EP1613850B1 - Verfahren zur synchronisation der einspritzung mit der phase eines motors mit elektronisch-gesteurten kraftstoffeinspritzdüsen - Google Patents

Verfahren zur synchronisation der einspritzung mit der phase eines motors mit elektronisch-gesteurten kraftstoffeinspritzdüsen Download PDF

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Publication number
EP1613850B1
EP1613850B1 EP04725040A EP04725040A EP1613850B1 EP 1613850 B1 EP1613850 B1 EP 1613850B1 EP 04725040 A EP04725040 A EP 04725040A EP 04725040 A EP04725040 A EP 04725040A EP 1613850 B1 EP1613850 B1 EP 1613850B1
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EP
European Patent Office
Prior art keywords
engine
injection
cylinders
injections
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP04725040A
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English (en)
French (fr)
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EP1613850A1 (de
Inventor
Laure Carbonne
Alain Gonzalez
Roger Rouphael
Robertus Vingerhoeds
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 France SAS
Original Assignee
Siemens VDO Automotive SAS
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Publication of EP1613850A1 publication Critical patent/EP1613850A1/de
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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • 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
    • 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
    • F02D2041/0092—Synchronisation of the cylinders at engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting

Definitions

  • the present invention relates to a method of synchronization of the injection with the engine phase in a motor with electronic control of the injectors.
  • the information provided by the sensor placed on the camshaft is used only at the start of the engine to determine in which cylinders the first injections must be made. Subsequently, the injection order is done according to a pre-established cycle and only a synchronization with the crankshaft is necessary.
  • the purpose of the present invention is therefore to provide a synchronization method which, at start-up, makes it possible to dispense with the information received from the sensor placed on the camshaft. Also, even when this sensor is faulty, starting the engine remains possible. It is also possible to remove this sensor that is not used elsewhere.
  • the invention proposes a method for synchronizing the injection with the engine phase in an electronically controlled engine of injectors comprising n cylinders in which fuel is injected successively in a predetermined order, the fuel injection being synchronized with the position of the piston in the corresponding cylinder.
  • the measurement of the engine speed and / or its acceleration is performed after substantially one engine revolution. This limits the time during which the injection is not synchronized in cases where the first injections are not performed during a compression phase.
  • the engine in which the method according to the invention is implemented comprises an even number of cylinders
  • a second measurement of the engine speed and / or its acceleration is performed after p new injections p, being predetermined as a function of n and m, to verify that the synchronization is good.
  • the second measurement of the engine speed and / or its acceleration is advantageous for the second measurement of the engine speed and / or its acceleration to be performed after two engine revolutions, ie after n fuel injections.
  • the position of the pistons in the engine cylinders is determined by a position sensor measuring the angular position of the corresponding flywheel.
  • the invention proposes a variant embodiment in which the dose of fuel injected during the first m injections is less than that corresponding to the following injections.
  • the present invention is described below in a preferred embodiment applied to an engine comprising six V-shaped cylinders. These cylinders are divided into two rows referenced A and B (see FIG. 1). The cylinders themselves are numbered from 1 to 6, the cylinders 1 to 3 forming the row of cylinders referenced A and the cylinders 4 to 6 forming the row of cylinders referenced B.
  • An injector is provided for injecting fuel into each of the cylinders. These six injectors are electronically controlled.
  • Two sensors are generally provided to determine the moment when the fuel has to be injected into the cylinder. Firstly, there is a sensor, hereinafter referred to as a CRANK sensor, which makes it possible to know for each cylinder the exact position of the piston sliding in it. The fuel injection must be performed when the piston is substantially at a top dead center, with a slight offset from this top dead center.
  • the CRANK sensor is used to give the angular position of the crankshaft of the engine by measuring the rotation of the flywheel associated with this crankshaft.
  • the CRANK sensor therefore makes it possible to know the position of a piston in a cylinder but does not make it possible to identify in which phase of the combustion cycle is a cylinder.
  • the CRANK sensor can determine the top dead center for the six cylinders of the engine.
  • the sensor subsequently called CAM sensor makes it possible to give this information.
  • This CAM sensor is linked to the camshaft of the engine or to one of the camshafts when there are several.
  • the information provided by the CAM sensor is used when starting the engine.
  • fuel is injected into the first cylinder that arrives at the end of compression.
  • the position of the corresponding piston is given by the CRANK sensor and the CAM sensor and indicates that the corresponding valves are closed and that this piston has just compressed air.
  • the present invention proposes to carry out a motor start without the information provided by the CAM sensor. It is thus possible to overcome a failure of this sensor or to design a motor without this sensor which then allows to correspondingly reduce the cost of this engine.
  • the fuel injection order in the cylinders is in a predetermined order to obtain a good engine operation. This order is illustrated in Figure 1. If a fuel injection is made in the referenced cylinder 1, the next will be in the cylinder referenced 4, then 2, then 5, then 3, then 6, then again 1 and so on.
  • FIG. 2 is a flowchart illustrating the method according to the invention to the engine described above. It is assumed here that the starter has just been activated. Thanks to the CRANK sensor, it is then determined in which cylinder a piston reaches its top dead center. It is assumed here that it is the cylinder 1. Fuel is then injected into this cylinder 1 (with the normally expected offset from the top dead center). It is not known then whether the phase of the engine in this cylinder 1 corresponds to the end of a compression or an exhaust. Fuel in the cylinders 4 and 2 is then injected in the same manner when the CRANK sensor indicates that the corresponding pistons are correctly positioned.
  • the combustion test is thus carried out by measuring the engine speed. It is considered here that if the engine speed is greater than 300 rpm, the fuel has been burned and combustion has indeed taken place in the cylinders 1, 4 and 2. In this case, the cycle of the injections can be continued and the next injections are made in cylinders 5, 3 and 6.
  • the TEST 1 combustion test is negative, that is to say if the engine speed remains below 300 rpm, it is assumed that the fuel has been injected at the end of the exhaust phase, it is therefore necessary to shift the 360 ° injection. In the present case, this means that, instead of injecting into the cylinder 5, it is necessary to reinject it into the cylinder 1. Thus, a series of injections is repeated in the cylinders 1, 4 and 2. At the end of these injections the TEST 1 combustion test is again performed to determine if it has had a combustion providing a motor work. If this is the case, the cycle of the injections can be continued and the next injections are carried out in the cylinders 5, 3 and 6.
  • a second combustion test (referenced TEST 2 in Figure 2) is performed after these three new injections.
  • this second combustion test TEST 2 must confirm it. To do this, the engine speed is greater than 300 rpm.
  • Figure 3 summarizes the first injections in the engine of Figure 1 in three separate cases.
  • the engine equipped with a CRANK sensor and a CAM sensor, the two sensors being in operating condition.
  • the CAM sensor is faulty or absent.
  • the TEST 1 combustion test is positive.
  • the cycle of injections continues.
  • the TEST 2 combustion test is positive and the cycle of injections (1-4-2-5-3-6-1 ...) continues.
  • the first combustion test TEST 1 combustion is negative.
  • the injection then resumes in the cylinders 1, 4 and 2.
  • a new combustion test TEST 1 is then performed and is positive.
  • the injection therefore continues in the cylinders 5, 3 and 6 and the TEST 2 combustion test is positive.
  • the cycle of injections (5-3-6-1-4-2-5 ...) continues.
  • the first TEST 1 combustion test is performed after one engine revolution. It was noticed that this rotation of 360 ° was sufficient to observe and highlight the start of the engine.
  • the second TEST 2 combustion test is performed if the first combustion test is positive, ie two laps after the start of the actual start. A complete cycle has therefore taken place in each cylinder.
  • the method according to the invention is implemented when the signal of the sensor type sensor CAM is not available, either because this sensor is absent or by failure thereof.
  • the injection must be synchronized with the rotation of the crankshaft.
  • the vehicle is stopped.
  • the engine management system verifies that there is no error reported at the injection so that this start procedure is not inhibited.
  • the present invention thus makes it possible to dispense with a CAM type sensor for starting a diesel engine or any other engine whose injection is electronically controlled.

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  • 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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (7)

  1. Verfahren zur Synchronisation der Einspritzung mit der Phase eines Motors in einem Motor mit elektronisch gesteuerten Kraftstoffeinspritzdüsen, umfassend n Zylinder, in die Kraftstoff nacheinander direkt in jeden der Zylinder nach einer vorbestimmten Reihenfolge eingespritzt wird, wobei die Kraftstoffeinspritzung mit der Position des Kolbens im entsprechenden Zylinder synchronisiert ist,
    dadurch gekennzeichnet, dass es beim Anlassen des Motors die folgenden Schritte umfasst:
    - Einspritzen von Kraftstoff in m Zylinder in der vorbestimmten Einspritzreihenfolge, wenn die entsprechenden Kolben, die mit Hilfe eines Anlassers in Bewegung versetzt werden, sich am Ende der Verdichtungsphase befinden, wobei m in Abhängigkeit von n vorbestimmt ist,
    - Messen der Motordrehzahl und/oder der Beschleunigung,
    - Fortsetzen der Einspritzung in der vorbestimmten Reihenfolge, wenn die Motordrehzahl und/oder die Beschleunigung eine vorbestimmte Schwelle überschreitet/überschreiten, wobei die Einspritzung dann mit der Motorphase synchronisiert ist,
    - Fortsetzen der Einspritzung mit einer Versetzung im Verhältnis zu den vorhergehenden Einspritzungen und in der vorbestimmten Reihenfolge, wobei die Versetzung von n und m abhängig ist, damit die Einspritzung dann im gegenteiligen Fall mit der Motorphase synchronisiert ist.
  2. Verfahren zur Synchronisation nach Anspruch 1, dadurch gekennzeichnet, dass das Messen der Motordrehzahl und/oder der Beschleunigung nach im Wesentlichen einer Motorumdrehung erfolgt.
  3. Verfahren zur Synchronisation nach einem der Ansprüche 1 oder 2 für einen Motor, der eine gerade Anzahl Zylinder aufweist, dadurch gekennzeichnet, dass m = n/2.
  4. Verfahren zur Synchronisation nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass eine zweite Messung der Motordrehzahl und/oder der Beschleunigung nach p neuen Einspritzungen erfolgt, wobei p in Abhängigkeit von n und m vorbestimmt wird, um zu überprüfen, ob die Synchronisation richtig ist.
  5. Verfahren zur Synchronisation nach Anspruch 4, dadurch gekennzeichnet, dass die zweite Messung der Motordrehzahl und/oder der Beschleunigung nach zwei tatsächlichen Motorumdrehungen erfolgt, das heißt, nach n Kraftstoffeinspritzungen.
  6. Verfahren zur Synchronisation nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Position der Kolben in den Zylindern des Motors von einem Positionssensor bestimmt wird, der die Winkelposition des entsprechenden Schwungrads misst.
  7. Verfahren zur Synchronisation nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass die Menge an Kraftstoff, die bei den m ersten Einspritzungen eingespritzt wird, geringer ist als diejenige der folgenden Einspritzungen.
EP04725040A 2003-04-17 2004-04-01 Verfahren zur synchronisation der einspritzung mit der phase eines motors mit elektronisch-gesteurten kraftstoffeinspritzdüsen Expired - Lifetime EP1613850B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0304836A FR2853935B1 (fr) 2003-04-17 2003-04-17 Procede de synchronisation de l'injection avec la phase moteur dans un moteur a commande electronique des injecteurs
PCT/EP2004/003443 WO2004092564A1 (fr) 2003-04-17 2004-04-01 Procede de synchronisation de l’injection avec la phase moteur dans un moteur a commande electronique des injecteurs

Publications (2)

Publication Number Publication Date
EP1613850A1 EP1613850A1 (de) 2006-01-11
EP1613850B1 true EP1613850B1 (de) 2006-11-22

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EP04725040A Expired - Lifetime EP1613850B1 (de) 2003-04-17 2004-04-01 Verfahren zur synchronisation der einspritzung mit der phase eines motors mit elektronisch-gesteurten kraftstoffeinspritzdüsen

Country Status (7)

Country Link
US (1) US8397692B2 (de)
EP (1) EP1613850B1 (de)
JP (1) JP4351699B2 (de)
KR (1) KR20050118308A (de)
DE (1) DE602004003358T2 (de)
FR (1) FR2853935B1 (de)
WO (1) WO2004092564A1 (de)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ATE424505T1 (de) * 2005-12-30 2009-03-15 Scania Cv Abp System und verfahren zur synchronisierung
DE102007027709A1 (de) 2006-12-27 2008-07-03 Robert Bosch Gmbh Verfahren zum Start einer Brennkraftmaschine
FR2932225B1 (fr) * 2008-06-06 2011-04-29 Peugeot Citroen Automobiles Sa Strategie et commande de demarrage d'un moteur a combustion
US9316195B2 (en) 2012-10-29 2016-04-19 Cummins Inc. Systems and methods for optimization and control of internal combustion engine starting
US9709014B2 (en) 2012-10-29 2017-07-18 Cummins Inc. Systems and methods for optimization and control of internal combustion engine starting
CN103047022B (zh) * 2012-12-30 2015-10-07 潍柴动力股份有限公司 一种电控柴油机无凸轮轴信号的启动方法及装置
FR3088378B1 (fr) * 2018-11-14 2020-10-30 Continental Automotive France Procede de synchronisation d’un moteur a combustion en v
CN113294255A (zh) * 2021-05-19 2021-08-24 奇瑞汽车股份有限公司 一种无相位传感器的判缸方法

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3719176A (en) * 1969-07-29 1973-03-06 Toyota Motor Co Ltd Electric fuel injection control system for internal combustion engines
US5613473A (en) * 1993-08-26 1997-03-25 Siemens Aktiengesellschaft Method of identifying the stroke positions in an internal combustion engine upon startup
EP0640762B1 (de) * 1993-08-26 1996-10-23 Siemens Aktiengesellschaft Zylinder Synchronisation einer Mehrzylinder Brennkraftmaschine durch Detektion eines gezielten Verbrennungsaussetzers
FR2734322B1 (fr) * 1995-05-15 1997-07-25 Magneti Marelli France Procede de reconnaissance de la phase des cylindres d'un moteur multicylindres a combustion interne a cycle a quatre temps
DE69626122T2 (de) * 1996-12-03 2003-08-21 C.R.F. S.C.P.A., Orbassano Verfahren zur Synchronisierung einer Brennkraftmaschine ohne Nockenwellenstandfühler
JPH1182134A (ja) * 1997-09-03 1999-03-26 Fuji Heavy Ind Ltd 筒内燃料噴射エンジンの高圧燃料系診断装置及び制御装置
DE19844910A1 (de) * 1998-09-30 2000-04-06 Bosch Gmbh Robert Einrichtung zur Phasenerkennung

Also Published As

Publication number Publication date
US20070023004A1 (en) 2007-02-01
US8397692B2 (en) 2013-03-19
WO2004092564A1 (fr) 2004-10-28
KR20050118308A (ko) 2005-12-16
DE602004003358T2 (de) 2007-04-19
EP1613850A1 (de) 2006-01-11
FR2853935A1 (fr) 2004-10-22
JP2006523796A (ja) 2006-10-19
FR2853935B1 (fr) 2007-03-02
DE602004003358D1 (de) 2007-01-04
JP4351699B2 (ja) 2009-10-28

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