EP0775257A1 - Dispositif d'identification de cylindre dans un moteur a combustion interne multi-cylindre - Google Patents

Dispositif d'identification de cylindre dans un moteur a combustion interne multi-cylindre

Info

Publication number
EP0775257A1
EP0775257A1 EP96919631A EP96919631A EP0775257A1 EP 0775257 A1 EP0775257 A1 EP 0775257A1 EP 96919631 A EP96919631 A EP 96919631A EP 96919631 A EP96919631 A EP 96919631A EP 0775257 A1 EP0775257 A1 EP 0775257A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
internal combustion
combustion engine
speed
crankshaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP96919631A
Other languages
German (de)
English (en)
Other versions
EP0775257B1 (fr
Inventor
Robert Entenmann
Klaus Ries-Müller
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 EP0775257A1 publication Critical patent/EP0775257A1/fr
Application granted granted Critical
Publication of EP0775257B1 publication Critical patent/EP0775257B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—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

Definitions

  • the invention is based on a device for cylinder detection in a multi-cylinder internal combustion engine according to the preamble of the main claim.
  • the control unit of the internal combustion engine calculates, depending on the detected position of the crankshaft or camshaft, at what point in time fuel is to be injected for which cylinder and when to trigger ignition in which cylinder is. It is customary to determine the angular position of the crankshaft with the aid of a sensor which scans the crankshaft or a disk connected to it with a characteristic surface, for example with a large number of similar angular marks and a reference mark.
  • phase position of the internal combustion engine cannot be determined uniquely from the crankshaft sensor signal alone. It is therefore customary to also use the camshaft position of a separate sensor, a so-called phase sensor, to be determined, for example with a single marking on one of the disks assigned to the camshaft, which generates a voltage pulse when it passes the sensor.
  • crankshaft and camshaft can be carried out in a four-stroke internal combustion engine. It is then possible to evaluate the two signals of the crankshaft by evaluating the two signals. and the camshaft sensor to perform a clear cylinder detection.
  • a device for cylinder detection in multi-cylinder internal combustion engines, which does not require its own phase sensor, is known from DE-OS 41 22 786.
  • injections into a cylinder are triggered in certain angular positions after the internal combustion engine has started, it being initially ignored whether the crankshaft is in its first or second revolution of a working cycle.
  • the reaction of the internal combustion engine to this injection that is to say the change in the speed as a result of the injection, is observed and, depending on the speed change, it is recognized in which revolution the crankshaft is and whether the injection took place at the correct angle of rotation.
  • the device according to the invention for cylinder detection in a multi-cylinder internal combustion engine with the features of claim 1 has the advantage that no phase signal is required for cylinder detection and that it is not only possible to detect the rotation in which the crankshaft is currently located, but that a clear cylinder recognition is possible directly.
  • a cylinder-specific speed distribution can be stored in a memory for each internal combustion engine and by comparing the measured speed distribution with the stored speed it can be immediately recognized which cylinder is at its top dead center.
  • the device according to the invention can also be used in connection with a leak detection and can then be used to check the current phase position determined from the stored phase position. Furthermore, the device according to the invention can also be used in connection with a conventional system with a phase sensor, so that safe emergency operation can be carried out in the event of a failure of the phase sensor.
  • FIG. 1 shows the components of an internal combustion engine required to explain the invention. machine
  • FIG. 2 shows an example of a speed curve over the crankshaft angle for a working cycle at a
  • Figure 3 is a map for cylinder-specific segment duration correction values for a
  • Figure 1 shows schematically the components of an internal combustion engine necessary for understanding the invention.
  • This representation is known, for example, from DE-OS 42 30 616.
  • 10 denotes an encoder disk, which is rigidly connected to the crankshaft 11 of the internal combustion engine and has a large number of similar angle marks 12 on its circumference.
  • a reference mark 13 is provided, which is implemented, for example, by two missing angle marks.
  • the camshaft is designated 15. It rotates at half the engine speed and is driven by the crankshaft, this drive is symbolized by the connecting line 17.
  • a disc 14 is connected to the camshaft 15 and has an angle mark 16, with the aid of which a phase signal is to be generated.
  • This disc 14 as well as the mark 16 and the associated camshaft sensor 19 can be saved with the aid of the device according to the invention. If the claimed device is used in connection with a system with a phase sensor, cylinder detection is also possible if the phase sensor or camshaft sensor 19 is defective.
  • the disk 10 connected to the crankshaft 11 is scanned with the aid of a crankshaft sensor 18.
  • the Crankshaft sensor 18 supplies a periodic signal S 1, which in the processed state is a square-wave signal with a profile that corresponds to the surface of the disk 10.
  • the speed of the crankshaft 11 is determined in the control unit 20 from the output signal of the crankshaft sensor 18 by evaluating the chronological sequence of the pulses of the signal S1.
  • a current speed results from the time interval of similar pulse edges, and an average speed can be determined from the so-called segment time.
  • Segment time is the time that elapses while the crankshaft rotates through a certain angle and this angle (one segment) is equal to 720 ° KW divided by the number of cylinders of the internal combustion engine.
  • the segment time corresponds to the time between 2 ignitions or in other words the time until the crankshaft has rotated 720 ° divided by the number of cylinders.
  • any longer and shorter segment times are also conceivable.
  • the control unit 20 receives, via various inputs, further input variables required for the control or regulation of the internal combustion engine, which are measured by various sensors, which are not described here in greater detail. Furthermore, an "ignition on” signal is supplied via an input 22, which is supplied by the terminal Kl.15 of the ignition lock when the ignition switch 23 is closed.
  • control unit 20 which includes computing or storage means 24, 25,
  • Signals for ignition and injection are available for components of the internal combustion engine that are described in more detail. These signals are emitted via the outputs 26, 27 of the control device 20.
  • 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 desired cylinder identification can be implemented in a four-stroke engine without camshaft identification, that is to say either without a camshaft sensor or with a camshaft sensor in the event of a defect in the camshaft sensor.
  • camshaft identification that is to say either without a camshaft sensor or with a camshaft sensor in the event of a defect in the camshaft sensor.
  • the prerequisite here is that in the case of an internal combustion engine, as is shown schematically in FIG. 1, misfire detection
  • Uneven running detection is already known from DE-OS 32 31 766.
  • vibration amplitudes are superimposed on the theoretically very uniform speed curve. Since these vibration components are characteristic of a specific engine, cylinder identification can be uniquely carried out by evaluating the vibration amplitudes of the individual cylinders. No phase sensor is then required, or in the case of a system with a phase transmitter, emergency operation can be implemented if it fails.
  • FIG. 3 shows a course of the vibration amplitudes, plotted as segment time, correction values SK for 60 ° crank angle depending on the cylinder number Z and the engine speed n for the example of a 12-cylinder engine.
  • the cylinder-individual segment time correction values shown in FIG. 3 are first determined so that cylinder detection is possible at all. As already mentioned, these are required in any case in connection with vibration compensation for misfire detection (evaluation of speed fluctuations) and are stored in a map in the control unit of the internal combustion engine.
  • the segment time correction values can e.g. B. be determined by measuring the individual segment times in uniform operation and comparing the measurement results. These measurements can be carried out at different speeds and / or load conditions and the results can be stored in a map. It must be ensured that there are no misfires. If misfires are detected, no cylinder recognition is carried out, since misfires can lead to irregular speed curves.
  • the cylinder-specific segment duration correction values are also formed and compared with the stored ones. The cylinder recognition is derived from the recognized courses.
  • the cylinder detection described can be used in a wide variety of internal combustion engines, the procedure having to be adapted at the start of the injections or ignitions.
  • the initial start with bank injection can take place. If the high-voltage distribution with individual spark coils is also at rest, then start with double spark operation. This applies until a cylinder identification has taken place.
  • cylinder detection can take place in normal operation without strong load and speed fluctuations, it being assumed that there are no misfires. With repeated starts, such a procedure can also be used to check the stored phase position.
  • the cylinder-specific speed amplitudes can be detected under certain circumstances depending on the load and speed.
  • the comparison with corresponding map values can be expanded into a pattern recognition or the recognition by means of a Euclidean distance.
  • a speed curve typical of the BKM for example determined on a test bench, can be recorded and stored in a data memory. Based on this stored speed curve, the cylinder can then be identified after the BKM has been switched on.
  • control unit can initiate measures, for example a switchover from group to single injection can take place and the ignition can be switched from double-spark to single-spark operation.

Landscapes

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

Abstract

L'invention concerne un dispositif d'identification de cylindre dans un moteur à combustion interne, selon lequel les variations de régime propres aux différents cylindres, ou les grandeurs qui en dépendent, sont d'abord mémorisées et qui, lorsque le moteur est redémarré, sont ensuite comparées aux variations de régime qui interviennent alors. Les résultats de cette comparaison permettent d'identifier les cylindres. L'identification de cylindre s'utilise, notamment en relation avec les moteurs à combustion interne qui nécessitent une détection d'irrégularités de fonctionnement, comme valeurs d'adaptation pour détecter des irrégularités de fonctionnement.
EP96919631A 1995-06-10 1996-06-05 Dispositif d'identification de cylindre dans un moteur a combustion interne multi-cylindre Expired - Lifetime EP0775257B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19521277A DE19521277A1 (de) 1995-06-10 1995-06-10 Einrichtung zur Zylindererkennung bei einer mehrzylindrigen Brennkraftmaschine
DE19521277 1995-06-10
PCT/DE1996/000988 WO1996041938A1 (fr) 1995-06-10 1996-06-05 Dispositif d'identification de cylindre dans un moteur a combustion interne multi-cylindre

Publications (2)

Publication Number Publication Date
EP0775257A1 true EP0775257A1 (fr) 1997-05-28
EP0775257B1 EP0775257B1 (fr) 2000-02-02

Family

ID=7764140

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96919631A Expired - Lifetime EP0775257B1 (fr) 1995-06-10 1996-06-05 Dispositif d'identification de cylindre dans un moteur a combustion interne multi-cylindre

Country Status (7)

Country Link
US (1) US5823166A (fr)
EP (1) EP0775257B1 (fr)
JP (1) JPH10504087A (fr)
KR (1) KR100413558B1 (fr)
CN (1) CN1087394C (fr)
DE (2) DE19521277A1 (fr)
WO (1) WO1996041938A1 (fr)

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JP4096728B2 (ja) * 2002-12-20 2008-06-04 日産自動車株式会社 エンジン制御装置
FR2843614A1 (fr) * 2003-01-29 2004-02-20 Siemens Vdo Automotive Procede et dispositif pour ameliorer le redemarrage du moteur, par detection d'une position relative d'un organe mobile
FR2843613A1 (fr) * 2003-01-29 2004-02-20 Siemens Vdo Automotive Procede et dispositif pour ameliorer le redemarrage d'un moteur, par detection d'une position absolue d'un organe mobile
US7069140B2 (en) * 2004-06-30 2006-06-27 General Electric Company Engine operation without cam sensor
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JP4353130B2 (ja) * 2005-04-20 2009-10-28 トヨタ自動車株式会社 内燃機関の失火検出装置
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Also Published As

Publication number Publication date
DE59604365D1 (de) 2000-03-09
US5823166A (en) 1998-10-20
DE19521277A1 (de) 1996-12-12
WO1996041938A1 (fr) 1996-12-27
KR970704961A (ko) 1997-09-06
CN1157023A (zh) 1997-08-13
EP0775257B1 (fr) 2000-02-02
CN1087394C (zh) 2002-07-10
KR100413558B1 (ko) 2004-05-24
JPH10504087A (ja) 1998-04-14

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