JPH0777099A - Fuel injection and ignition controller in internal combustion engine - Google Patents

Abstract

PURPOSE: To quickly detect the positions of the crankshaft and camshaft of an internal combustion engine and to early start fuel injection and ignition control by correspondingly arranging them so that the level state transition of the camshaft side detection signal occurs nearly at the center between two reference marks. CONSTITUTION: One sensor disk 10 is fixed to the crankshaft 11 of an internal combustion engine, and many angle marks 12 and one reference mark 13 are provided on the peripheral face. Two angle marks 12 are notched to form one reference mark 13, for example. The other sensor disk 14 is fixed to the camshaft 15 of the internal combustion engine, and a mark 16 extending over 180 deg. is provided on the peripheral face. Both sensor disks 10, 14 are detected by detectors 18, 19 via scanning respectively, and their detection signals are inputted to a control device 20 respectively. The crankshaft 11 and camshaft 15 are correspondingly arranged so that the level state transition of the camshaft side detection signal occurs at the center between two reference marks.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling fuel injection and ignition in an internal combustion engine, which has a calculation device, in which the formation of a control signal for an injection valve and the ignition signal. The invention relates to a fuel injection and ignition control device in an internal combustion engine, in which the angular positions of the crankshaft and the camshaft are determined by the evaluation of corresponding sensor signals for triggering.

[0002]

2. Description of the Related Art In a multi-cylinder internal combustion engine equipped with an electronically controlled fuel injection device and an ignition device, usually, when and how much fuel should be injected per cylinder, and when an appropriate ignition timing is required. Is calculated by the control device. In order to be able to carry out this calculation correctly, it is necessary to know the respective position of the crankshaft or camshaft of the internal combustion engine. Therefore, normally one disc is connected to the crankshaft and one to the camshaft, as described, for example, in EP 0371158. In this case only one mark is provided on the surface of the disc which is connected to the crankshaft.
In contrast, the surface of the disc connected to the camshaft is provided with marks extending over an angle of 180 °.

The two rotating disks are scanned and detected by a suitable stationary detector. The temporal sequence of the pulses supplied by this detector gives unambiguous information about the crankshaft and the camshaft. Control signals for injection and ignition are formed in the control device in dependence on this information.

In the known device, fuel injection is carried out once in a group of cylinders with intake valves that are closed exclusively as a function of the camshaft sensor signal. The fuel injection for the next group of cylinders takes place at a level change of the camshaft sensor signal or continues after synchronization.

The known device has the following drawbacks. That is, there is a drawback that the first fuel injection is performed at an uncertainly deviated angle, and much of the injection is performed at a relatively early point in time when the fuel pressure formation phase is not yet completed.

In order to reduce such problems during the start-up phase, therefore, still unpublished German patent application P 42 30 616 for the identification of the position of at least one axis with one fiducial mark. Device has been proposed. This device is used in internal combustion engines. In this case, after-running or coasting operation (state) identification is performed after ignition and fuel injection are cut off. In this case, the positions of the crankshaft and the camshaft are determined and stored in the stopped state by the control device.

The crankshaft and camshaft positions thus determined are immediately available in the control unit during the reconnect connection, so that the first fuel injection is possible immediately after the start of rotation. However, after-run identification must always be performed in such known devices.

[0008]

SUMMARY OF THE INVENTION An object of the present invention is to solve the problems of the conventional device in order to solve the problems.

[0009]

SUMMARY OF THE INVENTION According to the present invention, the above object is to detect a position of a cam shaft by scanning a disc connected to the cam shaft, and the disc extends over 180 °. An angle mark is provided, and one reference mark is provided on the crankshaft or on a disc disposed on the crankshaft, and the crankshaft and the camshaft have a level transition of a camshaft sensor signal. The (variation) is arranged and solved corresponding to each other so that the (change) occurs approximately in the center between the two reference marks.

An advantage obtained with the device according to the invention as defined in the characterizing part of claim 1 is that the positions of the crankshaft and the camshaft can be determined very quickly. This allows a very early start of continuous fuel injection. In this case, the first fuel injection is carried out at a later time, at a later possible time, with a predetermined front or introduction angle. As a result, this fuel injection is carried out under a sufficiently reliable fuel pressure.
In addition, reliable cylinder identification and ignition power in the correct phase are obtained immediately after a very small rotation angle. This shortens the starting period.

These advantages are obtained by arranging a phase sensor disk with a 180 ° -mark on the camshaft. This disk is scan detected by a static detector. At the same time, a crankshaft sensor disk having two 60 ° marks and one reference mark is provided as follows. That is, it is provided that the level change of the camshaft sensor disc takes place between the two reference marks as accurately as possible.

Further advantages of the invention are obtained by the advantageous embodiments described in the dependent claims.

[0013]

Embodiments of the present invention will now be described in detail with reference to the drawings.

FIG. 1 illustrates components of the internal combustion engine necessary for explaining the present invention. In this figure, reference numeral 10 designates a sensor disk. This sensor disk 10
Is fixedly connected to the crankshaft 11 of the internal combustion engine, and further has a plurality of angle marks 12 of the same shape on its peripheral surface.
have. In addition to the angle mark 12 having the same shape, one reference mark 13 is provided. The reference mark 13 is realized by, for example, removing two angle marks 12.

The second sensor disk 14 is connected to the camshaft 15 of the internal combustion engine, and has one mark 16 on its peripheral surface. This mark 16 extends over an angle of 180 °. The connecting path between the crankshaft and the camshaft is symbolically indicated by the reference numeral 17. This connecting path indicates that the camshaft is rotating at half the crankshaft speed.

The two sensor disks 10, 14 are scanned and detected by detectors 18, 19 (eg inductive detectors or Hall sensors or static Hall sensors). The signals produced as the angle marks pass through these detectors are simultaneously processed and processed by the control unit 20.
Or is first processed in the controller 20 in a suitable manner. In this case, a rectangular signal is preferably formed. The rising edge of this signal corresponds to the start of the angle mark and the falling edge of this signal corresponds to the end of the angle mark. This signal or the time sequence of the individual pulses is evaluated in the control unit.

It should be noted with regard to the arrangement of the two sensor discs that these arrangements make it possible for the sensor disc connected to the camshaft (which has the same low and high phase signals in the associated sensor). Is performed so that the low and high level changes occur between the reference mark signals supplied from the crankshaft sensor as accurately as possible.

The control unit 20 receives, via different input sides,
It receives further input characteristic quantities necessary for controlling or regulating the internal combustion engine. This input characteristic amount is measured by various sensors. For example, such sensors include a temperature sensor 21 (which measures engine temperature), a throttle valve sensor 22 (which records and measures the position of the throttle valve), a pressure sensor 23 (which is the pressure in the intake pipe or internal combustion). Measuring the pressure in the cylinder of the engine). In addition, an "ignition-on" signal is supplied via the input 24. This signal is supplied from the ignition lock terminal KL15 when the ignition switch 25 is turned on.

Signals for ignition and fuel injection are provided from the output side of the control unit, which comprises calculation or storage means, not shown here, and a permanent memory indicated by the reference numeral 30.
Signals are obtained for the corresponding components of the internal combustion engine, which are not shown in detail. These signals are delivered via the outputs 26 and 27 of the control unit 20.

Additional sensors can be used if desired. Those signals are supplied to the control device.
The control unit 20 sends out further signals necessary for controlling the internal combustion engine. However, it is not always necessary to provide all the illustrated sensors.

Power is supplied to the control unit 20 using a battery 28 in a conventional manner. The battery 28 is connected to the control device 20 via the switch 29 during the operation period of the internal combustion engine, and in still another configuration, is connected to the control device 20 during the after-running period after the engine is shut off.

According to the device shown in FIG. 1, the crankshaft 1
The positions of 1 and camshaft 15 can always be detected during operation of the internal combustion engine. Because the positional relationship between the crankshaft and the camshaft is as well known as the positional relationship between the position of the camshaft and the position of the individual cylinders, there is one synchronization after identification of the fiducial marks, After the subsequent synchronization, the fuel injection and ignition can be controlled or adjusted in a known manner. Such control or regulation of the internal combustion engine is described, for example, in DE-A 39 23 478, so that a detailed description is omitted here.

Further, the following points will be supplementarily described with respect to the apparatus shown in FIG.

That is, after the control device 20 is supplied with the voltage in the after-running phase, the engine position can be identified during the inertia rotation, that is, during the so-called after-running period. Further evaluation of the sensor output signal is started during this after-running period (which normally follows the normal operating operation of the internal combustion engine as described, for example, in the above-mentioned publication). The final positions of the crankshaft and the camshaft thus obtained are stored in the permanent memory 30 of the controller 20. Therefore, it is immediately available when re-connecting. The exact processing method for this is, for example, German Patent Specification No. 423066.
No. 0 and detailed description thereof is omitted here.

In FIG. 2, the signal or voltage curve U (t) [V] necessary for understanding the invention is plotted over time t (ms) for a 5-cylinder internal combustion engine. These signals or voltages were extracted during the trial run.

In this case, the starting condition is, for example, as follows.

FIG. 2: Front position of fuel injection: L
30 ° KW after WOT Start position 48 ° KW before OT1 After first fuel injection: 150 ° KW After first ignition: 480 ° KW After start of rapid rotation increase: 480 ° KW Figure 3: Fuel injection Front position: 72 after LWOT
° KW Start position 60 ° KW before OT3 After first fuel injection: 54 ° KW After first ignition: 348 ° KW After start of rapid rotation increase: 348 ° KW Figure 4: Before fuel injection position: 10 after LWOT
2 ° KW Start position 72 ° KW before OT4 After first fuel injection: 96 ° KW After first ignition: 360 ° KW After start of sudden rotation increase: 360 ° KW Figure 5: Before fuel injection position : +6 before LWOT
° KW Before the start position OT5 54 ° KW After the first fuel injection: 120 ° KW After the first ignition: 474 ° KW After the start of the rapid rotation increase: 474 ° KW The symbols OT1 to OT5 are cylinders 1 to 1 5 represents the top dead center.

FIG. 2a shows the control signals A, B, C and E for the injection valves EV1 to EV5 output from the control device. The injection time is in this case represented by the minimum value. The shaded areas each represent the first fuel injection. Region X represents the phase during which the intake valve is open. 1st by arrow
Ignition (this is done in the individual cylinder to which it belongs).

The signal F in the upper part of FIG. 2b represents the course of the output signal of the camshaft sensor or the phase sensor.
In this signal, the selected sensor disk causes a phase change every 360 ° KW (crankshaft angle). The first edge change is represented as mark M1.
The lower signal G reproduces the course of the ignition signal.

The rotation speed signal H and the output signal J of the crankshaft sensor are plotted in FIG. 2c. This is represented for a corresponding sensor disk with a number of identically shaped angle marks as well as a reference mark represented by two missing tooth-shaped angle marks.

At time t1, the ignition lock 25
The start of the internal combustion engine is started via. As a result, a voltage is applied from the control device 20 to the individual system or sensor,
The electromagnetic fuel pump relay is operated. As a result, the fuel pump starts discharging the fuel.

At this point, the exact angular position of the crankshaft or camshaft is usually not known in the control system. In any case, if after-running identification is carried out (as described in German patent application P 42 30 616), the exact angular position is already known at this point and the control unit immediately responds to the fuel injection. Then the calculation of the required time can be started.

At time t2, the starter is connected and the engine starts rotating. The crankshaft sensor outputs a pulse depending on the rotation speed.

FIGS. 3 to 5 show characteristic curves similar to those in FIG. However, it is shown under a different starting position of the engine and a different injection angle.

In FIG. 3c and FIG. 5c, the reference mark BM can be identified in the output signal of the crankshaft sensor.
This fiducial mark BM corresponds to the marks designated M2 to M4. In FIG. 4c, the mark M3 is set by the first edge change of the camshaft sensor signal.

Next, how the fuel injection and the ignition output at the start are performed under the marks M1 to M4 will be described based on the device according to FIG. 1 and the signal curves shown in FIGS. .

1. 720 ° K depending on the level change of the phase signal from low to high and high to low and the reference mark
Four marks M1-M4 are produced over the W operating cycle. At this mark, synchronization of fuel injection is started. Depending on the engine position, the first fuel injection at the relevant mark is performed so that a quicker and more reliable start is possible. The initial fuel injection is indicated by hatching in FIGS.

The cylinder operated by the first fuel injection at the mark can be selected depending on the engine temperature. Unless a disadvantageous spark plug device or a very long injection time makes it impossible, a small front angle and possibly injection of fuel into the open intake valve is required to achieve a quicker start. is there. At the same time, with or immediately after the first fuel injection, a second fuel injection is performed in the following cylinders.

Further fuel injection is carried out continuously in the next segment. This continues fuel injection at the mark as follows. In other words, the injection is continued without double injection or the like.

2. In order to provide a more reliable ignition output with the correct cylinder, it is only after the identification of the reference mark and the phase change that the phase signal is checked for normality. The order in which these signals are generated is arbitrary. The above-described processing execution method is necessary because asymmetry occurs especially under a 5-cylinder engine.

3. Especially for quick ignition output,
This is done after the phase change identification or fiducial mark. No checking of the phase signal is normal for the first ignition. This processing execution method is 4-, 6-, 8-, 12
-Allowed under cylinder engine.

Since the ignition output is followed by a phase change of the phase signal, the exact position of the mark in question must be known. The definition of these marks can be done at the start or at the idle by a suitable adaptation method.

In the combination of the early fuel injection and the fuel injection after the pre-injection or after-running identification has been performed, a very quick start is possible. The pre-injection in this case is a fuel injection that is simultaneously performed in all cylinders before synchronization. The first continuous fuel injection (which can also take place before the start of rotation) is only possible after-running identification or in cooperation with a separate sensor system. This is because in these two cases the exact engine or shaft position is known immediately after the start.

4. By using the level change of the phase signal, it becomes possible to detect the adjustment angle in a system having a variable camshaft adjustment mechanism. Alternatively, diagnosis under camshaft control is also possible.

[0045]

According to the present invention, the positions of the crankshaft and the camshaft can be obtained very quickly. This allows a very early start of continuous fuel injection. This fuel injection is performed under a sufficiently reliable fuel pressure. Besides, a reliable cylinder identification with the correct phase and ignition output is already obtained after a very small rotational angle. This shortens the starting period.

[Brief description of drawings]

1 is a schematic diagram of the arrangement of a crankshaft or a camshaft including the associated sensors and a control device in which calculations for fuel injection and ignition control are performed.

FIG. 2 is a characteristic diagram in which the control signal or the signal emitted by the sensor during the start phase of the internal combustion engine is plotted with respect to time.

FIG. 3 is a characteristic diagram in which the control signal or the signal emitted by the sensor during the start phase of the internal combustion engine is plotted with respect to time.

FIG. 4 is a characteristic diagram in which the control signal or the signal emitted by the sensor during the start phase of the internal combustion engine is plotted with respect to time.

FIG. 5 is a characteristic diagram in which the control signal or the signal emitted by the sensor during the start phase of the internal combustion engine is plotted with respect to time.

[Explanation of symbols]

 10 Sensor Disc 11 Crank Shaft 12 Angle Mark 13 Reference Mark 14 Second Sensor Disc 15 Cam Shaft 16 Mark 18 Detector 19 Detector 20 Control Device 21 Temperature Sensor 22 Throttle Valve Sensor 23 Pressure Sensor 24 Input Side 25 Ignition Switch 26 Control Device output side 27 Control device output side 28 Battery

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Tomos Halter Germany Schwieberdingen Kolberger Weg 2 (72) Inventor Ralph Klein Germany Bad Bad Wimpfen Scheffelweg 3

Claims (8)

[Claims] 1. A device for controlling fuel injection and ignition in an internal combustion engine, comprising a computing device, wherein the computing device produces a control signal for an injection valve and triggers ignition. And in a fuel injection and ignition control system in an internal combustion engine in which the angular position of the camshaft is determined by the evaluation of corresponding sensor signals, a disk coupled to the camshaft is scanned and detected for the detection of the position of the camshaft, The disc has an angle mark extending over 180 °, and one reference mark is provided on the crankshaft or on the disc arranged on the crankshaft. Are arranged corresponding to each other such that the level state transition (change) of the camshaft sensor signal occurs approximately at the center between the two reference marks. Fuel injection and ignition control device. 2. The fuel injection and ignition control device for an internal combustion engine according to claim 1, wherein the calculation device is a control device for the internal combustion engine. 3. One mark M1 to M4 is formed respectively from the reference mark of the crankshaft sensor signal and the edge state transition (change) of the camshaft sensor signal, and the mark is formed of an injection signal and / or an ignition signal. A fuel injection and ignition control device for an internal combustion engine according to claim 1, which is used for this purpose. 4. The initial injection at the marks (M1 to M4), for example at engine start, is performed such that a short start time is achieved in a given cylinder which can be selected depending on the temperature. Item 4. A fuel injection and ignition control device for an internal combustion engine according to any one of items 1 to 3. 5. The internal combustion engine according to claim 1, wherein the first ignition output is provided only when the reference mark and the phase change are identified, in which case the corresponding sequence of signal generation is not taken into account. Fuel injection and ignition control device in an engine. 6. The first ignition signal delivery, if permitted under a certain number of cylinders, takes place after the identification of the phase change or after the fiducial mark already without prior inspection. Item 4. A fuel injection and ignition control device for an internal combustion engine according to any one of items 1 to 3. 7. A transition to normal cylinder-specific injection after synchronization without misfiring or double injection, eg so-called SEF.
The fuel injection and ignition control device for an internal combustion engine according to any one of claims 1 to 6, which is performed in I. 8. The position of the crankshaft and the camshaft obtained by the control device by evaluating one or a plurality of sensor signals up to a stationary state of the crankshaft and the camshaft in a follow-up period after the ignition of the internal combustion engine is cut off. 8. The fuel injection and ignition control device for an internal combustion engine according to claim 1, further comprising means for storing the value in a stopped state and enabling the value in a re-connection.