EP1315897B1 - Method for determining the injection time of the injection system of an internal combustion engine - Google Patents
Method for determining the injection time of the injection system of an internal combustion engine Download PDFInfo
- Publication number
- EP1315897B1 EP1315897B1 EP01982101A EP01982101A EP1315897B1 EP 1315897 B1 EP1315897 B1 EP 1315897B1 EP 01982101 A EP01982101 A EP 01982101A EP 01982101 A EP01982101 A EP 01982101A EP 1315897 B1 EP1315897 B1 EP 1315897B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- crankshaft
- signal
- camshaft
- synchronization
- camshaft signal
- 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
Links
Images
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
- F02D41/009—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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
Definitions
- the invention relates to a method for determining the injection timing in an injection system for an internal combustion engine according to the preamble of claim 1.
- a synchronization of the injection with the phase position of the crankshaft - according to claim 1, first part - is known from EP-A-942 163 (abstract, column 4.5), where the synchronization of the speed of the four-stroke internal combustion engine to a synchronization Injection near the suspected TDC point is evaluated if the camshaft signal has failed.
- the The injection timing is conventionally determined as a function of from the angular position of the crankshaft.
- the combustion chamber does not, however, with every revolution, so that the phase position to determine the time of injection the crankshaft must be known. traditionally, is therefore during the starting process of the internal combustion engine also captured the angular position of the camshaft to get out of it derive the phase position of the crankshaft.
- the invention is therefore based on the object of a method to determine the time of injection in an injection system for an internal combustion engine to create an operation the internal combustion engine even in the event of a failure or Malfunction of the camshaft sensor enabled.
- the task is based on that described above known method according to the preamble of claim 1 solved by the characterizing features of claim 1.
- the invention encompasses the general technical teaching that Synchronization of the determined based on the crankshaft signal Injection time independent of the camshaft signal perform.
- the phase position of the crankshaft is therefore in Framework of the invention preferably depending on the Crankshaft signal determined, as explained in detail becomes.
- the angular position is additionally the camshaft detected, the camshaft signal is checked for correctness. With a correct one
- the camshaft signal is synchronized depending on determined from the angular position of the crankshaft Injection time in a conventional manner depending from the camshaft signal, whereas the synchronization the injection timing in the event of a faulty or failed camshaft signal not dependent on the camshaft signal.
- the camshaft signal checked that from the camshaft signal a first speed value and from the crankshaft signal a second speed value is determined, whereby the two speed values if the Speed sensor and the camshaft sensor match have to. If there is a discrepancy between the two speed values it is therefore assumed that the camshaft signal is faulty is.
- the synchronization of depending on the crankshaft signal determined injection time is preferably carried out in the context of several successive synchronization attempts.
- a test value for the phase position is first of all the crankshaft, which is used to synchronize the injection timing is used. Then the Engine speed measured to check whether the synchronization with the test value is successful was. If the speed increases after a synchronization attempt it is assumed that the test value is the phase position the crankshaft reproduces correctly, so that with the normal Injection operation can be continued. If the synchronization attempt with the test value, however, not one If the speed increases, the test value is changed and on retry synchronization in the one described above Way done until a synchronization attempt is successful or is canceled.
- the measurement of the speed of the Internal combustion engine preferably not immediately after one Attempted synchronization, but preferably first after a predetermined number of revolutions of the crankshaft or the camshaft or a predetermined waiting time to wait for the engine to respond to the test value.
- the synchronization attempts after a predetermined maximum Synchronization duration and / or according to a predetermined Number of attempts to synchronize aborted to Protect internal combustion engine.
- the timing diagram shown in FIG. 1 shows the crankshaft signal KW generated by a crankshaft sensor the crankshaft sensor being a sender wheel with a tooth pitch of 60 teeth and two symmetrically arranged gaps has, which each extend over two teeth. at a full revolution of the crankshaft is two blocks of 28 pulses each generated by one Gap are separated.
- the timing diagram also shows the camshaft signal NW, that is generated by a separate camshaft sensor, whereby the camshaft sensor is a sensor wheel with two circular segments of 180 ° each.
- the timing diagram also shows the ignition times ZOT1-ZOT4 for the individual combustion chambers of the internal combustion engine and the technically permissible bandwidths 1 of the injection time, within which an operation of the internal combustion engine makes sense is.
- FIG. 2b shows flow diagrams of the invention Procedure explained.
- crankshaft signal is first recorded and checked. If there is a faulty crankshaft signal then a camshaft emergency run, whereas if it is correct Crankshaft signal also detects the camshaft signal and is checked.
- the time interval between the pulses of the camshaft signal is not according to the invention measured, a malfunction of the camshaft sensor is assumed if the pulse interval is a predetermined Limit exceeded.
- the camshaft signal can also do so be checked that the amplitude of the pulses of the camshaft signal is measured, a malfunction of the camshaft sensor is assumed if the amplitude of the pulses falls below a predetermined limit.
- the camshaft signal is checked by that both from the camshaft signal as well a speed value is calculated from the crankshaft signal, wherein the two speed values if the Camshaft sensor and the crankshaft sensor match have to. If there is a discrepancy between the two on this Speed values calculated in this way can therefore be assumed that the camshaft sensor is faulty.
- the time of injection becomes based on the crankshaft signal and the camshaft signal calculated and synchronized.
- test value the phase position of the crankshaft is correct reproduces, the engine reacts to the injection process with an increase in speed. In this case the test value accepted and with normal injection operation continued.
- a counter i is incremented, which reproduces the number of synchronization attempts, the counter i being compared with a predetermined limit value i max . If the number i of synchronization attempts exceeds the predetermined limit value i max , the synchronization attempts are terminated in order to protect the internal combustion engine.
- a new test value for the phase position of the internal combustion engine is calculated and the injection timing is synchronized on the basis of this test value. This cycle continues until either the specified maximum number of synchronization attempts has been exceeded or an increase in speed is detected.
- the invention is not preferred to the one described above Embodiment limited.
Description
Die Erfindung betrifft ein Verfahren zur Festlegung des Einspritzzeitpunktes
bei einer Einspritzanlage für eine Brennkraftmaschine
gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a method for determining the injection timing
in an injection system for an internal combustion engine
according to the preamble of
Eine Synchronisation der Einspritzung mit der Phasenlage der Kurbelwelle -gemäß
Anspruch 1, erster Teil- ist aus der EP-A- 942 163 (Abstract, Sp. 4,5) bekannt, wo zur
Synchronisation die Reaktion der Drehzahl der Viertakt - Brennkraftmaschine auf eine
Einspritzung nahe dem vermuten OT - Punkt ausgewertet wird, falls das
Nockenwellensignal ausgefallen ist.A synchronization of the injection with the phase position of the crankshaft - according to
Der Stand der Technik nach der US-A-5 699 771 (Sp.5) offenbart, daß ein Defekt eines Kurbelwellensensors durch Ausbleiben von seinen Signalen festgestellt wird, bzw. daß der Fehler eines Kurbelwellensignals festgestellt wird durch Drehzahlvergleich mit der Drehzahl abgeleitet aus einem Nockwellensignal.The prior art according to US-A-5 699 771 (column 5) discloses that a defect in a crankshaft sensor is determined by the absence of its signals, or that the error in a crankshaft signal is determined by speed comparison with the speed derived from a Nockwellensignal.
Bei Brennkraftmaschinen mit einer Einspritzanlage erfolgt die Festlegung des Einspritzzeitpunktes herkömmlicherweise in Abhängigkeit von der Winkelstellung der Kurbelwelle. Bei einem Viertaktmotor erfolgen die Einspritzvorgänge für einen bestimmten Brennraum jedoch nicht bei jeder Umdrehung, so dass zur Festlegung des Einspritzzeitpunktes zusätzlich die Phasenlage der Kurbelwelle bekannt sein muss. Herkömmlicherweise wird deshalb während des Startvorgangs der Brennkraftmaschine auch die Winkelstellung der Nockenwelle erfasst, um daraus die Phasenlage der Kurbelwelle abzuleiten.In internal combustion engines with an injection system, the The injection timing is conventionally determined as a function of from the angular position of the crankshaft. At a Four-stroke engines are used for a specific injection The combustion chamber does not, however, with every revolution, so that the phase position to determine the time of injection the crankshaft must be known. traditionally, is therefore during the starting process of the internal combustion engine also captured the angular position of the camshaft to get out of it derive the phase position of the crankshaft.
Nachteilig hieran ist jedoch die Tatsache, dass beim Ausfall oder einer Fehlfunktion des Nockenwellensensors kein Betrieb der Brennkraftmaschine möglich ist.The disadvantage of this, however, is the fact that in the event of failure or a malfunction of the camshaft sensor no operation the internal combustion engine is possible.
Der Erfindung liegt somit die Aufgabe zugrunde, ein Verfahren zur Festlegung des Einspritzzeitpunktes bei einer Einspritzanlage für eine Brennkraftmaschine zu schaffen, das einen Betrieb der Brennkraftmaschine auch bei einem Ausfall oder einer Fehlfunktion des Nockenwellensensors ermöglicht.The invention is therefore based on the object of a method to determine the time of injection in an injection system for an internal combustion engine to create an operation the internal combustion engine even in the event of a failure or Malfunction of the camshaft sensor enabled.
Die Aufgabe wird, ausgehend von dem eingangs beschriebenen
bekannten Verfahren gemäß dem Oberbegriff des Anspruchs 1
durch die kennzeichnenden Merkmale des Anspruchs 1 gelöst.The task is based on that described above
known method according to the preamble of
Die Erfindung umfasst die allgemeine technische Lehre, die Synchronisation des anhand des Kurbelwellensignals bestimmten Einspritzzeitpunkts unabhängig von dem Nockenwellensignal durchzuführen. Die Phasenlage der Kurbelwelle wird deshalb im Rahmen der Erfindung vorzugsweise in Abhängigkeit von dem Kurbelwellensignal ermittelt, wie noch eingehend erläutert wird.The invention encompasses the general technical teaching that Synchronization of the determined based on the crankshaft signal Injection time independent of the camshaft signal perform. The phase position of the crankshaft is therefore in Framework of the invention preferably depending on the Crankshaft signal determined, as explained in detail becomes.
In der bevorzugten Ausführungsform wird zusätzlich die Winkelstellung der Nockenwelle erfasst, wobei das Nockenwellensignal auf Korrektheit überprüft wird. Bei einem korrekten Nockenwellensignal erfolgt die Synchronisation des in Abhängigkeit von der Winkelstellung der Kurbelwelle ermittelten Einspritzzeitpunktes dann in herkömmlicher Weise in Abhängigkeit von dem Nockenwellensignal, wohingegen die Synchronisation des Einspritzzeitpunktes bei einem fehlerhaften oder ausgefallenen Nockenwellensignal nicht in Abhängigkeit von dem Nockenwellensignal erfolgt.In the preferred embodiment, the angular position is additionally the camshaft detected, the camshaft signal is checked for correctness. With a correct one The camshaft signal is synchronized depending on determined from the angular position of the crankshaft Injection time in a conventional manner depending from the camshaft signal, whereas the synchronization the injection timing in the event of a faulty or failed camshaft signal not dependent on the camshaft signal.
In der Erfindung wird das Nockenwellensignal dadurch überprüft, dass aus dem Nockenwellensignal ein erster Drehzahlwert und aus dem Kurbelwellensignal ein zweiter Drehzahlwert ermittelt wird, wobei die beiden Drehzahlwerte bei einer korrekten Funktion des Drehzahlsensors und des Nockenwellensensors übereinstimmen müssen. Bei einer Abweichung zwischen den beiden Drehzahlwerten wird deshalb angenommen, dass das Nockenwellensignal fehlerhaft ist. In the invention, the camshaft signal checked that from the camshaft signal a first speed value and from the crankshaft signal a second speed value is determined, whereby the two speed values if the Speed sensor and the camshaft sensor match have to. If there is a discrepancy between the two speed values it is therefore assumed that the camshaft signal is faulty is.
Die Synchronisation des in Abhängigkeit von dem Kurbelwellensignal ermittelten Einspritzzeitpunktes erfolgt vorzugsweise im Rahmen mehrerer aufeinander folgender Synchronisationsversuche. Hierzu wird zunächst ein Testwert für die Phasenlage der Kurbelwelle vorgegeben, der zur Synchronisation des Einspritzzeitpunktes verwendet wird. Anschließend wird dann die Drehzahl der Brennkraftmaschine gemessen, um überprüfen zu können, ob die Synchronisation mit dem Testwert erfolgreich war. Bei einem Anstieg der Drehzahl nach einem Synchronisationsversuch wird angenommen, dass der Testwert die Phasenlage der Kurbelwelle korrekt wiedergibt, so dass mit dem normalen Einspritzbetrieb fortgefahren werden kann. Falls der Synchronisationsversuch mit dem Testwert dagegen nicht zu einem Drehzahlanstieg führt, so wird der Testwert geändert und ein erneuter Synchronisationsversuch in der vorstehend beschriebenen Weise unternommen, bis ein Synchronisationsversuch erfolgreich ist oder ein Abbruch erfolgt.The synchronization of depending on the crankshaft signal determined injection time is preferably carried out in the context of several successive synchronization attempts. For this purpose, a test value for the phase position is first of all the crankshaft, which is used to synchronize the injection timing is used. Then the Engine speed measured to check whether the synchronization with the test value is successful was. If the speed increases after a synchronization attempt it is assumed that the test value is the phase position the crankshaft reproduces correctly, so that with the normal Injection operation can be continued. If the synchronization attempt with the test value, however, not one If the speed increases, the test value is changed and on retry synchronization in the one described above Way done until a synchronization attempt is successful or is canceled.
Der Testwert wird nach jedem Synchronisationsversuch vorzugsweise
um einen vorgegebenen Winkelversatz geändert, wobei der
Winkelversatz vorzugsweise in Abhängigkeit von der Zylinderzahl
der Brennkraftmaschine und dem Kurbelwellenwinkel wie
folgt berechnet wird:
Bei einer asymmetrischen Kurbelwellengeometrie muß der Winkelversatz dagegen entsprechend angepasst werden.With an asymmetrical crankshaft geometry, the angular misalignment however, be adjusted accordingly.
Weiterhin ist zu bemerken, dass die Messung der Drehzahl der Brennkraftmaschine vorzugsweise nicht unmittelbar nach einem Synchronisationsversuch erfolgt, sondern vorzugsweise erst nach einer vorgegebenen Anzahl von Umdrehungen der Kurbelwelle bzw. der Nockenwelle oder einer vorgegebenen Wartezeit, um das Ansprechen der Brennkraftmaschine auf den Testwert abzuwarten. In der bevorzugten Ausführungsform der Erfindung werden die Synchronisationsversuche nach einer vorgegebenen maximalen Synchronisationsdauer und/oder nach einer vorgegebenen Zahl von Synchronisationsversuchen abgebrochen, um die Brennkraftmaschine zu schützen.It should also be noted that the measurement of the speed of the Internal combustion engine preferably not immediately after one Attempted synchronization, but preferably first after a predetermined number of revolutions of the crankshaft or the camshaft or a predetermined waiting time to wait for the engine to respond to the test value. In the preferred embodiment of the invention the synchronization attempts after a predetermined maximum Synchronization duration and / or according to a predetermined Number of attempts to synchronize aborted to Protect internal combustion engine.
Andere vorteilhafte Weiterbildungen der Erfindung sind in den Unteransprüchen gekennzeichnet oder werden nachstehend zusammen mit der Beschreibung des bevorzugten Ausführungsbeispiels der Erfindung anhand der Figuren näher erläutert. Es zeigen:
Figur 1- ein Zeitdiagramm zur Erläuterung der Einspritzzeiten,
- Figur 2a und 2b
- das erfindungsgemäße Verfahren als Flussdiagramm.
- Figure 1
- 1 shows a time diagram to explain the injection times,
- Figure 2a and 2b
- the inventive method as a flow chart.
Das in Figur 1 dargestellte Zeitdiagramm zeigt das Kurbelwellensignal KW, das von einem Kurbelwellensensor erzeugt wird, wobei der Kurbelwellensensor ein Geberrad mit einer Zahnteilung von 60 Zähnen und zwei symmetrisch angeordneten Lücken aufweist, die sich jeweils über zwei Zähne erstrecken. Bei einer vollen Umdrehung der Kurbelwelle werden also zwei Blöcke von jeweils 28 Impulsen erzeugt, die durch jeweils eine Lücke voneinander getrennt sind.The timing diagram shown in FIG. 1 shows the crankshaft signal KW generated by a crankshaft sensor the crankshaft sensor being a sender wheel with a tooth pitch of 60 teeth and two symmetrically arranged gaps has, which each extend over two teeth. at a full revolution of the crankshaft is two blocks of 28 pulses each generated by one Gap are separated.
Weiterhin zeigt das Zeitdiagramm das Nockenwellensignal NW, dass von einem separaten Nockenwellensensor erzeugt wird, wobei der Nockenwellensensor ein Geberrad mit zwei Kreissegmenten von jeweils 180° aufweist.The timing diagram also shows the camshaft signal NW, that is generated by a separate camshaft sensor, whereby the camshaft sensor is a sensor wheel with two circular segments of 180 ° each.
Ferner zeigt das Zeitdiagramm die Zündzeitpunkte ZOT1-ZOT4
für die einzelnen Brennräume der Brennkraftmaschine sowie die
technisch zulässigen Bandbreiten 1 des Einspritzzeitpunktes,
innerhalb derer ein Betrieb der Brennkraftmaschine sinnvoll
ist. The timing diagram also shows the ignition times ZOT1-ZOT4
for the individual combustion chambers of the internal combustion engine and the
technically
Im folgenden wird nun unter Bezugnahme auf die in Figur 2a und Figur 2b dargestellten Flussdiagramme das erfindungsgemäße Verfahren erläutert.In the following with reference to the in Figure 2a and FIG. 2b shows flow diagrams of the invention Procedure explained.
Zu Beginn wird zunächst das Kurbelwellensignal erfasst und überprüft. Bei einem fehlerhaften Kurbelwellensignal erfolgt dann ein Nockenwellen-Notlauf, wohingegen bei einem korrekten Kurbelwellensignal auch das Nockenwellensignal erfasst und überprüft wird.At the beginning, the crankshaft signal is first recorded and checked. If there is a faulty crankshaft signal then a camshaft emergency run, whereas if it is correct Crankshaft signal also detects the camshaft signal and is checked.
Hierzu wird, nicht erfindungsgemäß, der zeitliche Abstand der Impulse des Nockenwellensignals gemessen, wobei eine Fehlfunktion des Nockenwellensensors angenommen wird, wenn der Impulsabstand einen vorgegebenen Grenzwert überschreitet.For this purpose, the time interval between the pulses of the camshaft signal is not according to the invention measured, a malfunction of the camshaft sensor is assumed if the pulse interval is a predetermined Limit exceeded.
Alternativ hierzu kann, nicht erfindungsgemäß, das Nockenwellensignal auch dadurch überprüft werden, dass die Amplitude der Impulse des Nockenwellensignals gemessen wird, wobei eine Fehlfunktion des Nockenwellensensors angenommen wird, wenn die Amplitude der Impulse einen vorgegebenen Grenzwert unterschreitet.Alternatively, not according to the invention, the camshaft signal can also do so be checked that the amplitude of the pulses of the camshaft signal is measured, a malfunction of the camshaft sensor is assumed if the amplitude of the pulses falls below a predetermined limit.
Schließlich besteht auch noch die Möglichkeit, nicht erfindungsgemäß, die Flankenabstände des Nockenwellensignals und des Kurbelwellensignals zu messen, um das Nockenwellensignal zu überprüfen.Finally, there is also the possibility, not according to the invention, of the edge spacings of the camshaft signal and the crankshaft signal measure to check the camshaft signal.
Erfindungsgemäß wird das Nockenwellensignal jedoch dadurch überprüft, dass sowohl aus dem Nockenwellensignal als auch aus dem Kurbelwellensignal einen Drehzahlwert berechnet wird, wobei die beiden Drehzahlwerte bei einer korrekten Funktion des Nockenwellensensors und des Kurbelwellensensors übereinstimmen müssen. Bei einer Abweichung zwischen den beiden auf diese Weise berechneten Drehzahlwerten kann deshalb angenommen werden, dass der Nockenwellensensor fehlerhaft ist.According to the invention, however, the camshaft signal is checked by that both from the camshaft signal as well a speed value is calculated from the crankshaft signal, wherein the two speed values if the Camshaft sensor and the crankshaft sensor match have to. If there is a discrepancy between the two on this Speed values calculated in this way can therefore be assumed that the camshaft sensor is faulty.
Bei einem korrekten Nockensignal wird der Einspritzzeitpunkt anhand des Kurbelwellensignals und des Nockenwellensignals berechnet und synchronisiert. If the cam signal is correct, the time of injection becomes based on the crankshaft signal and the camshaft signal calculated and synchronized.
Bei einem fehlerhaften Nockenwellensignal wird dagegen zunächst ein Fehlersignal gespeichert und ggf. eine Signallampe aktiviert, um die Fehlfunktion des Nockenwellensensors zu signalisieren.In the case of a faulty camshaft signal, on the other hand, an error signal is saved and, if necessary, a signal lamp enabled to cause the camshaft sensor to malfunction signal.
Weiterhin wird in diesem Fall ein Testwert für die Phasenlage der Kurbelwelle festgelegt, um den zuvor berechneten Einspritzzeitpunkt anhand dieses Testwertes zu synchronisieren.Furthermore, in this case a test value for the phase position the crankshaft at the previously calculated injection timing synchronize based on this test value.
Anschließend wird dann ein Einspritzvorgang mit dem auf diese Weise ermittelten Einspritzzeitpunkt vorgenommen, um überprüfen zu können, ob der Testwert die Phasenlage der Kurbelwelle korrekt wiedergibt. Während der Durchführung des Einspritzvorgangs wird dann zunächst für eine vorgegebene Anzahl N Umdrehungen gewartet und die Drehzahl gemessen.Then an injection process is then carried out on this Way determined injection time made to check to be able to determine whether the test value is the phase position of the crankshaft reproduces correctly. During the execution of the injection process is then initially for a predetermined number of N revolutions serviced and the speed measured.
Falls der Testwert die Phasenlage der Kurbelwelle korrekt wiedergibt, so reagiert die Brennkraftmaschine auf den Einspritzvorgang mit einem Drehzahlanstieg. In diesem Fall wird der Testwert übernommen und mit dem normalen Einspritzbetrieb fortgefahren.If the test value the phase position of the crankshaft is correct reproduces, the engine reacts to the injection process with an increase in speed. In this case the test value accepted and with normal injection operation continued.
Andernfalls wird jedoch ein Zähler i inkrementiert, der die Anzahl der Synchronisationsversuche wiedergibt, wobei der Zähler i mit einem vorgegebenen Grenzwert imax verglichen wird. Falls die Anzahl i der Synchronisationsversuche den vorgegebenen Grenzwert imax überschreitet, so werden die Synchronisationsversuche abgebrochen, um die Brennkraftmaschine zu schützen.Otherwise, however, a counter i is incremented, which reproduces the number of synchronization attempts, the counter i being compared with a predetermined limit value i max . If the number i of synchronization attempts exceeds the predetermined limit value i max , the synchronization attempts are terminated in order to protect the internal combustion engine.
Andernfalls wird dagegen ein neuer Testwert für die Phasenlage
der Brennkraftmaschine berechnet und der Einspritzzeitpunkt
anhand dieses Testwerts synchronisiert. Dieser Zyklus
wird so lange durchlaufen, bis entweder die vorgegebene Maximalzahl
von Synchroniationsversuchen überschritten wurde oder
ein Drehzahlanstieg erfasst wird. Der Testwert für die Phasenlage
der Kurbelwelle wird hierbei zwischen den einzelnen
Synchronisationsversuchen jeweils um einen vorgegebenen Winkelversatz
geändert, wobei der Winkelversatz nach folgender
Formel berechnet wird:
Die Erfindung ist nicht auf das vorstehend beschriebene bevorzugte Ausführungsbeispiel beschränkt.The invention is not preferred to the one described above Embodiment limited.
Claims (14)
- Method for defining the injection time in an injection system for an internal combustion engine, having the following steps:characterized in that a first rotational speed value is determined from the camshaft signal and a second rotational speed value is determined from the crankshaft signal, the two rotational speed values being compared with one another in order to check the correctness of the camshaft signal.a crankshaft signal which represents the angular position of the crankshaft is sensed,the injection time is determined as a function of the crankshaft signal,the phase angle of the crankshaft is determined as a function of the crankshaft signal,a camshaft signal which represents the angular position of a camshaft is sensed,the camshaft signal is checked for correctness,the calculated injection time is synchronized, the synchronization being carried out by means of the camshaft signal when the camshaft signal is correct and by means of the phase angle of the crankshaft, which angle is determined from the crankshaft signal, when the camshaft signal is faulty or has failed,
- Method according to Claim 1, characterized in that, in order to check the correctness of the camshaft signal, the time interval between the pulses of the camshaft signal is determined.
- Method according to Claim 1 or 2, characterized in that, in order to check the correctness of the camshaft signal, the amplitude of the pulses of the camshaft signal is sensed and compared with a reference value.
- Method according to at least one of the preceding claims, characterized by the following steps:a) a test value for the phase angle of the crankshaft is defined,b) the injection time which is calculated as a function of the crankshaft signal is synchronized by means of the test value for the phase angle of the crankshaft,c) the rotational speed of the internal combustion engine is sensed,d) the test value for the phase angle of the crankshaft is changed if the synchronization by means of the test value does not lead to a rise in the rotational speed,e) the steps b) to d) are repeated until the synchronization by means of the test value leads to a rise in the rotational speed.
- Method according to Claim 4, characterized in that the test value for the phase angle of the crankshaft is changed in each case by a predefined angular offset in a four-stroke engine.
- Method according to Claim 5, characterized in that the angular offset is calculated as a function of the number of cylinders of the internal combustion engine and the crankshaft angle as follows:
- Method according to at least one of Claims 4 to 6, characterized in that the rotational speed of the internal combustion engine after a synchronization attempt is not measured until after a predefined number of revolutions of the crankshaft or of the camshaft.
- Method according to at least one of Claims 4 to 7, characterized in that the rotational speed of the internal combustion engine after a synchronization attempt is not measured until after a predefined waiting time.
- Method according to at least one of Claims 4 to 8, characterized in that the synchronization attempts are aborted after a predefined maximum synchronization period.
- Method according to at least one of Claims 4 to 9, characterized in that the synchronization attempts are aborted after a predefined number of synchronization attempts.
- Method according to at least one of Claims 4 to 10, characterized in that the synchronization by means of the crankshaft signal does not take place until the checking of the camshaft signal for a predefined checking period yields a faulty camshaft signal.
- Method according to at least one of Claims 4 to 11, characterized in that the number of revolutions of the crankshaft or of the camshaft is determined after a faulty camshaft signal is detected, the synchronization by means of the crankshaft signal not being carried out until after a predefined number of revolutions.
- Method according to at least one of the preceding claims, characterized in that an audible and/or visual signal transmitter is activated when the camshaft signal is faulty.
- Method according to at least one of the preceding claims, characterized in that a fault signal is stored when the camshaft signal is faulty. Description
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10043756 | 2000-09-05 | ||
| DE10043756A DE10043756C2 (en) | 2000-09-05 | 2000-09-05 | Method for determining the injection timing in an injection system for an internal combustion engine |
| PCT/DE2001/003355 WO2002023031A1 (en) | 2000-09-05 | 2001-09-03 | Method for determining the injection time of the injection system of an internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1315897A1 EP1315897A1 (en) | 2003-06-04 |
| EP1315897B1 true EP1315897B1 (en) | 2004-11-24 |
Family
ID=7655076
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP01982101A Expired - Lifetime EP1315897B1 (en) | 2000-09-05 | 2001-09-03 | Method for determining the injection time of the injection system of an internal combustion engine |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US6868833B2 (en) |
| EP (1) | EP1315897B1 (en) |
| JP (1) | JP2004509267A (en) |
| DE (2) | DE10043756C2 (en) |
| WO (1) | WO2002023031A1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10043756C2 (en) | 2000-09-05 | 2002-11-28 | Siemens Ag | Method for determining the injection timing in an injection system for an internal combustion engine |
| DE10234949C1 (en) * | 2002-07-31 | 2003-10-30 | Siemens Ag | Crankshaft position determination method for multi-cylinder IC engine using evaluation of angle markings in camshaft signal |
| DE10320284A1 (en) * | 2003-05-07 | 2004-12-02 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
| DE10347516B3 (en) * | 2003-10-13 | 2005-06-02 | Siemens Ag | Method and device for determining a phase position of a camshaft of an internal combustion engine |
| FR2910061B1 (en) * | 2006-12-15 | 2009-03-20 | Inst Francais Du Petrole | RESYNCHRONIZATION OF MOTOR SIGNALS ACQUIRED TEMPORALLY. |
| DE102007033045B4 (en) * | 2007-07-16 | 2014-01-16 | Continental Automotive Gmbh | Method and apparatus for dynamically determining a segment for an angular range within which fuel injection into an internal combustion engine is feasible |
| DE102013203400B3 (en) * | 2013-02-28 | 2014-04-30 | Robert Bosch Gmbh | Method for synchronizing internal combustion engine, involves defining sequence of application of different synchronization processes based on operation characteristics of internal combustion engine by control unit |
Family Cites Families (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58178835A (en) * | 1982-04-14 | 1983-10-19 | Nissan Motor Co Ltd | Fuel injection control device for direct-injection type internal-combustion engine |
| DE3307833C2 (en) * | 1983-02-19 | 1993-12-16 | Bosch Gmbh Robert | Method for displaying and / or storing errors in sensor arrangements on internal combustion engines |
| JPH0810689Y2 (en) | 1989-09-29 | 1996-03-29 | トヨタ自動車株式会社 | Fuel injection control device for air blast valve |
| EP0581151A1 (en) * | 1992-07-22 | 1994-02-02 | Siemens Aktiengesellschaft | Device for monitoring a sensor |
| DE4229773C2 (en) * | 1992-09-05 | 2000-07-27 | Bosch Gmbh Robert | Process for cylinder recognition of internal combustion engines |
| DE4418577A1 (en) * | 1994-05-27 | 1995-11-30 | Bosch Gmbh Robert | Device for regulating an internal combustion engine |
| DE4418579B4 (en) * | 1994-05-27 | 2004-12-02 | Robert Bosch Gmbh | Device for regulating an internal combustion engine |
| DE4418578B4 (en) * | 1994-05-27 | 2004-05-27 | Robert Bosch Gmbh | Device for detecting the phase position in an internal combustion engine |
| JP3687126B2 (en) * | 1995-03-09 | 2005-08-24 | 日産自動車株式会社 | Catalyst deterioration diagnosis device for internal combustion engine |
| JPH09222044A (en) * | 1996-02-19 | 1997-08-26 | Mitsubishi Electric Corp | Fuel controller of internal combustion engine |
| JPH10122109A (en) * | 1996-10-17 | 1998-05-12 | Toyota Motor Corp | Ignition timing control device for internal combustion engine |
| JP3632424B2 (en) * | 1998-01-30 | 2005-03-23 | トヨタ自動車株式会社 | Control device for valve opening / closing characteristics of internal combustion engine |
| DE19810214B4 (en) * | 1998-03-10 | 2009-09-17 | Robert Bosch Gmbh | Method for synchronizing a multi-cylinder internal combustion engine |
| JP4042270B2 (en) * | 1999-05-24 | 2008-02-06 | トヨタ自動車株式会社 | Start control device for internal combustion engine |
| JP4277396B2 (en) * | 1999-11-30 | 2009-06-10 | 株式会社デンソー | Electronic control unit |
| US6499342B1 (en) * | 2000-09-05 | 2002-12-31 | Ford Global Technologies, Inc. | Method of determining the stopping position of an internal combustion engine |
| DE10043756C2 (en) | 2000-09-05 | 2002-11-28 | Siemens Ag | Method for determining the injection timing in an injection system for an internal combustion engine |
-
2000
- 2000-09-05 DE DE10043756A patent/DE10043756C2/en not_active Expired - Fee Related
-
2001
- 2001-09-03 WO PCT/DE2001/003355 patent/WO2002023031A1/en active IP Right Grant
- 2001-09-03 JP JP2002527651A patent/JP2004509267A/en not_active Withdrawn
- 2001-09-03 DE DE50104628T patent/DE50104628D1/en not_active Expired - Lifetime
- 2001-09-03 EP EP01982101A patent/EP1315897B1/en not_active Expired - Lifetime
-
2003
- 2003-03-04 US US10/379,038 patent/US6868833B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| DE10043756C2 (en) | 2002-11-28 |
| US20030196643A1 (en) | 2003-10-23 |
| JP2004509267A (en) | 2004-03-25 |
| WO2002023031A1 (en) | 2002-03-21 |
| DE10043756A1 (en) | 2002-03-28 |
| US6868833B2 (en) | 2005-03-22 |
| DE50104628D1 (en) | 2004-12-30 |
| EP1315897A1 (en) | 2003-06-04 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP0643803B1 (en) | Sensor arrangement for rapid cylinder identification in a multi-cylinder internal combustion engine | |
| DE4440656B4 (en) | Variable camshaft adjuster | |
| DE3602994C2 (en) | ||
| EP0584566B1 (en) | Method for fault detection in the analysis of output signals of an r.p.m. sensor | |
| DE69634187T2 (en) | Method and device for detecting misfires | |
| DE4126961C2 (en) | Knock control method and device for internal combustion engines | |
| DE4434833B4 (en) | Device for detecting the reverse rotation of a rotating part of an internal combustion engine | |
| DE4124065C2 (en) | Knock suppressing device for a multi-cylinder internal combustion engine | |
| DE102016117342B4 (en) | Device for detecting a misfire | |
| DE3338959C1 (en) | Method for determining irregular combustion cylinders of an internal combustion engine and device for carrying out this method | |
| WO1998012432A1 (en) | Methods to determine the phase angle of a four stroke internal combustion engine with an odd number of cylinders | |
| DE69818904T2 (en) | Device and method for detecting misfires in a multi-cylinder internal combustion engine | |
| DE10303052B4 (en) | Internal combustion engine control device | |
| EP0831224B1 (en) | Sensor arrangement for rapid cylinder identification in an internal combustion engine | |
| DE102016119962A1 (en) | Motor synchronization device and control method thereof | |
| DE3307833C2 (en) | Method for displaying and / or storing errors in sensor arrangements on internal combustion engines | |
| DE102006053483B4 (en) | Method for monitoring a knock control and device for knock control of an internal combustion engine | |
| EP1315897B1 (en) | Method for determining the injection time of the injection system of an internal combustion engine | |
| DE10329586A1 (en) | Crank angle detector device for internal combustion engines | |
| DE4229773C2 (en) | Process for cylinder recognition of internal combustion engines | |
| DE4011503A1 (en) | IC engine camshaft rotation detection system - uses disc attached to camshaft and cooperating sensor | |
| DE602004003358T2 (en) | METHOD FOR SYNCHRONIZING INJECTION WITH THE PHASE OF AN ENGINE WITH ELECTRONICALLY ASSEMBLED FUEL INJECTION NOZZLES | |
| DE10120799A1 (en) | Method for synchronizing an internal combustion engine based on the angular position of a rotating part | |
| DE10323486A1 (en) | Method for operating an internal combustion engine, in particular in a motor vehicle | |
| WO2002027274A1 (en) | Rotation angle detector, injection system and corresponding operating method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
| 17P | Request for examination filed |
Effective date: 20030304 |
|
| AK | Designated contracting states |
Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR |
|
| GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
| RBV | Designated contracting states (corrected) |
Designated state(s): DE FR GB IT |
|
| GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
| GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
| AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE FR GB IT |
|
| REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Free format text: NOT ENGLISH |
|
| REF | Corresponds to: |
Ref document number: 50104628 Country of ref document: DE Date of ref document: 20041230 Kind code of ref document: P |
|
| REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D Free format text: GERMAN |
|
| GBT | Gb: translation of ep patent filed (gb section 77(6)(a)/1977) |
Effective date: 20050214 |
|
| REG | Reference to a national code |
Ref country code: IE Ref legal event code: FD4D |
|
| PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
| STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
| ET | Fr: translation filed | ||
| 26N | No opposition filed |
Effective date: 20050825 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20080912 Year of fee payment: 8 Ref country code: IT Payment date: 20080922 Year of fee payment: 8 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 20080918 Year of fee payment: 8 |
|
| GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20090903 |
|
| REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST Effective date: 20100531 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20090930 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20090903 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20090903 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20180930 Year of fee payment: 18 |
|
| REG | Reference to a national code |
Ref country code: DE Ref legal event code: R119 Ref document number: 50104628 Country of ref document: DE |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20200401 |