Internal-combustion engines – High tension ignition system – Having engine component position sensor
Patent
1994-04-18
1995-09-05
Nelli, Raymond A.
Internal-combustion engines
High tension ignition system
Having engine component position sensor
F02P 900
Patent
active
054471435
DESCRIPTION:
BRIEF SUMMARY
PRIOR ART
The invention is based on a device for detecting the position of at least one shaft which has a reference mark or at least one sensor disc, which has a reference mark and is connected to the shaft, of the generic type of the main claim and can be used in particular in conjunction with the control of the fuel injection in internal combustion engines.
In a multi-cylinder internal combustion engine in which it can be calculated in a control device when and how much fuel per cylinder is to be injected, it must be ensured that the fuel is fed to the individual cylinders at the correct time and in the correct quantity. So that the calculations can be carried out correctly, the respective position of the crankshaft or camshaft of the internal combustion engine must be known; it is therefore customary, and is described for example in EP-PS 0 017 933, for the crankshaft and the camshaft to be each connected to a disc on whose surface at least one reference mark is provided, a plurality of marks of the same kind, also referred to as increments, usually being additionally provided on the crankshaft disc.
The two rotating discs are sensed by appropriate fixed sensors. Unambiguous information relating to the position of crankshaft and camshaft can be acquired from the sequential timing of the pulses supplied by the sensors, and corresponding drive signals for the ignition system or fuel injection system can be calculated in the control device.
The known system has the disadvantage that unambiguous position detection is only possible after a specific degree of rotation of the two shafts since, for this position detection, it is necessary to wait until the reference marks pass by the respective sensors. So that a correct fuel injection can take place directly after the internal combustion engine starts, the exact position should, however, be known immediately after starting.
ADVANTAGES OF THE INVENTION
The device according to the invention having the characterizing features of Claim 1 has the advantage that the position of the camshaft or crankshaft is known in the control device directly after the internal combustion engine is switched on so that the said control device can begin immediately to assign the injection to the cylinders appropriately.
This is made possible in that coasting detection takes place after the ignition and fuel injection systems are switched off, the coasting detection starting after the ignition lock is switched off. During the after-running phase, the signals supplied by the sensors are still evaluated by the control device. This evaluation does not end until the crankshaft or camshaft has come to a standstill.
The detection of the angular positions of the two shafts when at a standstill which is thus possible is stored in a non-volatile memory in the control device and used for the calculations of the start of injection when the engine is restarted.
Further advantageous embodiments of the invention are disclosed in the subclaims. Here, it is advantageous that when the position of the shaft is determined when it is at a standstill, the data determined during the normal operation of the internal combustion engine are included in the calculations.
It is particularly advantageous that, after restarting, correction variables can be determined with the aid of the determined shut-off position and the crankshaft position found during the synchronization, with which correction variables the swinging back of the internal combustion engine can be compensated and, at the same time, these correction variables are preferably adaptable in a cylinder-selective fashion.
DRAWING
The invention is illustrated in the drawing and explained in greater detail in the subsequent description.
FIG. 1 shows a rough overview of the arrangement of crankshaft and camshaft together with the associated sensors and the control device in which the calculations take place.
In FIG. 2 there is a flow diagram which shows the sequence according to the invention.
DESCRIPTION OF THE EXEMPLARY EMBODIMENT
In FIG. 1, th
REFERENCES:
patent: 4827866 (1989-05-01), Maeda
patent: 4869221 (1989-09-01), Abe
patent: 5263450 (1993-11-01), Hashimoto et al.
patent: 5284114 (1994-02-01), Fukui
patent: 5329904 (1994-07-01), Kokubo et al.
Boettcher Klaus
Heimes Joachim
Ott Karl
Strate Joachim
Walter Klaus
Nelli Raymond A.
Robert & Bosch GmbH
Striker Michael J.
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