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EP0439193B1 - Système d'identification du temps de course de piston d'un moteur à combustion interne - Google Patents

Système d'identification du temps de course de piston d'un moteur à combustion interne Download PDF

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Publication number
EP0439193B1
EP0439193B1 EP91100989A EP91100989A EP0439193B1 EP 0439193 B1 EP0439193 B1 EP 0439193B1 EP 91100989 A EP91100989 A EP 91100989A EP 91100989 A EP91100989 A EP 91100989A EP 0439193 B1 EP0439193 B1 EP 0439193B1
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EP
European Patent Office
Prior art keywords
engine
signal
voltage
sensor
block
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.)
Expired - Lifetime
Application number
EP91100989A
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German (de)
English (en)
Other versions
EP0439193A1 (fr
Inventor
Gabriele Serra
Carlo Conticelli
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.)
Marelli Europe SpA
Original Assignee
Magneti Marelli SpA
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Publication of EP0439193A1 publication Critical patent/EP0439193A1/fr
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Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/12—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having means for strengthening spark during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/008—Reserve ignition systems; Redundancy of some ignition devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/067—Electromagnetic pick-up devices, e.g. providing induced current in a coil
    • F02P7/07—Hall-effect pick-up devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/077—Circuits therefor, e.g. pulse generators
    • F02P7/0775—Electronical verniers

Definitions

  • the present invention relates to a system for identifying the strokes of an internal combustion engine, particularly during startup and with special reference to an electronic ignition system.
  • Internal combustion engine electronic ignition systems are known to feature an electronic control system for determining spark advance on the basis of signals received from various sensors (principally engine speed and stroke sensors). If said systems are also electronic injection types, on the basis of further signals (intake air pressure and temperature), the control system determines, for example, air density inside the manifold and engine speed, and calculates, via interpolation on respective memorised maps, the stroke of the engine and fuel injection time to the injectors.
  • Said electronic ignition system employs angle references fitted on to the drive and distributor shafts to enable the control system to identify the stroke of each cylinder on the engine (intake, compression, expansion, exhaust).
  • US-A-4.625.704 discloses an electronic ignition system comprising a computer, preferably a micro-processor, which receives input signals representative of both the engine speed and the rotational position of the engine crank shaft.
  • the computer also receives input signals representative of the voltage level of the power supply for battery as well as an input signal representative of the spark advance. Based on its input signals, the computer generates an output signal which electrically connects, through a power switch, the primary coil of the ignition to a power source.
  • Patent application EP-A-319.496 discloses a method for achieving elevated charging of an ignition capacitor in a capacitive type ignition system for an internal combustion engine.
  • This method solves the problem of charging the ignition capacitor during the engine starting sequence in which the battery voltage falls down and varies sinusoidally in correlation to the compression strokes of the engine.
  • the aim of the present invention is to provide an internal combustion engine stroke identification system designed to overcome the above drawback, i.e. which enables the engine to be started even in the event of a fault on the stroke sensor.
  • An internal combustion engine stroke identification system for an internal combustion engine comprising:
  • processing means comprises:
  • the system according to the present invention may be used on engines featuring an electronic ignition system with or without an electronic injection system.
  • the engine also features an electronic injection system, i.e. a certain type of fuel supply, but, as will become apparent in the following description, the system according to the present invention also applies in the case of fuel supplied by an ordinary carburetor, providing, of course, provision is made for an electronic ignition system.
  • Fig.1 shows a schematic view of an electronic injection system for an internal combustion engine 101, conveniently a four-cylinder engine, shown partially in cross section.
  • Said system comprises an electronic control system 102 in turn comprising, in substantially known manner, a microprocessor 103 and memories containing maps relative to various operating conditions of engine 101.
  • Control system 102 also comprises a first counter 104; an updatable memory register 105; an addressable-cell memory register 106; and a second counter 109.
  • Control system 102 receives signals from a sensor 107 for detecting the speed of engine 101 and located opposite a pulley 108 fitted on to a drive shaft 111; a sensor 112 for detecting the stroke of engine 101 and located inside a distributor 113; a sensor 114 for detecting the absolute pressure in the intake manifold 115 of engine 101; a sensor 116 for detecting the air temperature inside manifold 115; a sensor 117 for detecting the water temperature inside the cooling jacket of engine 101; and a sensor 118 consisting substantially of a potentiometer, for detecting the setting of a throttle valve 121 located inside intake manifold 115 and controlled by the accelerator pedal 122.
  • An extra air supply valve 123 is provided parallel to throttle valve 121.
  • Control system 102 is grounded and connected to a supply battery 124. On the basis of signals supplied to control system 102, engine speed and air density are used for determining fuel supply as a function of the required mixture strength.
  • a second line connects battery 124 to an input port on control system 102. For the reasons described later on, said second line presents, in series, a voltage divider 125 and an analog-digital converter 126.
  • Control system 102 controls the opening time of electroinjectors 127 located inside manifold 115, close to the intake valve of each cylinder, for controlling fuel supply to the various cylinders on engine 101, and controls fuel injection timing for commencing fuel supply in relation to the stroke (intake, compression, expansion, exhaust) of engine 101.
  • Electroinjector 127 is supplied with fuel via a pressure regulator 128 sensitive to the pressure inside intake manifold 115, and having a fuel inlet conduit 131 connected to a pump (not shown), and a return conduit 132 to a tank (not shown). Finally, control system 102 is connected to an ignition pulse control unit 133 connected to distributor 113.
  • pulley 108 presents four projecting teeth 134 equally spaced at 90° intervals, and sensor 107 is arranged facing the passage of teeth 134, at such an angle as to detect passage, for example, at +10° and +100° in relation to the top dead center position of each cylinder. Said angles may of course range from +20° to +0° and from +110° to +90°.
  • the sequence of signals (S) supplied by sensor 107 as drive shaft 111 rotates is shown in Fig.4a.
  • sensor 112 is arranged facing a disc 135 secured angularly to the shaft of distributor 113, and having two projecting teeth 136 ninety degrees apart.
  • sensor 112 is located within the cylinder 3 range of distributor 113, and at such an angle that, when one tooth 134 is arranged facing speed sensor 107, the first tooth 136 on disc 135 lags 27.5° in relation to the axis of sensor 112.
  • the sequence of signals (C) supplied by sensor 112 (Fig.4b) for each complete cycle of engine 101 presents a first signal 55° behind the foregoing signal from sensor 107 and, in the example shown, 135° ahead of the top dead center position of cylinder 3.
  • control system 102 provides, albeit randomly, for controlling fuel injection. If injection relates to other than an intake stroke cylinder, the respective intake valve, being closed, retains the fuel inside manifold 115. Via unit 133, control system 102 also provides for controlling ignition in the compression stroke cylinder.
  • control system 102 provides for controlling ignition and, in the case of electronic injection systems, also injection. In the case of normal carburetors, fuel supply is regulated by the carburetors themselves.
  • Block 152 which provides for initializing microprocessor 103.
  • Block 152 then goes on to block 153 which enables the S and C signal observation channels.
  • Block 153 then goes on to block 154 which, via an S and C signal recognition routine, checks the signals are present and that they actually relate to sensors 107 and 112.
  • Block 154 then goes on to block 155 which, if the signal received by microprocessor 3 is from sensor 107, goes on to block 156, and, if it is from sensor 112, goes on to block 157.
  • Block 156 provides for reading the battery voltage and extracting the peak values, after which, it goes on to block 158 and from there to block 161.
  • Block 158 provides for memorising the battery voltage reading in a table, and block 161 for incrementing counter 104 by one unit, thus constantly updating the number of S signals received consecutively.
  • Counter 104 is of course reset in block 152 each time the procedure is initiated.
  • Block 161 goes on to block 162 which compares the number of S signals updated in block 161 with the maximum number. If the number of S signals equals the maximum number in block 162, this goes on to block 163.
  • block 162 goes on to block 157, which enters the S and C signals sequentially into counter 109.
  • Block 157 then goes on to block 164, which determines whether the sequence of S and C signals is sufficient to recognize the strokes of engine 101. If it is not, block 164 goes back to block 154; if it is, block 164 goes on to block 165.
  • Block 163 provides for adding the third and fifth and the fourth and sixth battery voltage readings, as well as for comparing the two sums. If the first sum is greater than or equal to the second, block 163 goes on to block 166. Conversely, block 163 goes on to block 167. Blocks 166 and 167 inform microprocessor 103 that the next S signal will be received respectively 100° and 10° prior to the top dead center position.
  • Modulation of the battery voltage in Fig.4e is shown to be perfectly sinusoidal in relation to the Vbm value. In actual fact, however, it consists of a sequence of small dips in which the value of one dip may even be greater than the peak values preceding the adjacent one. It was therefore decided to add the readings of two successive peaks and two successive adjacent dips. Two blocks could of course have been used in place of block 163, one for comparing the third and fourth readings, and the other for comparing the fifth and sixth readings. If the third reading is greater than or equal to the fourth, the first block goes on to block 167.
  • Blocks 166 and 167 go on to block 165 which initializes counter 109 in accordance with the S and C signal sequence (Fig. 4c).
  • Block 165 then goes on to loop block 168 in which control system 102 controls the electronic ignition system.
  • the S and C signal sequence memorised in counter 109 is employed in a service routine in block 168 which provides for actually controlling electronic ignition.
  • Counter 104 is incremented one unit for each S signal and reset for each C signal, which means it can count from 0 to the maximum number of S signals received successively between one C signal and the next.
  • the maximum number of S signals receivable is 5 assuming the counter starts from 0.
  • Counter 104 is of course also zeroed whenever the maximum number of S signals is reached.
  • the time sequence of the output value from counter 109 is shown in Fig.4c.
  • Counter 109 is incremented one unit for each signal received from sensors 107 and 112, and can count from 0 to 9.
  • block 168 provides for sequentially supplying the ignition pulses via unit 133, while distribution to the various cylinders is performed by distributor 113.
  • fuel is supplied as described in said Italian Patents n. 1184957 and n. 1184958, if no fault is present on sensor 112, and in generally random manner, as described previously, if sensor 112 is defective.
  • the stroke sensor provides for overcoming malfunctioning of the stroke sensor prior to starting the engine, by sampling the voltage of the vehicle battery when operating the starter and during synchronization, the purpose being to identify which pair of battery voltage readings relates to a respective top dead center position. For this purpose, it has been certified that a dip in the modulation of the voltage corresponds to a compression stroke cylinder. By comparing (in block 163) the sampled battery voltages, the pair of teeth 134 relative to the lowest voltage readings can be said to be representative of top dead center position references. A sequence of signals may thus be defined for generating the electronic ignition pulses.
  • the system according to the present invention may be applied to any engine featuring an electronic ignition system, regardless of whether fuel supply is controlled electronically, as on electronic injection systems, or by means of a normal carburetor.
  • the system according to the present invention also provides for identifying the top dead center position in lieu of other coding methods, such as a fifth reference located close to one of the four basic references (134), and which is used solely for identifying the two basic references close to the top dead center position.
  • This latter solution involves a number of drawbacks, such as difficulty in discriminating between the fifth and basic reference, due to the very small distance between the two, thus resulting in a limitation of the maximum rpm speed obtainable.
  • the system according to the present invention may be employed for improving the performance of systems featuring only two angle references, and at no extra cost for installing additional devices over and above those already provided.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Claims (4)

  1. Un système d'identification de course d'un moteur à combustion interne pour un moteur à combustion interne comprenant:
    un élément d'alimentation de carburant;
    un système d'allumage électronique comportant un distributeur (113) et un arbre d'entraînement (111);
    un premier moyen capteur (107) pour détecter des positions angulaires prédéterminées d'un arbre d'entraînement (111) et produire en sortie un premier signal d'impulsions (S);
    un accumulateur (124) fournissant une tension audit moteur;
    un deuxième moyen capteur pour détecter des positions angulaires prédéterminées de l'arbre dudit distributeur (113) et produire en sortie un deuxième signal d'impulsions (C);
    un moyen de traitement (102) recevant les signaux (S,C) générés par ledit premier et ledit second moyens capteurs;
    ledit moyen de traitement (102) étant apte à identifier la course du moteur à combustion interne, caractérisé en ce que ledit moyen de traitement comprend:
    - un moyen d'échantillonnage (156) pour échantillonner la tension dudit accumulateur lors de la mise en marche dudit moteur, ladite tension étant modulée en fonction des courses de compression du moteur;
    - ledit moyen d'échantillonnage étant apte à échantillonner ladite tension en correspondance avec des impulsions (S) dudit premier signal;
    - un moyen de mémorisation (158) pour mémoriser lesdites tensions échantillonnées;
    - un moyen détecteur (162) pour détecter une condition d'erreur provoquée par une perte d'au moins une impulsion dudit deuxième signal (C) ;
    ladite condition d'erreur étant détectée lorsque le nombre d'impulsions consécutives (S') reçues à partir dudit premier moyen capteur (107) atteint un nombre limite prédéterminé,
    ladite condition d'erreur provoquant une perte d'information dans l'identification de la course;
    - des moyens de comparaison (163) qui sont choisis dans le cas où une erreur est détectée pour comparer les échantillons mémorisés de ladite tension;
    lesdits moyens de comparaison (163) étant aptes à comparer au moins un premier et un deuxième échantillon contigus;
    ledit moyen de comparaison (163) étant apte à sélectionner un premier moyen de calcul (166) ou un deuxième moyen de calcul (167) en fonction du résultat de la comparaison au moins dudit premier et deuxième échantillons;
    ledit premier et ledit deuxième moyens de calcul (166, 167) établissant respectivement des premières et deuxièmes relations angulaires entre la position de point mort haut d'un cylindre dudit moteur et des impulsions dudit premier signal (S).
  2. Un système selon la revendication 1, caractérisé en ce que lesdits moyens de traitement (102) comprennent un moyen (155) pour discriminer entre lesdits premier et deuxième signaux (S,C) générés et, lors de l'identification d'un signal (S) envoyé par ledit premier moyen capteur (107), valider ledit moyen d'échantillonnage (156), ledit moyen de mémorisation (158) et ledit moyen de détection (162).
  3. Un système selon la revendication 2, caractérisé en ce que ledit moyen de détection (162) comprend un premier compteur (104) qui est incrémenté (161) d'une unité pour chaque impulsion consécutive détectée dudit premier signal (S);
    le contenu dudit premier compteur (104) étant réinitialisé lorsque le système est initialisé et le moteur est démarré.
  4. Un système selon l'une des revendications précédentes, caractérisé en ce qu'un diviseur de tension (125) et un convertisseur analogique-numérique (126) sont reliés en série et disposés entre ledit accumulateur et une entrée dudit moyen de traitement (102).
EP91100989A 1990-01-26 1991-01-25 Système d'identification du temps de course de piston d'un moteur à combustion interne Expired - Lifetime EP0439193B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT67064A IT1239867B (it) 1990-01-26 1990-01-26 Sistema di identificazione delle fasi di un motore endotermico
IT6706490 1990-01-26

Publications (2)

Publication Number Publication Date
EP0439193A1 EP0439193A1 (fr) 1991-07-31
EP0439193B1 true EP0439193B1 (fr) 1996-05-01

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP91100989A Expired - Lifetime EP0439193B1 (fr) 1990-01-26 1991-01-25 Système d'identification du temps de course de piston d'un moteur à combustion interne

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EP (1) EP0439193B1 (fr)
DE (1) DE69119103T2 (fr)
ES (1) ES2087918T3 (fr)
IT (1) IT1239867B (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0204220A2 (fr) * 1985-06-04 1986-12-10 WEBER S.r.l. Système d'alimentation en carburant au démarrage pour un moteur à combustion comprenant un dispositif d'injection électronique
EP0204221A2 (fr) * 1985-06-04 1986-12-10 WEBER S.r.l. Système d'identification des cycles d'un moteur à combustion interne

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2951622A1 (de) * 1979-12-21 1981-07-02 Volkswagenwerk Ag, 3180 Wolfsburg Anordnung zur gewinnung von signalen fuer zuendung und/oder kraftstoffeinspritzung fuer eine 4-takt-brennkraftmaschine
US4625704A (en) * 1985-06-28 1986-12-02 Teledyne Industries, Inc. Electronic ignition system
DE3735631A1 (de) * 1987-10-21 1989-05-03 Bosch Gmbh Robert Zuendeinrichtung fuer eine brennkraftmaschine
SE459822B (sv) * 1987-11-24 1989-08-07 Saab Scania Ab Foerfarande foer att erhaalla foerhoejd uppladdning av en taendkondensator i ett kapacitivt taendsystem foer foerbraenningsmotorer under start
JP2648928B2 (ja) * 1988-04-28 1997-09-03 富士重工業株式会社 自動車用エンジンの気筒判別装置および気筒別制御方法
US4932379A (en) * 1989-05-01 1990-06-12 General Motors Corporation Method for detecting engine misfire and for fuel control

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0204220A2 (fr) * 1985-06-04 1986-12-10 WEBER S.r.l. Système d'alimentation en carburant au démarrage pour un moteur à combustion comprenant un dispositif d'injection électronique
EP0204221A2 (fr) * 1985-06-04 1986-12-10 WEBER S.r.l. Système d'identification des cycles d'un moteur à combustion interne

Also Published As

Publication number Publication date
EP0439193A1 (fr) 1991-07-31
DE69119103T2 (de) 1996-08-22
IT9067064A1 (it) 1991-07-27
ES2087918T3 (es) 1996-08-01
DE69119103D1 (de) 1996-06-05
IT9067064A0 (it) 1990-01-26
IT1239867B (it) 1993-11-15

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