KR100572132B1 - Methods to determine the phase angle of a four stroke internal combustion engine with an odd number of cylinders - Google Patents

Methods to determine the phase angle of a four stroke internal combustion engine with an odd number of cylinders Download PDF

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Publication number
KR100572132B1
KR100572132B1 KR1019980703544A KR19980703544A KR100572132B1 KR 100572132 B1 KR100572132 B1 KR 100572132B1 KR 1019980703544 A KR1019980703544 A KR 1019980703544A KR 19980703544 A KR19980703544 A KR 19980703544A KR 100572132 B1 KR100572132 B1 KR 100572132B1
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KR
South Korea
Prior art keywords
signal
internal combustion
combustion engine
sensor
cylinders
Prior art date
Application number
KR1019980703544A
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Korean (ko)
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KR19990067522A (en
Inventor
구엔테르 브라운
미카엘 하우페르
타스킨 에게
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로베르트 보쉬 게엠베하
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Filing date
Publication date
Priority to DE19638010.3 priority Critical
Priority to DE1996138010 priority patent/DE19638010A1/en
Application filed by 로베르트 보쉬 게엠베하 filed Critical 로베르트 보쉬 게엠베하
Priority to PCT/DE1997/001707 priority patent/WO1998012432A1/en
Publication of KR19990067522A publication Critical patent/KR19990067522A/en
Application granted granted Critical
Publication of KR100572132B1 publication Critical patent/KR100572132B1/en

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/009Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2200/00Input parameters for engine control
    • F02D2200/02Input parameters for engine control the parameters being related to the engine
    • F02D2200/04Engine intake system parameters
    • F02D2200/0406Intake manifold pressure

Abstract

The present invention relates to a method for determining the phase angle in a four-stroke internal combustion engine with an odd number of cylinders and no camshaft sensor. The method associates a first signal having a singularity transmitted from a crankshaft angle sensor with a second signal that is, for example, a rotational speed signal or an output signal of a suction manifold pressure sensor, and further defines the characteristics of the second signal. By evaluating in the singularity region of one signal, the phase angle can be detected. Since these signal characteristics are different, it is possible to clearly determine the phase angle depending on whether the crankshaft is in the first rotation or the second rotation.

Description

Methods to determine the phase angle of a four stroke internal combustion engine with an odd number of cylinders}

The present invention relates to a method for determining the phase angle in a four-stroke internal combustion engine with an odd number of cylinders according to the preamble of the independent claim.

In a multi-cylinder-internal combustion engine comprising a crankshaft and at least one camshaft, the fuel must be injected into a cylinder at any point in time depending on the detected position of the crankshaft or camshaft after synchronization by the internal combustion engine controller. It is calculated which cylinder should start ignition. In a conventional internal combustion engine, the angle of the crankshaft is typically detected using a sensor, which sensor is connected to the crankshaft and has a characteristic surface, for example a number of identically shaped angle marks. Scan the disk with the surface with the reference mark and send the signal to the controller.

Since the crankshaft rotates twice while the camshaft rotates only once during one stroke of the four-stroke internal combustion engine, it is impossible to clearly determine the phase angle of the internal combustion engine from only the crankshaft sensor signal. Therefore, the camshaft position is generally detected using a unique sensor called a phase sensor. At this time, the phase sensor is connected to the camshaft and scans a disk having a single mark. The generated signal, with one pulse per camshaft revolution, is also evaluated at the controller.

International application WO 87/05971 discloses a device for cylinder detection or operation stroke detection of an internal combustion engine comprising an odd number of cylinders. The device does not have a camshaft sensor. Inside the controller of the internal combustion engine for the above detection, a signal transmitted from the crankshaft sensor, i.e. a signal with one pulse per crankshaft rotation, i.e. two pulses per camshaft rotation, is, for example, periodic during the operation of the internal combustion engine. It is associated with a second signal which is a signal that fluctuates. This periodic fluctuating signal is either the output signal of the speed sensor or the output signal of the suction manifold pressure sensor. Due to the conditions provided for an internal combustion engine comprising an odd number of cylinders and a fixed phase relationship between the crankshaft and the camshaft, the second fluctuating second signal, which rotates once when the crankshaft rotates once, must be "high". On the other hand, since the signal should be " low " once the crankshaft is rotated again, operation stroke detection can be carried out by simple logic operation of the crankshaft signal and the second signal. That is, in the known apparatus, the operation stroke detection is performed by simple logic operation of two signals.

However, no evaluation of the characteristic signal curves is presented.

1 is a schematic diagram showing components of an internal combustion engine control system necessary for explaining the present invention.

The method for determining the phase angle in a four-stroke internal combustion engine according to the invention comprising the features of claim 1 has the advantage that the engine can be synchronized without detecting the position of the camshaft. This advantage also applies to systems that can change the phase relationship between the crankshaft and the camshaft. The advantage is obtained by associating a signal with singularity transmitted from the crankshaft angle sensor to a second signal that changes during the combustion stroke and has cylinder-specific characteristics to determine the phase angle. At this time, to determine the phase angle, the curve of the second signal is examined while the singularity of the first signal is generated. Since the above method relates only to an internal combustion engine comprising an odd number of cylinders, if a singularity of the first signal occurs during the first rotation of the crankshaft, the second signal is different from when the crankshaft makes the second rotation. The curve of is generated. The reason for this is that the stroke of the internal combustion engine is different from each other because the stroke is different from that during the second rotation while the crankshaft makes the first rotation. This will affect the curve of the second signal, for example the speed curve or the curve of the suction manifold pressure. This effect is measurable and can be used for cylinder detection. Therefore, it is preferable that the second signal is an output signal of the rotation speed sensor or the suction manifold pressure sensor.

Another advantage of the invention is obtained by the measures set out in the dependent claims. Since the curve of the second signal is associated with a singularity of the first signal, rather than the occurrence of the minimum or maximum value of the second signal, the first rotational speed signal and the second rotational speed signal during determining the phase angle It is particularly preferable that the phase shift of the liver is not a problem.

Particularly preferred is that the method for determining the phase angle can already be carried out in the starting phase. That is, it can be executed before the first ignition of the cylinder. This early determination of phase angle is possible because different strokes affect the rotational speed or suction manifold pressure in various ways without ignition.

In systems without camshaft sensors, the electronics, camshaft wheels and associated cabling may be omitted with the sensors. In the engine controller, the processing circuit for the sensor, three plug pins and one computer port pin can be omitted. Printed circuit board area can also be reduced. In the absence of a camshaft sensor, the diagnosis and error handling measures of the sensor can be omitted, thereby improving the availability of the whole system. This omission can be achieved without negatively affecting the exhaust gas or starting characteristics of the internal combustion engine. It is also desirable that the method does not incur an additional load on the running time of the controller software, as the synchronization is terminated before the intrinsic engine operation, thereby limiting the running time of the computer resources.

Embodiments of the present invention are illustrated in the drawings and will be described in detail in the following description.

1 schematically shows the components of an internal combustion engine control system for explaining the present invention. Here, the sensor disk is rigidly connected to the crankshaft 11 of the internal combustion engine and has a plurality of identically shaped angle marks 12 on the outer circumferential surface thereof. In addition to the angle mark 12 having the same shape as described above, for example, there is a reference mark 13 embodied in a shape such that two angle marks are omitted.

The sensor disk 10 is scanned by a pickup 14, for example an inductive pickup or a hall sensor. When passing through the angle mark, the voltage pulse of the signal S1 generated in the pickup is processed and additionally processed in the internal combustion engine controller 15 in an appropriate manner.

In addition to the crankshaft 11, the internal combustion engine generally has at least one camshaft. The camshaft is designated 25 in FIG. 1 and is generally fixedly associated with the crankshaft 11. This association is symbolically represented by line 16. The angular position of the camshaft 15 is not detected in the internal combustion engine control system shown in FIG. In order to synchronize the association between the crankshaft 11 and the camshaft 25, a second signal that changes periodically during the combustion stroke is processed in the controller. This second signal S2 is obtained by the sensor 17. The sensor 17 is, for example, a sensor for measuring the pressure in the intake manifold of the internal combustion engine. Basically, other values that change in the combustion stroke can also be evaluated.

Other input values for controlling or regulating the internal combustion engine may be supplied to the controller 15. In FIG. 1 only the input value "ignition input" is shown as a signal. This signal is transmitted from the clamp Kl.15 of the ignition lock when the ignition switch 18 is closed to indicate the start of the internal combustion engine to the controller 15.

The controller 15 includes at least one central computer unit 19 as well as a memory 20. In the controller 15, control signals for injection and ignition of corresponding parts of the internal combustion engine, which are not shown in detail, are formed. The signals are output through the outputs 21, 22 of the controller 15. The voltage supply of the controller 15 generally takes place from the battery 23, via the switch 24 in the closed state during the operation of the internal combustion engine and in some cases during the next step. Signal processing and evaluation described below are performed in the controller 15.

In the control system shown in FIG. 1, the angular position of the crankshaft 11 can always be detected while the internal combustion engine is operating. After the crankshaft 11 is rotated at least at the time of start-up, a singular point corresponding to the reference mark of the crankshaft appears in the signal S1. Since the correspondence between the crankshaft 11 and the camshaft 25 is known as the correspondence between the position of the camshaft and the position of the individual cylinder of the internal combustion engine, synchronization is performed after detecting the reference mark. However, this synchronization only occurs when there is a signal characterizing the phase angle.

In a system according to the invention operating without a phase sensor or a camshaft sensor, that is to say without a sensor for detecting the position of the camshaft 25, the camshaft 25 is rotated twice while the crankshaft rotates twice during one operating cycle. Since rotates only once, there is a problem that the reference mark signal transmitted from the crankshaft sensor may be ambiguous. Thus, in addition to the signal S1, the controller 15 evaluates the signal S2, for example the speed signal having the characteristic of characterizing the position of the cylinder or the output signal of the suction manifold pressure sensor. This signal S2 or its characteristic characteristics are associated with the signal S1, and in particular, the curve of the signal S2 is evaluated while the reference mark or the singularity of the signal S1 appears.

In an internal combustion engine including an odd number of cylinders, the same state is not given every time the crankshaft rotates, and thus the evaluation as described above is possible. The internal combustion engine or engines are configured such that the number of cylinders in the first engine position (hereinafter abbreviated as M1) at a given stroke is different from when possible in the second engine position M2. A detailed description of a three cylinder engine is given below:

In the engine position Ml, for example:

In cylinder 1 compression stroke

In cylinder 2 suction stroke

Cylinder 3 exhaust stroke

In contrast, the engine position M2 is as follows:

Cylinder 1 exhaust stroke

Cylinder 2 in operation

In cylinder 3 suction stroke

As shown above, at each of the engine positions M1 and M2, one cylinder is in the intake stroke and the exhaust stroke. However, the third cylinder is either in operation or compression stroke depending on the engine position. The compression stroke lowers the rotational speed while the operating stroke increases the rotational speed. Thus, the rotational curve and the curve of the suction manifold pressure when the crankshaft makes the first rotation differ in a characteristic manner from the curve of the second rotation of the crankshaft. Therefore, the curve of the rotational speed and the curve of the intake manifold pressure represent the reference for the engine position around the reference mark or around the singularity of the signal S1, and can be used as a substitute signal for the camshaft signal. At this time, an identification signal indicating the engine positions M1 and M2 is generated.

According to the number of cylinders and the valve control time of the engine, not only when evaluating the speed curve but also when evaluating the pressure signal, the sign change of the second signal gradient around the reference mark or the singular point of the signal S1, or It is determined whether the minimum or maximum evaluation of the two signals is the best way to detect the phase angle. In order to detect the code conversion or to evaluate the minimum or maximum value, the second signal is derived over time so that a gradient or minimum or maximum value is obtained. The exact measurement point for detecting the speed or intake manifold pressure is determined by the engine.

As shown by the measurement, the curve of the suction manifold pressure as well as the speed curve as well as the curve of the intake manifold pressure are used as the signal S2 for synchronization immediately after detecting that the starter has been activated by the controller when the internal combustion engine or engine is started. . This evaluation is carried out immediately after the engine starts to rotate in an operating state that has not yet been combusted, but before the first injection or ignition is started. In the unburned state, the intake manifold pressure curve as well as the rotational curve at the first rotation are also characteristic for the first or second crankshaft rotation. After normal engine operation has started, in particular when the engine speed or the speed change is high, the speed curve can no longer be used to determine the engine position. If synchronization is to be performed during operation, the synchronization should be made by evaluating the suction manifold pressure signal.

If the method according to the invention is applied to a system comprising a camshaft sensor, it can be used for emergency operation whenever a defect of the camshaft sensor is detected.

It is also possible to combine the method according to the invention immediately after start-up and to use the output signal of the camshaft sensor to determine the phase angle during normal operation.

Claims (6)

  1. A sensor disk 10 connected to the crankshaft 11 and having a reference mark 13 is scanned by the pickup 14 and a first signal S1 having a singularity assigned to a preset crankshaft angle is formed. The first signal is associated with a second signal S2 consisting of an output signal of the rotational speed sensor or an output signal of the suction manifold pressure sensor 17, and the second signal S2 in the singularity region of the first signal. In the method for determining the phase angle of a four-stroke internal combustion engine having an odd number of cylinders in which an identification signal is formed by evaluating
    By examining the curve of the second signal S2 typical for the first rotation of the crankshaft 11 and the second rotation of the crankshaft 11 in the singularity region, the evaluation of the second signal S2 is Detecting a sign change of the second signal S2 gradient or evaluating a minimum or maximum value around a singularity of the first signal S1; a four-stroke internal combustion engine with an odd number of cylinders How to determine the phase angle of.
  2. 2. A method according to claim 1, characterized in that the method is carried out at start-up, before the first combustion takes place in one of the internal combustion engine cylinders.
  3. 3. The method of claim 2, characterized in that it is determined as a function of the number of cylinders or the valve timing of the internal combustion engine whether the evaluation is carried out with the aid of the gradient of the second signal or with the aid of a minimum or maximum value. A phase angle determining method for a four-stroke internal combustion engine having an odd number of cylinders.
  4. 3. A method according to claim 1 or 2, wherein the measuring point for detecting the rotational speed or the intake manifold pressure is determined according to the engine.
  5. A sensor (17) according to any one of the preceding claims, wherein an additional determination or inspection of the phase angle is made at a preset time during operation or at a presettable condition, the sensor being the suction manifold pressure sensor upon determination during operation. Method for determining the phase angle of a four-stroke internal combustion engine having an odd number of cylinders, characterized in that only the output signal (S2) of.
  6. The method according to claim 1 or 2, characterized in that in the case of an internal combustion engine having a phase sensor, if a defect is detected in the phase sensor or a signal processing circuit attached thereto, the method is executed to induce emergency operation. A phase angle determining method for a four-stroke internal combustion engine having an odd number of cylinders.
KR1019980703544A 1996-09-18 1997-08-09 Methods to determine the phase angle of a four stroke internal combustion engine with an odd number of cylinders KR100572132B1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE19638010.3 1996-09-18
DE1996138010 DE19638010A1 (en) 1996-09-18 1996-09-18 Method for determining the phase position in a 4-stroke internal combustion engine
PCT/DE1997/001707 WO1998012432A1 (en) 1996-09-18 1997-08-09 Methods to determine the phase angle of a four stroke internal combustion engine with an odd number of cylinders

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KR19990067522A KR19990067522A (en) 1999-08-25
KR100572132B1 true KR100572132B1 (en) 2006-09-22

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KR1019980703544A KR100572132B1 (en) 1996-09-18 1997-08-09 Methods to determine the phase angle of a four stroke internal combustion engine with an odd number of cylinders

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EP (1) EP0862692B1 (en)
JP (1) JP3998719B2 (en)
KR (1) KR100572132B1 (en)
CN (1) CN1078672C (en)
AT (1) AT213307T (en)
CZ (1) CZ130698A3 (en)
DE (2) DE19638010A1 (en)
ES (1) ES2172807T3 (en)
WO (1) WO1998012432A1 (en)

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JP3998719B2 (en) 2007-10-31
DE19638010A1 (en) 1998-03-19
ES2172807T3 (en) 2002-10-01
EP0862692A1 (en) 1998-09-09
KR19990067522A (en) 1999-08-25
WO1998012432A1 (en) 1998-03-26
AT213307T (en) 2002-02-15
CN1198801A (en) 1998-11-11
CN1078672C (en) 2002-01-30
EP0862692B1 (en) 2002-02-13
JP2000500841A (en) 2000-01-25
DE59706384D1 (en) 2002-03-21
CZ130698A3 (en) 1998-12-16

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