EP1423710A1 - Procede de detection de la vitesse de rotation - Google Patents

Procede de detection de la vitesse de rotation

Info

Publication number
EP1423710A1
EP1423710A1 EP02797902A EP02797902A EP1423710A1 EP 1423710 A1 EP1423710 A1 EP 1423710A1 EP 02797902 A EP02797902 A EP 02797902A EP 02797902 A EP02797902 A EP 02797902A EP 1423710 A1 EP1423710 A1 EP 1423710A1
Authority
EP
European Patent Office
Prior art keywords
segment
speed
internal combustion
combustion engine
cylinder
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.)
Withdrawn
Application number
EP02797902A
Other languages
German (de)
English (en)
Inventor
Ralf Böhnig
Achim Przymusinski
Christian Stahl
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.)
Continental Automotive GmbH
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Publication of EP1423710A1 publication Critical patent/EP1423710A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
    • G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
    • G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
    • G01P3/489—Digital circuits therefor
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1403—Sliding mode control

Definitions

  • the invention relates to a method for detecting the speed of an internal combustion engine, in which a sector wheel connected to a crankshaft is scanned and the duration of a passage through a segment of a certain size of the sector wheel is determined in order to determine a speed value.
  • Such speed detection methods are common in internal combustion engines, with a gearwheel attached to a crankshaft being normally scanned with 60 teeth. Since, due to the working principle of an internal combustion engine with a constant change between compression and expansion of the working gas, the rotational speed is not constant, but is overlaid by a periodic oscillation, which can result, in particular, from different torque contributions of individual cylinders of a multi-cylinder internal combustion engine, usually a temporal one is used for the speed detection Averaging made. This can be done, for example, by scanning several teeth of the gear wheel. The greater the number of scanned teeth, the more free the determined speed value is from influences by the periodic vibrations. With the shortening of the scanned sector, the influence of errors by these vibrations increases.
  • the speed value is inevitably associated with a certain dead time.
  • the detection of a segment of the sector wheel causes certain communication, which has a negative effect on the dynamics of the speed signal.
  • the averaging in the speed detection represents low-pass filtering.
  • the current speed value does not exactly reflect the actual speed of the internal combustion engine; rapid speed changes are only reflected in the speed value after a certain time delay.
  • the invention is therefore based on the object of specifying a method for speed detection in an internal combustion engine, in which the instantaneous speed of the internal combustion engine can be exactly determined without any time delays.
  • the object is achieved with a method for determining the speed of an internal combustion engine, in which a sector wheel driven by the internal combustion engine is scanned, a passage through a specific segment of the sector wheel is detected, and the duration of this segment passage is measured and a speed value is determined from it Pass through a particular portion of the segment and measure the length of time of that sub-segment pass, determine a relative change in the amount of time of the sub-segment pass between two successive passes of the particular portion of the segment, and use the relative change to correct the speed value.
  • the concept according to the invention thus furthermore determines a speed value from the duration of the passage of a specific segment of the sector wheel.
  • the width or size of the segment requires an averaging and a dead time, whereby this speed value is not yet up to date.
  • the duration of a sub-segment run is therefore additionally recorded and evaluated.
  • a correction of the speed value is possible from the ratio of the changes in this time period between two successive subsegment runs, as a result of which an almost dead-time-free speed signal is obtained in comparison to conventional low-pass filtering or averaging.
  • Such a signal has an advantageous effect on the dynamic properties of various control loops when operating an internal combustion engine (e.g. control of the idle speed).
  • the individual cylinders In a multi-cylinder internal combustion engine, the individual cylinders generally make different torque contributions due to manufacturing tolerances. Although this can be partially compensated for by a corresponding cylinder balancing control, the speed of the internal combustion engine then also carries out a periodic oscillation which is caused by the different cycles of the individual cylinders which deliver torque. It can be assumed that a developing profile shape of the speed curve remains unchanged compared to a previous segment.
  • the speed correction in the method according to the invention should therefore, in a multi-cylinder internal combustion engine, it should preferably be designed individually for the cylinder by determining the time period for the passage of different sub-segments, each sub-segment lying in one work cycle of a different cylinder.
  • the number of different sub-segments depends on the number of cylinders in the internal combustion engine. In a four-cylinder internal combustion engine, four different sub-segments will be selected. Deviations in the profile shape mentioned, which result from differences between the individual cylinders, can thus be compensated for by recording the time periods of the runs of different sub-segments.
  • the detection of the relative change makes it possible to avoid the dead time when determining the speed value.
  • the combination of the relative change with the speed value in order to obtain a corresponding corrected speed value can be carried out in many suitable ways. For example, it is possible to convert the relative change into an additive correction factor, for example using a map. Surprisingly, however, it has been found that the relative change can easily be multiplied by the speed value in order to effect the appropriate correction.
  • the change in time between two successive runs of a certain sub-segment is used for the correction according to the invention.
  • the change in the speed value over time itself reflects certain short-period influences. It is therefore preferable to use a method in which the duration of the segment run is repeatedly recorded and consists of two successively determined speed values, a speed value ratio is formed, then the relative change is determined for each cylinder, and a cylinder-specific correction factor is calculated in which the relative change is divided by the speed value ratio.
  • This cylinder-specific correction factor can now be multiplicatively linked to the speed value.
  • the correction factor is determined individually for each cylinder, i.e. each for a run of a sub-segment that is in the work cycle of a corresponding cylinder.
  • the stability can be further improved by low-pass filtering the cylinder-specific correction factor.
  • a certain learning function is brought about because the low-pass filtering also takes into account values of the cylinder-specific correction factors determined in previous implementations of the method.
  • this can also be achieved by low-pass filtering the relative change itself.
  • 1 is a block diagram of an internal combustion engine, the speed of which is to be recorded, 2 shows a time series of the speed curve of an internal combustion engine and
  • Fig. 3 is a flowchart of a method for speed detection.
  • An internal combustion engine 1 is shown schematically in FIG. 1, the operation of which is controlled by a control unit 2 via lines that are not specified.
  • This control unit 2 determines operating parameters of the internal combustion engine, for example the rotational speed N and the load, and allocates to the internal combustion engine 1, which is a four-cylinder internal combustion engine in the example shown schematically, a quantity of fuel which is necessary for handling the operation.
  • the internal combustion engine 1 rotates a crankshaft 3 which drives a motor vehicle (not shown).
  • a sector wheel 4 On the crankshaft 3 is a sector wheel 4, which has 60 teeth.
  • the teeth of the sector wheel 4 are sensed by an inductive or Hall sensor 5, which sends its signals to the control unit 2 via lines that are not identified.
  • the control unit 2 determines the information about the rotational speed N required for controlling the operation of the internal combustion engine 1. For this purpose, the control unit 2 accesses a correction module 6 in a method for the rotational speed detection, which will be described Speed performs a correction to be explained.
  • the correction module 6 can also be designed as a software module for a microprocessor located in the control unit 2. For the operation of the internal combustion engine 1, the control unit 2 requires knowledge of the current speed N of the crankshaft 3.
  • This information is required, for example, when determining the fuel mass to be injected into the cylinders of the internal combustion engine 1, which in the present example is a diesel internal combustion engine, and when selecting the injection timing , for optimal operation of the internal combustion engine, the speed information should therefore be as current as possible at the time at which the injection is carried out and correspond to the actual speed N of the crankshaft 3.
  • crankshaft 3 The rotation of the crankshaft 3 is superimposed on periodic speed fluctuations which result from different torque contributions of the individual cylinders of the four-cylinder internal combustion engine 1.
  • the throughput time of the segment with the segment width 8 is recorded by measuring the time that the passage of the corresponding teeth of the segment 4 on the forked light barrier 5 takes will. If the throughput of all 60 teeth is recorded, the ascertained throughput time directly represents the reciprocal of the rotational frequency of crankshaft 3. In the present case, however, it is assumed that the segment whose throughput time is determined comprises 30 teeth. The throughput time T30_n thus measured would therefore have to be multiplied by 2 before the rotational frequency can be obtained by generating reciprocal values. In the present case, however, for the sake of simplicity, the quotient of the number of teeth in the segment (30 in a four-cylinder internal combustion engine) and the cycle time of the segment is used directly as the speed value.
  • the passage of the sub-segment with the sub-segment width 9 is measured, which in FIG. 2 lies between the thin dashed line 11 and the thick dashed line 12.
  • the time period Ta_n of a sub-segment run that is determined is used, as will be explained in more detail below, to correct the determined speed value.
  • the time period Ta_n of the sub-segment run is continuously recorded, as is the time period T30 n of the segment run.
  • the element n or n-1 added to the reference numerals designates whether the respective size was determined during the current run of the sector wheel or during the previous run. So this element represents a running index.
  • the method shown schematically in FIG. 3 is carried out to determine the rotational speed.
  • the time duration Ta_n-1 of a sub-segment run is determined and stored in a step SO.
  • Step S1 detects the time period T30_n of a segment pass.
  • a ratio r_n is then determined in a step S2, which is obtained by breaking Ta_n-1 and T30_n according to the following equation:
  • Steps SO to S2 are carried out continuously, the last two values of each size being held in a memory.
  • a correction factor k is then calculated using the following equation:
  • Such correction factors k are determined for a plurality of sub-segments, the individual sub-segments being selected such that exactly one sub-segment is given for each work cycle of a multi-cylinder internal combustion engine.
  • the corresponding cylinder assignment of the current correction factor values then takes place in a step S4, so that four correction factors k1 to k4 are present in a four-cylinder internal combustion engine.
  • the number of correction factors ki corresponds to the number of cylinders of the internal combustion engine 1.
  • the correction factors ki are now subjected to low-pass filtering in a step S5, so that a corresponding set of low-pass filtered correction factors K1 to K4 is present.
  • a first speed value is determined in a step S6 using the following equation
  • V_n v_n • Ki (4).
  • the correction factor Ki of the set of correction factors is used for the correction, which is assigned to the cylinder whose sub-segment pass was measured last, and which was therefore the last to be included in the calculation of the speed n.

Landscapes

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

Abstract

L'invention concerne un procédé de détermination de la vitesse de rotation d'un moteur à combustion interne (1) consistant à balayer une roue à secteurs (4) entraînée par le moteur à combustion interne (1), à détecter le parcours d'un secteur défini de la roue à secteurs, à déterminer une valeur de vitesse de rotation à partir de la durée de ce parcours, à mesurer à nouveau la durée du parcours d'un secteur défini, à déterminer une variation relative entre deux parcours successifs de secteurs, et à corriger la vitesse de rotation en conséquence.
EP02797902A 2001-09-07 2002-09-06 Procede de detection de la vitesse de rotation Withdrawn EP1423710A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10143954 2001-09-07
DE10143954A DE10143954C1 (de) 2001-09-07 2001-09-07 Drehzahlerfassungsverfahren
PCT/DE2002/003303 WO2003023412A1 (fr) 2001-09-07 2002-09-06 Procede de detection de la vitesse de rotation

Publications (1)

Publication Number Publication Date
EP1423710A1 true EP1423710A1 (fr) 2004-06-02

Family

ID=7698095

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02797902A Withdrawn EP1423710A1 (fr) 2001-09-07 2002-09-06 Procede de detection de la vitesse de rotation

Country Status (4)

Country Link
US (1) US7096136B2 (fr)
EP (1) EP1423710A1 (fr)
DE (1) DE10143954C1 (fr)
WO (1) WO2003023412A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10319605B4 (de) * 2003-05-02 2015-09-10 Robert Bosch Gmbh Verfahren zur Ermittlung eines aufgrund einer Abfolge von Einspritzungen vorhersehbaren Drehzahlverlaufs einer Brennkraftmaschine
DE10355417B4 (de) 2003-11-27 2008-04-10 Siemens Ag Verfahren zur Bestimmung des Eintrittszeitpunktes eines vom Drehwinkel einer drehenden Welle abhängigen zukünftigen Ereignisses
DE102005047922B4 (de) * 2005-10-06 2016-10-20 Robert Bosch Gmbh Umrechnung Zeitsegment in Winkelsegment mittels vergangenem Drehzahlverlauf
FR2910543B1 (fr) * 2006-12-22 2009-03-20 Inst Francais Du Petrole Methode d'estimation des durees des dents d'une cible moteur
JP2010197238A (ja) * 2009-02-25 2010-09-09 Sumitomo Rubber Ind Ltd 回転速度情報検出装置、方法及びプログラム、並びに、タイヤ空気圧低下検出装置、方法及びプログラム
DE102010061769A1 (de) 2010-11-23 2012-05-24 Robert Bosch Gmbh Steuerung und Verfahren zur Drehzahlerfassung einer Brennkraftmaschine

Family Cites Families (10)

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Publication number Priority date Publication date Assignee Title
JPS59141750A (ja) * 1983-01-19 1984-08-14 Diesel Kiki Co Ltd 内燃機関用回転速度デ−タ発生装置
US5138564A (en) * 1990-07-31 1992-08-11 Xerox Corporation Automatic encoder calibration
WO1993020427A1 (fr) * 1992-03-30 1993-10-14 Purdue Research Foundation Correction des erreurs dans les mesures de vitesse, d'acceleration, dans la detection des rates d'allumage et de la rugosite
DE4215581B4 (de) * 1992-05-12 2004-05-06 Robert Bosch Gmbh System zur Steuerung einer magnetventilgesteuerten Kraftstoffzumeßeinrichtung
DE4237194A1 (de) * 1992-11-04 1994-05-05 Bosch Gmbh Robert Einrichtung zur Ermittlung des Drehzahlgradienten
US5541859A (en) * 1993-03-23 1996-07-30 Nippondenso Co., Ltd. Speed detecting apparatus for rotating body
DE4410127A1 (de) * 1994-03-24 1995-09-28 Michael Hinz Drehzahlmeßvorrichtung zur Bestimmung von Drehgeschwindigkeiten- und beschleunigungen an rotierenden Teilen mit beliebiger Kontur
JP2000008939A (ja) * 1998-06-26 2000-01-11 Keihin Corp エンジン回転数算出装置
JP4167324B2 (ja) * 1998-06-26 2008-10-15 本田技研工業株式会社 エンジン回転数算出装置
GB2346449B (en) * 1999-02-02 2003-06-04 Caterpillar Inc Method and apparatus for measuring engine speed

Non-Patent Citations (1)

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Title
See references of WO03023412A1 *

Also Published As

Publication number Publication date
US20040163469A1 (en) 2004-08-26
DE10143954C1 (de) 2003-04-30
US7096136B2 (en) 2006-08-22
WO2003023412A1 (fr) 2003-03-20

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