EP0862692B1 - Methods to determine the phase angle of a four stroke internal combustion engine with an odd number of cylinders - Google Patents

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

Info

Publication number
EP0862692B1
EP0862692B1 EP97938754A EP97938754A EP0862692B1 EP 0862692 B1 EP0862692 B1 EP 0862692B1 EP 97938754 A EP97938754 A EP 97938754A EP 97938754 A EP97938754 A EP 97938754A EP 0862692 B1 EP0862692 B1 EP 0862692B1
Authority
EP
European Patent Office
Prior art keywords
signal
internal combustion
sensor
combustion engine
crankshaft
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
EP97938754A
Other languages
German (de)
French (fr)
Other versions
EP0862692A1 (en
Inventor
Guenter Braun
Michael Haufer
Taskin Ege
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0862692A1 publication Critical patent/EP0862692A1/en
Application granted granted Critical
Publication of EP0862692B1 publication Critical patent/EP0862692B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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 is based on a method for determination the phase position with a 4-stroke internal combustion engine odd number of cylinders according to the genus of the main claim.
  • crankshaft position using its own sensor one so-called phase sensor to determine
  • this Phase sensor with a disc connected to the camshaft scans a single marker.
  • the resulting signal which has one pulse per camshaft revolution also evaluated in the control unit.
  • crankshaft and camshaft By the one Internal combustion engine with an odd number of cylinders prevailing Conditions and the fixed phase relationship between The crankshaft and camshaft can be easily identified logical connection of the crankshaft signal and the second signal perform a work cycle detection, because the periodically fluctuating in one crankshaft revolution second signal must be "high” while it is in the other Revolution of the crankshaft must be “low”. With the known So the work cycle recognition is based on a simple logical combination of two signals.
  • US-A-4 266 427 describes a control system the injection in an internal combustion engine, in which the Cylinder pressure is measured using a sensor. To the results of the cylinder pressure, among other things, the sign reversal of the Gradient of the pressure curve evaluated. In addition, the Start of injection recognized or the injection process evaluated. This happens with the help of its own sensor that detects the movement of the Injector needle detected. By suitable preparation of the two sensor signals and by linking them Information obtained can be seen which cylinder is at top dead center.
  • DE-OS 42 29 773 describes a method for cylinder detection Internal combustion engines described, which also allows missing or faulty phase signal a cylinder detection perform. For this purpose, at predetermined times or at Predefinable crankshaft angle positions triggered and the reaction in the cylinder was evaluated. Depending on whether the If the ignition timing was selected correctly or incorrectly, the result is one Combustion or a misfire, so that the cylinder detection be performed.
  • the method according to the invention for determining the phase position in a 4-stroke internal combustion engine with the features of Claim 1 has the advantage that a motor synchronization is possible without detecting the camshaft position. This also applies to systems where there is a phase relationship is changeable between crankshaft and camshaft. achieved is this advantage according to the present claim 1, by the to determine the phase position signal provided by the crankshaft angle sensor, the one Has singularity, with a second signal, which in the Combustion cycle fluctuates and cylinder-specific Has peculiarities, is related, with the Determination of the phase position of the course of the second signal during the occurrence of the singularity of the first signal is examined.
  • the method for determination the phase position already during the starting process can be carried out before the first A cylinder is fired. This early It is possible to determine the phase position because the different cycles even without firing differently on the speed or the intake manifold pressure impact.
  • the sensor can including electronics, the camshaft sprocket and the corresponding Cabling can be saved. Can on the engine control unit three connector pins and the processing circuit for the Sensor and a computer port pin can be saved. The PCB area can also be reduced. Without Camshaft sensor can be based on its diagnosis and No error handling measures for this sensor be, which increases the availability of the overall system elevated. These savings can be achieved without this adversely affects the exhaust or starting behavior of the Engine affects. It proves to be advantageous also that the claimed methods are no additional Cause runtime load on the control unit software because synchronization before the actual engine operation is completed and therefore none for the computer resources Represents runtime restriction.
  • FIG 1 are those for explaining the invention required components of the control system one Internal combustion engine shown schematically.
  • a sender disk that is rigid with the crankshaft 11 of the internal combustion engine is connected and on its circumference has a plurality of similar angle marks 12.
  • this similar angle mark 12 is a reference mark 13 available, for example by two missing Angle marks is realized.
  • the encoder disk 10 is supported by a sensor 14, for example an inductive sensor or a Hall sensor sampled.
  • an internal combustion engine has usually also at least one camshaft that is designated in Figure 1 with 25 and usually with the Crankshaft 11 is in a fixed reference. This reference is symbolized by line 16.
  • the angular position of the Camshaft 15 is shown in the figure 1
  • Control system of an internal combustion engine is not detected.
  • This second signal S2 is generated using a sensor 17 won.
  • the sensor 17 is a sensor that the pressure in Intake pipe of the internal combustion engine measures.
  • the control unit 15 can be further, for the control or Regulation of the internal combustion engine required input variables are supplied, in Figure 1 is only the Input variable "ignition on” shown as a signal that at Closing the ignition switch 18 from the terminal K115 of the Ignition lock is supplied and the control unit 15 the Commissioning of the internal combustion engine displays.
  • the control unit 15 itself comprises at least one central one Computer unit 19 and memory 20.
  • control unit 15 are control signals for injection and ignition for Corresponding components of the Internal combustion engine formed. These signals are over the Outputs 21 and 22 of the control unit 15 delivered.
  • the Power is supplied to the control unit in the usual way Way from the battery 23 via a switch 24, the during the operation of the internal combustion engine as well possibly closed during a run-on phase. The signal processing described below and Evaluation takes place in control unit 15.
  • crankshaft 11 With the control system shown in Figure 1 can the angular position of the crankshaft 11 during operation the internal combustion engine can be detected at any time.
  • a singularity in the signal S1 which the Reference mark corresponds to the crankshaft.
  • the assignment between crankshaft 11 and camshaft 25 usually is as well known as the assignment between the position the camshaft and the position of the individual cylinders Internal combustion engine, after recognizing the reference mark synchronization takes place, but only if a for the phase position characteristic signal is present.
  • 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 unfired operation take place before the first one Injections or ignitions are triggered.
  • At first Revolutions without firing are both the speed curve as well as the intake manifold pressure characteristic of the first or second crankshaft revolution.
  • After the start of the normal engine operation, especially at high Engine speeds or speed changes can possibly Speed curve no longer for determining the motor position be used. If synchronization occurs during the Operation must be carried out by means of Evaluation of the intake manifold pressure signal.

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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

Disclosed are methods to determine the phase angle of a four stroke internal combustion engine with an odd number of cylinders and without a camshaft detector. According to said methods, recognition of phase angle occurs by emission of a first signal from a crankshaft angle sensor presenting a singularity whereby said signal is placed in relation to a second signal, which is for example a speed signal or an output signal of an inlet-manifold air-pressure sensor and the shape of the second signal is evaluated in the range of singularity of the first signal. As this signal shape is variable according to whether the crankshaft is in first or second revolution, the phase angle can be determined precisely.

Description

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 is based on a method for determination the phase position with a 4-stroke internal combustion engine odd number of cylinders according to the genus 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 der 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. In a multi-cylinder internal combustion engine with a crank and at least one camshaft from the control unit Internal combustion engine depending on the synchronization from the recognized position of the crankshaft or camshaft calculates at what time for which cylinder Fuel should be injected and when and in which Cylinder to trigger an ignition. With conventional Internal combustion engines, it is common for the angular position of the To determine the crankshaft using a sensor, the one disc connected to the crankshaft with a characteristic surface, for example with a Numerous similar angle marks and one reference mark scans and a corresponding signal to the control unit emits.

Da sich die Kurbelwelle innerhalb eines Arbeitsspieles einer 4-Takt-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 die 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.Since the crankshaft is one within a working cycle 4-stroke internal combustion engine rotates twice while the Camshaft rotates only once, the phase position of the Internal combustion engine solely from the crankshaft sensor signal not clearly determine, it is therefore common to include Camshaft position using its own sensor, one so-called phase sensor to determine, this Phase sensor with a disc connected to the camshaft scans a single marker. The resulting signal which has one pulse per camshaft revolution 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 ungerader 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 einer 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 in der anderen Umdrehung der Kurbelwelle "low" sein muß. Bei der bekannten Einrichtung wird also die Arbeitstakterkennung anhand einer einfachen logischen Verknüpfung zweier Signale durchgeführt. From international application WO 87/05971 is one Device for cylinder recognition or for recognizing the Work cycle of an internal combustion engine with odd Known number of cylinders without a camshaft sensor gets along. This is done in the control unit of the internal combustion engine the signal provided by a crankshaft sensor, the one pulse per crankshaft revolution, i.e. two pulses per camshaft revolution, with a second signal related, for example one in the work cycle of Internal combustion engine is periodically fluctuating signal. This periodically fluctuating signal is either that Output signal of a speed sensor or the output signal an intake manifold pressure sensor. By the one Internal combustion engine with an odd number of cylinders prevailing Conditions and the fixed phase relationship between The crankshaft and camshaft can be easily identified logical connection of the crankshaft signal and the second signal perform a work cycle detection, because the periodically fluctuating in one crankshaft revolution second signal must be "high" while it is in the other Revolution of the crankshaft must be "low". With the known So the work cycle recognition is based on a simple logical combination of two signals.

Die Druckschrift US-A-4 266 427 beschreibt ein System zur Regelung der Einspritzung bei einer Brennkraftmaschine, bei dem der Zylinderdruck mit Hilfe eines Sensors gemessen wird. Zur Auswertung des Zylinderdrucks wird unter anderem auch die Vorzeichenumkehr der Steigung des Druckverlaufs ausgewertet. Zusätzlich wird der Einspritzbeginn erkannt bzw. der Einspritzverlauf ausgewertet. Dies geschieht mit Hilfe eines eigenen Sensors, der die Bewegung der Nadel eines Einspritzventils erkennt. Durch geeignete Aufbereitung der beiden Sensorsignale sowie durch Verknüpfung der damit gewonnenen Informationen läßt sich erkennen, welcher Zylinder sich im oberen Totpunkt befindet.US-A-4 266 427 describes a control system the injection in an internal combustion engine, in which the Cylinder pressure is measured using a sensor. To the results of the cylinder pressure, among other things, the sign reversal of the Gradient of the pressure curve evaluated. In addition, the Start of injection recognized or the injection process evaluated. This happens with the help of its own sensor that detects the movement of the Injector needle detected. By suitable preparation of the two sensor signals and by linking them Information obtained can be seen which cylinder is at top dead center.

In der DE-OS 42 29 773 wird ein Verfahren zur Zylindererkennung bei Brennkraftmaschinen beschrieben, das es ermöglicht, auch bei fehlendem oder fehlerhaften Phasensignal eine Zylindererkennung durchzuführen. Dazu werden zu vorgebbaren Zeitpunkten bzw. bei vorgebbaren Kurbelwellenwinkelpositionen Zündimpulse ausgelöst und die Reaktion im Zylinder ausgewertet. Je nachdem, ob der Zündzeitpunkt richtig oder falsch gewählt wurde, ergibt sich eine Verbrennung oder ein Zündaussetzer, damit kann die Zylindererkennung durchgeführt werden. DE-OS 42 29 773 describes a method for cylinder detection Internal combustion engines described, which also allows missing or faulty phase signal a cylinder detection perform. For this purpose, at predetermined times or at Predefinable crankshaft angle positions triggered and the reaction in the cylinder was evaluated. Depending on whether the If the ignition timing was selected correctly or incorrectly, the result is one Combustion or a misfire, so that the cylinder detection be performed.

Eine Auswertung eines charakteristischen Signalverlaufes wird jedoch nicht vorgeschlagen.An evaluation of a characteristic signal curve however, is not suggested.

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 gemäß vorliegendem Anspruch 1, indem zur Bestimmung der Phasenlage das vom Kurbelwellenwinkelsensor gelieferte Signal, das eine Singularität aufweist, mit einem zweiten Signal, das im Verbrennungstakt schwankt und zylinderspezifische 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, also auf den Drehzahlverlauf und den Saugrohrdruckverlauf, wobei diese Auswirkungen meßbar sind und zur Zylindererkennung herangezogen werden können. In vorteilhafter Weise ist daher das zweite Signal das Ausgangssignal eines Drehzahlsensors oder eines Saugrohrdrucksensors. The method according to the invention for determining the phase position in a 4-stroke internal combustion engine with the features of Claim 1 has the advantage that a motor synchronization is possible without detecting the camshaft position. This also applies to systems where there is a phase relationship is changeable between crankshaft and camshaft. achieved is this advantage according to the present claim 1, by the to determine the phase position signal provided by the crankshaft angle sensor, the one Has singularity, with a second signal, which in the Combustion cycle fluctuates and cylinder-specific Has peculiarities, is related, with the Determination of the phase position of the course of the second signal during the occurrence of the singularity of the first signal is examined. Since the procedure is based solely on Relates to internal combustion engines with an odd number of cylinders, arises when the singularity of the first occurs Signals in the first crankshaft revolution are different Course of the second signal than in the second Crankshaft revolution. The reason for this is that the Cylinder in the first crankshaft revolution in one different clock than in the second, so that delivered torque of the internal combustion engine different is, this affects the course of the second Signals, i.e. on the speed curve and Manifold pressure curve, these effects are measurable and can be used for cylinder recognition. In the second signal is therefore advantageously the Output signal of a speed sensor or one Intake manifold pressure sensor.

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 der 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.Further advantages of the invention result from the in the Measures specified in subclaims. It turned out to be proven particularly advantageous that phase shifts between the first and the second speed signal at the Determination of the phase position are unproblematic since the Course of the second signal and not the occurrence of a Minimum or maximum of the second signal with the The singularity of the first signal is related.

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 determination the phase position already during the starting process can be carried out before the first A cylinder is fired. This early It is possible to determine the phase position because the different cycles even without firing differently on the speed or the intake manifold pressure impact.

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 und 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. In a system without a camshaft sensor, the sensor can including electronics, the camshaft sprocket and the corresponding Cabling can be saved. Can on the engine control unit three connector pins and the processing circuit for the Sensor and a computer port pin can be saved. The PCB area can also be reduced. Without Camshaft sensor can be based on its diagnosis and No error handling measures for this sensor be, which increases the availability of the overall system elevated. These savings can be achieved without this adversely affects the exhaust or starting behavior of the Engine affects. It proves to be advantageous also that the claimed methods are no additional Cause runtime load on the control unit software because synchronization before the actual engine operation is completed and therefore none for the computer resources Represents runtime restriction.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird in der nachfolgenden Beschreibung näher erläutert.An embodiment of the invention is in the drawing shown and is described in more detail in the following description explained.

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 aufweist. Neben diesen gleichartigen Winkelmarken 12 ist eine Referenzmarke 13 vorhanden, die beispielsweise durch zwei fehlende Winkelmarken realisiert ist.In Figure 1 are those for explaining the invention required components of the control system one Internal combustion engine shown schematically. At 10 designated a sender disk that is rigid with the crankshaft 11 of the internal combustion engine is connected and on its circumference has a plurality of similar angle marks 12. Next this similar angle mark 12 is a reference mark 13 available, for example by two missing Angle marks is realized.

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 S1 werden im Steuergerät 15 der Brennkraftmaschine in geeigneter Weise aufbereitet und weiterverarbeitet.The encoder disk 10 is supported by a sensor 14, for example an inductive sensor or a Hall sensor sampled. The when passing the angle marks in the Transducer generated voltage pulses of the signal S1 in the control unit 15 of the internal combustion engine in a suitable manner processed and processed.

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 erfaßt. 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 ein Sensor, der den Druck im Saugrohr der Brennkraftmaschine mißt.In addition to a crankshaft 11, an internal combustion engine has usually also at least one camshaft that is designated in Figure 1 with 25 and usually with the Crankshaft 11 is in a fixed reference. This reference is symbolized by line 16. The angular position of the Camshaft 15 is shown in the figure 1 Control system of an internal combustion engine is not detected. to Synchronization of the relationship between crankshaft 11 and Camshaft 25 becomes a periodic combustion cycle fluctuating second signal processed in the control unit. This second signal S2 is generated using a sensor 17 won. The sensor 17 is a sensor that the pressure in Intake pipe of the internal combustion engine measures.

Dem Steuergerät 15 können weitere, für die Steuerung bzw. Regelung der Brennkraftmaschine erforderliche Eingangsgrößen zugeführt werden, in Figur 1 ist lediglich noch die 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.The control unit 15 can be further, for the control or Regulation of the internal combustion engine required input variables are supplied, in Figure 1 is only the Input variable "ignition on" shown as a signal that at Closing the ignition switch 18 from the terminal K115 of the Ignition lock is supplied and the control unit 15 the Commissioning of the internal combustion engine displays.

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 one Computer unit 19 and memory 20. In control unit 15 are control signals for injection and ignition for Corresponding components of the Internal combustion engine formed. These signals are over the Outputs 21 and 22 of the control unit 15 delivered. The Power is supplied to the control unit in the usual way Way from the battery 23 via a switch 24, the during the operation of the internal combustion engine as well possibly closed during a run-on phase. The signal processing described below and Evaluation takes place in 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 S1 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 can the angular position of the crankshaft 11 during operation the internal combustion engine can be detected at any time. At the Starting occurs after one revolution at the latest Crankshaft 11 a singularity in the signal S1, which the Reference mark corresponds to the crankshaft. Because the assignment between crankshaft 11 and camshaft 25 usually is as well known as the assignment between the position the camshaft and the position of the individual cylinders Internal combustion engine, after recognizing the reference mark synchronization takes place, but only if a for the phase position characteristic signal 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 S1 das Signal S2, also ein Drehzahlsignal oder das 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 S1 in Bezug gesetzt, und es wird insbesondere der Verlauf des Signales S2 während des Auftretens der Bezugsmarke bzw. der Singularität des Signals S1 ausgewertet.In the system according to the invention, which without a phase sensor or should do without a camshaft sensor, d. H. so without Sensor that determines the position of the camshaft 25 there is a problem that the crankshaft sensor delivered reference mark signal is ambiguous because the Crankshaft rotates twice within one working cycle, while the camshaft 25 rotates only once. It will therefore the signal in the control unit 15 in addition to the signal S1 S2, i.e. a speed signal or the output signal of a Intake manifold pressure sensor evaluated for the position of the Cylinder has characteristic peculiarities. This Signal S2 or the characteristic peculiarities of this Signals are related to signal S1 and it will in particular the course of the signal S2 during the Occurrence of the reference mark or the singularity of the signal S1 evaluated.

Eine solche Auswertung ist möglich, da bei Brennkraftmaschinen mit ungeradzahliger Anzahl von Zylindern nicht bei jeder Kurbelwellenumdrehung dieselben Verhältnisse herrschen. Bei Brennkraftmaschinen bzw. bei Motoren befindet sich in der einen Motorposition, im folgenden mit M1 abgekürzt, eine andere Anzahl von Zylindern in bestimmten Takten als bei der zweiten möglichen Motorposition M2. Anhand eines Dreizylindermotors läßt sich dies wie folgt veranschaulichen: Such an evaluation is possible because Internal combustion engines with an odd number of cylinders not the same conditions with every crankshaft revolution to rule. In internal combustion engines or engines in one motor position, in the following with M1 abbreviated a different number of cylinders in certain Clocking than with the second possible motor position M2. Using a three-cylinder engine, this can be done as follows illustrate:

Zur Motorposition M1 befindet sich beispielsweise:

  • Zylinder 1 im Verdichtungstakt
  • Zylinder 2 im Einlaßtakt
  • Zylinder 3 im Auslaßtakt.
    • For example, for motor position M1:
  • Cylinder 1 in the compression stroke
  • Cylinder 2 in the intake stroke
  • Cylinder 3 in the exhaust stroke.

    • Zur Motorposition M2 befindet sich hingegen:

  • Zylinder 1 im Auslaßtakt
  • Zylinder 2 im Arbeitstakt
  • Zylinder 3 im Einlaßtakt.
    • In contrast to motor position M2 there is:
  • Cylinder 1 in the exhaust stroke
  • Cylinder 2 every working cycle
  • Cylinder 3 in the intake stroke.

    • Aus dieser Zusammenstellung wird deutlich, daß sich zu beiden Motorpositionen M1 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 S1 ein Kriterium für die Motorposition dar und kann als Ersatz für das Nockenwellensignal herangezogen werden, wobei ein Erkennungssignal, das die Motorposition M1 oder M2 angibt, erzeugt wird.From this compilation it becomes clear that too a cylinder in each of the two motor positions M1 and M2 There is an intake and exhaust stroke, but a third cylinder depending on the motor position either in the work cycle or in Compression stroke is located. During the compression stroke has a speed-inhibiting influence, the work cycle leads to an increase in speed. So the differ Speed curve and the curve of the intake manifold pressure in the first revolution of the crankshaft in a characteristic manner from the courses in the second crankshaft revolution. This represents the speed curve and the course of the Intake manifold pressure in the vicinity of the reference mark or in the Environment of the singularity of the signal S1 a criterion for represents the motor position and can replace the Camshaft signal are used, where a Detection signal indicating the motor position M1 or M2, is produced.

    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 S1 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/oder Maximalwerte/Minimalwerte erhalten. Die genauen Meßpunkte zur Erfassung der Drehzahl oder des Saugrohrdrucks werden motorspezifisch festgelegt.Depending on the number of cylinders and the Valve timing of the engine is used both in the evaluation the speed curve as well as when evaluating the Pressure signals decided whether the sign reversal of the Slope of the second signal or a Minimum / maximum evaluation of the second signal in the Surroundings of the reference mark or the singularity of the signal S1 is the best method for detecting the phase position. to Determination of the sign reversal or for minimum / maximum evaluation become the second signals after time derived and so slopes and / or Get maximum / minimum values. The exact measuring points to record the speed or the intake manifold pressure engine-specific.

    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 prove, at the start of the Internal combustion engine or the engine immediately after Control unit is recognized 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 unfired operation take place before the first one Injections or ignitions are triggered. At first Revolutions without firing are both the speed curve as well as the intake manifold pressure characteristic of the first or second crankshaft revolution. After the start of the normal engine operation, especially at high Engine speeds or speed changes can possibly Speed curve no longer for determining the motor position be used. If synchronization occurs during the Operation must be carried out by means of Evaluation of 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.Are the methods according to the invention in systems Camshaft sensor used, they can always run as an emergency are used when a defect of the Camshaft sensor is recognized.

    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 at the one immediately after the start The method according to the invention runs and during normal Operation the output signal of a camshaft sensor It is possible to determine the phase position.

    Claims (6)

    1. Method for determining the phase angle in a four-stroke internal combustion engine with an odd number of cylinders, in which there is formed by means of a pick-up (14), which scans a sensor disc (10) which is connected to the crankshaft (11) and has a reference mark (13), a first signal (S1), which has a singularity, which can be assigned to a prescribable crankshaft angle, and whose relationship with a second signal (S2), which is formed from an output signal of a rotational-speed sensor and/or the output signal of an inlet-manifold air-pressure sensor (17), is determined, and a detection signal is formed by evaluating the second signal (S2) in the region of the singularity of the first signal, characterized in that the characteristic of the second signal (S2), which is respectively typical of a first revolution of the crankshaft(11) and a second revolution of the crankshaft (11), is examined in the region of the singularity in such a manner that the evaluation of the second signal (S2) comprises the detection of a sign reversal in the gradient of the second signal (S2) or a minimum/maximum evaluation in the vicinity of the singularity of the first signal (S1).
    2. Method for determining the phase angle according to Claim 1, characterized in that the method is carried out at the start, before the first firing in one of the cylinders of the internal combustion engine.
    3. Method according to Claim 2, characterized in that the control unit (15) decides as a function of the number of cylinders and/or the valve timings of the internal combustion engine whether the evaluation is performed with the aid of the gradient of the second signal or with the aid of the minimum/maximum evaluation.
    4. Method according to one of the preceding claims, characterized in that the measuring points for detecting the rotational speed and/or the inlet-manifold air-pressure are determined in an engine-specific fashion.
    5. Method according to one of the preceding claims, characterized in that during operation further determinations or checks of the phase angle are performed at prescribable times or under prescribable conditions, only the output signal (S2) of the sensor (17), which is an inlet-manifold air-pressure sensor, being evaluated in the determinations during operation.
    6. Method according to one of the preceding claims, characterized in that in the case of an internal combustion engine with a phase sensor it is carried out in order to conduct emergency operation if the control unit (15) detects a defect in the phase sensor or the associated signal conditioning circuit.
    EP97938754A 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 Expired - Lifetime EP0862692B1 (en)

    Applications Claiming Priority (3)

    Application Number Priority Date Filing Date Title
    DE19638010A DE19638010A1 (en) 1996-09-18 1996-09-18 Method for determining the phase position in a 4-stroke internal combustion engine
    DE19638010 1996-09-18
    PCT/DE1997/001707 WO1998012432A1 (en) 1996-09-18 1997-08-09 Methods to determine the phase angle of a four stroke internal combustion engine with an odd number of cylinders

    Publications (2)

    Publication Number Publication Date
    EP0862692A1 EP0862692A1 (en) 1998-09-09
    EP0862692B1 true EP0862692B1 (en) 2002-02-13

    Family

    ID=7805981

    Family Applications (1)

    Application Number Title Priority Date Filing Date
    EP97938754A Expired - Lifetime 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

    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)

    Families Citing this family (30)

    * Cited by examiner, † Cited by third party
    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
    EP1050676A3 (en) * 1999-05-05 2002-06-05 Delphi Technologies, Inc. Engine position sensing
    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
    ES2392820T3 (en) 2002-07-31 2012-12-14 Yamaha Hatsudoki Kabushiki Kaisha 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
    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 Stroke discrimination device of four-stroke cycle engine
    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
    CN101360913B (en) * 2006-01-26 2010-09-29 德尔菲技术公司 Method and apparatus preventing recoil of 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

    Family Cites Families (6)

    * Cited by examiner, † Cited by third party
    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
    JPS57200811A (en) * 1981-06-04 1982-12-09 Fuji Heavy Ind Ltd Crank angle detecting device
    DE3611262A1 (en) * 1986-04-04 1987-10-08 Bosch Gmbh Robert METHOD FOR DETECTING THE WORKING STATE OF A CYLINDER OF AN INTERNAL COMBUSTION ENGINE
    DE4114797C2 (en) * 1991-05-07 2003-08-28 Bosch Gmbh Robert Method and device for working cycle detection in a four-stroke engine
    DE4229773C2 (en) * 1992-09-05 2000-07-27 Bosch Gmbh Robert Process for cylinder recognition of internal combustion engines
    JPH08121299A (en) * 1994-10-28 1996-05-14 Daihatsu Motor Co Ltd Individual ignition method

    Also Published As

    Publication number Publication date
    CN1198801A (en) 1998-11-11
    ATE213307T1 (en) 2002-02-15
    CN1078672C (en) 2002-01-30
    JP2000500841A (en) 2000-01-25
    CZ130698A3 (en) 1998-12-16
    EP0862692A1 (en) 1998-09-09
    DE19638010A1 (en) 1998-03-19
    WO1998012432A1 (en) 1998-03-26
    KR19990067522A (en) 1999-08-25
    JP3998719B2 (en) 2007-10-31
    DE59706384D1 (en) 2002-03-21
    KR100572132B1 (en) 2006-09-22
    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
    EP0775257B1 (en) Device for cylinder recognition in a multi-cylinder internal combustion engine
    DE4141713C2 (en) Encoder arrangement for cylinder detection and emergency operation in an internal combustion engine with n cylinders
    EP0643803B1 (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
    EP1070964B1 (en) Device for the detection of the reverse rotation of a rotary part of an internal combustion engine
    EP1045967B1 (en) Phase recognition device
    EP0831224B1 (en) Sensor arrangement for rapid cylinder identification in an internal combustion engine
    EP0638717B1 (en) Apparatus for controlling the fuel injection and the ignition of a combustion engine
    EP0684375B1 (en) Apparatus for the regulation of an internal combustion engine
    EP0942163B1 (en) Process for the synchronisation of a multi-cylinder internal-combustion engine
    EP1129280B1 (en) System and method for detecting and influencing the phase position of an internal combustion engine
    DE4418579A1 (en) Multi-cylinder IC engine fuel injection and ignition control device
    DE19540826C2 (en) Method for cylinder-specific malfunction detection in an internal combustion engine
    EP1476648A1 (en) Method and device for identifying a phase of a four-stroke spark ignition engine
    DE19735720A1 (en) Method for recognizing the combustion stroke of a specific cylinder when starting an internal combustion engine
    DE19600975C2 (en) Control device for an internal combustion engine with a four-stroke cycle
    DE4418578B4 (en) Device for detecting the phase position in an internal combustion engine
    DE69532493T2 (en) Synchronization device without a camshaft position sensor for an internal combustion engine
    DE19820817C2 (en) Device for controlling a multi-cylinder 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
    DE69503971T2 (en) Electronic system for stroke identification of an internal combustion engine
    DE4243177A1 (en) Timing system with rapid identification of cylinders for IC engine
    DE102018200521A1 (en) Method for determining a position of an internal combustion engine
    DE102018200527A1 (en) Method for determining a position of an internal combustion engine

    Legal Events

    Date Code Title Description
    PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

    Free format text: ORIGINAL CODE: 0009012

    AK Designated contracting states

    Kind code of ref document: A1

    Designated state(s): AT BE CH DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

    17P Request for examination filed

    Effective date: 19980928

    RBV Designated contracting states (corrected)

    Designated state(s): AT BE CH DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

    17Q First examination report despatched

    Effective date: 20000208

    GRAG Despatch of communication of intention to grant

    Free format text: ORIGINAL CODE: EPIDOS AGRA

    GRAG Despatch of communication of intention to grant

    Free format text: ORIGINAL CODE: EPIDOS AGRA

    GRAH Despatch of communication of intention to grant a patent

    Free format text: ORIGINAL CODE: EPIDOS IGRA

    GRAH Despatch of communication of intention to grant a patent

    Free format text: ORIGINAL CODE: EPIDOS IGRA

    GRAA (expected) grant

    Free format text: ORIGINAL CODE: 0009210

    REG Reference to a national code

    Ref country code: GB

    Ref legal event code: IF02

    AK Designated contracting states

    Kind code of ref document: B1

    Designated state(s): AT BE CH DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: NL

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20020213

    Ref country code: IE

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20020213

    Ref country code: GR

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20020213

    Ref country code: GB

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20020213

    Ref country code: FI

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20020213

    REF Corresponds to:

    Ref document number: 213307

    Country of ref document: AT

    Date of ref document: 20020215

    Kind code of ref document: T

    REG Reference to a national code

    Ref country code: CH

    Ref legal event code: EP

    REF Corresponds to:

    Ref document number: 59706384

    Country of ref document: DE

    Date of ref document: 20020321

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: SE

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20020513

    Ref country code: PT

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20020513

    Ref country code: DK

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20020513

    NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
    ET Fr: translation filed
    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: LU

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20020809

    Ref country code: AT

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20020809

    GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977 [no translation filed]

    Effective date: 20020213

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: LI

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20020831

    Ref country code: CH

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20020831

    Ref country code: BE

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20020831

    REG Reference to a national code

    Ref country code: ES

    Ref legal event code: FG2A

    Ref document number: 2172807

    Country of ref document: ES

    Kind code of ref document: T3

    REG Reference to a national code

    Ref country code: IE

    Ref legal event code: FD4D

    PLBE No opposition filed within time limit

    Free format text: ORIGINAL CODE: 0009261

    STAA Information on the status of an ep patent application or granted ep patent

    Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

    26N No opposition filed

    Effective date: 20021114

    BERE Be: lapsed

    Owner name: ROBERT *BOSCH G.M.B.H.

    Effective date: 20020831

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: MC

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20030301

    REG Reference to a national code

    Ref country code: CH

    Ref legal event code: PL

    PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

    Ref country code: ES

    Payment date: 20040826

    Year of fee payment: 8

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: IT

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

    Effective date: 20050809

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: ES

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20050810

    REG Reference to a national code

    Ref country code: ES

    Ref legal event code: FD2A

    Effective date: 20050810

    PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

    Ref country code: FR

    Payment date: 20140819

    Year of fee payment: 18

    PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

    Ref country code: DE

    Payment date: 20141024

    Year of fee payment: 18

    REG Reference to a national code

    Ref country code: DE

    Ref legal event code: R119

    Ref document number: 59706384

    Country of ref document: DE

    REG Reference to a national code

    Ref country code: FR

    Ref legal event code: ST

    Effective date: 20160429

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: DE

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20160301

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: FR

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20150831