Crank Angle Detecting System for Internal Combustion Engines

The present invention relates generally to a combustion timing detecting system for internal combustion engines and particularly to a system which detects the crank angle at which the maximum pressure occurs within a cylinder or the occurrence of miss fire.

Usually, the maximum torque output of an internal combustion engine can be obtained if the crank angle .theta..sub.pmax at which the maximum cylinder pressure occurs is 15 degrees after top dead center (15 degrees ATDC).

For the purpose of generating maximum torque, the ignition timing may be feedback controlled on the basis of the crank angle .theta..sub.pmax at which the maximum pressure occurs within the cylinder. In this technique, if .theta..sub.pmax is greater than, for example, 15 degrees ATDC, the ignition timing is advanced, while if .theta..sub.pmax is less than 15 degrees ATDC, the ignition timing is retarded.

Highly accurate detection of the crank angle .theta..sub.pmax requires precise monitoring of the pressure within the cylinder. The arithmetic processing of the detected value tends to impose a burden on a Central Processing Unit (CPU). For example, Japanese First Publication (tokkaisho) No. 61-68533 discloses a detection method for detecting .theta..sub.pmax accurately whereby cylinder pressure is detected at a few predetermined crank angle positions and the pressure curve is deduced mathematically.

For example, the detection of .theta..sub.pmax according to the above process is carried out as follows: Cylinder pressure is detected at three detecting angles .theta..sub.1 to .theta..sub.3 in the vicinity of the desired crank angle at which the pressure within the cylinder reaches a maximum pressure (for example, .theta..sub.1 =7 degrees ATDC, .theta..sub.2 =15 =degrees ATDC, .theta..sub.3 =23 degrees ATDC). Cylinder pressure values P.sub.1 to P.sub.3 which are representative of the pressure within the cylinder detected at crank angles .theta..sub.1 to .theta..sub.3 respectively are mathematically processed to obtain an estimated .theta..sub.pmax.

It will be appreciated that when .theta..sub.pmax is between the initial detecting angle .theta..sub.1 and the last detecting angle .theta..sub.3, it may be estimated accurately. On the other hand, when .theta..sub.pmax is outside the range of .theta..sub.1 to .theta..sub.3, it cannot. However, by examining which is greater P.sub.1 or P.sub.3, .theta..sub.pmax may be presumed that when P.sub.1 is greater than P.sub.3, .theta..sub.pmax is advanced from the target value, and when the P.sub.1 is smaller than P.sub.3, .theta..sub.pmax is retarded from the target value. Thus, it may be determined whether the ignition timing is advanced or retarded.

However, when the ignition timing is greatly retarded, the cylinder pressure curve has two peaks. One is defined by compression at the top dead center. Other is defined by pressure due to combustion. In this case, the peak due to combustion occurs after crank angle .theta..sub.3 with the result that the cylinder pressure value P.sub.1 is greater than P.sub.3. It therefore becomes impossible to judge whether the ignition timing is advanced or retarded.

Moreover, in the above method for estimating .theta..sub.pmax when .theta..sub.pmax is outside the range defined between .theta..sub.1 and .theta..sub.3 due to the compression peak, when missing occurs P.sub.1 is greater than P.sub.3, and it is therefore impossible to judge whether the engine is missing or the spark is advanced.

It is therefore an object of the present invention to provide a detecting system for detecting the crank angle at which the maximum pressure occurs within the cylinder accurately under all operating conditions including missfire.

According to one aspect of the present invention, there is provided a system for detecting the crank angle at which the pressure within a firing cylinder of an internal combustion engine is maximum and whereby detecting offset of the maximum pressure crank angle from a predetermined target angle, comprising first means for monitoring engine crank angle to produce first signals indicative of first, second and third crank angles within a range defined in the vicinity of the target angle, second means for monitoring engine crank angle to produce a second signal indicative of a fourth crank angle outside of the range, third means for monitoring pressure in the firing cylinder, the third means being responsive to the first and second signals, for producing a pressure value indicative of pressure within the firing cylinder at the first, second, third, and fourth crank angles, fourth means, for comparing the pressure values at the first, second, and third crank angles, for projecting the maximum pressure crank angle when the maximum pressure crank angle is included within the range, and fifth means for deriving direction and magnitude of offset of the maximum pressure crank angle to the target angle based on the pressure values at the first, second, third, and forth angles when the maximum pressure crank angle is not included within the range.

According to a further aspect of the invention, there is provided a system for detecting the crank angle at which the pressure within a firing cylinder of an internal combustion engine is maximum and whereby detecting offset of the maximum pressure angle from a predetermined target angle, comprising first means for monitoring engine crank angle to produce first signals indicative of first, second, and third crank angles within a range defined in the vicinity of said target angle, second means for monitoring pressure in the firing cylinder, the second means being responsive to the first signals, for producing a pressure value indicative of the pressure within the firing cylinder at the first, second, and third angles within the range, third means, for comparing the pressure values at the first, second, and third angles, for projecting the maximum pressure angle when the maximum pressure angle is included within the range, fourth means for deriving direction and magnitude of offset of the maximum pressure angle to the target angle based on the pressure value at the first and third angles when the maximum pressure angle is not included within the range, and fifth means for discriminating whether the maximum pressure angle is advanced relative to the target angle from missfire by comparing the pressure value at the first angle with a reference pressure value when the maximum pressure angle is not included within the range.

According to a further aspect of the invention, there is provided a crank angle detecting system for an internal combustion engine having a plurality of cylinders and a crankshaft comprising, first means for detecting the angular position of a crankshaft, second means for sensing pressure within the cylinder at each of three or more predetermined crank angular positions in a range defined in the vicinity of a target crankshaft angular position for maximum pressure to occur and at a predetermined crankshaft angular position outside of the range, third means for judging whether a crankshaft angular position .theta..sub.pmax at which pressure within the cylinder is maximum can be calculated or not according to variations of the pressure within the range, fourth means for determining whether the .theta..sub.pmax is advanced or retarded relative to the target angle according to variations of the pressure within the range and at the position outside of the range when the calculation is impossible, and fifth means for calculating the crankshaft angular position .theta..sub.pmax when the position .theta..sub.pmax is within the range.

According a further aspect of the invention, there is provided a crank angle detecting system for an internal combustion engine having a plurality of cylinders and a crankshaft comprising, first means for detecting the angular position of a crankshaft, second means for sensing pressure within a cylinder at each of three or more predetermined crank angular positions in a range defined in the vicinity of a predetermined target crankshaft angular position for the maximum pressure to occur and at a predetermined crankshaft angular position outside of the range, third means for judging whether a crankshaft angular position .theta..sub.pmax at which pressure within the cylinder is maximum can be calculated or not according to variations of pressure within the range, and fourth means for adjusting an ignition timing so as to enable the .theta..sub.pmax to be calculated by comparing magnitude of the pressure within the range with that at the position outside of the range.

According to another aspect of the invention, there is provided an ignition timing control system for detecting a crank angle at which maximum pressure occurs within a firing cylinder of an internal combustion engine and detecting offset of said maximum pressure angle from a predetermined target angle, comprising, first means for monitoring engine crank angle to produce first signals indicative of first, second and third crank angles within a range defined in the vicinity of the target angle, second means for monitoring engine crank angle to produce a second signal indicative of a fourth crank angle outside of the range, third means for monitoring pressure in the firing cylinder, the third means being responsive to the first and second signals, for producing a pressure value indicative of the pressure within the firing cylinder at the first, second, third, and fourth angles, fourth means, for comparing the pressure values at the first, second, and third angles, for projecting the maximum pressure angle when the maximum pressure angle is included within the range, fifth means for deriving direction and magnitude of offset of maximum pressure angle to the target angle based on the pressure values at the first, second, third, and forth angles when the maximum pressure angle is not included within the range, sixth means for adjusting an ignition timing so as to enable the maximum pressure to be projected according the direction and magnitude of offset derived by fifth means, and seventh means for controlling the ignition timing by calculating the angle between the maximum pressure angle projected by fourth means and the target angle.

FIG. 1 (a) is a graph which shows pressure curve within the cylinder under optimum ignition timing.

FIG. 1 (b) is a graph which shows pressure curve within the cylinder when the ignition timing is advanced.

FIG. 1 (c) is a graph which shows pressure curve within the cylinder when the ignition timing is retarded.

FIG. 2 is a schematic of detecting system according to the present invention.

FIG. 3 is a control flowchart for judging ignition timing according to a first embodiment.

FIGS. 4 and 5 are a series of explanatory graph depicting cylinder pressure curve in relation to missfiring.

FIG. 6 is a control flowchart for judging combustion timing according to a second embodiment.

FIGS. 7 and 8 is a explanatory graph which shows the pressure curve within the cylinder when ignition timing is retarded.

Referring now to the drawings, particularly to FIGS. 1(a), 1(b), and 1(c), curves indicated by solid lines show pressure within the cylinder. Symbols .theta..sub.1, .theta..sub.2, and .theta..sub.3 denote crank angles, which are 7 degrees ATDC, 15 degrees ATDC, and 23 degrees ATDC respectively in the embodiments described hereinbelow. .theta..sub.2 is the target crank angle value for maximum pressure within the cylinder. Symbols P.sub.1, P.sub.2, and P.sub.3 denote cylinder pressure values at the corresponding crank angles .theta..sub.1, .theta..sub.2, and .theta..sub.3 respectively. FIG. 1 (a) shows the pressure curve corresponding to the desired ignition timing. FIG. 1 (b) shows a pressure curve corresponding to an advanced ignition timing. FIG. 1 (c) shows a pressure curve corresponding to a retarded ignition timing.

It should be noted that in the best ignition timing, the pressure curve peaks between P.sub.1 and P.sub.3, while the pressure curves corresponding to advanced or retarded ignition timings do not.

Referring to FIG. 2, a combustion system according to the present invention includes a pressure sensor 1, an analog to digital converter 2 (A/D converter), a crank angle sensor 3, a signal processing circuit 4, a microcomputer 5, and an ignition timing controller 6. The pressure sensor 1 is, for example, a pizeoelectrical type sensor which is installed in a spark plug seat (not shown) of a combustion engine. A single sensor may be provided for only one cylinder of the engine, or a sensor may be provided for each of the cylinders. The U.S. Pat. No. 4,524,625 discloses a pressure sensor adaptable to sensing pressure in the combustion chamber or chambers of an internal combustion engine. The contents of this application are hereby incorporated by reference. The sensor 1 provides an output signal representative of pressure within the cylinder to the A/D converter 2. The A/D converter 2 changes an analog signal inputted from the pressure sensor 1 to a digital signal on receiving a A/D converter timing signal provided by the microcomputer 5. The crank angle sensor 3 includes a disc which rotates in synchronism with rotation of a crankshaft (not shown), and generates a signal at the predetermined crankshaft angular position once every two revolutions. The U.S. Pat. No. 4,656,993 discloses a crank angle detecting apparatus. The contents of this application are hereby incorporated by reference. The sensor 3 provides an output signal to the microcomputer 5 through the signal processing circuit 4 at every unit angle (for example, one degree) of the crankshaft. The signal processing circuit 4 is provided with a waveform shaping circuit and so forth. The microcomputer 5 includes an Input Output port interface (I/O interface), a Central Processing Unit (CPU), a Random Access Memory (RAM), and a Read Only Memory (ROM).

A first embodiment of crank angle detecting system according to the present invention will now be described hereinbelow.

The microcomputer 5 provides the A/D converter timing signal to the A/D converter 2 according to the input signal from the crank angle sensor 1 at the crank angles .theta..sub.1, .theta..sub.2, and .theta..sub.3, as described above, for detecting pressure within the cylinder and thus obtained values P.sub.1, P.sub.2, and P.sub.3 which are read into the microcomputer 5. The microcomputer 5 then determines mathematically on the basis of the cylinder pressure values P.sub.1 to P.sub.3, the crank angle .theta..sub.pmax at which the maximum pressure within the cylinder occurs, according to the flowchart in FIG. 3. Alternatively, the microcomputer 5 judges whether the .theta..sub.pmax is advanced or retarded relative to the target angle .theta..sub.2 by comparing the magnitudes of the cylinder pressure values P.sub.1 to P.sub.3 to provide an output signal to the ignition timing controller 6. If the resulting judgments indicate that the .theta..sub.pmax is advanced, or that ignition timing is advanced, the microcomputer 5 compares the cylinder pressure value P.sub.1 at the angle .theta..sub.1, which is nearest the top dead center among the .theta..sub.1 to .theta..sub.3, in this embodiment in FIG. 4, with a threshold level P.sub.TL so as to judge whether missing has occurred.

Thus, the microcomputer 5 can judge whether the crank angle .theta..sub.pmax is advanced or retarded relative to the target angle .theta..sub.2 or whether the cylinder is missing.

While, in this embodiment, the crank angle .theta..sub.1 has been selected as the angle at which pressure within the cylinder is compared with the threshold level P.sub.SL, additional detection may be performed in the vicinity of the top dead center. Further the angles .theta..sub.1, .theta..sub.2, and .theta..sub.3 are not limited to the specific crank angles indicated in this embodiment.

With reference to FIGS. 3 and 4, the judging operation, of the first embodiment, for judging whether the ignition timing is advanced or retarded relative to the best ignition timing, by which maximum torque may be generated, will now be described hereinbelow.

First in step 1, the microcomputer 5 outputs the A/D converter timing signal to the A/D converter 2 in response to a crank angle signal outputted from the crank sensor 3 at each of the crank angles .theta..sub.1, .theta..sub.2, and .theta..sub.3. The microcomputer 5 then reads the cylinder pressure signal, at each crank angle .theta..sub.1 to .theta..sub.3, outputted from the pressure sensor 1 to obtain pressure values P.sub.1, P.sub.2, and P.sub.3. Next, in step 2, the microcomputer 5 determines whether a curve representative of pressure within the cylinder which is defined by the three cylinder pressure values P.sub.1, P.sub.2, and P.sub.3 obtained in the step 1 contains a peak. If 2.times.P.sub.2 is greater than P.sub.1 +P.sub.3, it is deemed that the curve includes a peak and the routine advances to step 3. In the step 3, the values P.sub.1, P.sub.2, and P.sub.3 are employed in a quadratic equation to estimate the crank angle .theta..sub.pmax at which the maximum pressure occurs within the cylinder and the routine goes to step 4. In the step 4, the calculated the crank angle .theta..sub.pmax signal is outputted to the ignition timing circuit 6. The ignition timing circuit 6 compares the .theta..sub.pmax with the target angle .theta..sub.2. The ignition timing feedback control is executed according to the above results to advance or retard the ignition timing in the conventional manner. For example, a so-called Minimum Spark Advance for Best Torque control (MBT control) may be employed. The U.S. Pat. Nos. 4,640,249 and 4,660,535 disclose systems for controlling an ignition timing in an internal combustion engine as to MBT control. The contents of these applications are hereby incorporated by reference.

On the other hand, in step 2, if the 2 X P.sub.2 is smaller than P.sub.1 +P.sub.3 and the curve defined between P.sub.1 and P.sub.3 is therefore deemed to contain no peak, the routine goes to step 5 wherein P.sub.1 is compared with P.sub.3. In the step 5, if P.sub.1 is smaller than P.sub.3, the crank angle .theta..sub.pmax is judged to be retarded and the routine goes to step 6. In step 6, a signal indicating retarded ignition timing is outputted. Thereafter, the ignition timing controller 6 advances the ignition timing by a predetermined value.

If, in step 5, P.sub.1 is greater than P.sub.3, the routine goes to step 7. In step 7, the detected pressure value P.sub.1 at the crank angle .theta..sub.1 is compared with a predetermined threshold level P.sub.TL for detecting whether the engine is missing or not. If P.sub.1 is greater than P.sub.TL, as in the cylinder pressure curve indicated by the solid line in FIG. 4, the crank angle .theta..sub.pmax is judged to be advanced and the routine goes to step 8. In step 8 a signal indicating advanced ignition timing is outputted. Thereafter, the ignition timing controller 6 retards the ignition timing by a predetermined value. Alternatively, if P.sub.1 is smaller than or equal to P.sub.TL, as indicated by the dotted line in FIG. 4, the engine is judged to be missing and the routine goes to step 9. In step 9 a signal indicating missfiring is outputted. Thereafter, the ignition timing controller 6 corrects the ignition timing accordingly.

It should be noted that according to the invention the states where the maximum pressure crank angle .theta..sub.pmax are overly advanced or retarded can be accurately distinguished from missing of the engine.

In the above embodiment, when the sensor 1 is other than an absolute pressure sensor, the sensor tends to be influenced by vibrations outputted by an engine or so forth. It is, as shown in FIG. 5, therefore necessary to determine whether missfire occurs or not by comparing the relative pressure value between pressure value P.sub.1 and pressure value P.sub.0 at crank angle .theta..sub.0 which is uneffected by pressure due to combustion with the threshold value P.sub.TL.

A second embodiment of the invention will be described hereinbelow.

The microcomputer 5 outputs A/D converter timing signals to the A/D converter 2 at four predetermined crank angles .theta..sub.1 to .theta..sub.4 to read cylinder pressure values P.sub.1 to P.sub.4, outputted from the pressure sensor 2, representative of pressure within the cylinder which corresponds to the crank angles .theta..sub.1 to .theta..sub.4 respectively. The microcomputer 5 then determines, mathematically on the basis of the cylinder pressure values P.sub.1, P.sub.2, and P.sub.3, the crank angle .theta..sub.pmax at which the maximum pressure within the cylinder occurs, according to the flowchart shown in FIG. 6. Alternatively, the microcomputer 5 judges whether the .theta..sub.pmax is advanced or retarded relative to the target angle .theta..sub.2 by comparing he magnitudes of the cylinder pressure values P.sub.1, P.sub.2, P.sub.3, and P.sub.4 to provide an output signal to the ignition timing controller 6. Where the crank angles .theta..sub.1 to .theta..sub.3 are within the range defined in the vicinity of the desired angle (15 degrees ATDC) as described in the first embodiment, while the .theta..sub.4 is 50 between .theta..sub.1 to .theta..sub.3 in the direction of rotation of crank angle.

With reference to FIGS. 6, 7, and 8, the detecting operation, of the second embodiment, for judging whether the ignition timing is advanced or retarded according to the invention will be described hereinbelow.

First in step 1, the microcomputer 5 outputs the A/d converter timing signal to the A/D converter 2 in response to a crank angle signal outputted from the crank sensor 3 at each of the crank angles .theta..sub.1, .sub..theta.2, .theta..sub.3, and .theta..sub.4. The microcomputer 5 then reads the cylinder pressure signal outputted from the pressure sensor 1 at each crank angle .theta..sub.1, .theta..sub.2, .theta..sub.3, and .theta..sub.4, to obtain pressure values P.sub.1, P.sub.2, .theta..sub.3, and P.sub.4. Next, in step 2, the microcomputer 5 determines whether a curve representative of pressure within the cylinder which is defined by the three cylinder pressure values P.sub.1, P.sub.2, and P.sub.3 obtained in the step 1 contains a peak. If 2 X P.sub.2 is greater than P.sub.1 +P.sub.3, it is deemed that the curve includes a peak and the routine advances to step 3. In the step 3, the values P.sub.1, P.sub.2, and P.sub.3 are employed in a quadratic equation to estimate the crank angle .theta..sub.pmax at which the maximum pressure occurs within the cylinder and the routine goes to step 4. In the step 4, the calculated crank angle .theta..sub.pmax signal is outputted to the ignition timing circuit 6. The ignition timing circuit 6 compares the .theta..sub.pmax with the target angle .theta..sub.2. The ignition timing feedback control is executed according to the above results to advance or retard the ignition timing in the same manner as described in the first embodiment.

On the other hand, in step 2, if 2 X P.sub.2 is less than P.sub.1 +P.sub.3 and the curve defined by P.sub.1 to P.sub.3 is therefore deemed to contain no peak, the routine goes to step 5 wherein P.sub.1 is compared with P.sub.3. In step 5, if P.sub.1 is smaller than P.sub.3, the ignition timing is judged to be retarded and the routine goes to step 6. In step 6, signal representative of the retard ignition timing is outputted. Thereafter, the ignition timing controller 6 advances the ignition timing by a predetermined value.

In step 5, P.sub.1 is greater than P.sub.3, the routine goes to a step 7. In step 7, P.sub.3 is compared with P4 detected at crank angle .theta..sub.4. If P is smaller than P4, .theta..sub.pmax is retarded from .theta..sub.2, or the target angle (see FIG. 7) and the routine goes to step 6. In step 6, a signal indicating crank angle .theta..sub.pmax is outputted. Thereafter, the ignition timing controller 6 advances the ignition timing by a predetermined value.

If, in step 7, P.sub.3 is greater than P.sub.4, the routine goes to step 8. In step 8, wherein P.sub.2 is compared with P.sub.3, if P.sub.2 is smaller than P.sub.3 (see FIG. 8), the ignition timing is judged to be retarded and the routine goes to step 6. In step 6, a signal indicating retarded ignition timing is outputted. Thereafter, the ignition timing controller 6 advances the ignition timing by a predetermined value. If P.sub.2 is greater or equal to P.sub.3, the ignition timing is judged to be advanced and the routine goes to step 9. In step 9, a signal indicating advanced ignition timing is outputted. The ignition timing controller 6 retards the ignition timing by a predetermined time.

It should be noted that according to the above crank angle detecting system, greatly advanced ignition timing may be accurately discerned from the greatly retarded ignition timing by detecting pressure within the cylinder at a minimum number of crank angles. And the precise angle .theta..sub.pmax may be accurately calculated when .theta..sub.pmax is in the vicinity of the target angle (15 degrees ATDC). Thus, the precision of the feedback control of the ignition timing is greatly improved.