[0001] The present invention relates to a stroke identification system for internal combustion
engines featuring electronic ignition and injection systems.
[0002] The electronic ignition and injection systems of internal combustion engines feature
an electronic control system, which, on the basis of signals received from various
sensors (engine speed and stroke, intake air pressure and temperature), determines
the spark lead and computes the stroke and fuel injection time to the injectors. Such
systems employ angle references fitted to the drive and camshaft to enable the control
system to identify the stroke (induction, compression, expansion, exhaust) of each
cylinder. On known identification systems, the angle references on the drive shaft
are equal to the number of cylinders, and consist, for example, of equally-spaced
teeth. A first sensor facing the references provides, every two references, for enabling
an ignition command via the control system. Such systems require a stroke sensor capable
of detecting the angular position of an auxiliary shaft rotating at half the speed
of, but strictly in time with, the drive shaft, and which usually consists of the
camshaft.
[0003] In the event of failure of the stroke or drive shaft speed sensor, the electronic
ignition and injection system is totally disabled, thus arresting the engine until
operation of the sensor is restored. European Patent Applications EP-A-0439193 and
EP-A-0439194, entitled "Internal Combustion Engine Stroke Identification System" and
"Perfected Internal Combustion Engine Stroke Identification System", filed by the
present Applicant, relate to a system for overcoming startup or on-road failure of
the stroke sensor.
[0004] The Japan Patent JP-A-60-030450 proposes a devices for regulating the fuel injection
timing. The purpose of this device is to prevent the occurrence of variations in product
quality and any influence attributable to a secular change or the like, by conducting
detection by detectors at both driving and driven sides of an actuator, while detecting
the actual injection timing of fuel on the basis of phase difference calculated by
a time lag being compensated by a reference value.
[0005] The European Patent EP-A-0 443 175 propose a device for the electronic injection
and ignition in an internal combustion engine. This device uses angular position transducers,
fitted to the camshaft and to the throwshaft, to determine the stroke of each cylinder.
[0006] It is an object of the present invention to provide an internal combustion engine
stroke identification system designed to also overcome failure of the drive shaft
speed sensor, and so provide, on the basis of the above patent applications, an overall
system for overcoming failure of either one of the sensors.
[0007] According to the present invention, there is provided an internal combustion engine
stroke identification system, comprising:
an electronic ignition system;
an electronic injection system;
a pulley fitted to the drive shaft of said engine, and defined by a toothed wheel
having a number of first teeth and a gap defined by the absence of some of said first
teeth;
a first sensor for detecting said first teeth and, therefore, predetermined angular
positions of said drive shaft;
a second shaft rotating at half the speed of, but in time with, said drive shaft;
characterized by the fact of comprising:
a disk fitted to said second shaft, having equally-spaced interruptions and a first
of which is identifiable by virtue of differing from the others;
a second sensor for detecting said interruptions and, therefore, predetermined angular
positions of said second shaft;
first means for computing, upon startup of said engine, the actual relative angular
position of said pulley and said disk, by simultaneously detecting said gap on said
pulley and said first interruption on said disk; and for storing said actual angular
position in a permanent memory;
second means for computing the absolute angular position of said drive shaft, on the
basis of the signals from said sensors, and enabling said electronic ignition and
injection systems; and
third means, which, in the absence of a signal from said first sensor, and on the
basis of the signal from said second sensor and the signal processed by said first
means, provides for computing a presumed angular position of said drive shaft, for
enabling said ignition and injection systems.
[0008] A preferred, non-limiting embodiment of the present invention will be described by
way of example with reference to the accompanying drawings, in which:
Fig.1 shows a schematic view of an electronic ignition and injection system for an
internal combustion engine featuring the engine stroke identification system according
to the present invention;
Fig.2 shows a schematic view of a number of components in the Fig.1 system;
Fig.3 shows an operating block diagram of the identification system according to the
present invention;
Fig.4 shows a longitudinal development of the Fig.2 components.
[0009] Fig.1 shows, schematically, an electronic ignition and 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 having counters and
memory maps relative to various operating conditions of engine 101, in particular,
a counter 103 and a permanent memory 104 as described later on. Control system 102
receives signals from an engine speed sensor 107 opposite a pulley 108 fitted to the
drive shaft 111; an engine stroke sensor 112 opposite a disk 109 fitted to the camshaft
110 of a distributor (not shown); a sensor 114 for detecting the absolute pressure
in intake manifold 115; a sensor 116 for detecting the air temperature in manifold
115; a sensor 117 for detecting the water temperature in the cooling jacket of engine
101; and a sensor 118 consisting of a potentiometer, for detecting the angular position
of a throttle valve 121 located in manifold 115 and controlled by accelerator pedal
122. An additional air supply valve 123 is fitted parallel to valve 121. Shaft 110
rotates at half the speed of, but in time with, shaft 111.
[0010] Control system 102 is connected to a power battery 124 and to ground. On the basis
of the signals received by control system 102, engine speed and air density are used
for determining fuel supply as a function of the required strength. System 102 controls
the opening time of injectors 127 housed in manifold 115 close to the intake valve
of each cylinder, for controlling fuel supply to the various cylinders of engine 101;
and controls fuel injection in relation to the stroke (induction, compression, expansion,
exhaust) of engine 101. Injector 127 is supplied with fuel via a pressure regulator
128 sensitive to the pressure in manifold 115, and having a fuel inlet conduit 131
connected to a pump (not shown), and a return conduit 132 connected to a tank (not
shown). System 102 is connected to an ignition pulse control unit 133 connected to
the distributor.
[0011] As shown in Fig.s 2 and 4, pulley 108 consists of a toothed wheel having 60 minus
2 equally-spaced teeth 134 numbered 1 to 58 as of a gap formed by two missing teeth.
Teeth 134 therefore present 58 gaps, one of which is three times the width of the
others, i.e. extends over an angle of 18°. Sensor 107 is located facing the passage
of teeth 134. Disk 109 presents two teeth 135 and a third tooth 136 at 120° to one
another; teeth 135 both extending over an arc of 30°, and tooth 136 over an arc of
90°. Fig.s 4a, 4b and 4c show respective longitudinal developments of teeth 134 of
pulley 108, teeth 135 and 136 of disk 109, and a further embodiment of disk 109.
[0012] In the embodiment described, sensor 112 is so positioned that, when the twentieth
tooth 134 (114° arc as of the first tooth 134) is positioned facing speed sensor 107,
sensor 112 faces the trailing edge of tooth 136 (Fig.s 4a and 4b). The above angular
position of pulley 108 and disk 109 in relation to sensors 107 and 112 corresponds
to the top dead center position of cylinder 1. When sensor 112 is positioned facing
the trailing edge of tooth 135 following tooth 136, i.e. when disk 109 is rotated
90°, sensor 107 faces the fiftieth tooth 134, i.e. pulley 108 has rotated 180°. This
position of pulley 108 and disk 109 in relation to sensors 107 and 112 corresponds
to the top dead center position of cylinder 3. The rotation direction of pulley 108
and disk 109 is, of course, as shown in Fig.2.
[0013] The top dead center position of all four cylinders occurs for every two turns of
shaft 11, so that, at the second turn of shaft 11, when sensor 112 is positioned facing
the leading edge of tooth 135 preceding tooth 136, sensor 107 faces the twentieth
tooth 134. This position of pulley 108 and disk 109 in relation to sensors 107 and
112 corresponds to the top dead center position of cylinder 4. When disk 109 is rotated
another 90° and pulley 108 another 180°, sensor 112 faces the leading edge of tooth
136 and sensor 107 faces the fiftieth tooth 134. This position of pulley 108 and disk
109 in relation to sensors 107 and 112 corresponds to the top dead center position
of cylinder 2. In other words, disk 109 presents a number of equally-spaced interruptions
equal to the number of cylinders. In the example shown, the interruptions are represented
by the leading or trailing edge of a tooth, but may also be represented, as shown
in Fig. 4c, by a first opening every 90° of disk 109. Fig. 4c also presents a second
opening corresponding with the 2-toothed gap on pulley 108, to enable identification
of a first opening in relation to the others. Instead of said second opening, a single
opening differing from the others in length may be defined together with a first opening.
[0014] Counter 103 counts and memorises the number of teeth 134 over 720° rotation of shaft
111, commencing with the first tooth 134 with sensor 107 positioned facing the 2-toothed
gap on pulley 108, and sensor 112 simultaneously facing tooth 136. At the end of tooth
136, counter 103 supplies the tooth 134 count to system 102 to enable it to determine
the actual relative angular position of pulley 108 and disk 109, which does not normally
correspond to the ideal angular position, due to errors caused by the mechanical connection
of the various components of engine 101. System 102 compares the previously stored
ideal position with the actual position to determine the mechanical error, which is
memorized for processing the ignition and injection signals in the event of failure
of sensor 107.
[0015] In the event of failure of stroke sensor 112, the electronic ignition system is totally
disabled. European Patent Applications EP-A-0439193 and EP-A-0493194 entitled "Internal
Combustion Engine Stroke Identification System" and "Perfected Internal Combustion
Engine Stroke Identification System", and filed by the present Applicant, relate to
a system for overcoming startup and on-road failure of the stroke sensor.
[0016] Operation of the stroke identification system according to the present invention
will be described with reference to Fig.3. Block 151, to which the signal from sensor
107 is supplied, determines the presence of said signal, i.e. whether sensor 107 is
operating normally or not. In the event of normal operation, block 151 goes on to
block 152, whereas, in the event of failure of sensor 107, block 151 goes on to block
153. Blocks 152 and 153 are supplied with the signal from sensor 112. Block 152 checks
the relative angular position of pulley 108 and disk 109, and supplies blocks 154
and 155 with a signal corresponding to the absolute angular position of shaft 111
between 0 and 720°. Upon startup of engine 101, this signal is also supplied to block
156, which computes and stores in memory 104 the mechanical error of the stroke signal
mentioned previously.
[0017] Blocks 157 and 158 are supplied with signals relative to quantities and operating
conditions of engine 101, in this case, from sensors 114, 116, 117 and 118. Block
157 computes the spark lead, and is connected to block 154, which, on the basis of
the signals supplied to it, enables electronic ignition via the distributor or by
controlling a coil for each cylinder or each pair of cylinders. Block 158 computes
injection time cylinder by cylinder, and supplies block 155 with an injection time
signal, and a signal relative to the stroke of the cylinder to be injected, for enabling
electronic injection accordingly. Blocks 154 and 157 represent an electronic ignition
system, and blocks 155 and 158 an electronic injection system. Block 153 computes
a presumed angular position of shaft 111 between 0 and 720°, on the basis of the signals
received from sensor 112 and corrected in accordance with the stored mechanical error.
The output signal from block 153 is sent to blocks 154 and 155, and, though obviously
not as accurate as the output signal from block 152, nevertheless provides for enabling
ignition and injection and running the vehicle.
[0018] The advantages of the present invention will be clear from the foregoing description.
[0019] In particular, it provides for an engine stroke identification system designed to
overcome failure of the drive shaft speed sensor, and which, combined with the system
described in the aforementioned patent applications, provides for overcoming failure
of either of sensors 107 and 112.
[0020] To those skilled in the art it will be clear that changes may be made to the system
described and illustrated herein without, however, departing from the scope of the
present invention.
[0021] In particular, changes may be made to the design of disk 109 in terms of both the
design and number of interruptions, which, though obviously equally spaced, need not
necessarily equal the number of cylinders.
1. An internal combustion engine stroke identification system, comprising:
an electronic ignition system (155 and 157);
an electronic injection system (156 and 158);
a pulley (108) fitted to the drive shaft (111) of said engine (101), and defined by
a toothed wheel having a number of first teeth (134) and a gap defined by the absence
of some of said first teeth (134);
a first sensor (107) for detecting said first teeth (134) and, therefore, predetermined
angular positions of said drive shaft (111);
characterized by the fact of comprising:
a second shaft (110) rotating at half the speed of, but in time with, said drive shaft
(111);
a disk (109) fitted to said second shaft (110), having equally-spaced interruptions
(135 and 136) a first of which is identifiable by virtue of differing from the others;
a second sensor (112) for detecting said interruptions (135 and 136) and, therefore,
predetermined angular positions of said second shaft (110);
first means (156) for computing, upon startup of said engine (101), the actual relative
angular position of said pulley (108) and said disk (109), by simultaneously detecting
said gap on said pulley (108) and said first interruption (136) on said disk (109);
and for storing said actual angular position in a permanent memory (104);
second means (152) for computing the absolute angular position of said drive shaft
(111), on the basis of the signals from said sensors (107 and 112), and enabling said
electronic ignition system (155 and 157) and said electronic injection system (156
and 158); and
third means (153), which, in the absence of a signal from said first sensor (107),
and on the basis of the signal from said second sensor (112) and the signal processed
by said first means (156), provides for computing a presumed angular position of said
drive shaft (111), for enabling said ignition system (155 and 157) and said injection
system (156 and 158).
2. An identification system as claimed in Claim 1, characterised by the fact that it
comprises fourth means (151) for determining correct operation of said first sensor
(107), and enabling said second means (152) in the event of correct operation, and
said third means (153) in the event of failure of said first sensor (107).
3. An identification system as claimed in Claim 1 and/or 2, characterised by the fact
that it comprises a counter (103) for counting and storing the number of said first
teeth (134) over 720° rotation of said drive shaft (111); said count commencing from
the first of said first teeth (134), with said first sensor (107) positioned facing
said gap on said pulley (108) and said second sensor (112) simultaneously facing said
first interruption (136).
4. An identification system as claimed in Claim 3, characterised by the fact that said
pulley (108) consists of a toothed wheel having 60 minus 2 equally-spaced first teeth
(134); said gap being defined by the absence of two said first teeth (134).
5. An identification system as claimed in Claim 4, characterised by the fact that, for
a four-cylinder engine, said disk (109) presents three second teeth (135 and 136)
at 120° to one another, of which two extend over the same arc, and the third over
a larger arc of 90°.
6. An identification system as claimed in Claim 4, characterised by the fact that, for
a four-cylinder engine, said disk (109) presents a first opening every 90°, and a
second opening close to one of said first openings for enabling this to be identified
by said second sensor (112).
7. An identification system as claimed in Claim 4, characterised by the fact that, for
a four-cylinder engine, said disk (109) presents four openings, one of which differs
in extension from the others.
8. An identification system as claimed in Claim 4, characterised by the fact that, for
a four-cylinder engine, said disk (109) presents three openings at 120° to one another,
of which two extend over the same arc, and the third over a larger arc of 90°.
1. Takt-Identifikationssystem einer Verbrennungskraftmaschine, mit:
einem elektronischen Zündsystem (155 und 157);
einem elektronischen Einspritzsystem (156 und 158);
einer Riemenscheibe (108), die mit der Antriebswelle (111) der Maschine (101) verbunden
ist und durch ein mit Zähnen versehenes Rad gebildet ist, das eine Anzahl von ersten
Zähnen (134) und einen durch das Fehlen von einigen der ersten Zähne (134) bestimmten
Zwischenraum aufweist;
einem ersten Sensor (107), um die ersten Zähne (134) und auf diese Weise vorbestimmte
Winkelstellungen der Antriebswelle (111) zu erfassen;
dadurch gekennzeichnet, daß es enthält:
eine zweite Welle (110), die sich mit der halben Geschwindigkeit der Antriebswelle
(111), jedoch mit dieser gekoppelt, dreht;
eine Scheibe (109), die an der zweiten Welle (110) befestigt ist und gleichmäßig beabstandete
Unterbrechungen (135 und 136) aufweist, von denen eine erste identifizierbar ist,
da sie sich von den anderen unterscheidet;
einen zweiten Sensor (112), um die Unterbrechungen (135 und 136) und auf diese Weise
vorbestimmte Winkelstellungen der zweiten Welle (110) zu erfassen;
erste Mittel (156), um beim Starten der Maschine (101) die momentane Winkelstellung
der Riemenscheibe (108) und der Scheibe (109) relativ zueinander zu berechnen, indem
gleichzeitig der Zwischenraum auf der Riemenscheibe (108) und die erste Unterbrechung
(136) auf der Scheibe (109) erfaßt werden, und um die momentane Winkelstellung in
einem Permanentspeicher (104) zu speichern;
zweite Mittel (152), um die absolute Winkelstellung der Antriebswelle (111) auf der
Basis der Signale von den Sensoren (107 und 112) zu berechnen und um das elektronischen
Zündsystem (155 und 157) und das elektronischen Einspritzsystem (156 und 158) freizugeben;
und
dritte Mittel (153), die beim Fehlen eines Signals von dem ersten Sensor (107) und
auf der Basis des Signals von dem zweiten Sensor (112) und des von den ersten Mitteln
(156) verarbeiteten Signals eine angenommene Winkelstellung der Antriebswelle (111)
berechnen, um das Zündsystem (155 und 157) und das Einspritzsystem (156 und 158) freizugeben.
2. Identifikationssystem nach Anspruch 1, dadurch gekennzeichnet, daß es vierte Mittel
(151) zum Bestimmen eines korrekten Betriebs des ersten Sensors (107) und zum Freigeben
der zweiten Mittel (152) im Falle eines korrekten Betriebs sowie der dritten Mittel
(153) im Falle eines versagens des ersten Sensors (107) aufweist.
3. Identifikationssystem nach Anspruch 1 und/oder Anspruch 2, dadurch gekennzeichnet,
daß es einen Zähler (103) zum Zählen und Speichern der Anzahl der ersten Zähne (134)
über eine Drehung der Antriebswelle (111) von 720° aufweist, wobei das Zählen bei
dem ersten der ersten Zähne (134) beginnt, wobei der erste Sensor (107) dem Zwischenraum
auf der Riemenscheibe (108) gegenüberliegend angeordnet ist und der zweite Sensor
(112) gleichzeitig gegenüber der ersten Unterbrechung (136) liegt.
4. Identifikationssystem nach Anspruch 3, dadurch gekennzeichnet, daß die Riemenscheibe
(108) aus einem mit Zähnen versehenen Rad besteht, das 60 minus 2 gleichmäßig beabstandete
erste Zähne (134) aufweist, wobei der Zwischenraum durch das Fehlen von zwei der ersten
Zähne (134) gebildet ist.
5. Identifikationssystem nach Anspruch 4, dadurch gekennzeichnet, daß die Scheibe (109)
bei einer Maschine mit vier Zylindern drei gegeneinander um 120° versetzte zweite
Zähne (135 und 136) aufweist, von denen sich zwei über den gleichen Bogen erstrecken
und der dritte über einen größeren Bogen von 90° erstreckt.
6. Identifikationssystem nach Anspruch 4, dadurch gekennzeichnet, daß bei einer Maschine
mit vier Zylindern die Scheibe (109) alle 90° eine erste Öffnung und in der Nähe von
einer der ersten Öffnungen eine zweite Öffnung aufweist, so daß dies von dem zweiten
Sensor (112) identifiziert werden kann.
7. Identifikationssystem nach Anspruch 4, dadurch gekennzeichnet, daß die Scheibe (109)
bei einer Maschine mit vier Zylindern vier Öffnungen aufweist, wobei sich die Erstreckung
von einer Öffnung von derjenigen der anderen Öffnungen unterscheidet.
8. Identifikationssystem nach Anspruch 4, dadurch gekennzeichnet, daß die Scheibe (109)
bei einer Maschine mit vier Zylindern drei gegeneinander um 120° versetzte Öffnungen
aufweist, von denen sich zwei über den gleichen Bogen erstrecken und die dritte über
einen größeren Bogen von 90° erstreckt.
1. Système de repérage de position angulaire dans un moteur à combustion interne, comprenant
:
un système d'allumage électronique (155 et 157) ;
un système d'injection électronique (156 et 158) ;
une poulie (108) montée sur l'arbre de commande (111) du moteur (101), et définie
par une roue dentée comportant un certain nombre de premières dents (134) et un espace
défini par l'absence de certaines de ces premières dents (134) ;
un premier capteur (107) pour détecter les premières dents (134) et par conséquent,
les positions angulaires prédéterminées de cet arbre de commande (111) ;
caractérisé par le fait de comprendre :
un second arbre (110) en rotation à la moitié de la vitesse de, mais en synchronisation
avec, l'arbre de commande (111) ;
un disque (109) monté sur le second arbre (110), comportant des interruptions espacées
de façon égale (135 et 136) dont une première interruption est identifiable du fait
d'être différente des autres ;
un second capteur (112) pour détecter les interruptions (135 et 136) et, par conséquent,
les positions angulaires prédéterminées du second arbre (110) ;
des premiers moyens (156) pour calculer, lors du démarrage du moteur (101), la position
angulaire relative réelle de la poulie (108) et du disque (109), en détectant simultanément
l'espace sur la poulie (108) et la première interruption (136) sur le disque (109)
; et pour stocker cette position angulaire réelle dans une mémoire permanente (104)
;
des seconds moyens (152) pour calculer la position angulaire absolue de l'arbre de
commande (111), en fonction des signaux provenant des capteurs (107 et 112), et validant
ou mettant en circuit le système d'allumage électronique (155 et 157) et le système
d'injection électronique (156 et 158) ; et
des troisièmes moyens (153) qui, en l'absence d'un signal provenant du premier capteur
(107), et en fonction du signal provenant du second capteur (112) et du signal traité
par les premiers moyens (156), assurent le calcul de la position angulaire présumée
de l'arbre de commande (111) pour valider ou mettre en circuit le système d'allumage
(155 et 157) et le système d'injection (156 et 158).
2. Système de repérage selon la revendication 1, caractérisé par le fait qu'il comprend
quatre moyens (151) pour déterminer le fonctionnement correct du premier capteur (107)
et mettre en circuit les seconds moyens (152) dans le cas d'un fonctionnement normal
et les troisièmes moyens (153) dans le cas de panne du premier capteur (107).
3. Système de repérage selon la revendication 1 et/ou 2, caractérisé par le fait de comprendre
un compteur (103) pour compter et mémoriser le nombre de premières dents (134) au-dessus
de la rotation 720° de l'arbre de commande (111) ; le comptage commençant à partir
de la première de ces premières dents (134), avec le premier capteur (107) positionné
en face de l'espace sur la poulie (108) et le second capteur (112) faisant simultanément
face à la première interruption (136).
4. Système de repérage selon la revendication 3, caractérisé par le fait que la poulie
(108) consiste en une roue dentée ayant 60 moins 2 premières dents espacées de façon
égale (134) ; l'espacement étant défini par l'absence de deux de ces premières dents
(134).
5. Système de repérage selon la revendication 4, caractérisé par le fait que pour un
moteur à quatre cylindres, le disque (109) présente trois secondes dents (135 et 136)
à 120° l'une de l'autre, dont deux dents s'étendent sur le même arc, et la troisième
dent sur un arc plus grand de 90°.
6. Système de repérage selon la revendication 4, caractérisé par le fait que, pour un
moteur à quatre cylindres, le disque (109) présente une première ouverture tous les
90°, et une seconde ouverture proche de l'une des premières ouvertures pour permettre
son identification par le second capteur (112).
7. Système de repérage selon la revendication 4, caractérisé par le fait que, pour un
moteur à quatre cylindres, le disque (109) présente quatre ouvertures, dont l'une
diffère dans sa grandeur par rapport aux autres.
8. Système de repérage selon la revendication 4, caractérisé par le fait que, pour un
moteur à quatre cylindres, le disque (109) présente trois ouvertures à 120° l'une
de l'autre dont deux s'étendent sur le même arc, et la troisième sur un arc plus grand
de 90°.