EP1736656A1 - Verfahren zur Bestimmung und Regelung der Winkelage der Kurbenwelle einer Viertaktbrennkraftmaschine - Google Patents

Verfahren zur Bestimmung und Regelung der Winkelage der Kurbenwelle einer Viertaktbrennkraftmaschine Download PDF

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Publication number
EP1736656A1
EP1736656A1 EP05105668A EP05105668A EP1736656A1 EP 1736656 A1 EP1736656 A1 EP 1736656A1 EP 05105668 A EP05105668 A EP 05105668A EP 05105668 A EP05105668 A EP 05105668A EP 1736656 A1 EP1736656 A1 EP 1736656A1
Authority
EP
European Patent Office
Prior art keywords
sensor
crank angle
crankshaft
angle domain
domain
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05105668A
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English (en)
French (fr)
Inventor
Alain Chevalier
Urs Christen
Katie Vantine
Paul Eduard Moraal
Jim Bromham
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP05105668A priority Critical patent/EP1736656A1/de
Publication of EP1736656A1 publication Critical patent/EP1736656A1/de
Withdrawn legal-status Critical Current

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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
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • 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

Definitions

  • the present invention relates to a method for determining and regulating the crank angle position of a crankshaft of a four-stroke internal combustion engine with at least one cylinder which is controlled by an engine control unit (ECU), comprising the following steps:
  • a combustion cycle i.e., operation cycle of a modern internal combustion engine
  • a combustion cycle i.e., operation cycle of a modern internal combustion engine
  • four strokes namely gas inlet, compression, expansion and gas outlet
  • the crankshaft rotates twice during one combustion cycle or in other words, one cycle amounts to 720° CA (crank angle).
  • the combination of gas outlet and gas inlet forms together the gas exchange phase, whereas the two strokes compression together with subsequent expansion form the combustion phase.
  • crank angle of the crankshaft is ascertained by means of a so-called crankshaft sensor, which scans the crankshaft, or a transductor disk with a characteristic surface that is connected to the crankshaft, for example a toothed wheel attached to the crankshaft.
  • crankshaft passes every crank angle position twice during one cycle, so that the engine control unit (ECU) further has to be provided with more detailed information, i.e., if the respective cylinder operates in the gas exchange phase or if the cylinder operates within the compression/expansion strokes, i.e., within the combustion phase. Otherwise the phase relationship could be wrong resulting in the undesired operation error that injection and/or ignition occurs within the gas exchange phase.
  • ECU engine control unit
  • camshaft sensor scans a transductor disk with a characteristic surface that is connected to the camshaft, for example a toothed wheel attached to the camshaft. In contrary to the crankshaft movement a camshaft revolution takes 720° CA (crank angle), so that the camshaft rotates with half engine speed.
  • crankshaft sensor By using a camshaft sensor it is possible to determine the angle position of the camshaft and by this it is possible to derive the required absolute crankshaft position, i.e., the crank angle, which ranges between 0 and 360° CA, and the phase, i.e., if the engine operates in the gas exchange phase or in the combustion phase. If the phase is incorrect a transposition of 360° CA takes place.
  • the engine control unit (ECU) shifts the output signal for injection and/or ignition 360° CA forwards or backwards in order to synchronize the engine operation, i. e., to synchronise the crank angle position with injection timing and/or ignition timing.
  • the absolute crank angle position of the crankshaft actually could be determined by sole usage of a camshaft sensor, a crankshaft sensor is used in addition because due to the higher number of revolutions the resolution is considerably higher.
  • EP 1 129 280 B1 An alternative sensor to the camshaft sensor is disclosed in the European patent EP 1 129 280 B1 . According to the method described in EP 1 129 280 B1 used for detecting and influencing the phase position of an internal combustion engine a fuel rail sensor is used as second sensor.
  • the suggested method uses the effect that in a direct injection engine the fuel rail pressure is influenced by the in-cylinder pressure, because gas from the combustion chamber is forced back into the injection nozzles and the fuel rail during the injection when the nozzles are opened.
  • the in-cylinder pressure influences the fuel rail pressure while fuel injection duration.
  • the engine control unit (ECU) - for example - delivers the injection command during the expansion stroke and not during the gas inlet as usual.
  • the increased in-cylinder pressure leads to a pressure increase in the fuel rail resulting from the blowback caused by the in-cylinder counter pressure which forces gas into the injection valves and the fuel rail.
  • the fuel pressure increase is detected by the fuel rail sensor and used by the engine control unit (ECU) for synchronization. If the phase relationship is incorrect by 360° CA the synchronization is realized by shifting the injection timing and/or ignition timing 360° CA forwards or backwards.
  • the possible misfire of the engine due to an incorrect phase may result in an undesired exhaust emission increase, in particular unburned hydrocarbons, and furthermore a noise penalty.
  • the present invention i.e., the inventive method neither is restricted to spark-ignited engines nor to diesel engines and could also be used for modern hybrid combustion processes.
  • inventive method does not require to fuel and/or spark the engine during synchronization.
  • At least one pressure sensor as second sensor in order to distinguish between gas inlet and expansion stroke or gas outlet and compression stroke undesired exhaust emissions caused by misfiring are prevented, in particular the emission of unburned hydrocarbons. Furthermore the noise behaviour is improved.
  • the pressure change in the combustion chamber caused by the piston movement of the respective engine cylinder is sufficient to determine the present phase, i.e., the present stroke of the operation cycle under consideration.
  • the obsolete fuelling results in a considerable advantage with respect to exhaust and noise emissions in comparison to the conventional methods, in particular during a cold start procedure while the cold engine is cranked ⁇ for example - by a starter motor or the like, because the emissions of unburned hydrocarbons have to be considered as the most relevant emissions during cold start procedure.
  • one operation cycle covers 720° CA , so that the crankshaft passes every crank angle position twice during one cycle. Consequently one cycle comprises the top dead centre position twice, i.e., the piston of the at least one cylinder reaches the top dead centre twice, once during the gas exchange phase and for a second time during the combustion phase. Because of this it is preferred to measure the output signal p Sensor,A near the top dead centre (TDC) which is assumed to be the TDC within the combustion phase.
  • TDC top dead centre
  • the measurement of more than one pressure signal p Sensor,A,i and the subsequent averaging of these signal values is carried out with the purpose to achieve a higher accuracy in the sensor output signal by rejecting the noise on the measured signals.
  • a preferred embodiment of the method is characterized in that said first crank angle domain and/or said second crank angle domain are/is predetermined in such a way, that said domain covers 60° CA or less, preferably said domain covers 40° CA or less.
  • a preferred embodiment of the method is characterized in that said first crank angle domain and/or said second crank angle domain are/is predetermined in such a way, that said domain covers 20° CA or less.
  • a small domain is preferred because the measurement of said at least one output signal p Sensor,A takes place more or less in the neighbourhood of the top dead centre (TDC), where the pressure gradient reaches the maximum during compression and expansion. If several signals are measured for generating an averaged signal value a wide domain results in a couple of values which differs strongly in their magnitude.
  • TDC top dead centre
  • a preferred embodiment of the method is characterized in that said first crank angle domain and said second crank angle domain are spaced apart in such a way, that the separation distance sep between both domains is greater than 20° CA, i.e., sep > 20 ° CA.
  • a preferred embodiment of the method is characterized in that said first crank angle domain and said second crank angle domain are spaced apart in such a way, that the separation distance sep between both domains is greater than 60° CA, i.e., sep > 60 ° CA.
  • the magnitude of the separation distance sep in question also depends on the specific sensor used for measuring.
  • An example for a pressure sensor which is capable of detecting indirectly a change of the in-cylinder pressure is a structure-borne noise sensor which is well known. According to the state of the art such a sensor is often applied for acoustic investigations evaluating the noise, vibration and harshness behaviour of an engine.
  • a structure-borne noise sensor can also be used as knock sensor for a gasoline engine. If such a sensor is already arranged at the engine for other purposes the inventive method could make use of this sensor, so that is is not necessary to provide an additional sensor. This measure helps to lower the total costs of the engine management system.
  • An example for a pressure sensor which is capable of detecting directly a change of the in-cylinder pressure is an in-cylinder pressure sensor which is a common component in modern engine management systems. Such a sensor often uses a piezoelectric element from which the electric resistance depends on the exterior pressure affecting the element.
  • a preferred embodiment of the method is characterized in that said first crank angle domain and said second crank angle domain are spaced apart in such a way, that the separation distance sep between both domains is smaller than 270° CA, i.e., sep ⁇ 270° CA.
  • a preferred embodiment of the method is characterized in that said threshold p threshold is predetermined with p threshold > 5 bar, preferably with p threshold > 10 bar.
  • the magnitude of the threshold depends on the chosen separation distance sep and the location of both domains.
  • the threshold has to be as high as required for rejecting the present signal noise.
  • Figure 1a illustrates schematically a pressure sensor output signal against crank angle (°CA) for the case where the crankshaft position signal is out-of-phase.
  • °CA crank angle
  • a pressure sensor is used which is capable of detecting directly or indirectly a change of the pressure in the combustion chamber.
  • the output signal p Sensor,A in a first crank angle domain comprising the assumed top dead centre (TDC) is measured and stored. It is preferred to measure said output signal p Sensor,A,i two times or more often, i.e., n A times with n A ⁇ 2.
  • the at least two output signals p Sensor,A,i are averaged for further processing in order to reject the signal noise and receive a more meaningful signal value.
  • the output signal p Sensor,B,j is measured also in a second crank angle domain spaced apart from the first crank angle domain and stored.
  • p p Sensor , A ⁇ p Sensor , B which is compared with a predetermined threshold p threshold .
  • Synchronization is realized by shifting the output signal of the ECU for injection and/or ignition 360° CA forwards or backwards, i.e., the crank angle position signal needs to be shifted by 360 °CA.
  • Figure 1b illustrates schematically a pressure sensor output signal against crank angle (°CA) for the case where the crankshaft position signal is in-phase.
  • °CA crank angle
  • FIG. 2 shows the flow diagram of an embodiment according to the invention.
  • n A and n B are set to 10, i.e., the output signals p Sensor,A,i and p Sensor,B,j are measured ten times in both crank angle domains , and averaged for further processing (S2 and S3).
  • the result p is compared with a predetermined threshold p threshold in a fifth step S5.
  • step S7 If p > p threshold the pressure signal and the crank position signal are in-phase and within step S7 is has to decided if the result has to be verified. Otherwise if p ⁇ p threshold the crank position signal needs to be shifted by 360° CA for synchronizing the engine (S6). Afterwards within step S7 is has to decided if the result has to be verified.
  • step S8 If no verification is carried out the algorithm is terminated in step S8.

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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)
EP05105668A 2005-06-24 2005-06-24 Verfahren zur Bestimmung und Regelung der Winkelage der Kurbenwelle einer Viertaktbrennkraftmaschine Withdrawn EP1736656A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP05105668A EP1736656A1 (de) 2005-06-24 2005-06-24 Verfahren zur Bestimmung und Regelung der Winkelage der Kurbenwelle einer Viertaktbrennkraftmaschine

Applications Claiming Priority (1)

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EP05105668A EP1736656A1 (de) 2005-06-24 2005-06-24 Verfahren zur Bestimmung und Regelung der Winkelage der Kurbenwelle einer Viertaktbrennkraftmaschine

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EP1736656A1 true EP1736656A1 (de) 2006-12-27

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103016172A (zh) * 2011-09-27 2013-04-03 罗伯特·博世有限公司 用于使内燃机同步的方法
US9719435B2 (en) 2015-05-11 2017-08-01 Fca Us Llc Systems and methods for real-time angle-domain measurement of filtered cylinder pressure

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2255831A (en) * 1991-05-07 1992-11-18 Bosch Gmbh Robert Detecting the individual cylinder operating strokes in a four-stroke engine
US5402675A (en) * 1990-01-26 1995-04-04 Robert Bosch Gmbh Method for recognizing the power stroke of a four-stroke engine
EP0704621A2 (de) * 1994-09-30 1996-04-03 MAGNETI MARELLI S.p.A. Synchronisationsvorrichtung ohne Nockenwellenpositionssensor für eine innere Brennkraftmaschine
US5623412A (en) * 1993-10-12 1997-04-22 Institut Francais Du Petrole Instantaneous data acquisition and processing system for internal-combustion engine control
DE10113194A1 (de) * 2001-03-19 2002-09-26 Volkswagen Ag Verfahren und Vorrichtung zum Erkennen des Arbeitstaktes eines Zylinders eines Verbrennungsmotors
EP1541845A1 (de) * 2002-07-31 2005-06-15 Yamaha Hatsudoki Kabushiki Kaisha Motorsteuervorrichtung

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5402675A (en) * 1990-01-26 1995-04-04 Robert Bosch Gmbh Method for recognizing the power stroke of a four-stroke engine
GB2255831A (en) * 1991-05-07 1992-11-18 Bosch Gmbh Robert Detecting the individual cylinder operating strokes in a four-stroke engine
US5623412A (en) * 1993-10-12 1997-04-22 Institut Francais Du Petrole Instantaneous data acquisition and processing system for internal-combustion engine control
EP0704621A2 (de) * 1994-09-30 1996-04-03 MAGNETI MARELLI S.p.A. Synchronisationsvorrichtung ohne Nockenwellenpositionssensor für eine innere Brennkraftmaschine
DE10113194A1 (de) * 2001-03-19 2002-09-26 Volkswagen Ag Verfahren und Vorrichtung zum Erkennen des Arbeitstaktes eines Zylinders eines Verbrennungsmotors
EP1541845A1 (de) * 2002-07-31 2005-06-15 Yamaha Hatsudoki Kabushiki Kaisha Motorsteuervorrichtung

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103016172A (zh) * 2011-09-27 2013-04-03 罗伯特·博世有限公司 用于使内燃机同步的方法
US9719435B2 (en) 2015-05-11 2017-08-01 Fca Us Llc Systems and methods for real-time angle-domain measurement of filtered cylinder pressure

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