WO1998012432A1 - 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 PDFInfo
- Publication number
- WO1998012432A1 WO1998012432A1 PCT/DE1997/001707 DE9701707W WO9812432A1 WO 1998012432 A1 WO1998012432 A1 WO 1998012432A1 DE 9701707 W DE9701707 W DE 9701707W WO 9812432 A1 WO9812432 A1 WO 9812432A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- signal
- internal combustion
- combustion engine
- crankshaft
- sensor
- 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.)
- Ceased
Links
Classifications
-
- 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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
Definitions
- the invention relates to a method for determining the phase position in a 4-stroke internal combustion engine with an odd number of cylinders according to the preamble of the main claim.
- the control unit of the internal combustion engine calculates, depending on the detected position of the crankshaft or camshaft, after synchronization, at what point in time for which cylinder fuel is to be injected and when in which cylinder an ignition is to be triggered.
- the angular position of the crankshaft or camshaft In conventional internal combustion engines, the angular position of the crankshaft or camshaft, after synchronization, at what point in time for which cylinder fuel is to be injected and when in which cylinder an ignition is to be triggered.
- crankshaft To determine the crankshaft with the aid of a sensor which scans a disk connected to the crankshaft with a characteristic surface, for example with a large number of similar angle marks and a reference mark, and emits a corresponding signal to the control unit. Since the crankshaft rotates twice within a working cycle of a 4-stroke internal combustion engine while the camshaft only rotates once, the phase position of the internal combustion engine cannot be clearly determined from the crankshaft sensor signal alone; it is therefore common to use the same
- phase sensor To determine the camshaft position with the help of its own sensor, a so-called phase sensor, this phase sensor scans a disk connected to the camshaft with a single marking. The resulting signal, which has one pulse per camshaft revolution, is also evaluated in the control unit.
- the signal supplied by a crankshaft sensor which has one pulse per crankshaft revolution, i.e. two pulses per camshaft revolution, is related in the control unit of the internal combustion engine to a second signal, which is, for example, a signal that fluctuates periodically in the work cycle of the internal combustion engine.
- This periodically fluctuating signal is either the output signal of a speed sensor or the output signal of an intake manifold pressure sensor.
- the inventive method for determining the phase position in a 4-stroke internal combustion engine with the features of claim 1 has the advantage that engine synchronization is possible without detecting the camshaft position. This also applies to systems in which a phase relationship between the crankshaft and camshaft can be changed. This advantage is achieved by determining the phase position of the signal supplied by the crankshaft angle sensor, which has a singularity, with a second signal, which fluctuates in the combustion cycle and is cylinder-specific
- Has peculiarities is set in relation, the course of the second signal during the occurrence of the singularity of the first signal being examined to determine the phase position. Since the method relates exclusively to internal combustion engines with an odd number of cylinders, when the singularity of the first signal occurs in the first crankshaft revolution, the course of the second signal is different from that in the second crankshaft revolution. The reason for this is that the cylinders in the first crankshaft revolution are in a different cycle than in the second, so that the torque delivered by the internal combustion engine is different. This has an effect on the course of the second signal, e.g. B. on the speed curve and the intake manifold pressure curve, these effects are measurable and can be used for cylinder detection.
- the second signal will therefore be the output signal of a speed sensor or an intake manifold pressure sensor. Further advantages of the invention result from the measures specified in the subclaims. It has proven to be particularly advantageous that phase shifts between the first and the second speed signal are unproblematic when determining the phase position, since the
- Course of the second signal and not the occurrence of a minimum or maximum of the second signal is related to the singularity of the first signal.
- the method for determining the phase position can already be carried out during the starting process, that is to say even before the first firing of a cylinder has taken place. This early determination of the phase position is possible since the different cycles have different effects on the speed or the intake manifold pressure even without firing.
- the sensor including electronics, the camshaft sprocket and the corresponding wiring can be saved.
- Three connector pins as well as the conditioning circuit for the sensor and a computer port pin can be saved on the engine control unit.
- the circuit board area can also be reduced.
- FIG. 1 the components of the control system of an internal combustion engine required to explain the invention are shown schematically.
- 10 denotes an encoder disk, which is rigidly connected to the crankshaft 11 of the internal combustion engine and has a large number of similar angular marks 12 on its circumference.
- reference mark 13 which is implemented, for example, by two missing angle marks.
- the sensor disk 10 is scanned by a sensor 14, for example an inductive sensor or a Hall sensor.
- the voltage pulses of the signal SI generated when the angle marks pass in the sensor are processed and processed in a suitable manner in the control unit 15 of the internal combustion engine.
- an internal combustion engine In addition to a crankshaft 11, an internal combustion engine usually also has at least one camshaft, which is designated 25 in FIG. 1 and is usually in a fixed relationship with the crankshaft 11. This reference is symbolized by line 16.
- the angular position of the camshaft 15 is not detected in the control system of an internal combustion engine shown in FIG. 1.
- a periodic combustion cycle is performed fluctuating second signal processed in the control unit.
- This second signal S2 is obtained with the aid of a sensor 17.
- the sensor 17 is, for example, a sensor that measures the pressure in the intake manifold of the internal combustion engine. In principle, another variable that fluctuates in the combustion cycle could also be evaluated.
- the control unit 15 can be supplied with further input variables required for the control or regulation of the internal combustion engine, in FIG.
- Input variable "ignition on” is represented as a signal which is supplied by the terminal K115 of the ignition lock when the ignition switch 18 is closed and which indicates to the control unit 15 that the internal combustion engine has been started up.
- the control unit 15 itself comprises at least one central computer unit 19 and memory 20.
- control signals for the injection and ignition are formed for corresponding components of the internal combustion engine, which are not described in detail. These signals are emitted via the outputs 21 and 22 of the control device 15.
- the control unit is supplied with voltage in the usual way from the battery 23 via a switch 24, which is closed during the operation of the internal combustion engine and, if appropriate, during a run-on phase. The signal processing and evaluation described below takes place in the control unit 15.
- the angular position of the crankshaft 11 can be detected at any time during operation of the internal combustion engine.
- a singularity occurs in the signal SI which corresponds to the reference mark of the crankshaft. Since the assignment between crankshaft 11 and camshaft 25 is usually As well as the assignment between the position of the camshaft and the position of the individual cylinders of the internal combustion engine is known, a synchronization can take place after the reference mark has been recognized, but only if a signal that is characteristic of the phase position is present.
- Output signal of an intake manifold pressure sensor evaluated which has characteristics peculiar to the position of the cylinders.
- This signal S2 or the characteristic peculiarities of this signal are related to the signal SI, and in particular the course of the signal S2 is evaluated during the occurrence of the reference mark or the singularity of the signal SI.
- Cylinder 1 in the exhaust stroke Cylinder 2 in the work stroke Cylinder 3 in the intake stroke.
- the second signals are derived according to the time and thus gradients and / or
- both the speed curve and the intake manifold pressure curve can be used as signals S2 for synchronization.
- the evaluation can take place immediately after the start of the rotation of the engine in the unfired mode even before the first injections or ignitions are triggered. In the first revolutions without firing, both the speed curve and the intake manifold pressure curve are characteristic of the first or second crankshaft revolution. After the start of normal engine operation, especially at high engine speeds or speed changes, the speed curve may no longer be used to determine the engine position. If synchronization is to be carried out during operation, it must be carried out by evaluating the intake manifold pressure signal.
- the methods according to the invention are used in systems with a camshaft sensor, they can always be used as emergency operation if a defect in the camshaft sensor is detected.
Landscapes
- 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)
- Ignition Installations For Internal Combustion Engines (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
VERFAHREN ZUR BESTIMMUNG DER PHASENLAGE BEI EINER 4-TAKT BRENNKRAFTMASCHINE MIT UNGERADER ZYLINDERZAHLMETHOD FOR DETERMINING THE PHASE POSITION IN A 4-STROKE INTERNAL COMBUSTION ENGINE WITH AN ODD CYLINDER NUMBER
Die Erfindung geht aus von einem Verfahren zur Bestimmung der Phasenlage bei einer 4-Takt-Brennkraftmaschine mit ungerader Zylinderzahl nach der Gattung des Hauptanspruchs ,The invention relates to a method for determining the phase position in a 4-stroke internal combustion engine with an odd number of cylinders according to the preamble of the main claim.
Stand der TechnikState of the art
Bei einer Mehrzylinder-Brennkraftmaschine mit einer Kurbel - und wenigstens einer Nockenwelle wird vom Steuergerät der Brennkraftmaschine nach der Synchronisation in Abhängigkeit von der erkannten Lage der Kurbel- bzw. Nockenwelle berechnet, zu welchem Zeitpunkt für welchen Zylinder Kraftstoff eingespritzt werden soll und wann in welchem Zylinder eine Zündung auszulösen ist. Bei herkömmlichen Brennkraftmaschinen ist es üblich, die Winkellage derIn a multi-cylinder internal combustion engine with a crank and at least one camshaft, the control unit of the internal combustion engine calculates, depending on the detected position of the crankshaft or camshaft, after synchronization, at what point in time for which cylinder fuel is to be injected and when in which cylinder an ignition is to be triggered. In conventional internal combustion engines, the angular position of the
Kurbelwelle mit Hilfe eines Sensors zu ermitteln, der eine mit der Kurbelwelle verbundene Scheibe mit einer charakteristischen Oberfläche, beispielsweise mit einer Vielzahl gleichartiger Winkelmarken sowie einer Bezugsmarke abtastet und ein entsprechendes Signal an das Steuergerät abgibt . Da sich die Kurbelwelle innerhalb eines Arbeitsspieles einer 4 -Tak -Brennkraftmaschine zweimal dreht, während sich die Nockenwelle nur einmal dreht, läßt sich die Phasenlage der Brennkraftmaschine allein aus dem Kurbelwellensensorsignal nicht eindeutig bestimmen, es ist daher üblich, auch dieTo determine the crankshaft with the aid of a sensor which scans a disk connected to the crankshaft with a characteristic surface, for example with a large number of similar angle marks and a reference mark, and emits a corresponding signal to the control unit. Since the crankshaft rotates twice within a working cycle of a 4-stroke internal combustion engine while the camshaft only rotates once, the phase position of the internal combustion engine cannot be clearly determined from the crankshaft sensor signal alone; it is therefore common to use the same
Nockenwellenstellung mit Hilfe eines eigenen Sensors, eines sogenannten Phasensensors zu ermitteln, wobei dieser Phasensensor eine mit der Nockenwelle verbundene Scheibe mit einer einzigen Markierung abtastet. Das entstehende Signal, das einen Impuls pro Nockenwellenumdrehung aufweist, wird ebenfalls im Steuergerät ausgewertet.To determine the camshaft position with the help of its own sensor, a so-called phase sensor, this phase sensor scans a disk connected to the camshaft with a single marking. The resulting signal, which has one pulse per camshaft revolution, is also evaluated in the control unit.
Aus der internationalen Anmeldung WO 87/05971 ist eine Einrichtung zur Zylindererkennung bzw. zur Erkennung des Arbeitstaktes einer Brennkraftmaschine mit ungeraderFrom the international application WO 87/05971 is a device for cylinder recognition or for recognizing the operating cycle of an internal combustion engine with an odd number
Zylinderzahl bekannt, die ohne einen Nockenwellensensor auskommt. Dazu wird im Steuergerät der Brennkraftmaschine das von einem Kurbelwellensensor gelieferte Signal, das einen Impuls pro Kurbelwellenumdrehung, also zwei Impulse pro Nockenwellenumdrehung aufweist, mit einem zweiten Signal in Bezug gesetzt, das beispielsweise ein im Arbeitstakt der Brennkraftmaschine periodisch schwankendes Signal ist. Dieses periodisch schwankende Signal ist entweder das Ausgangssignal eines Drehzahlsensors oder das Ausgangssignal eines Saugrohrdrucksensors . Durch die bei einerKnown number of cylinders that can do without a camshaft sensor. For this purpose, the signal supplied by a crankshaft sensor, which has one pulse per crankshaft revolution, i.e. two pulses per camshaft revolution, is related in the control unit of the internal combustion engine to a second signal, which is, for example, a signal that fluctuates periodically in the work cycle of the internal combustion engine. This periodically fluctuating signal is either the output signal of a speed sensor or the output signal of an intake manifold pressure sensor. By the one
Brennkraftmaschine mit ungerader Zylinderzahl herrschenden Bedingungen und die feste Phasenbeziehung zwischen Kurbelwelle und Nockenwelle läßt sich anhand einer einfachen logischen Verknüpfung des Kurbelwellensignales und des zweiten Signales eine Arbeitstakterkennung durchführen, da in einer Kurbelwellenumdrehung das periodisch schwankende zweite Signal „high" sein muß, während es m der anderen Umdrehung der Kurbelwelle „low" sein muß. Bei der bekannten Einrichtung wird also die Arbeitstakterkennung anhand einer einfachen logischen Verknüpfung zweier Signale durchgeführt. Eine Auswertung eines charakteristischen Signalverlaufes wird jedoch nicht vorgeschlagen.Internal combustion engine with an odd number of cylinders prevailing conditions and the fixed phase relationship between the crankshaft and camshaft can be carried out on the basis of a simple logical combination of the crankshaft signal and the second signal, since the periodically fluctuating second signal must be "high" in one revolution of the crankshaft while it is m other revolution of the crankshaft must be "low". In the known device, the work cycle detection is carried out using a simple logical combination of two signals. However, an evaluation of a characteristic signal curve is not proposed.
Vorteile der ErfindungAdvantages of the invention
Das erfindungsgemäße Verfahren zur Bestimmung der Phasenlage bei einer 4-Takt-Brennkraftmaschine mit den Merkmalen des Anspruchs 1 hat den Vorteil, daß eine Motorsynchronisation ohne Erfassung der Nockenwellenstellung möglich ist. Dies gilt auch bei Systemen, bei denen eine Phasenbeziehung zwischen Kurbel- und Nockenwelle veränderbar ist. Erzielt wird dieser Vorteil, indem zur Bestimmung der Phasenlage das vom Kurbelwellenwinkelsensor gelieferte Signal, das eine Singularität aufweist, mit einem zweiten Signal, das im Verbrennungstakt schwankt und zylinderspezifischeThe inventive method for determining the phase position in a 4-stroke internal combustion engine with the features of claim 1 has the advantage that engine synchronization is possible without detecting the camshaft position. This also applies to systems in which a phase relationship between the crankshaft and camshaft can be changed. This advantage is achieved by determining the phase position of the signal supplied by the crankshaft angle sensor, which has a singularity, with a second signal, which fluctuates in the combustion cycle and is cylinder-specific
Eigenheiten aufweist, in Bezug gesetzt wird, wobei zur Bestimmung der Phasenlage der Verlauf des zweiten Signales während des Auftretens der Singularität des ersten Signales untersucht wird. Da sich das Verfahren ausschließlich auf Brennkraftmaschinen mit ungerader Zylinderzahl bezieht, ergibt sich beim Auftreten der Singularität des ersten Signales in der ersten Kurbelwellenumdrehung ein anderer Verlauf des zweiten Signales als in der zweiten Kurbelwellenumdrehung. Grund dafür ist, daß sich die Zylinder in der ersten Kurbelwellenumdrehung in einem anderen Takt befinden als in der zweiten, so daß das abgegebene Moment der Brennkraftmaschine unterschiedlich ist, dies hat Auswirkungen auf den Verlauf des zweiten Signales, z. B. auf den Drehzahlverlauf und den Saugrohrdruckverlauf , wobei diese Auswirkungen meßbar sind und zur Zylindererkennung herangezogen werden können. In vorteilhafter Weise wird daher das zweite Signal das Ausgangssignal eines Drehzahlsensors oder eines Saugrohrdrucksensors sein. Weitere Vorteile der Erfindung ergeben sich durch die in den Unteransprüchen angegebenen Maßnahmen. Dabei hat es sich als besonders vorteilhaft erwiesen, daß Phasenverschiebungen zwischen dem ersten und dem zweiten Drehzahlsignal bei der Bestimmung der Phasenlage unproblematisch sind, da derHas peculiarities, is set in relation, the course of the second signal during the occurrence of the singularity of the first signal being examined to determine the phase position. Since the method relates exclusively to internal combustion engines with an odd number of cylinders, when the singularity of the first signal occurs in the first crankshaft revolution, the course of the second signal is different from that in the second crankshaft revolution. The reason for this is that the cylinders in the first crankshaft revolution are in a different cycle than in the second, so that the torque delivered by the internal combustion engine is different. This has an effect on the course of the second signal, e.g. B. on the speed curve and the intake manifold pressure curve, these effects are measurable and can be used for cylinder detection. Advantageously, the second signal will therefore be the output signal of a speed sensor or an intake manifold pressure sensor. Further advantages of the invention result from the measures specified in the subclaims. It has proven to be particularly advantageous that phase shifts between the first and the second speed signal are unproblematic when determining the phase position, since the
Verlauf des zweiten Signales und nicht das Auftreten eines Minimums oder Maximums des zweiten Signales mit der Singularität des ersten Signales in Beziehung gesetzt wird.Course of the second signal and not the occurrence of a minimum or maximum of the second signal is related to the singularity of the first signal.
Besonders vorteilhaft ist, daß das Verfahren zur Bestimmung der Phasenlage bereits während des Startvorgangs durchgeführt werden kann, also noch bevor die erste Befeuerung eines Zylinders erfolgt ist. Diese frühe Bestimmung der Phasenlage ist möglich, da sich die unterschiedlichen Takte auch ohne Befeuerung verschiedenartig auf die Drehzahl bzw. den Saugrohrdruck auswirken.It is particularly advantageous that the method for determining the phase position can already be carried out during the starting process, that is to say even before the first firing of a cylinder has taken place. This early determination of the phase position is possible since the different cycles have different effects on the speed or the intake manifold pressure even without firing.
Bei einem System ohne Nockenwellensensor kann der Sensor samt Elektronik, das Nockenwellenrad und die entsprechende Verkabelung eingespart werden. Am Motorsteuergerät können drei Steckerpins sowie die Aufbereitungsschaltung für den Sensor und ein Rechnerportpin eingespart werden. Die Leiterplattenfläche läßt sich ebenfalls reduzieren. Ohne Nockenwellensensor kann auf dessen Diagnose undIn a system without a camshaft sensor, the sensor including electronics, the camshaft sprocket and the corresponding wiring can be saved. Three connector pins as well as the conditioning circuit for the sensor and a computer port pin can be saved on the engine control unit. The circuit board area can also be reduced. Without a camshaft sensor, diagnosis and
Fehlerbehandlungsmaßnahmen für diesen Sensor verzichtet werden, wodurch sich die Verfügbarkeit des Gesamtsystemes erhöht. Diese Einsparungen lassen sich erzielen, ohne daß sich dies nachteilig auf das Abgas- oder Startverhalten der Brennkraftmaschine auswirkt. Als vorteilhaft erweist sich auch, daß die beanspruchten Verfahren keine zusätzliche Laufzeitbelastung der Steuergerätesoftware verursachen, da die Synchronisation vor dem eigentlichen Motorbetrieb abgeschlossen ist und somit für die Rechnerressourcen keine LaufZeiteinschränkung darstellt. ZeichnungError handling measures for this sensor are dispensed with, which increases the availability of the overall system. These savings can be achieved without this having an adverse effect on the exhaust gas or starting behavior of the internal combustion engine. It has also proven to be advantageous that the claimed methods do not cause any additional runtime load on the control unit software, since the synchronization is completed before the actual engine operation and therefore does not represent a runtime restriction for the computer resources. drawing
Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird in der nachfolgenden Beschreibung näher erläutert .An embodiment of the invention is shown in the drawing and is explained in more detail in the following description.
Beschreibungdescription
In Figur 1 sind die zur Erläuterung der Erfindung erforderlichen Komponenten des Steuersystems einer Brennkraftmaschine schematisch dargestellt. Dabei ist mit 10 eine Geberscheibe bezeichnet, die starr mit der Kurbelwelle 11 der Brennkraftmaschine verbunden ist und an ihrem Umfang eine Vielzahl gleichartiger Winkelmarken 12 auf eist. Neben diesen gleichartigen Winkelmarken 12 ist eine Referenzmarke 13 vorhanden, die beispielsweise durch zwei fehlende Winkelmarken realisiert ist.In Figure 1, the components of the control system of an internal combustion engine required to explain the invention are shown schematically. Here, 10 denotes an encoder disk, which is rigidly connected to the crankshaft 11 of the internal combustion engine and has a large number of similar angular marks 12 on its circumference. In addition to these similar angle marks 12, there is a reference mark 13, which is implemented, for example, by two missing angle marks.
Die Geberscheibe 10 wird von einem Aufnehmer 14, beispielsweise einem induktiven Aufnehmer oder einem Hall- Sensor abgetastet . Die beim Vorbeilaufen der Winkelmarken im Aufnehmer erzeugten Spannungsimpulse des Signales SI werden im Steuergerät 15 der Brennkraftmaschine in geeigneter Weise aufbereitet und weiterverarbeitet.The sensor disk 10 is scanned by a sensor 14, for example an inductive sensor or a Hall sensor. The voltage pulses of the signal SI generated when the angle marks pass in the sensor are processed and processed in a suitable manner in the control unit 15 of the internal combustion engine.
Neben einer Kurbelwelle 11 weist eine Brennkraftmaschine üblicherweise auch noch wenigstens eine Nockenwelle auf, die in Figur 1 mit 25 bezeichnet ist und üblicherweise mit der Kurbelwelle 11 in einem festen Bezug steht. Dieser Bezug wird durch die Linie 16 symbolisiert . Die Winkellage der Nockenwelle 15 wird bei dem in Figur 1 dargestellten Steuerungssystem einer Brennkraftmaschine nicht erfaß . Zur Synchronisation des Bezuges zwischen Kurbelwelle 11 und Nockenwelle 25 wird ein periodisch im Verbrennungstakt schwankendes zweites Signal im Steuergerät verarbeitet. Dieses zweite Signal S2 wird mit Hilfe eines Sensors 17 gewonnen. Der Sensor 17 ist beispielsweise ein Sensor, der den Druck im Saugrohr der Brennkraftmaschine mißt. Grundsätzlich könnte auch eine andere im Verbrennungstakt schwankende Größe ausgewertet werden.In addition to a crankshaft 11, an internal combustion engine usually also has at least one camshaft, which is designated 25 in FIG. 1 and is usually in a fixed relationship with the crankshaft 11. This reference is symbolized by line 16. The angular position of the camshaft 15 is not detected in the control system of an internal combustion engine shown in FIG. 1. To synchronize the relationship between crankshaft 11 and camshaft 25, a periodic combustion cycle is performed fluctuating second signal processed in the control unit. This second signal S2 is obtained with the aid of a sensor 17. The sensor 17 is, for example, a sensor that measures the pressure in the intake manifold of the internal combustion engine. In principle, another variable that fluctuates in the combustion cycle could also be evaluated.
Dem Steuergerät 15 können weitere, für die Steuerung bzw. Regelung der Brennkraftmaschine erforderliche Eingangsgrößen zugeführt werden, in Figur 1 ist lediglich noch dieThe control unit 15 can be supplied with further input variables required for the control or regulation of the internal combustion engine, in FIG
Eingangsgröße „Zündung ein" als Signal dargestellt, das beim Schließen des Zündschalters 18 von der Klemme K115 des Zündschlosses geliefert wird und dem Steuergerät 15 die Inbetriebnahme der Brennkraftmaschine anzeigt.Input variable "ignition on" is represented as a signal which is supplied by the terminal K115 of the ignition lock when the ignition switch 18 is closed and which indicates to the control unit 15 that the internal combustion engine has been started up.
Das Steuergerät 15 selbst umfaßt wenigstens eine zentrale Rechnereinheit 19 sowie Speicher 20. Im Steuergerät 15 werden Ansteuersignale für die Einspritzung und Zündung für nicht näher bezeichnete entsprechende Komponenten der Brennkraftmaschine gebildet. Diese Signale werden über die Ausgänge 21 und 22 des Steuergerätes 15 abgegeben. Die Spannungsversorgung des Steuergerätes erfolgt in üblicher Weise aus der Batterie 23 über einen Schalter 24, der während des Betriebes der Brennkraftmaschine sowie gegebenenfalls während einer Nachlaufphase geschlossen ist. Die nachfolgend beschriebene Signalverarbeitung und Auswertung erfolgt im Steuergerät 15.The control unit 15 itself comprises at least one central computer unit 19 and memory 20. In the control unit 15, control signals for the injection and ignition are formed for corresponding components of the internal combustion engine, which are not described in detail. These signals are emitted via the outputs 21 and 22 of the control device 15. The control unit is supplied with voltage in the usual way from the battery 23 via a switch 24, which is closed during the operation of the internal combustion engine and, if appropriate, during a run-on phase. The signal processing and evaluation described below takes place in the control unit 15.
Mit dem in der Figur 1 dargestellten Steuerungssystem kann die Winkelstellung der Kurbelwelle 11 während des Betriebes der Brennkraftmaschine jederzeit erfaßt werden. Beim Anlassen tritt spätestens nach einer Umdrehung der Kurbelwelle 11 eine Singularität im Signal SI auf, die der Bezugsmarke der Kurbelwelle entspricht. Da die Zuordnung zwischen Kurbelwelle 11 und Nockenwelle 25 üblicherweise ebenso bekannt ist wie die Zuordnung zwischen der Stellung der Nockenwelle und der Lage der einzelnen Zylinder der Brennkraftmaschine, kann nach dem Erkennen der Bezugsmarke eine Synchronisation erfolgen, jedoch nur dann, wenn ein für die Phasenlage charakteristisches Signal vorhanden ist.With the control system shown in Figure 1, the angular position of the crankshaft 11 can be detected at any time during operation of the internal combustion engine. When starting, at the latest after one revolution of the crankshaft 11, a singularity occurs in the signal SI which corresponds to the reference mark of the crankshaft. Since the assignment between crankshaft 11 and camshaft 25 is usually As well as the assignment between the position of the camshaft and the position of the individual cylinders of the internal combustion engine is known, a synchronization can take place after the reference mark has been recognized, but only if a signal that is characteristic of the phase position is present.
Bei dem erfindungsgemäßen System, das ohne Phasensensor bzw. ohne Nockenwellensensor auskommen soll, d. h. also ohne Sensor, der die Stellung der Nockenwelle 25 ermittelt, besteht das Problem, daß das vom Kurbelwellensensor gelieferte Bezugsmarkensignal mehrdeutig ist, da sich die Kurbelwelle innerhalb eines Arbeitsspieles zweimal dreht, während sich die Nockenwelle 25 nur einmal dreht. Es wird daher im Steuergerät 15 zusätzlich zum Signal SI das Signal S2, beispielsweise ein Drehzahlsignal oder dasIn the system according to the invention, which is to do without a phase sensor or without a camshaft sensor, i. H. So without a sensor that determines the position of the camshaft 25, there is the problem that the reference mark signal supplied by the crankshaft sensor is ambiguous, since the crankshaft rotates twice within one cycle, while the camshaft 25 rotates only once. It is therefore in the control unit 15 in addition to the signal SI, the signal S2, for example a speed signal or
Ausgangssignal eines Saugrohrdrucksensors ausgewertet, das für die Stellung der Zylinder charakteristische Eigenheiten aufweist. Dieses Signal S2 bzw. die charakteristischen Eigenheiten dieses Signales werden zum Signal SI in Bezug gesetzt, und es wird insbesondere der Verlauf des Signales S2 während des Auftretens der Bezugsmarke bzw. der Singularität des Signals SI ausgewertet.Output signal of an intake manifold pressure sensor evaluated, which has characteristics peculiar to the position of the cylinders. This signal S2 or the characteristic peculiarities of this signal are related to the signal SI, and in particular the course of the signal S2 is evaluated during the occurrence of the reference mark or the singularity of the signal SI.
Eine solche Auswertung ist möglich, da bei Brennkraftmaschinen mit ungeradzahliger Anzahl von Zylindern nicht bei jeder Kurbelwellenumdrehung dieselben Verhältnisse herrschen. Bei Brennkraf maschinen bzw. bei Motoren befindet sich in der einen Motorposition, im folgenden mit Ml abgekürzt, eine andere Anzahl von Zylindern in bestimmten Takten als bei der zweiten möglichen Motorposition M2.Such an evaluation is possible because in internal combustion engines with an odd number of cylinders, the same conditions do not exist with every crankshaft revolution. In internal combustion engines or in engines there is a different number of cylinders in certain cycles than in the second possible motor position M2 in one motor position, hereinafter abbreviated with Ml.
Anhand eines Dreizylinderτnotors läßt sich dies wie folgt veranschauliche : Zur Motorposition Ml befindet sich beispielsweise:Using a three-cylinder engine, this can be illustrated as follows: For example, the motor position Ml is:
Zylinder 1 im Verdichtungstakt Zylinder 2 im Einlaßtakt Zylinder 3 im Auslaßtakt.Cylinder 1 in the compression stroke Cylinder 2 in the intake stroke Cylinder 3 in the exhaust stroke.
Zur Motorposition M2 befindet sich hingegen:In contrast to motor position M2 there is:
Zylinder 1 im Auslaßtakt Zylinder 2 im Arbeitstakt Zylinder 3 im Einlaßtakt.Cylinder 1 in the exhaust stroke Cylinder 2 in the work stroke Cylinder 3 in the intake stroke.
Aus dieser Zusammenstellung wird deutlich, daß sich zu beiden Motorpositionen Ml und M2 jeweils ein Zylinder im Ein- und Auslaßtakt befindet, jedoch ein dritter Zylinder sich je nach Motorposition entweder im Arbeitstakt oder im Verdichtungstakt befindet. Während der Verdichtungstakt einen drehzahlhemmenden Einfluß hat, führt der Arbeitstakt zu einer Drehzahlerhöhung. Somit unterscheiden sich der Drehzahlverlauf und der Verlauf des Saugrohrdrucks in der ersten Umdrehung der Kurbelwelle in charakteristischer Weise von den Verläufen in der zweiten Kurbelwellenumdrehung. Damit stellt der Drehzahlverlauf und der Verlauf des Saugrohrdrucks in der Umgebung der Bezugsmarke bzw. in der Umgebung der Singularität des Signales SI ein Kriterium für die Motorposition dar und kann als Ersatz für das Nockenwellensignal herangezogen werden, wobei ein Erkennungssignal, das die Motorposition Ml oder M2 angibt, erzeugt wird.From this compilation it is clear that for both engine positions M1 and M2 there is one cylinder in the intake and exhaust cycle, but a third cylinder is either in the work cycle or in the compression cycle depending on the engine position. While the compression cycle has a speed-inhibiting influence, the work cycle leads to an increase in speed. Thus, the speed curve and the curve of the intake manifold pressure in the first revolution of the crankshaft differ characteristically from the courses in the second crankshaft revolution. The speed curve and the curve of the intake manifold pressure in the vicinity of the reference mark or in the vicinity of the singularity of the signal SI represent a criterion for the engine position and can be used as a replacement for the camshaft signal, with a detection signal indicating the engine position Ml or M2 indicates is generated.
In Abhängigkeit von der Anzahl der Zylinder und von den Ventilsteuerzeiten des Motors wird sowohl bei der Auswertung des Drehzahlverlaufs als auch bei der Auswertung des Drucksignales entschieden, ob die Vorzeichenumkehr der Steigung des zweiten Signales oder eine Minimum-/Maximumauswertung des zweiten Signales in der Umgebung der Bezugsmarke bzw. der Singularität des Signales Sl das beste Verfahren zur Erkennung der Phasenlage ist. Zur Ermittlung der Vorzeichenumkehr oder zur Minimum-/Maximum- Auswertung werden die zweiten Signale nach der Zeit abgeleitet und so Steigungen und/oderDepending on the number of cylinders and the valve timing of the engine, it is decided both when evaluating the speed curve and when evaluating the pressure signal whether the sign reversal of the slope of the second signal or a Minimum / maximum evaluation of the second signal in the vicinity of the reference mark or the singularity of the signal S1 is the best method for recognizing the phase position. To determine the sign reversal or for the minimum / maximum evaluation, the second signals are derived according to the time and thus gradients and / or
Maximalwerte/Minimalwerte erhalten. Die genauen Meßpunkte zur Erfassung der Drehzahl oder des Saugrohrdrucks werden motorspezifisch festgelegt.Get maximum / minimum values. The exact measuring points for recording the speed or the intake manifold pressure are specified specifically for the engine.
Wie Messungen belegen, können beim Start der Brennkraftmaschine bzw. des Motors unmittelbar nachdem vom Steuergerät erkannt wird, daß der Anlasser betätigt wurde, sowohl der Drehzahlverlauf als auch der Saugrohrdruckverlauf als Signale S2 zur Synchronisation verwendet werden. Die Auswertung kann dabei unmittelbar nach Beginn der Drehung des Motors im unbefeuerten Betrieb erfolgen noch bevor erste Einspritzungen bzw. Zündungen ausgelöst werden. Bei ersten Umdrehungen ohne Befeuerung sind sowohl der Drehzahlverlauf als auch der Saugrohrdruckverlauf charakteristisch für die erste oder zweite Kurbelwellenumdrehung. Nach Beginn des normalen Motorbetriebs, insbesonders bei hohen Motordrehzahlen oder Drehzahländerungen kann eventuell der Drehzahlverlauf zur Bestimmung der Motorposition nicht mehr herangezogen werden. Falls eine Synchronisation während des Betriebes durchgeführt werden soll, muß sie mittels Auswertung des Saugrohrdrucksignales erfolgen.As measurements show, when the internal combustion engine or the engine is started, immediately after the control unit recognizes that the starter has been actuated, both the speed curve and the intake manifold pressure curve can be used as signals S2 for synchronization. The evaluation can take place immediately after the start of the rotation of the engine in the unfired mode even before the first injections or ignitions are triggered. In the first revolutions without firing, both the speed curve and the intake manifold pressure curve are characteristic of the first or second crankshaft revolution. After the start of normal engine operation, especially at high engine speeds or speed changes, the speed curve may no longer be used to determine the engine position. If synchronization is to be carried out during operation, it must be carried out by evaluating the intake manifold pressure signal.
Werden die erfindungsgemäßen Verfahren bei Systemen mit Nockenwellensensor eingesetzt, können sie als Notlauf immer dann zum Einsatz kommen, wenn ein Defekt des Nockenwellensensors erkannt wird.If the methods according to the invention are used in systems with a camshaft sensor, they can always be used as emergency operation if a defect in the camshaft sensor is detected.
Auch eine Kombination bei der unmittelbar nach dem Start ein erfindungsgemäßes Verfahren abläuft und während des normalen Betriebes das Ausgangssignal eines Nockenwellensensors zur Bestimmung der Phasenlage herangezogen wird, ist möglich. Also a combination in which a method according to the invention runs immediately after the start and during the normal one Operation the output signal of a camshaft sensor is used to determine the phase position is possible.
Claims
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT97938754T ATE213307T1 (en) | 1996-09-18 | 1997-08-09 | METHOD FOR DETERMINING THE PHASE POSITION OF A 4-STROKE INTERNATIONAL ENGINE WITH AN ODD NUMBER OF CYLINDERS |
| JP51413898A JP3998719B2 (en) | 1996-09-18 | 1997-08-09 | Method for determining a phase position in a four-cycle internal combustion engine |
| EP97938754A EP0862692B1 (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 |
| 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 |
| DE59706384T DE59706384D1 (en) | 1996-09-18 | 1997-08-09 | METHOD FOR DETERMINING THE PHASE POSITION IN A 4-STROKE INTERNAL COMBUSTION ENGINE WITH AN ODD CYLINDER NUMBER |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19638010.3 | 1996-09-18 | ||
| DE19638010A DE19638010A1 (en) | 1996-09-18 | 1996-09-18 | Method for determining the phase position in a 4-stroke internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO1998012432A1 true WO1998012432A1 (en) | 1998-03-26 |
Family
ID=7805981
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/DE1997/001707 Ceased 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 |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP0862692B1 (en) |
| JP (1) | JP3998719B2 (en) |
| KR (1) | KR100572132B1 (en) |
| CN (1) | CN1078672C (en) |
| AT (1) | ATE213307T1 (en) |
| CZ (1) | CZ130698A3 (en) |
| DE (2) | DE19638010A1 (en) |
| ES (1) | ES2172807T3 (en) |
| WO (1) | WO1998012432A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1050676A3 (en) * | 1999-05-05 | 2002-06-05 | Delphi Technologies, Inc. | Engine position sensing |
Families Citing this family (30)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2337123A (en) * | 1998-05-09 | 1999-11-10 | Rover Group | Calculation of crankshaft angle in a four stroke engine having an odd number of cylinders |
| DE19844910A1 (en) * | 1998-09-30 | 2000-04-06 | Bosch Gmbh Robert | Phase detection device |
| JP4093682B2 (en) * | 1999-05-28 | 2008-06-04 | 本田技研工業株式会社 | 4-cycle engine stroke discrimination device |
| US6499341B1 (en) * | 2000-07-20 | 2002-12-31 | Harley-Davidson Motor Company Group, Inc. | Motorcycle having system for determining engine phase |
| DE10036436C2 (en) * | 2000-07-26 | 2002-06-13 | Siemens Ag | Method for synchronizing an internal combustion engine |
| DE10113194A1 (en) * | 2001-03-19 | 2002-09-26 | Volkswagen Ag | Detecting working cycle of internal combustion engine cylinder involves detecting pressure variation in cylinder, differentiating, identifying compression cycle if differential has null crossing |
| DE10116485B4 (en) * | 2001-04-03 | 2007-01-11 | Bayerische Motoren Werke Ag | Device and method for determining the engine speed of an internal combustion engine |
| TWI221880B (en) | 2001-10-24 | 2004-10-11 | Yamaha Motor Co Ltd | Engine control device |
| DE10234949C1 (en) * | 2002-07-31 | 2003-10-30 | Siemens Ag | Crankshaft position determination method for multi-cylinder IC engine using evaluation of angle markings in camshaft signal |
| JP4152950B2 (en) | 2002-07-31 | 2008-09-17 | ヤマハ発動機株式会社 | Engine control device |
| DE10344773B3 (en) * | 2003-09-26 | 2005-05-25 | Siemens Ag | Method and device for determining a phase position between a crankshaft and a camshaft of an internal combustion engine |
| JP2006037944A (en) * | 2004-06-24 | 2006-02-09 | Yamaha Motor Co Ltd | 4-cycle engine stroke discrimination device |
| CN100368673C (en) * | 2004-06-24 | 2008-02-13 | 雅马哈发动机株式会社 | Stroke discriminating device of four stroke engine |
| DE102004062406B4 (en) * | 2004-12-23 | 2007-08-09 | Siemens Ag | Method and device for determining a phase of an internal combustion engine |
| EP1710421A1 (en) * | 2005-04-06 | 2006-10-11 | Scania CV AB (publ) | Method and system for internal combustion engine |
| FI121150B (en) | 2005-11-30 | 2010-07-30 | Waertsilae Finland Oy | Apparatus and method for a piston combustion engine for identifying an uneven cylinder power ratio |
| WO2007086853A1 (en) * | 2006-01-26 | 2007-08-02 | Delphi Technologies, Inc. | Method and apparatus for preventing kickback of a motorcycle pedal starter |
| FR2911919A1 (en) * | 2007-06-04 | 2008-08-01 | Siemens Vdo Automotive Sas | Internal combustion engine and crankshaft synchronizing method for vehicle, involves comparing space between positions of crankshaft to reference value, and deducing phase of motor based on comparison |
| FR2925593B1 (en) * | 2007-12-20 | 2014-05-16 | Renault Sas | METHOD FOR GENERATING A SYNCHRONIZATION SIGNAL OF THE OPERATING CYCLE OF AN INTERNAL COMBUSTION ENGINE |
| JP5359932B2 (en) | 2010-02-26 | 2013-12-04 | 日産自動車株式会社 | 4-stroke cycle internal combustion engine and cylinder discrimination method thereof |
| DE102011086124B3 (en) * | 2011-11-10 | 2013-01-31 | Continental Automotive Gmbh | Method for cylinder detection in an internal combustion engine and control unit |
| JP5884589B2 (en) * | 2012-03-23 | 2016-03-15 | アイシン精機株式会社 | Engine control device |
| CN102678362A (en) * | 2012-05-16 | 2012-09-19 | 联合汽车电子有限公司 | System of phase-free sensor for identifying one cylinder compression TDC (Top Dead Center) of three-cylinder engine |
| CN103630365B (en) * | 2012-08-29 | 2016-09-07 | 比亚迪股份有限公司 | The phase determination method of three-cylinder engine |
| CN103016185B (en) * | 2012-11-26 | 2016-01-20 | 联合汽车电子有限公司 | The method of quick identification crank position |
| CN104314688B (en) * | 2014-08-13 | 2016-10-05 | 吉林大学 | A kind of device and method judging engine crankshaft rotation phase place and real time position |
| CN104806368B (en) * | 2015-04-09 | 2017-06-06 | 中国第一汽车股份有限公司无锡油泵油嘴研究所 | Suitable for the engine quick start method of any installation phase |
| SE541683C2 (en) * | 2016-12-19 | 2019-11-26 | Scania Cv Ab | Cylinder Detection in a Four-stroke Internal Combustion Engine |
| DE102018200521A1 (en) * | 2018-01-15 | 2019-07-18 | Robert Bosch Gmbh | Method for determining a position of an internal combustion engine |
| DE102019219278A1 (en) * | 2019-12-11 | 2021-06-17 | Volkswagen Aktiengesellschaft | Method for determining the camshaft position of a series engine |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4266427A (en) * | 1979-07-11 | 1981-05-12 | Creative Tool Company | Combustion timing method and apparatus with direct TDC detection |
| US4483183A (en) * | 1981-06-04 | 1984-11-20 | Fuji Jukogyo Kabushiki Kaisha | System for measuring crank angle for internal combustion engine |
| WO1987005971A1 (en) * | 1986-04-04 | 1987-10-08 | Robert Bosch Gmbh | Process for identifying the working cycle of a cylinder in an internal combustion engine |
| DE4114797A1 (en) * | 1991-05-07 | 1992-11-12 | Bosch Gmbh Robert | Determining working stroke in four stroke IC engine - using crank angle and cylinder pressure sensors for signalling monitor unit and referencing engine controller |
| DE4229773A1 (en) * | 1992-09-05 | 1994-03-10 | Bosch Gmbh Robert | IC engine cylinder identification for ignition and=or fuel injection control - provides ignition pulse for each second rotation of crankshaft upon abnormal camshaft phase signal |
| JPH08121299A (en) * | 1994-10-28 | 1996-05-14 | Daihatsu Motor Co Ltd | Individual ignition method |
-
1996
- 1996-09-18 DE DE19638010A patent/DE19638010A1/en not_active Withdrawn
-
1997
- 1997-08-09 EP EP97938754A patent/EP0862692B1/en not_active Expired - Lifetime
- 1997-08-09 CZ CZ981306A patent/CZ130698A3/en unknown
- 1997-08-09 JP JP51413898A patent/JP3998719B2/en not_active Expired - Fee Related
- 1997-08-09 ES ES97938754T patent/ES2172807T3/en not_active Expired - Lifetime
- 1997-08-09 AT AT97938754T patent/ATE213307T1/en not_active IP Right Cessation
- 1997-08-09 DE DE59706384T patent/DE59706384D1/en not_active Expired - Lifetime
- 1997-08-09 KR KR1019980703544A patent/KR100572132B1/en not_active Expired - Fee Related
- 1997-08-09 CN CN97191080.4A patent/CN1078672C/en not_active Expired - Fee Related
- 1997-08-09 WO PCT/DE1997/001707 patent/WO1998012432A1/en not_active Ceased
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4266427A (en) * | 1979-07-11 | 1981-05-12 | Creative Tool Company | Combustion timing method and apparatus with direct TDC detection |
| US4483183A (en) * | 1981-06-04 | 1984-11-20 | Fuji Jukogyo Kabushiki Kaisha | System for measuring crank angle for internal combustion engine |
| WO1987005971A1 (en) * | 1986-04-04 | 1987-10-08 | Robert Bosch Gmbh | Process for identifying the working cycle of a cylinder in an internal combustion engine |
| DE4114797A1 (en) * | 1991-05-07 | 1992-11-12 | Bosch Gmbh Robert | Determining working stroke in four stroke IC engine - using crank angle and cylinder pressure sensors for signalling monitor unit and referencing engine controller |
| DE4229773A1 (en) * | 1992-09-05 | 1994-03-10 | Bosch Gmbh Robert | IC engine cylinder identification for ignition and=or fuel injection control - provides ignition pulse for each second rotation of crankshaft upon abnormal camshaft phase signal |
| JPH08121299A (en) * | 1994-10-28 | 1996-05-14 | Daihatsu Motor Co Ltd | Individual ignition method |
Non-Patent Citations (1)
| Title |
|---|
| PATENT ABSTRACTS OF JAPAN vol. 096, no. 009 30 September 1996 (1996-09-30) * |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1050676A3 (en) * | 1999-05-05 | 2002-06-05 | Delphi Technologies, Inc. | Engine position sensing |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3998719B2 (en) | 2007-10-31 |
| DE19638010A1 (en) | 1998-03-19 |
| CN1198801A (en) | 1998-11-11 |
| CN1078672C (en) | 2002-01-30 |
| ATE213307T1 (en) | 2002-02-15 |
| KR100572132B1 (en) | 2006-09-22 |
| DE59706384D1 (en) | 2002-03-21 |
| EP0862692B1 (en) | 2002-02-13 |
| EP0862692A1 (en) | 1998-09-09 |
| CZ130698A3 (en) | 1998-12-16 |
| KR19990067522A (en) | 1999-08-25 |
| JP2000500841A (en) | 2000-01-25 |
| ES2172807T3 (en) | 2002-10-01 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP0862692B1 (en) | Methods to determine the phase angle of a four stroke internal combustion engine with an odd number of cylinders | |
| DE4141713C2 (en) | Encoder arrangement for cylinder detection and emergency operation in an internal combustion engine with n cylinders | |
| EP0775257B1 (en) | Device for cylinder recognition in a multi-cylinder internal combustion engine | |
| EP0490088B1 (en) | Circuit for the electronic control of an internal combustion engine | |
| WO1994023192A1 (en) | Sensor arrangement for rapid cylinder identification in a multi-cylinder internal combustion engine | |
| DE19650250A1 (en) | Timing control for IC engine fuel injection and ignition | |
| EP1045967B1 (en) | Phase recognition device | |
| EP1070964B1 (en) | Device for the detection of the reverse rotation of a rotary part of an internal combustion engine | |
| EP0638717B1 (en) | Apparatus for controlling the fuel injection and the ignition of a combustion engine | |
| DE19638338A1 (en) | Encoder arrangement for quick cylinder recognition in an internal combustion engine | |
| DE19810214B4 (en) | Method for synchronizing a multi-cylinder internal combustion engine | |
| DE4418579B4 (en) | Device for regulating an internal combustion engine | |
| EP1129280B1 (en) | System and method for detecting and influencing the phase position of an internal combustion engine | |
| DE19735720A1 (en) | Method for recognizing the combustion stroke of a specific cylinder when starting an internal combustion engine | |
| DE10255622B4 (en) | A method of providing engine timing information for a multi-cylinder engine and internal combustion engine | |
| DE4418578B4 (en) | Device for detecting the phase position in an internal combustion engine | |
| DE19820817C2 (en) | Device for controlling a multi-cylinder internal combustion engine | |
| DE69532493T2 (en) | Synchronization device without a camshaft position sensor for an internal combustion engine | |
| DE19821354A1 (en) | Suppression and/or indication of interference with reference mark identification e.g. position of piston in engine of motor vehicle | |
| EP3740664B1 (en) | Method for determining a position of an internal combustion engine | |
| DE4243177A1 (en) | Timing system with rapid identification of cylinders for IC engine | |
| EP0813050B1 (en) | Arrangement for identifying a cylinder in a multicylinder combustion engine | |
| DE19639541A1 (en) | Device for cylinder detection in a multi-cylinder internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WWE | Wipo information: entry into national phase |
Ref document number: 97191080.4 Country of ref document: CN |
|
| WWE | Wipo information: entry into national phase |
Ref document number: 1997938754 Country of ref document: EP |
|
| AK | Designated states |
Kind code of ref document: A1 Designated state(s): CN CZ JP KR |
|
| AL | Designated countries for regional patents |
Kind code of ref document: A1 Designated state(s): AT BE CH DE DK ES FI FR GB GR IE IT LU MC NL PT SE |
|
| WWE | Wipo information: entry into national phase |
Ref document number: PV1998-1306 Country of ref document: CZ |
|
| WWE | Wipo information: entry into national phase |
Ref document number: 1019980703544 Country of ref document: KR |
|
| ENP | Entry into the national phase |
Ref document number: 1998 514138 Country of ref document: JP Kind code of ref document: A |
|
| 121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
| WWP | Wipo information: published in national office |
Ref document number: 1997938754 Country of ref document: EP |
|
| WWP | Wipo information: published in national office |
Ref document number: PV1998-1306 Country of ref document: CZ |
|
| WWP | Wipo information: published in national office |
Ref document number: 1019980703544 Country of ref document: KR |
|
| WWG | Wipo information: grant in national office |
Ref document number: 1997938754 Country of ref document: EP |
|
| WWG | Wipo information: grant in national office |
Ref document number: 1019980703544 Country of ref document: KR |