Crank angle detecting system for internal combustion engines

• US 4,892,075 A
• Filed: 11/01/1988
• Issued: 01/09/1990
• Est. Priority Date: 11/02/1987
• Status: Expired due to Fees

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Iriyama, Masahiro, Satoh, Hiroshi
• Primary Examiner(s): Argenbright, Tony M.
• Application Number:
  US07/265,819
• Time in Patent Office: 434 Days
• Field of Search: 123/425, 123/435, 73/35, 73/115, 73/116, 73/117.3
• US Class Current: 123/406.27
• CPC Class Codes: F02P 5/153 dependent on combustion pressure
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A crank angle detecting system for an internal combustion engine is provided which comprises a pressure sensor, a crank angle sensor, and crank angle judging device. The pressure sensor is adaptable for sensing pressure within the cylinder and provides pressure signals to the crank angle judging device which are representative of cylinder pressure within the cylinder at three predetermined crank angles in a range defined in the vicinity of a crank angle at which maximum torque is generated. The crank angle judging device determines the crank angle at which the maximum pressure within the cylinder occurs according to a quadratic equation employing the sensed cylinder pressures. The crank angle judging device then judges whether the crank angle at which maximum pressure is presumed to occur is advanced or retarded relative to the best crank angle. The ignition timing is corrected so as to be advanced or retarded according to the resulting judgments.

Claims

1. A system for detecting a maximum pressure crank angle at which the pressure within a firing cylinder of an internal combustion engine is maximum and whereby detecting offset of said 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 said target angle;

second means for monitoring engine crank angle to produce a second signal indicative of a fourth crank angle outside of said range;

third means for monitoring pressure in said firing cylinder, said third means being responsive to said first and second signals, for producing a pressure value indicative of pressure within said firing cylinder at said first, second, third, and fourth crank angles;

fourth means, for comparing said pressure values at said first, second, and third crank angles, for projecting said maximum pressure crank angle when said maximum pressure crank angle is included within said range; and

fifth means for deriving direction and magnitude of offset of said maximum pressure crank angle to said target angle based on said pressure values at said first, second, third, and forth angles when said maximum pressure crank angle is not included within said range.

2. A system as set forth in claim 1, wherein said first angle is the most advanced angle, said second an is the nearest said target angle and said third angle is the most retarded angle within said range.

3. A system as set forth in claim 2, wherein said fourth means projects said maximum pressure crank angle when the pressure value at said second angle multiplied by 2 is greater than the sum of that at said first and third angles.

4. A system as set forth in claim 1, wherein said third means projects said maximum pressure angle by defining a pressure curve on the basis of said pressure values at said first, second, and third angles within said range.

5. A system as set forth in claim 2, wherein said fifth means derives direction of and magnitude offset of maximum pressure angle to said target angle by comparing magnitude of said pressure values at said first, second, third, and fourth angles with each other when the pressure value at said second angle multiplied by 2 is smaller than the sum of that at said first and third angles.

6. A system as set forth in claim 5, wherein said fifth means determines that said maximum pressure angle is retarded relative to said target angle when the magnitude of said pressure value at said third angle is greater than that at said first angle within said range.

7. A system as set forth in claim 6, wherein said, fifth means determines that said maximum pressure angle is retarded relative to said target angle when the magnitude of said pressure value at said third point is smaller than that at said first angle within said range and is smaller than that at said fourth angle outside of said range.

8. A system as set forth in claim 7, wherein said fifth means determines that said maximum pressure angle retarded relative to said target angle when the magnitude of said pressure value at said third angle within said range is smaller than that at said first point within said range and is greater than that at said fourth angle outside of said range and that at said second angle within said range.

9. A system as set forth in claim 8, wherein said fifth means determines that said maximum pressure angle is advanced relative to said target angle when the magnitude of said pressure value at said third angle within said range is smaller than that at said first angle within said range and that at said second angle and is greater than that at said fourth angle outside of said range.

10. A system as set forth in claim 1, wherein said first, second, and third angles within said range are at seven degrees, fifteen degrees, and twenty three degrees after top dead center.

11. A system as set forth in claim 10, wherein said target angle at fifteen degrees after top dead center.

12. A system as set forth in claim 11, wherein said fourth angle outside of said range is fifty degrees after top dead center.

13. A system as set forth in claim 2, further comprising sixth means for discriminating missfire from advanced ignition timing by comparing magnitude of said pressure value at said first angle within said range with a predetermined reference pressure value.

14. A system as set forth in claim 6, further comprising sixth means for judging that missfire has occurred when said magnitude value of the pressure at said first angle is greater than that of the pressure at said third angle and is smaller than a predetermined reference pressure value.

15. A system for detecting a maximum pressure crank angle at which the pressure within a firing cylinder of an internal combustion engine is maximum and whereby 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 said target angle;

second means for monitoring pressure in said firing cylinder, said second means being responsive to said first signals, for producing a pressure value indicative of the pressure within said firing cylinder at said first, second, and third angles within said range;

third means, for comparing said pressure values at said first, second, and third angles, for projecting said maximum pressure angle when said maximum pressure angle is included within said range;

fourth means for deriving direction and magnitude of offset of said maximum pressure angle to said target angle based on said pressure value at said first and third angles when said maximum pressure angle is not included within said range; and

fifth means for discriminating whether said maximum pressure angle is advanced relative to said target angle missfire, by comparing said pressure value at said first angle with a reference pressure value when said maximum pressure angle is not included within said range.

16. A system as set forth in claim 15, wherein said first angle is the most advanced point, said second angle is the sensed angle nearest said target angle and said third angle is the most retarded angle within said range.

17. A system as set forth in claim 16, wherein said third means projects said maximum pressure angle when the pressure value at said second angle multiplied by 2 is greater than the sum of that at said first and third angles.

18. A system as set forth in claim 15, wherein said third means projects said maximum pressure angle by defining a pressure curve on the basis of said pressure values at said first, second, and third angles within said range.

19. A system as set forth in claim 16, wherein said fourth means determines that said maximum pressure angle is retarded relative to said target angle when the magnitude of said pressure value at said third angle is greater than that at said first angle.

20. A system as set forth in claim 19, wherein said fourth means determines that said maximum pressure angle is advanced relative to said target angle when the magnitude of said pressure value at said first angle is greater than that at said third angle within said range and said reference pressure value.

21. A system as set forth in claim 20, wherein said fifth means judges that missfire has occurred when the magnitude of said pressure value at said first angle is greater than that at said third angle and is smaller than said reference pressure value.

22. 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 said range;

third means for judging whether a crankshaft angular position θ

_pmax at which pressure within the cylinder is maximum can be calculated or not according to variations of the pressure within said range;

fourth means for determining whether said θ

_pmax is advanced or retarded relative to said target angle according to variations of the pressure within said range and at said position outside of said range when said calculation is impossible; and

fifth means for calculating said crankshaft angular position θ

_pmax when said position θ

_pmax is within said range.

23. A system as set forth in claim 22, wherein the determination of said fourth means is carried out on the basis of comparison of the magnitude of the pressure within said range and at said position outside of said range.

24. A system as set forth in claim 22, further comprising sixth means for discriminating a state where said θ

_pmax is advanced from said target position from the occurrence of missfire by comparing the pressure value within said range with a reference pressure value.

25. A system as set forth in claim 24, wherein said reference pressure value is between pressure value within the cylinder occurring due to compression when missfire occurs and a pressure value occurring within the cylinder when no missfire occurs.

26. 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 θ

_pmax at which pressure within the cylinder is maximum can be calculated or not according to variations of pressure within said range; and

fourth means for adjusting an ignition timing so as to enable said θ

_pmax to be calculated by comparing magnitude of the pressure within said range with that at said position outside of said range.

27. 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 angle within a range defined in the vicinity of said target point;

second means for monitoring engine crank angle to produce a second signal indicative of a fourth crank angle outside of said range;

third means for monitoring pressure in said firing cylinder, said third means being responsive to said first and second signals, for producing a pressure value indicative of the pressure within said firing cylinder at said first, second, third, and fourth angle;

fourth means, for comprising said pressure values at said first, second, and third angles, for projecting said maximum pressure angle when said maximum pressure angle is included within said range;

fifth means for deriving direction and magnitude of offset of maximum pressure angle to said target angle based on said pressure values at said first, second, third, and forth angles when said maximum pressure angle is not included within said range;

sixth means for adjusting an ignition timing so as to enable said maximum pressure to be projected according said direction and magnitude of offset derived by fifth means; and

seventh means for controlling the ignition timing by calculating the angle between said maximum pressure angle projected by fourth means and said target angle.