JPH11223150A - Compatibility adjustment method of mounting tolerance of transmitter ring and fuel amount control method for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the accuracy in the control of an engine regardless of the accuracy in the mounting of a transmitter ring by determining the real angular position difference between an angular position of a marking on the transmitter ring and an angular position of a marking on a reference transmitter ring, and storing the deviation of the same to the set angular position difference as the mounting error of the transmitter ring. SOLUTION: Six teeth 151 are mounted on a transmitter ring 150 mounted on a camshaft, at 60 deg. intervals, and further the synchronization teeth 152 for providing a reference mark is mounted. On the other hand, a transmitter ring 110 on a crank shaft comprises the recessed parts to be used as the markings at constant intervals. An angle of the synchronization teeth 152 of the transmitter ring 150 relative to the angular position of a cam shaft is determined by comparing, e.g. the angular positions of the synchronization teeth 152 and the marking angle area on the transmitter ring 110 to detect the mounting error of the transmitter ring. The deviation of the real angular position difference and the predetermined angular position difference is stored as the mounting error of the transmitter ring, to be used in the control of the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for adjusting the mounting tolerance of a transmitter wheel and a method for controlling fuel metering of an internal combustion engine according to the superordinate concept of claim 1 of the present invention.

[0002]

2. Description of the Related Art In order to detect a predetermined position of a shaft, for example, a crankshaft or a camshaft of an internal combustion engine, a transmitter wheel having a mark attached to the periphery thereof is attached and a detector or a transmitter having the marking fixed thereto. It is known to scan with. Here, a voltage pulse is induced by the markings passed by a detector, for example an inductive detector, which voltage pulse is processed by a subsequent evaluation circuit or a subsequent control device, wherein the time interval of the voltage pulse The rotation speed of the shaft is calculated from.

A device for determining the rotational speed and the angular position of a shaft in this way is known, for example, from EP 0188433.

In such a system, at least one top dead center is displayed using a marking mounted on the transmitter wheel. For this purpose, one tooth of the transmitter wheel can be dropped off or protruded accordingly.

[0005] Such an arrangement has the following disadvantages: The mounting of the transmitter wheels on each shaft must be performed very accurately in order to achieve a sufficiently precise engine control. For example, there is an inaccurate control of the internal combustion engine if the time at which the marking for the top dead center is detected has an actual occurrence, appearance and deviation of the top dead center. Such deviations can, for example, increase exhaust gas emissions. In order to achieve as precise an engine control as possible, a transmitter wheel composed of a number of teeth (especially ≧ 50) is connected to the crankshaft of the vehicle, and the required engine parameters are transferred from the relevant transmitter wheel. It is usual to derive. In particular, in commercial vehicle systems, it is also necessary for stability reasons to move the vehicle in the absence of rotational speed information from the crankshaft transmitter wheels. Normally, information on the rotational speed of the further shaft of the vehicle, in particular the camshaft, is used for performing such an emergency operation. Here, the camshaft transmitter wheel has a predetermined mounting position with respect to the first shilling of the internal combustion engine. Certain camshaft transmitter wheels are much smaller than crankshaft transmitter wheels, for example, common-rails for diesel engines (Common-
Rail-configured for injection systems. The camshaft transmitter wheel cannot be mounted or manufactured with high accuracy and with small tolerance without extraordinarily high cost, so that the control pulse derived from the camshaft transmitter wheel is used. Control of all internal combustion engines leads to inaccuracies in the case of diesel engine control, especially during emergency operation. Therefore, the tolerances that occur when the camshaft transmitter wheels are mounted are related to the start of fuel metering in the emergency operating mode or in the redundancy-running operating mode.

[0006] A method for calibrating a device for controlling an internal combustion engine known from DE 43 39 957.6 determines the deviation between the position of one reference pulse and the position of the first shaft, where The second shaft is shifted with respect to the first shaft until the next state occurs, that is, shifted with respect to the first shaft until the pulse of the pulse wheel arranged on the second shaft appears symmetrically with respect to a specific position. Is done.
Here, the value by which the second shaft has been shifted corresponds to the original deviation of the position of the reference pulse from the specific position, and can be stored as a correction value. Said approach has to be said to be extremely complex and costly, whereby the cost of the internal combustion engine is increased overall.

[0007]

SUMMARY OF THE INVENTION An object of the present invention is to provide a control system for an internal combustion engine which can be easily implemented even if there is a relatively large mounting tolerance of a transmitter wheel. It is an object of the present invention to provide a method for adjusting the fitting tolerance of the transmitter wheel for the engine and a method for controlling fuel metering of the internal combustion engine.

[0008]

This object is achieved by the method features of claim 1 and claim 6. That is,
According to a feature of the method, a method for adapting the mounting tolerance of a transmitter wheel connected to a first shaft comprises the following steps, namely: Determining the actual-angular position difference between the angular position of the at least one marking of the transmitter wheel and the angular position of the at least one marking of the reference transmitter wheel connected to the second shaft according to the requirements of the method; Is compared with the setting-angle position difference, and the deviation between the actual-angle position difference and the setting-angle position difference is stored as a transmitter wheel mounting error error.

According to a further feature of the invention, there is provided a method for controlling the fuel metering of an internal combustion engine, comprising, during normal operation, via a transmitter wheel-transmitter system connected to the crankshaft of the internal combustion engine. The parameters of the internal combustion engine required for the control are determined, and in the event of a fault or malfunction of the transmitter wheel-transmitter system, the parameters are transmitted to the transmitter wheel connected to the pump shaft or camshaft of the internal combustion engine. In such a control method, which is determined via the device-system, the mounting error of the transmitter wheel-transmitter-system connected to the pump shaft or the camshaft during normal operation is reduced. It was determined by the method described in any one of the above.

The method according to the invention has the advantage that a more cost-effective mounting of the internal combustion engine is possible, since instead of a mechanical mounting requiring a high degree of precision, the determination of the transmitter wheels is required. This is because the compensation adjustment method (Abgleichverfahren) based on the determined mounting error can perform a function equivalent to the mechanical mounting that requires the high accuracy.

According to the invention, it is easily possible to determine one mounting error for a given angular position of the reference transmitter wheel. A sufficient control accuracy of the internal combustion engine is also possible in the case of a lack of information derived from the reference transmitter wheel, which is obtained in fault-free operation or in normal operation. For this purpose, the engine only needs to operate on the two transmitter wheels only once, so that its mounting position can be correlated and stored.

[0012] Advantageous embodiments of the invention are the subject of the claimed invention.

Advantageously, the transmitter wheel is connected to a pump shaft or a camshaft, and the reference transmitter wheel is
It is connected to the crankshaft of the internal combustion engine. The crankshaft transmitter wheel is used for control of the internal combustion engine in the normal driving mode of operation, and necessarily has a position relative to its mounting position, for example the first cylinder of the internal combustion engine. With a remarkably small tolerance. A typical crankshaft transmitter wheel has a large number of teeth so that angle-fidelity engine control is possible. According to the invention, such a crankshaft wheel is used as a reference for the mounting position of the camshaft transmitter wheel. When information is lost from the crankshaft transmitter wheels, it is possible to easily switch to the camshaft transmitter wheels while maintaining the required accuracy.

[0014] Advantageously, the markings of the transmitter wheels for determining the angular position are synchronization teeth for the synchronization of the first and second shafts. Such a synchronized tooth can be made of a different material, for example compared to other teeth, or can have a distinct angular position, so that the detection of the pulses produced by the synchronized tooth is particularly simple. Is possible.

According to an advantageous embodiment of the invention, the transmitter is arranged in the fuel pump, for example in a common-rail injection pump for a diesel internal combustion engine. That kind of transmitter ring,
It must be designed to be very small and therefore have only a small number of teeth, so that it usually has to accept large tolerances during production or installation. Those tolerances can also be taken into account by the present invention.

It is particularly advantageous if the number of markings on the reference transmitter wheel is greater than the number of markings on the transmitter wheel. This allows a slight installation of the tolerance of the reference transmitter wheel to be used in a simple manner for the calculation of the mounting error of the transmitter wheel.

In order to demonstrate the method according to the invention, the invention will be described in the context of a diesel internal combustion engine.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference numeral 100 denotes a diesel engine. A crankshaft (not shown) of the internal combustion engine includes a transmitter wheel 11.
0 is arranged. The transmitter wheel 110 is scanned by an inductive transmitter or detector 120.
The inductive transmitter supplies signals to the control device 130, in particular to the EDC-control device.

Fuel is metered and supplied to the internal combustion engine 100 via a fuel pump 140. The fuel pump 140 is driven by a camshaft or pump drive shaft 170 on which the transmitter wheel 150 is located. The markings or teeth on the transmitter wheel 150
Is scanned by The transmitter wheel 160 supplies a corresponding signal to the EDC controller 130.

A typical transmitter wheel is shown in FIGS. FIG. 2 shows a transmitter wheel 150 mounted on a camshaft, the transmitter wheels 150 each being 60 °.
And six teeth 151 are provided at intervals. , The transmitter wheel 150 has additional teeth which define fiducial marks and are used as synchronization teeth 152. The function of the synchronization tooth 152 will be described in detail below.

Transmitter wheel 1 connected to crankshaft
10 has recesses at regular intervals instead of teeth, which are used as markings 111. There are 58 recesses distributed throughout the transmitter wheel. There, the angular area in which the recess is not provided is used as a reference marking or a reference marking, and via the reference marking or the reference marking, for example, a top dead center of the crankshaft can be defined. It will be described in detail. Of course, any of the markings 111 can be used as the reference marking.

The pump drive shaft is driven by a camshaft 170 of the internal combustion engine, or the camshaft 170 is used as a pump drive shaft. The camshaft 170 and the crankshaft, not shown, are interconnected by drive means 180, in particular by toothed belts or chains. The pump drive shaft may be shifted with respect to camshaft 170 using, for example, injection regulator 190.

The EDC control device 130 controls the fuel pump 1 depending on signals from various sensors for detecting various operation amounts.
A control signal is supplied to 40 and the injection regulator 190.

The apparatus operates substantially as follows. Based on the various sensor signals, the EDC controller 130 calculates a value for the amount of fuel to be injected and an injection start point. On the basis of these values, the control device controls the injection regulator 1
A control pulse for controlling 90 is obtained, and the injection regulator sets an injection start point. Further, the control device 130 sends out control pulses to the fuel pump 140 for controlling the operation device for setting the amount of regulation and adjustment of the operation member. Here, during normal operation, transmitter 120 scans marking 111 on transmitter wheel 110. From this information, the control device 130 derives the position and the number of revolutions of the crankshaft. During normal operation, the information derived by the camshaft-transmitter wheel 150 does not use the synchronization teeth 152 to synchronize the camshaft 170 with the crankshaft, or within the validity check, the purpose of cylinder assignment. Used for

The top dead center of the crankshaft is a specific position on the crankshaft. In order to be able to achieve optimum fuel metering, the injection must be started in relation to the top dead center of the crankshaft. The pulse generated based on the marking is usually referred to as a reference pulse. In the embodiment shown, the angular region 112 is used for that purpose, as described above.

The invention is based on the following facts: the transmitter wheel 110 arranged on the crankshaft has a significantly smaller mounting or production tolerance,
Or no such tolerance, so that there is no substantial deviation between the instant of the reference pulse and the actual appearance of the top dead center of the camshaft.

When information that can be derived by the transmitter wheel-transmitter systems 110 and 120 is lost (for example, when the controller 130
In case of missing due to track failure to the transmitter, transmitter wheel-transmitter-system 1
50,160-which is mounted on the camshaft-must be switched. Here, the mounting tolerance of the transmitter wheel 150 connected to the camshaft is taken into account in order to ensure precise engine control, i.e., an additional offset at the start of injection.

During normal operation, in order to detect the mounting error of the transmitter wheel 150, here information of both transmitter wheels 110, 150 is generated. Synchronization of the transmitter wheel 150 relative to the angular position of the camshaft. The angle of the artificial tooth 152 is, for example,
It is determined by comparing the angular positions of the synchronization tooth 152 and the angular region 112. Said angle is compared as an actual value angle with a predetermined set value-an angle, which represents a non-tolerant mounting of the camshaft with respect to the crankshaft. The difference between the actual value-angle and the set value-angle is stored in the non-volatile memory as a camshaft mounting error.
In short, the actual value-angle of the reference mark, in particular the angle synchronization tooth 152 of the transmitter wheel 150, is compared with the reference value-angle of the reference mark with respect to the reference-transmitter wheel angle information. In the case of missing crankshaft information, for example, in the case of missing crankshaft information in the event of a cable break, a switch is made to the transmitter wheel-transmitter system 150, 160 where, for example, fuel metering or injection- or metering. At the start, the stored mounting errors can be taken into account. In short, the measured position of the fiducial mark, the calculated offset error and the calculated angular position are used in calculating the start of injection.

The above-mentioned determination of the mounting error has to be carried out essentially only once, for example at the end of the production of the internal combustion engine or the vehicle. It is also possible to make such a determination at predetermined intervals or in order to take into account tolerances caused by aging of the crankshaft and / or the camshaft. The method process is, for example, ED
This can be carried out by the C-control device 130 or an external device after the repair or at predetermined time intervals during maintenance of the vehicle. Similarly, it is likewise possible to carry out a new calculation of the mounting error at each start of the engine. It should be mentioned that the above-mentioned angle synchronization should be carried out very often in practice, since otherwise an angle error can be caused by changes in the rotational speed.

[0030]

According to the present invention, a transmitter wheel mounting tolerance that can be easily implemented for controlling an internal combustion engine so that engine control is not impaired even if a relatively large transmitter wheel mounting tolerance exists. And the method of controlling fuel adjustment of the internal combustion engine can be easily realized, and the cost-effective mounting of the internal combustion engine can be achieved.

[Brief description of the drawings]

FIG. 1 is a schematic diagram of a device configuration for controlling a diesel internal combustion engine.

FIG. 2 is a schematic structural view of a typical transmitter wheel connected to a camshaft.

FIG. 3 is a schematic diagram of a typical transmitter wheel connected to a crankshaft.

[Explanation of symbols]

 REFERENCE SIGNS LIST 100 diesel internal combustion engine 110 transmitter wheel 111 marking 112 angular region 120 inductive transmitter 130 controller, EDC controller 140 fuel pump 150 transmitter wheel 152 synchronization tooth 160 transmitter 170 pump drive shaft 180 driving means 190 injection regulator

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification symbol FI G01D 5/12 G01D 5/12 N Q (72) Inventor Tiro Jahn Germany Ludwigsburg Wilhelmstrasse 59 (72) Inventor Gerd Resch Germany Stuttgart Genzebergstrasse 25 (72) Inventor Martin Wiedmer Germany Meklingen Ble Slauer Strasse 17

Claims (6)

[Claims] 1. A method for adjusting the mounting tolerance of a transmitter wheel (150) connected to a first shaft (170), comprising the following steps: at least one of the transmitter wheels (150). One marking (1
52) and at least one marking (11) of the reference transmitter wheel (110) connected to the second shaft.
1,112) to determine the actual-angular position difference with the angular position, comparing the actual-angular position difference of the angular position with the setting-angular position difference, and calculating the deviation between the actual-angular position difference and the setting-angular position difference. Is stored as a mounting error error of the transmitter wheel (150). 2. The transmitter wheel is connected to a pump shaft or camshaft (170), and the reference transmitter wheel (110) is connected to a crankshaft of an internal combustion engine. The method of claim 1. 3. The marking on the transmitter wheel (150) is first.
And synchronization teeth (15) for the synchronization of the second shaft.
The method according to claim 1, wherein the method is 2). 4. The transmitter wheel (150) includes a fuel pump (1).
40. The fuel pump of claim 40, wherein the fuel pump is arranged in a common-rail injection pump for a diesel internal combustion engine.
The method according to any one of claims 1 to 3. 5. The method according to claim 1, wherein the number of markings on the reference transmitter wheel (110) is greater than the number of markings on the transmitter wheel (150). The method described in the section. 6. A fuel metering control method for an internal combustion engine, comprising:
During normal operation, the parameters of the internal combustion engine required for control are determined via a transmitter wheel-transmitter system (110, 120) connected to the crankshaft of the internal combustion engine, and the transmitter wheel-transmitter In the event of a failure or malfunction of the system (110, 120), the parameters are connected to the pump wheel or camshaft of the internal combustion engine.
0, 160), the pump shaft or camshaft (170) during normal operation.
Oscillator wheel-oscillator-system coupled with (150, 160)
6. A fuel metering control method for an internal combustion engine, wherein the mounting error is determined by the method according to any one of claims 1 to 5.