EP1426597A1 - Hardware-Architektur eines Verwaltungssystems für Start- und Einspritzphase einer Brennkraftmaschine - Google Patents

Hardware-Architektur eines Verwaltungssystems für Start- und Einspritzphase einer Brennkraftmaschine Download PDF

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Publication number
EP1426597A1
EP1426597A1 EP02425731A EP02425731A EP1426597A1 EP 1426597 A1 EP1426597 A1 EP 1426597A1 EP 02425731 A EP02425731 A EP 02425731A EP 02425731 A EP02425731 A EP 02425731A EP 1426597 A1 EP1426597 A1 EP 1426597A1
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EP
European Patent Office
Prior art keywords
module
signal
engine
teeth
architecture according
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Withdrawn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
EP02425731A
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English (en)
French (fr)
Inventor
Eusebio Di Cola
Federico Rivoli
Rosario Martorana
Marinella Milazzo
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STMicroelectronics SRL
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STMicroelectronics SRL
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Publication date
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Priority to EP02425731A priority Critical patent/EP1426597A1/de
Priority to US10/722,375 priority patent/US7310574B2/en
Publication of EP1426597A1 publication Critical patent/EP1426597A1/de
Withdrawn legal-status Critical Current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
    • F02D41/009—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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • 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
    • F02D41/3005—Details not otherwise provided for
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils

Definitions

  • the present invention relates to a hardware architecture of a managing system for the start-up and/or injection phase in internal combustion engines,, particularly for direct injection four-stroke engines with automatic determination of the driving shaft angle and of the operation phase.
  • ECU Electronic Control Unit
  • TPU co-processor Time Processor Unit
  • the underlying technical problem of this invention is to provide a new hardware architecture for an ignition and/or injection managing system of internal combustion engines, which architecture should have appropriate structural and functional features so as to allow improved management of the signals coming from the different sensors of the control unit, and therefore, improved control of means provided for the engine ignition and/or injection phase.
  • the solving idea on which the invention stands is that of providing a hardware module, which is operating in a digital logic mode, that could be used as a peripheral unit to the ECU, so as to reduce its computational load.
  • This hardware module would have the task of:
  • the idea of the invention is to release the ECU from the task of monitoring the driving shaft angle position, from calculating the engine cycle phase, and from actuating injection and/or ignition.
  • an ignition and/or injection managing system of an IC endothermic engine 2 specifically a direct-injection four-stroke cycle engine with automatic determination of the driving shaft angular position and of the cycle phase, is generally shown with 1 in schematic form.
  • the managing system 1 is associated with an ECU 3 (not shown in the figures) as conventionally used in automotive applications for controlling the ignition and/or injection in such engines.
  • the managing system 1 is represented in Figure 1 by a block "Injection Coprocessor".
  • the managing system 1 is primarily aimed at releasing the ECU 3 from monitoring the driving shaft angle position, from calculating the engine cycle phase, and from enabling the driving of the engine ignition and/or injection means 2.
  • Timing moment for actuating ignition or injection is indeed a crucial parameter, because it is responsible for the attainment of optimum combustion conditions in order to generate the smallest amount of pollutants.
  • the managing system 1 comprises three modules 4, 5 and 6, each one performing one of the aforementioned functions, as well as a fourth module 13 to be described.
  • the modules 4, 5 and 6 are structurally independent, and each of them can have a respective integrated circuit allocated on a supporting board and standard bus interconnection.
  • the engine ECU may also find place on this board.
  • FIG. 1 A general diagram of the hardware architecture of managing system 1 is given in Figure 2.
  • a first module 4 referred to as the "phonic wheel manager” hereinafter, has the task of processing electric signals by means of which it is possible to determine the driving shaft angle position.
  • This module 4 is input a signal from a phonic wheel sensor 8, the phonic wheel being rotatively rigid with the driving shaft.
  • the phonic wheels are formed with a predetermined number n of equidistant teeth allocated on the circumference. A small group of m adjoining teeth is omitted to define a reference point on the wheel.
  • the sensor 8 generates a signal, from which module 4 looks for the reference point and issues a signal when it finds the reference point and another signal indicating how many teeth have been passing after the reference point.
  • a second module 5 referred to as the "camshaft manager” hereinafter, has the task of processing electric signals that allows the cycle phase of the engine to be determined.
  • the phases of a four-stroke engine can be identified through the movement of the piston in its cylinder and through the position of the valves managed by the camshaft.
  • the four phases are: induction, compression, combustion/expansion, and exhaust.
  • the movement of the piston toward the engine head takes place both with all the valves closed (compression phase) and with the exhaust valve open (exhaust phase).
  • the piston will then move in the opposite direction either with both valves closed (combustion/expansion phase) or with the induction valve open (induction phase).
  • Two revolutions of the driving shaft correspond to the four engine phases and to one camshaft revolution.
  • the rotation ratio between the camshaft and the driving shaft is 1:2.
  • the timing period for the injection to take place is between a compression phase and the next combustion phase, which corresponds to one driving shaft revolution.
  • the camshaft is equipped in turn with a phonic wheel having teeth located on the circumference arranged so that the signal generated by a sensor 9 is different for the two driving shaft revolutions.
  • the second module 5 is flexible enough to be configured for processing a profile whatever.
  • the signal generated by the sensor 9 of the camshaft phonic wheel is, thus, input to the module 5 along with the counter of the phonic wheel teeth coming from the "phonic wheel manager" module 4.
  • the "camshaft manager” module 5 processes these signals to generate an appropriate phase signal at each rotation of the phonic wheel.
  • the module 5 may be also programmed by entering a desired phase variation or phase displacement between the camshaft signal and the signal indicating the crankshaft angle position, so that the system can be used with the controllers for variable timing engines.
  • a third module 6, referred to as the "injection manager” hereinafter, has the task of generating a series of uesful signals for the "drivers” 7 provided for driving the injectors or actuating the ignition. Because of the many existing types of these "drivers" and of the possible applications for any one "driver", the module 6 may be programmed to generate the driving signals according to a desired timing pattern.
  • the module 6 makes the module 6 as flexible as possible and also re-usable in different applications.
  • the sequence of the output logic states can be stored inside the module 6, which uotputs may be both PWM signals and stable binary logic signals in the '0/1' form.
  • the injection profile thus internally stored may be described according to angles and/or times, allowing the outputs to go from one logic level to another, or when the driving shaft attains a given position (information supplied to the module 6 by the signals tooth_num and i_tooth from module 4, and signal cam_phase from module 5), or after a given lapse from the previous situation.
  • This feature makes module 6 suitable both for use in applications where the amount of fuel to be injected is calculated in terms of time duration, and in applications where it is calculated in terms of the angular position of the driving shaft.
  • the managing system 1 allows to determine automatically the angular position of the driving shaft and the engine cycle phase, so as to generate, according to theseparameters, a series of signals useful to drive the injectors. All this in order to actuate the injection process exactly at the desired time.
  • the functionality of the "Injection Coprocessor” system 1 is obtained by combining together the four modules “phonic wheel manager” 4, “camshaft manager” 5, “injection manager” 6 and “dec_inj_mgr” 13, as illustrated by the architecture depicted in Figure 2.
  • the number of demands of the module 6 and "dec_inj_mgr” module 13 depends on the number of the engine cylinders where the system 1 is to be used.
  • the first "phonic wheel manager” module 4 processes signals from which the driving shaft angular position can be obtained.
  • This module is input the signal from the sensor 8 of the driving shaft phonic wheel.
  • the module flexibility comes from the possibility of programming the values of n and m so as to suit the phonic wheel actually arranged on the driving shaft.
  • the second "camshaft manager” module 5 processes signals from which the engine cycle phase can be obtained. This module is input the signal from the sensor 9 of the camshaft phonic wheel. The module flexibility comes from that it can be programmed so as to fit the phonic wheel actually arranged on the camshaft both in fixed and variable timing engines.
  • the third "injection manager” module 6 has the task of generating appropriate signals for the injector driving "drivers” in order to actuate the desired injection profile stored inside the module.
  • the module flexibility comes from that it can actuate the injection profile both according to the driving shaft angular position and after given lapses expire.
  • This module 13 is an enabling module, in the sense that it initiates module 6.
  • Table 2 below shows the input and output signals of module 13.
  • Figure 3 shows the internal architecture of the module.
  • the module 13 comprises a network of logic gates inputting signals start_dec, lock_fon and lock_cam, respectively indicating that module 6 is to be initiated and that modules 4 and 5 have detected the respective signals.
  • An output logic gate 12, of the AND type is input the respective outputs from three logic gates 11 with two inputs, of the AND type.
  • Each gate 11 is input a signal that is output by an input logic gate 10, and a signal having a predetermined logic value and being contained in a storage register.
  • the input logic gates 10 are of the OR type with two inputs. Each gate 10 receives one of the input signals, and on the other input, receives a signal having a predetermined logic value and being contained in a respective storage register.
  • the logic network of Figure 3 may be formed of a different number and different types of logic gates. What matters is that the whole logic network can supply a logic signal to enable the module 6 when module 4 finds the driving shaft reference point, module 5 finds the engine cycle phase, and module 6 is ready to execute a sequence of operations stored up therein. Signals Description Input lock_fon Indicates that "phonic wheel manager” module 4 has found the reference point. lock_cam Indicates that "camshaft manager” module 5 has found the engine cycle phase. start_dec Indicates the value of the "start” internal register of "injection manager” module 6. Output start Indicates if module 6 is to be initiated.
  • the framed signals are the internal registers of module 13. By using the standard I/O interface, these signals can be forced to a '0' logic value or to a '1' logic value.
  • the default value for the registers whose name begins with “h” is '0', while for those beginning with "1" it is '1'.
  • the "start" signal is only activated when the three input signals all have a logic value of '1', indicating that module 4 has found the reference point, module 5 has found the engine cycle phase, and module 6 has been programmed to perform its function only after the determination of the operational condition indicated by modules 4 and 5.
  • module 6 can be initiated to have the "injection coprocessor" module fully available as desired.
  • Table 1 below shows the input/output signals of the whole managing system 1. It should be noted that the system interacts outwards through a standard I/O interface, viz. an interface which comprises Control bus, Address bus and Data bus. Signals Description Input Control_bus Address_bus Data_bus (I/O) Standard communication interface. Data_bus is bidirectional. cam_signal Signal from sensor 9 of camshaft phonic wheel. fonica_signal Signal from sensor 8 of driving shaft phonic wheel. measured_diag Measured diagnostics signal. Output curr_out Binary logic signals for power drivers 7. pwm_out PWM signals for power drivers 7. rec_out Reconstructed camshaft signal. interrupt_inj Interrupt signal of module 6. interrupt_cam Interrupt signal of "camshaft manager” module 5. interrupt_fon Interrupt signal from "phonic wheel manager” module 4.
  • I/O interface viz. an interface which comprises Control bus, Address bus and Data bus. Signals Description Input Control_bus Address_bus Data_bus (I/O) Standard communication interface. Data_bus is bidirectional
  • Each module, 4, 5, 6, or 13, is configured as desired by means of the standard communication interface.
  • the "phonic wheel manager" module 4 begins to monitor a signal fonica_signal, and after finding the reference point, issues a signal lock_f. The module 4 also generates a signal lock_fon to indicate that the location of the reference point has been verified for a given number of times.
  • the signal tooth_num is a counter of the phonic wheel teeth starting from the reference point.
  • the signal i_teeth indicates an estimated position between two teeth of the phonic wheel.
  • the signals lock_f and tooth_num are input to the "camshaft manager" module 5, and so is the signal cam_signal.
  • the module 5 processes the signal cam_signal from the activation of signal lock_f, and the process of determining the cycle phase is thus started.
  • the identification of the phase is pointed out by activating the signal lock_cam, and from now onwards, the phase indication provided by the signal cam_phase in relation to the signal teeth_cnt is effective.
  • the signals cam_phase and teeth_cnt generated by module 5, along with the signal i_teeth generated by module 4, are the primary inputs for module 6, once the latter is enabled by module 13.
  • module 6 processes the phase signal and the signals indicating the driving shaft angular position, and is able to carry out independently the injection process, consisting in generating the signals pwm_out and curr_out to drive the injector drivers 7 so as to implement the injection profile internally stored.
  • the signal teeth_cnt conveys the same type of information as the signal tooth_num, i.e. is a counter of phonic wheel teeth.
  • the single difference is that the signal tooth_num starts counting afresh at each revolution of the driving shaft phonic wheel, while the signal teeth_cnt starts counting afresh at each revolution of the camshaft, i.e. every two driving shaft revolutions.
  • the module 5 is flexible enough to be programmed for the following situations:
  • the managing system 1 can also be applied to engines in which phase variation system is integrated, and allows extensive flexibility in implementing injection in a wide range of different modes.
  • the managing system 1 can be adapted for the widely different types of driving- and cam-shaft phonic wheels, as well as of automotive injector drivers, thanks to the extensive configurability of parameters afforded by the modules 4, 5, 6 and 13. This makes the system of this invention the more flexible and re-usable in different applications as possible.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP02425731A 2002-11-28 2002-11-28 Hardware-Architektur eines Verwaltungssystems für Start- und Einspritzphase einer Brennkraftmaschine Withdrawn EP1426597A1 (de)

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EP02425731A EP1426597A1 (de) 2002-11-28 2002-11-28 Hardware-Architektur eines Verwaltungssystems für Start- und Einspritzphase einer Brennkraftmaschine
US10/722,375 US7310574B2 (en) 2002-11-28 2003-11-25 Electronic architecture of an automatic system for driving an internal combustion engine

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EP02425731A EP1426597A1 (de) 2002-11-28 2002-11-28 Hardware-Architektur eines Verwaltungssystems für Start- und Einspritzphase einer Brennkraftmaschine

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006029919A1 (de) * 2004-09-17 2006-03-23 Siemens Aktiengesellschaft Verfahren und anordnung zur erzeugung motorsynchroner digitaler signale
EP2341448A1 (de) * 2009-12-29 2011-07-06 Robert Bosch GmbH Elektronische Steuereinheit und Verfahren zur Interpolationsdurchführung in der elektronischen Steuereinheit
EP2738375A3 (de) * 2012-12-03 2015-07-22 Delphi Technologies, Inc. Kraftstoffeinspritzsystem und Komponente zur stückweisen Einspritzsignalerzeugung
EP2950193A1 (de) * 2014-05-26 2015-12-02 Samsung Electronics Co., Ltd Elektronische vorrichtung mit faltbarer anzeigevorrichtung und verfahren zum betrieb davon
US10221800B1 (en) 2018-01-22 2019-03-05 Delphi Technologies Ip Limited Fuel injector control including adaptive response
US10371082B1 (en) 2018-01-22 2019-08-06 Delphi Technologies Ip Limited Fuel injector control including state selection based on a control signal characteristic

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0582430A1 (de) * 1992-08-04 1994-02-09 Ford Motor Company Limited System und Verfahren zur Feststellung einer Nockenwellenphase und zur Zylinder-Anzeige für eine Brennkraftmaschine mit variabler Nockenwellensteuerung
US5794592A (en) * 1997-02-07 1998-08-18 Mitsubishi Denki Kabushiki Kaisha Internal combustion engine controller
US5860406A (en) * 1996-04-10 1999-01-19 Caterpillar Inc. Engine timing apparatus and method of operating same
US6109224A (en) * 1997-09-24 2000-08-29 Denso Corporation Valve timing control apparatus for an internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0582430A1 (de) * 1992-08-04 1994-02-09 Ford Motor Company Limited System und Verfahren zur Feststellung einer Nockenwellenphase und zur Zylinder-Anzeige für eine Brennkraftmaschine mit variabler Nockenwellensteuerung
US5860406A (en) * 1996-04-10 1999-01-19 Caterpillar Inc. Engine timing apparatus and method of operating same
US5794592A (en) * 1997-02-07 1998-08-18 Mitsubishi Denki Kabushiki Kaisha Internal combustion engine controller
US6109224A (en) * 1997-09-24 2000-08-29 Denso Corporation Valve timing control apparatus for an internal combustion engine

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006029919A1 (de) * 2004-09-17 2006-03-23 Siemens Aktiengesellschaft Verfahren und anordnung zur erzeugung motorsynchroner digitaler signale
EP2341448A1 (de) * 2009-12-29 2011-07-06 Robert Bosch GmbH Elektronische Steuereinheit und Verfahren zur Interpolationsdurchführung in der elektronischen Steuereinheit
EP2738375A3 (de) * 2012-12-03 2015-07-22 Delphi Technologies, Inc. Kraftstoffeinspritzsystem und Komponente zur stückweisen Einspritzsignalerzeugung
US9188074B2 (en) 2012-12-03 2015-11-17 Delphi Technologies, Inc. Fuel injector control system and component for piecewise injector signal generation
EP2950193A1 (de) * 2014-05-26 2015-12-02 Samsung Electronics Co., Ltd Elektronische vorrichtung mit faltbarer anzeigevorrichtung und verfahren zum betrieb davon
US10042391B2 (en) 2014-05-26 2018-08-07 Samsung Electronics Co., Ltd. Electronic device with foldable display and method of operating the same
US10221800B1 (en) 2018-01-22 2019-03-05 Delphi Technologies Ip Limited Fuel injector control including adaptive response
US10371082B1 (en) 2018-01-22 2019-08-06 Delphi Technologies Ip Limited Fuel injector control including state selection based on a control signal characteristic

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