé d'une installation de calcul qui exploite la position angulaire du vilebrequin et/ou de l'arbre à cames pour former les signaux de commande des injecteurs,
    • après coupure de l'allumage du moteur à combustion interne, pendant la phase qui suit l'installation de calcul détermine la position du vilebrequin et/ou de l'arbre à cames jusqu'à l'arrêt et met en mémoire la position à l'arrêt pour l'utiliser directement après le démarrage du moteur à combustion interne pour former les signaux de commande pour une première injection dans une soupape d'admission ouverte ou en amont d'une soupape d'admission ouverte déjà avant le début de la rotation, et
    • après le début de la rotation mais avant que se fasse la synchronisation, d'autres injections sont déclenchées dans les soupapes d'admission ouvertes ou en amont de soupapes d'admission fermées d'autres cylindres, et
    • après la synchronisation, la transition se fait vers l'injection usuelle, spécifique des cylindres.
  2. Installation selon la revendication 1,
    caractérisée en ce que
    l'installation de calcul est l'appareil de commande du moteur à combustion interne recevant les signaux des capteurs détectant le vilebrequin et l'arbre à cames ou des disques liés à ces arbres ainsi que d'autres signaux notamment le signal d'allumage.
  3. Installation selon la revendication 1 ou 2,
    caractérisée en ce que
    l'un des disques de capteur (disque phonique) associé à un arbre du moteur à combustion interne comporte un repère qui est reconnu par l'exploitation des signaux de capteur dans l'installation de calcul et après la reconnaissance du repère, l'installation de calcul déclenche une synchronisation.
EP94904980A 1993-02-12 1994-01-29 Installation de commande de l'injection de carburant d'un moteur a combustion interne Expired - Lifetime EP0683855B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4304163 1993-02-12
DE4304163A DE4304163A1 (de) 1993-02-12 1993-02-12 Einrichtung zur Steuerung der Kraftstoffeinspritzung bei einer Brennkraftmaschine
PCT/DE1994/000080 WO1994018444A2 (fr) 1993-02-12 1994-01-29 Installation de commande de l'injection de carburant d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0683855A1 EP0683855A1 (fr) 1995-11-29
EP0683855B1 true EP0683855B1 (fr) 1997-08-20

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP94904980A Expired - Lifetime EP0683855B1 (fr) 1993-02-12 1994-01-29 Installation de commande de l'injection de carburant d'un moteur a combustion interne

Country Status (6)

Country Link
US (1) US5595161A (fr)
EP (1) EP0683855B1 (fr)
JP (1) JP3863914B2 (fr)
KR (1) KR100289764B1 (fr)
DE (2) DE4304163A1 (fr)
WO (1) WO1994018444A2 (fr)

Cited By (1)

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US7373928B2 (en) 2006-05-31 2008-05-20 Joseph Thomas Method for starting a direct injection engine

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Also Published As

Publication number Publication date
DE4304163A1 (de) 1994-08-25
US5595161A (en) 1997-01-21
WO1994018444A2 (fr) 1994-08-18
EP0683855A1 (fr) 1995-11-29
JPH08506397A (ja) 1996-07-09
KR960701292A (ko) 1996-02-24
WO1994018444A3 (fr) 1994-09-29
DE59403791D1 (de) 1997-09-25
JP3863914B2 (ja) 2006-12-27
KR100289764B1 (ko) 2001-06-01

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