EP1803916A1 - Procédé et système pour la synchronisation - Google Patents

Procédé et système pour la synchronisation Download PDF

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Publication number
EP1803916A1
EP1803916A1 EP05113097A EP05113097A EP1803916A1 EP 1803916 A1 EP1803916 A1 EP 1803916A1 EP 05113097 A EP05113097 A EP 05113097A EP 05113097 A EP05113097 A EP 05113097A EP 1803916 A1 EP1803916 A1 EP 1803916A1
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European Patent Office
Prior art keywords
phase
correct
assumed
assumption
engine
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EP05113097A
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German (de)
English (en)
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EP1803916B1 (fr
Inventor
Anna Pernestål
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Scania CV AB
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Scania CV AB
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Priority to EP05113097A priority Critical patent/EP1803916B1/fr
Priority to DE602005013104T priority patent/DE602005013104D1/de
Priority to AT05113097T priority patent/ATE424505T1/de
Publication of EP1803916A1 publication Critical patent/EP1803916A1/fr
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Publication of EP1803916B1 publication Critical patent/EP1803916B1/fr
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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
    • F02D41/009—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
    • 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
    • F02D2200/1012—Engine speed gradient

Definitions

  • the present invention relates to a method for synchronization or allocation of cylinders to the crankshaft position in a multi-cylinder internal combustion engine having a crankshaft which rotates twice per working cycle as well as a system for such synchronization according to the preamble of the independent system claim.
  • the invention is applicable to any type of multi-cylinder internal combustion engines being of the so-called four stroke type.
  • the engine may be arranged to drive a vehicle, but the invention is not restricted to that use.
  • camshaft rotates in internal combustion engines of this type one revolution (a working cycle) when the crankshaft carries out two revolutions, so that the stroke in question would be unambiguously determined for each cylinder would the position of the camshaft be known.
  • camshaft sensors are for cost reasons not always arranged in these engines and even if the engine has such a sensor it may fail.
  • the European patent 0 942 163 B1 describes a method, in which the position of the crankshaft of the engine is sensed and a command to inject fuel into one of the cylinders of the engine is ordered as the piston thereof is close to an upper dead centre position and this piston may be in the compression stroke, whereupon the rotational speed of the crankshaft is measured before said ordered injection and with a delay after said injection and a comparison of these two rotational speed values is carried out. If there is an increase in rotational speed it is determined that the phase assumed was correct and if not a new preliminary synchronization takes place by ordering an injection of fuel for the cylinder then assumed to be in the compression stroke when having the piston thereof in said upper dead centre position. This preliminary synchronization is verified if there is an increase in rotational speed.
  • the object of the present invention is to provide a method and a system of the type defined in the introduction, which makes it possible to quickly determine the phase of the engine upon start thereof also for multiple-cylinder internal combustion engines in which fuel may be injected at any time controlled by an electronic control unit independently of the position of the camshaft.
  • step of fuel injection and rotational speed measurements and comparisons is repeated also if no increase of the rotational speed after said injection above a predetermined level is detected after the first injection of fuel into one of the cylinders, since this does not automatically mean that the phase assumption was false (it is in most cases correct), but there may have been some problem to initiate a combustion in the cylinder in question, for example as a consequence of the properties of a certain cylinder or that the engine temperature was low.
  • a certain number of repetitions is carried out in step e) and if after that no indication that the phase assumption was correct has been obtained it is assumed that the phase assumption was incorrect and the steps b) - f) are repeated for the opposite phase, now assumed to be correct, but as soon as one indication that the phase assumption was correct is obtained said certain number of repetitions are carried out in step e) again.
  • this certain number of repetitions which may suitably be 2, 3 or 4, it is avoided that fuel is injected too many times into cylinders not being in the compression stroke and that additional attempts to obtain said predetermined number of indications that the phase assumption was correct is made as soon as a rotational speed increase above said predetermined level has been detected.
  • step d) if, after it has in step d) obtained an indication that the phase assumption was correct, a further such indication is not obtained after a fixed number of repetitions of steps b) - d) it is assumed that the phase assumption was incorrect and the steps b) - f) are repeated for the opposite phase, now assumed to be correct.
  • this fixed number is 1, which means that it is not only necessary to obtain two indications that the phase assumption was correct for verifying the synchronization, but one such indication has to be directly followed by another such indication.
  • said predetermined number is 2, 3 and 4, which are suitable figures for reliably determining the phase of the engine.
  • the temperature of the engine or a parameter associated therewith is measured before the first fuel injection in step b) and the number of repetitions carried out in step e) is made dependent upon this temperature measurement, so that the number of repetitions is increased with decreasing engine temperature.
  • the engine temperature is very low there is a considerable risk that fuel is injected into one cylinder without obtaining any combustion, and it is therefore preferred to carry out more injections for the phase assumed to be correct under such conditions, since said phase assumption is, as said, mostly correct.
  • said temperature there is a risk of unnecessary changing the assumed phase to the false phase and injecting fuel into the cylinders in the false phase and procuring unnecessary wear or damage. It would also take longer time to start the motor.
  • said predetermined level for the increase of the rotational speed of the crankshaft is set to be at least 5% of the rotational speed before the fuel injection in question.
  • said predetermined level for the increase of the rotational speed is lowered after an exceeding thereof has been detected for the first time in a step d).
  • the first "real" combustion i.e. the first combustion in a compression stroke of that cylinder, results in a greater increase of the rotational speed than combustions following thereupon, so that the predetermined level may initially be set higher for further reducing the risk of recording a combustion as a consequence of fuel injection into the cylinder being in the gas exchange stroke as a combustion in the compression stroke of the cylinder.
  • step b) when step b) is carried out the second time for an assumed phase of the engine, fuel is injected into another cylinder than the preceding time.
  • fuel is injected into another cylinder than the preceding time.
  • One advantage of this procedure is that if it is difficult to obtain combustion in one cylinder in spite of fuel injected into the cylinder in the compression stroke thereof a combustion detected as a "real" combustion may then be obtained in said other cylinder, so that the assumed phase will not be unnecessarily changed.
  • One of the cylinders may also for any other reason behave differently than the other cylinders, and it is then appropriate to make a " test injection" of fuel into different cylinders.
  • the delay between the two injections may be reduced if fuel is injected into another cylinder the second time than the first time, so that the entire synchronization procedure may be shortened.
  • step b) when the step b) is carried out the second time for an assumed engine phase, fuel is injected into the next cylinder assumed to arrive at said compression stroke after the cylinder into which fuel has previously been injected.
  • the synchronization procedure may be shortened to an optimum, and it means for a six cylinder engine that fuel is injected into said other cylinder when the crankshaft has rotated 120° and for an eight cylinder 90° after the preceding injection.
  • step e) fuel is in step b) each time injected into the cylinder being the next to arrive at the compression stroke according to the assumed phase of the engine after the cylinder into which fuel has previously been injected.
  • step f) when it is in step f) assumed that the phase assumption was incorrect and the steps b)-f) are repeated for the opposite phase, now assumed to be correct, fuel is in step b) first injected into the next cylinder arriving at the compression stroke according to the engine phase now assumed, which reduces the duration of the method.
  • step f) when it is in step f) assumed that the phase assumption was incorrect and the steps b)-f) are repeated for the opposite phase, now assumed to be correct, fuel is in step b) first injected into another cylinder than the cylinder started with after step a). This is done for avoiding any false conclusions as a consequence of an inappropriate function of a cylinder of the engine.
  • said repetitions are in step e) carried out during a predetermined period of time dependent upon the present rotational speed of the crankshaft.
  • it is the number of repetitions that is essential, so that a period of time during which said repetitions are carried out is made dependent upon the number of revolutions of the crankshaft, since less time is needed for a certain number of repetitions and the entire method when the number of revolutions of the crankshaft is higher.
  • the method is carried out on an engine of a vehicle, such a truck or a bus.
  • the method according to the invention is suitable to be carried out by means of a computer program, and the invention does for that sake also relate to a computer program loadable directly into the internal memory of a computer, which computer program comprises computer program code for causing the computer to carry out the steps according to the appended computer program claims.
  • the invention also relates to a computer program product comprising a data storage medium readable by an electronic control unit, a computer program according to the invention being stored on said data storage medium, as well as an electronic control unit comprising an execution means, a memory connected to the execution means and a data storage medium connected to the execution means, a computer program according to the invention being stored on said data storage medium.
  • Fig 1 is a very schematic view illustrating the general construction of an embodiment of a system according to the present invention
  • Figs 2-5 are graphs illustrating the rotational speed of the crankshaft of a six cylinder internal combustion engine versus the angle of rotation of the crankshaft when a method for synchronization according to embodiments of the invention is carried out and how information about this speed is used for synchronization of the engine,
  • Fig 6 schematically illustrates an electronic control unit according to the present invention
  • Fig 7 is a flow chart illustrating the principles of a method according to the present invention.
  • Fig 1 schematically illustrates a crankshaft 1 or a flywheel of a six cylinder internal combustion engine having a disc 2 rigidly connected thereto and provided with a plurality of angle marks 3 as well as a reference mark 4.
  • the system comprises at least one sensor 5 adapted to continuously sense the position of the crankshaft rotating twice per working cycle of the engine.
  • Information about the position of the crankshaft and thereby of the piston of each of the cylinders is sent to a control device 6 including an electronic control unit 7.
  • Data concerning in which phase the engine was when previously stopped are stored in the control device.
  • the control device is adapted to assume that the engine has not been moved since it stopped last time and will assume that the engine is in the same phase as when stopped.
  • the system also comprises means 8 adapted to measure a parameter associated with the temperature of the engine and deliver information about this parameter to the control device 6.
  • the control device may by means of the electronic control unit control injecting means 9-14 to inject fuel into the cylinders 15-20 of the engine when the cylinder in question is determined by the sensor 5 to be close to the upper dead centre position and according to said assumed phase in the compression stroke.
  • the method for synchronization or allocation of cylinders to the crankshaft position in the six cylinder internal combustion engine schematically shown in Fig 1 is carried out when the engine is started by the start motor and the number of revolutions will be in the region of 200 revolutions per minute as follows: the existing phase of the engine, i.e. the existing number, first or second, of the rotation of the crankshaft in the existing working cycle is assumed by means of data stored in the memory of the control device 6. Fuel is then injected into one of the cylinders 15-20 as the piston thereof is close to an upper dead centre position and this piston according to said assumed phase is in the compression stroke.
  • the rotational speed of the crank shaft is measured by means of information from said sensor 5 before said injection and with a delay after said injection, such as when the crankshaft has rotated 120° - then in the form of the average rotational speed between the 0°- and the 120°-position. These two rotational speed values are compared in said control device. If the result of said comparison shows an increase of said rotational speed after said injection above a predetermined level n diff , it is decided that there is an indication that the phase assumption was correct and otherwise that it was false.
  • Fuel is now injected into another or the same cylinder as the piston thereof is close to an upper dead centre position and this piston according to said assumed phase is in the compression stroke, whereupon the rotational speed of the crankshaft is measured again and compared with the rotational speed of the crankshaft before the last injection for revealing if the increase of the rotational speed is above a predetermined level.
  • This procedure may be repeated for one or more further cylinders or it may be stopped after two cylinders.
  • the number of said indications that the phase assumption was correct is after each such repetition compared with a predetermined number being at least two and if it is equal to this predetermined number said assumed phase is accepted as correct and the synchronization is verified and the procedure terminated, so that the electronic control unit may start to control the engine according to an algorithm of normal control functions as soon as the engine has reached a normal number of revolutions. It may then also be required that two or three such indications follow directly upon each other for verifying the synchronization.
  • the number of indications that the phase assumption was correct is below said predetermined number it is assumed that the phase assumption was incorrect and fuel is injected into one of the cylinders as the piston thereof is close to an upper dead centre position and this piston according to said phase, now assumed to be correct, is in the compression stroke, whereupon the above procedure is repeated for this assumed phase.
  • the assumed phase may in this way be changed a certain number of times.
  • a certain number of repetitions i.e. injections of fuel into cylinders, is carried out, corresponding to a time lapsed from the first injection of t first -thershold, and if after that no indication that the phase assumption was correct has been obtained it is assumed that the phase assumption was incorrect, but as soon as one indication that the phase assumption was correct is obtained said certain number of repetitions are carried out again.
  • the control device 6 may make said certain number or repetitions and said fixed number of further number of repetitions dependent upon the temperature of the engine reported by the sensor 8 and increase the number of repetitions with decreasing engine temperature, since the risk is higher when the engine temperature is low that a combustion will not take place in a cylinder in spite of injection of fuel thereinto in the compression stroke thereof.
  • Figs 2-5 schematically illustrate the development of the rotational speed of the crankshaft in the form of the number of revolutions per minute versus the angle of rotation of said crankshaft when applying a method according to different embodiments of the invention upon a six cylinder internal combustion engine.
  • An angle of 120° corresponds to the position of the crankshaft when fuel is the first time in step b) injected into a cylinder after the assumption of the existing phase of the engine.
  • Fig 2 illustrates the case in which the assumption of phase 1 as existing phase was correct and the rotational speed does after said first injection show an increase above a predetermined level n diff , such as above 5 percent of the rotational speed before that injection.
  • This predetermined level may for some engines be set slightly higher, such as at 7 or 10 percent of the rotational speed before the injection. This means an indication that the phase assumption was correct.
  • Fig 3 shows a case in which the initial engine phase 1 assumption is false and no increase of the rotational speed above a predetermined level is observed after injection of fuel in the first cylinder, whereupon fuel is also injected into the next two cylinders arriving at the compression stroke according to the assumed phase, but these injections do neither result in any increase of the rotational speed above said predetermined level.
  • Said certain number of repetitions is here by dimensioning t first -threshold set to three, so that it is then assumed that the phase assumption was incorrect, and fuel is then at the position of 360° of the crankshaft injected into a cylinder assumed to be in the compression stroke in the phase 2 now assumed to be correct, such as the first cylinder instead of the fourth cylinder.
  • This injection results in an increase of the rotational speed above said predetermined level n diff , and this injection is followed by two further injections into the next cylinder with the same result, whereupon the synchronization is verified and the procedure terminated.
  • Fig 4 illustrates the case in which the first assumption with respect to the engine phase 1 is correct, but for any reason no combustion takes place in the first cylinder into which fuel is injected. However, it is then not assumed that the phase assumption was incorrect, but fuel is as in the procedure according to Fig 3 injected into the next cylinder arriving at the assumed compression stroke and an increase of the rotational speed above said predetermined level n diff is observed.
  • said predetermined number is set to be three, and the synchronization is verified and the procedure terminated after having observed three said increases of the rotational speed above said predetermined level.
  • Fig 5 illustrates the case of an incorrect first assumption of the existing phase of the engine, which however for any reason results in an increase of the rotational speed of the crankshaft above said predetermined level n diff .
  • the next injection does not result in any rotational speed increase above n diff (n diff is in fact negative at 240°, but this has not been shown in Fig 5), so that t between two possible combustions is reaching t between -treshold and it is then assumed that the phase assumption was incorrect and the procedure is repeated for the opposite phase 2, now assumed to be correct, resulting in an acceptance of that phase to be correct.
  • n diff is in fact negative at 240°, but this has not been shown in Fig 5
  • Computer program code for implementing the method according to the invention is suitably included in a computer program, which is loadable directly into the internal memory of a computer, such as the internal memory of the electronic control unit 7 of a vehicle.
  • a computer program is suitably provided with a computer program product comprising a data storage medium readable by an electronic control unit, which data storage medium has the computer program stored thereon.
  • Said data storage medium is for instance an optical data storage medium in the form of a CD-ROM disc, a DVD disc etc., a magnetic data storage medium in the form of a hard disc, a diskette, a cassette tape etc., or a memory of the type ROM, PROM, EPROM or EEPROM of a Flash memory.
  • the computer program comprises computer program code for causing a computer, e.g. in the form of a micro processor of an electronic unit such as an engine control unit: a) to assume or receive an assumption of the existing phase of a multi-cylinder internal combustion engine having a crankshaft which rotates twice per working cycle, i.e. the first or second rotation in a working cycle,
  • Fig 6 very schematically illustrates an electronic control unit 6 comprising an execution means 21, such a central processing unit (CPU), for executing computer software.
  • the execution means 21 communicates with a memory 23, for instance of the type RAM, via a data bus 22.
  • the control unit 6 also comprises data storage medium 24, for instance in the form of a memory of the type ROM, PROM, EPROM or EEPROM or a Flash memory.
  • the execution means 21 communicates with the data storage medium 24 via the data bus 22.
  • a computer program comprising computer program code for implementing a method according to the invention is stored on the data storage medium 24.
  • Fig 7 shows a flow chart of a method according to an embodiment of the present invention comprising the steps S1-S10.

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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)
  • Mobile Radio Communication Systems (AREA)
  • Circuits Of Receivers In General (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP05113097A 2005-12-30 2005-12-30 Procédé et système pour la synchronisation Active EP1803916B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP05113097A EP1803916B1 (fr) 2005-12-30 2005-12-30 Procédé et système pour la synchronisation
DE602005013104T DE602005013104D1 (de) 2005-12-30 2005-12-30 System und Verfahren zur Synchronisierung
AT05113097T ATE424505T1 (de) 2005-12-30 2005-12-30 System und verfahren zur synchronisierung

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP05113097A EP1803916B1 (fr) 2005-12-30 2005-12-30 Procédé et système pour la synchronisation

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EP1803916A1 true EP1803916A1 (fr) 2007-07-04
EP1803916B1 EP1803916B1 (fr) 2009-03-04

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AT (1) ATE424505T1 (fr)
DE (1) DE602005013104D1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009083492A1 (fr) * 2007-12-20 2009-07-09 Renault S.A.S. Procede pour produire un signal de synchronisation du cycle de fonctionnement d'un moteur a combustion interne
WO2009153233A1 (fr) * 2008-06-18 2009-12-23 Scania Cv Ab (Publ) Procédé et système sur un véhicule
CN101865067A (zh) * 2009-04-20 2010-10-20 本田技研工业株式会社 通用内燃机的点火控制装置
FR2950393A1 (fr) * 2009-09-24 2011-03-25 Peugeot Citroen Automobiles Sa Procede de determination du cycle d'un moteur a cylindres impair
CN103244299A (zh) * 2013-04-28 2013-08-14 绵阳新晨动力机械有限公司 一种转速梯度增量阀值判缸方法
WO2015024747A1 (fr) * 2013-08-19 2015-02-26 Robert Bosch Gmbh Procédé de commande d'un système d'injection de carburant et dispositif correspondant

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1050676A2 (fr) * 1999-05-05 2000-11-08 Delphi Technologies, Inc. Indicateur de position de moteur à combustion interne
US6571776B1 (en) * 2000-09-08 2003-06-03 General Electric Company Cam sensor elimination in large four stroke compression-ignition engines
FR2853935A1 (fr) * 2003-04-17 2004-10-22 Siemens Vdo Automotive Procede de synchronisation de l'injection avec la phase moteur dans un moteur a commande electronique des injecteurs

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1050676A2 (fr) * 1999-05-05 2000-11-08 Delphi Technologies, Inc. Indicateur de position de moteur à combustion interne
US6571776B1 (en) * 2000-09-08 2003-06-03 General Electric Company Cam sensor elimination in large four stroke compression-ignition engines
FR2853935A1 (fr) * 2003-04-17 2004-10-22 Siemens Vdo Automotive Procede de synchronisation de l'injection avec la phase moteur dans un moteur a commande electronique des injecteurs

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009083492A1 (fr) * 2007-12-20 2009-07-09 Renault S.A.S. Procede pour produire un signal de synchronisation du cycle de fonctionnement d'un moteur a combustion interne
CN101952579A (zh) * 2007-12-20 2011-01-19 雷诺股份公司 用于生成内燃发动机运行循环同步信号的方法
JP2011506851A (ja) * 2007-12-20 2011-03-03 ルノー・エス・アー・エス 内燃機関運転行程同期信号を生成する方法
CN101952579B (zh) * 2007-12-20 2013-06-19 雷诺股份公司 用于生成内燃发动机运行循环同步信号的方法
WO2009153233A1 (fr) * 2008-06-18 2009-12-23 Scania Cv Ab (Publ) Procédé et système sur un véhicule
CN101865067A (zh) * 2009-04-20 2010-10-20 本田技研工业株式会社 通用内燃机的点火控制装置
EP2246549A1 (fr) * 2009-04-20 2010-11-03 Honda Motor Co., Ltd. Appareil et méthode de commande d'allumage pour moteur à combustion
CN101865067B (zh) * 2009-04-20 2012-07-04 本田技研工业株式会社 通用内燃机的点火控制装置
US8731805B2 (en) 2009-04-20 2014-05-20 Honda Motor Co., Ltd Ignition control apparatus for general-purpose engine
FR2950393A1 (fr) * 2009-09-24 2011-03-25 Peugeot Citroen Automobiles Sa Procede de determination du cycle d'un moteur a cylindres impair
CN103244299A (zh) * 2013-04-28 2013-08-14 绵阳新晨动力机械有限公司 一种转速梯度增量阀值判缸方法
WO2015024747A1 (fr) * 2013-08-19 2015-02-26 Robert Bosch Gmbh Procédé de commande d'un système d'injection de carburant et dispositif correspondant

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Publication number Publication date
EP1803916B1 (fr) 2009-03-04
ATE424505T1 (de) 2009-03-15
DE602005013104D1 (de) 2009-04-16

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