• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    A method of determining the angular position of an engine by means of a crankshaft sensor (CRK) and a camshaft sensor (CAM) comprising the following steps: • production of a "tower" event (T) by the crankshaft sensor (CRK), • determination of the angular position of the camshaft by identification of the events "tooth start" and "end of tooth" following said event "tower" (T), in fast mode, on at plus a crankshaft turn, if a "tooth fault" event (DD) occurs after the "turn" event (T) and if the determination of the angular position of the camshaft fails, the process continues with a step to: • determine the angular position of the camshaft by identification, in slow mode, on at least two crankshaft lathes.
    公开号:FR3042860A1
    申请号:FR1560189
    申请日:2015-10-26
    公开日:2017-04-28
    发明作者:Christophe Mazenc
    申请人:Continental Automotive GmbH；Continental Automotive France SAS；
    IPC主号:
    专利说明:

    The present invention relates to a method of synchronizing an engine. The synchronization of a motor is the operation of determining the angular position of a motor. This determination is essential in order to then control the engine and achieve, at the right time in the engine cycle, for example, fuel injection.
    A motor, such as an internal combustion engine, comprises for this purpose a crankshaft sensor and at least one camshaft sensor.
    A crankshaft sensor comprises a crankshaft gear, integral in rotation with the crankshaft, comprising a large number of regular teeth and a lathe mark. The crankshaft sensor further comprises a crankshaft sensor facing said crankshaft gear adapted to detect a presence / absence of material and thus to detect a tooth or a crenel.
    The crankshaft gear is angularly divided evenly into a large number of regular teeth thus allowing to know precisely the angular position of the crankshaft. The crankshaft gear also includes a turn mark for absolute tracking of a given angular position once per turn. Said turn mark is generally associated with a position of the engine, such as conventionally the top dead center of the first cylinder.
    However, for a four-stroke engine, a crankshaft performs exactly two turns per engine cycle. Also the knowledge of the angular position of the lathe is insufficient to indicate the angular position of the engine, since known with an uncertainty of every second turn.
    In order to specify which turn among two is the engine, it can be used a camshaft sensor.
    A camshaft sensor comprises a camshaft gear, rotatably connected to a camshaft, comprising a small number of teeth, advantageously irregular. The camshaft sensor further comprises a camshaft detector facing said camshaft gear adapted to detect a presence / absence of material and thus to detect a tooth or a tooth.
    The small number of teeth of the camshaft gear does not allow to know precisely the angular position of the camshaft and thus the motor. However a camshaft performs exactly one revolution per engine cycle. Also this feature makes it possible to remove the doubt on the crankshaft revolution among two and thus, in addition to the information obtained from the crankshaft sensor, to completely determine the angular position of the engine.
    Said raising of doubt / determination of the crankshaft revolution among two is carried out by identification of the teeth and crenellations of the camshaft gear according to their respective lengths, issuing from a known camshaft gear profile.
    Said raising of doubt / determination is typically carried out, as soon as possible, in fast mode, as soon as a correspondence with said profile is validated.
    However such a procedure may, in a prejudicial manner, be lured, if the motor changes direction of rotation and turns upside down. If an engine is deemed synchronized, while it turns upside down, a fuel injection can be controlled, and can lead to damaging effects for the engine.
    Also, the invention provides a method of synchronizing an engine capable of detecting rotation in the opposite direction and preventing a synchronization in this case. The invention relates to a method for determining the angular position of an engine by means of a crankshaft sensor comprising a crankshaft sensor facing a crankshaft gear, performing two turns per engine cycle, and comprising a large number of of regular teeth and a turn mark, the crankshaft sensor being able to produce a "tooth" event corresponding to a front for each of said teeth, a "tour" event for the turn mark, and a "tooth fault" event when two successive "tooth" events are abnormally far apart, and a camshaft sensor comprising a camshaft detector facing a camshaft gear, performing one revolution per motor cycle, and comprising a small number of irregular teeth, the camshaft detector being adapted to produce a "tooth start" event for each rising edge and a "tooth end" event for each descending front, comprising the following steps: • production of a "tower" event by the crankshaft sensor, • determination of the angular position of the camshaft by identification of the "tooth start" and "end of tooth" events >> following said event "tour", in fast mode, on at most one crankshaft turn, and if a "tooth fault" event is produced after the event "turn" and if the determination of the angular position of the tree has failed, the process continues with a step of: • determining the angular position of the camshaft by identifying the events "tooth start" and "end of tooth", in slow mode, on at least two crankshaft towers.
    According to another characteristic, the determination of the angular position of the camshaft by identification in slow mode is resumed in slow mode, as long as it fails.
    According to another characteristic, a "tooth defect" can not be produced in a span window said large number of teeth toleranced by +/- a tolerance of teeth following a "tour" event, with preferably a tolerance equal to 2 teeth.
    According to another characteristic, the crankshaft gear is angularly regularly divided into 60 and comprises a large number of teeth equal to 58 and 2 consecutive missing teeth forming the lathe.
    According to another characteristic, the camshaft gear comprises a small number of teeth equal to 4, comprising a first small tooth, followed by a first small hollow, followed by a first large tooth, followed by a second small hollow followed by a second large tooth, followed by a first large hollow, followed by a second small tooth, followed by a second large hollow, a small tooth extending preferentially over 44 °, a large tooth extending preferably on 146 °, a small hollow extending preferentially over 34 °, and a large hollow extending preferably over 136 °, the angles being marked relative to a motor cycle. Other features, details and advantages of the invention will emerge more clearly from the detailed description given below as an indication in relation to drawings in which: - Figure 1 shows on a time diagram, a crankshaft signal and a signal camshaft facing, on a complete engine cycle, - Figure 2 shows on a timing diagram, a crankshaft signal and a camshaft signal opposite, in the case of a motor rotating in a forward direction, - Figure 3 shows on a timing diagram, a crankshaft signal and a camshaft signal opposite, in the case of a motor running in a forward direction until a tooth defect DD and in the opposite direction after, - Figure 4 shows an extension of the time diagram of Figure 3.
    The crankshaft is the output shaft of an engine. It turns driven directly by the rod or rods and performs two laps per engine cycle. A camshaft, controlling the valves, is a shaft driven indirectly, via a timing transmission, by the crankshaft, and performs one revolution per engine cycle. A motor cycle is then classically identified according to the angle of orientation of the crankshaft 720 °.
    A crankshaft or CRK sensor (crank crank) allows to know the angular position of the crankshaft. For this, a crankshaft sensor comprises a crankshaft gear and a crankshaft sensor, disposed opposite said crankshaft gear and able to detect a presence / absence of material and thus to detect a tooth or a crenel. The crankshaft gear is rotationally fixed to the crankshaft, while the crankshaft sensor is fixed. The crankshaft gear includes a large number N of regular teeth and a unique lathe mark for determining a particular angular position at each turn, absolutely. The crankshaft gear is angularly divided evenly into a large number of regular teeth thus allowing to know accurately the angular position of the crankshaft, counting the teeth, relative to the turn mark. Said rotation mark is generally associated with a position of the engine, such as conventionally the top dead center of a cylinder, for example the first cylinder.
    The crankshaft sensor disposed facing the crankshaft gear wheel is able to detect a presence of material facing a tooth and an absence of material facing a recess or crenel. The crankshaft sensor or a processing unit, which is associated and confused with the crankshaft sensor for the purposes of the present, is capable of producing a "tooth" event d for each of the N teeth of the crankshaft gear. Such a "tooth" event typically corresponds to a front for each tooth. Given the large number N of teeth present on the crankshaft gear, only one edge per tooth, among the rising edge or the falling edge, can be retained. Conventionally the falling edge is used to form the event "tooth" d. This hypothesis is retained for the rest of the description.
    The crankshaft sensor is still able to produce a "tour" event T when it detects the turn mark.
    The tooth profile of the crankshaft gear is symmetrical. Also it does not know the direction of rotation of the crankshaft gear and the crankshaft. The direction of rotation of the engine, and therefore of the crankshaft and the camshaft, is assumed to be normal, initially at startup, when the synchronization process is implemented. However, this direction of rotation can under certain circumstances be reversed, turning the engine in the opposite direction.
    It is supposed, to simplify the description, that the events "tooth" d are produced on descending fronts. An identical reasoning could be done for rising edges.
    At the moment of the reversal of the direction of rotation, the crankshaft detector sees a last front, descending, since the events "tooth" d are descending fronts, then a last hollow where is made the stop of the rotation according to a first hypothesis. Alternatively, according to a second hypothesis the rotation continues and the crankshaft sensor still sees a last rising edge, thus ignored since amount, preceding a last tooth where the rotation stops.
    When the crankshaft gear returns in the other direction, according to the first assumption the crankshaft sensor sees, in the other direction, the beginning of the last hollow. He then sees a rising edge, thus ignored since rising, which is none other than the last falling front seen in the other direction. He then sees a tooth and a descending front, which forms a new event "tooth" d.
    When the crankshaft gear starts in the other direction, according to the second assumption the crankshaft sensor sees, in the other direction, the beginning of the last tooth. He then sees a descending front, which forms a new event "tooth" d. This falling edge is none other than the last rising edge seen in the other direction.
    As a result, the last falling edge seen before the change of direction and the next first falling edge seen after the change of direction produce "tooth" events d which are most often closer or farther away from each other. other than two events "tooth" d produced by two successive teeth seen in the same direction of rotation. Such a variation in the distance / periodicity between two events "tooth" d successive during a change of direction, compared to a distance / periodicity prior to the same direction of rotation, is identifiable by the crankshaft sensor which consequently produces a tooth defect event DD.
    Certain processing algorithms make it possible to avoid confusing a "tour" event T with a "tooth fault" event DD.
    According to a current embodiment, but not mandatory, the crankshaft gear is angularly equitably divided into 60 regular teeth. Two consecutive teeth are removed to form the turn mark. This leads to a CRK signal, as seen by the crankshaft detector, as illustrated at the top of FIG. 1. The CRK signal periodically presents a "tour" event T at the level of the two missing teeth and more precisely at the level of the first tooth following the two missing teeth, followed by 57 "tooth" d events, as long as the crankshaft rotates in the same direction. It can be noted that the number of effective teeth is 58. However the event "tour" coincides with a first event "tooth". Also the following "teeth" events are 57 in number.
    Following a detection of a "tour" event T, a new event "tour" T is expected a crankshaft gear revolution later. It is advantageously verified that this new event "tour" T is located in a window of N = 58 + 1-2 events "tooth" d, including the event "tooth" coinciding with the event "tour", after the previous "tour" event T. The non-verification of this condition, whether the new event "tour" T arrives too early or too late, could be used to detect an error.
    In order to avoid confusing a "tour" event T with a "tooth default" event DD, a similar window of N = 58 +/- n = 2 "tooth" events according to each event "tour" T is used in which it is not possible to produce an event "tooth defect" DD. As soon as a first event "tower" T is detected, the angular position of the crankshaft gear, and therefore of the crankshaft, is known with an inverse precision of the total number of teeth N + 2, including the two missing teeth, of the crankshaft gear, be all the more accurate as the number N of effective teeth or the total number N + 2 teeth is large. The crankshaft is synchronized. Also it is advantageous that the crankshaft gear comprises a large number N of teeth.
    However, for a four-stroke engine, a crankshaft performs exactly two turns per engine cycle. Also the knowledge of the angular position of the mark "tower" and the synchronization of the crankshaft are insufficient to indicate the angular position of the engine, since known with an uncertainty of every second turn.
    In order to specify which turn among two is the engine, it can be used a camshaft sensor.
    A camshaft or CAM sensor allows to know the angular position of a camshaft. A camshaft performs, in synchronism with the crankshaft, one revolution per engine cycle. Also the knowledge of the angular position of a camshaft provides information on the angular position of the engine. The determination of the angular position of the camshaft does not have to be very precise in that it is especially useful for removing the doubt by specifying which turn among two turns the crankshaft. The accuracy of the angular position of the engine is provided by the precision of the crankshaft sensor.
    To find out the angular position of the camshaft, the camshaft sensor CAM comprises a camshaft gear and a camshaft sensor, arranged opposite said camshaft gear and able to detect a presence / absence. of material and thus to detect a tooth or a tooth. The camshaft gear is rotatably connected to the camshaft, while the camshaft sensor is fixed. The camshaft gear comprises a small number of teeth, preferably irregular.
    The small number P of teeth of the camshaft gear does not allow to know precisely the angular position of the camshaft and therefore the motor. However a camshaft performs exactly one revolution per engine cycle. Also this feature allows to remove the doubt on the crankshaft revolution among two and thus in addition to the information obtained from the crankshaft sensor to completely determine the angular position of the engine.
    Said raising of doubt / determination of the crankshaft revolution among two is carried out by identification of the teeth and crenellations of the camshaft gear according to their respective lengths, issuing from a known camshaft gear profile. This identification advantageously benefits from the irregularity of the teeth of the camshaft gear.
    The camshaft detector disposed opposite the camshaft gear is able to detect a presence of material facing a tooth and an absence of material facing a trough or slot. The camshaft detector or a processing unit, which is associated and confused with the camshaft detector for the purposes of the present, is able to produce two events: "tooth start" and "end of tooth" for each of the teeth of the sprocket camshaft. A "tooth start" event typically corresponding to a rising edge of a tooth. A "tooth end" event typically corresponding to a falling edge of a tooth. Given the small number P of teeth present on the camshaft gear, all fronts, upward and downward, are retained.
    By correlating a CAM signal, derived from a camshaft sensor with a CRK signal from a crankshaft sensor, it is possible, by eliminating time, to scale a camshaft signal angularly rather than temporally.
    It should be noted here that the angles used are, by convention, identified relative to a motor cycle, ie modulo720 °. Is therefore double effective angles of rotation for the camshaft or gear. Thus, for example, when it is written that a small tooth PD1, PD2 has a length / angular extent of 44 °, a small tooth actually occupies on the camshaft gear an angular sector of 22 °.
    Equipped with such an angular graduation, it is possible by comparing the angular lengths of the teeth, the angular lengths of the depressions, the angular distance between a previous "tower" event T and the first tooth or the first depression, and / or the distance angularly between the last tooth or the last hollow and a next "tower" event T, with a known profile of the camshaft gear, to determine, by any method of shape recognition, the angular position of the toothed wheel shaft to cams.
    According to one possible embodiment, the camshaft gear comprises four irregular teeth and four recesses separating them, also irregular, or a first small tooth PD1, followed by a first small hollow PC1, followed by a first large tooth GD1 followed by a second small hollow PC2, followed by a second large tooth GD2, followed by a first large hollow GC1, followed by a second small tooth PD2, followed by a second large hollow GC2. The small teeth PD1, PD2 have a length / angular extent of 44 °, the small recesses PC1, PC2 have a length / angular extent of 34 °, the large denfe GD1, GD2 have an angular length / extent of 146 °, and the large GC1, GC2 have a length / angular extent of 136 °. The camshaft gear corresponds to a total span (for a turn) of 720 °. The beginning or rising edge of the first small tooth PD1 is located here 76 ° after a "tour" event T of the crankshaft gear, but this angular distance can vary according to the timing of the distribution. This produces a CAM signal as illustrated at the bottom of Figure 1.
    Based on the illustrative embodiment of the camshaft gear previously described, there will now be described a so-called fast mode embodiment of determining the angular position of the camshaft. The purpose of the fast mode is to determine a correspondence between the CAM signal and the profile of the camshaft gear as soon as possible in order to achieve synchronization of the engine as soon as possible. Also a synchronization is validated as soon as a correspondence can be observed.
    The principle consists in using, after detection of a "tour" event, each event "tooth start" and / or "end of tooth" produced, as well as its angular distance with the event "tour", "beginning of tooth "or" end of tooth "previous to eliminate half of the candidates" beginning of tooth "or" end of tooth "possible. Thus, with eight candidates, three events are usually sufficient to determine an identification.
    Thus, with reference to FIG. 2, in which the motor rotates continuously in the same normal direction, a "tower" event T is produced by the crankshaft sensor at instant F1. first event is produced by the camshaft sensor. Since this is a "tooth start" event, the important information here is the meaning of the front. This "tooth start" is a rising edge and corresponds to the beginning of one of the four teeth PD1, PD2, GD2, GD2 and eliminates the four teeth ends. At time fl 3, a second event is produced. This is a "tooth end". The important information here is the angular distance relative to the previous event, ie 44 °. Such angular length corresponds to that of a small tooth PD1, PD2, thus eliminating candidates, the two large teeth GD1, GD2. At time fl 4, a third event is produced. This is a new "tooth start", associated with an angular distance relative to the previous event of 34 °. Such angular length corresponds to that of a small hollow PC1, PC2, thus eliminating candidates, the two large hollow GC1, GC2. At this stage, the two recognized successive forms: a small tooth followed by a small hollow, which can only be the first small tooth sequence PD1 followed by the first small hollow PC1, uniquely determine the angular position of the tree to cams. Synchronization is complete.
    It is however preferable to continue in order to increase the level of confidence in the result obtained. As the identification of the camshaft sprocket is correct here, all future expectations are confirmed. At time t15 another event is produced. This is an "end of tooth" event, associated with an angular distance relative to the previous event of 146 °. Such angular length corresponds to that of a large tooth GD1, GD2. This confirms the first large tooth GD1 expected following the sequence PD1, PC1. At time t14, another event is produced. It is a "tooth start", associated with an angular distance relative to the previous event of 34 °. Such an angular length corresponds to that of a small hollow PC1, PC2. This confirms the second small hollow PC2 expected by following.
    The teeth PD1, PD2, GD1, GD2 and the hollow PC1, PC2, GC1, GC2 being of two very distinct lengths between small and large, it is easy to discriminate between the two with the only average value. Thus, for example for a tooth, a small tooth has a length of 44 ° and a large tooth has a length of 146 °. An average length of 95 ° can serve as a discriminating value: a tooth of length less than 95 ° is considered small while a tooth longer than 95 ° is considered large. Alternatively, in order to better detect an error, while taking into account an always possible variability of the device, it is advantageous to consider a tolerance around the nominal values. Thus, with an illustrative tolerance of 5 °, a tooth of length between 39 and 49 ° is considered small, a tooth of length between 141 and 151 ° is considered large, and any autie length, in particular between 49 and 141 ° , but still less than 39 ° or greater than 151 °, triggers an error and interrupts the determination of the angular position of the camshaft by identification of the profile.
    According to one embodiment, in case of error during the determination of the angular position of the camshaft, the determination of the angular position of the camshaft is simply resumed, in fast mode, from the error, by deleting all previously made assumptions and analyzing the following events. Such an approach may be satisfactory in that an erratic point is often isolated, and may produce an isolated error. The second occurrence of the fast mode thus makes it possible most often to perform a synchronization without error.
    However such a procedure may, in a prejudicial way, be lured, for example, if the motor changes direction of rotation and turns upside down. However, if a motor is deemed synchronized, while it turns upside down, a fuel injection can be controlled, and can cause damaging effects for the engine.
    It will now be described, with reference to FIG. 3, in which such a mode of operation, carrying out a new fast mode following an error, may lead to a synchronization, which is not satisfactory in that the motor rotates in the opposite direction.
    Figure 3 illustrates the two CRK and CAM signals as a function of time. Here the engine initially runs in normal direction. This direction is reversed at time t25, as detected by a tooth fault event DD.
    A "tower" event T is produced by the crankshaft sensor at time t21. At time t22, a first event is produced by the camshaft sensor. Since this is a "tooth start" event, the important information here is the meaning of the front. This "tooth start" is a rising edge and corresponds to the beginning of one of the four teeth PD1, PD2, GD2, GD2 and eliminates the four teeth ends. At time t23, a second event is produced. This is a "tooth end". The important information here is the angular distance relative to the previous event, ie 44 °. Such angular length corresponds to that of a small tooth PD1, PD2, thus eliminating candidates, the two large teeth GD1, GD2. At time t24, a third event is produced. This is a new "tooth start", associated with an angular distance relative to the previous event of 34 °. Such angular length corresponds to that of a small hollow PC1, PC2, thus eliminating candidates, the two large hollow GC1, GC2. At time t25 the camshaft gear changes direction of rotation. At time t26 a falling edge is observed. Because of the change of direction of rotation, this falling edge is in fact the folding of the rising edge observed at time t24. However, this descending front is interpreted as an event "end of tooth". This event is associated with an angular distance relative to the previous event of 78 °. Such angular length does not correspond to that of a tooth, nor a large tooth GD1, GD2, nor a small tooth PD1, PD2. It is therefore concluded that the determination of the angular position of the camshaft, also called the synchronization error, is impossible and unsuccessful.
    The determination of the angular position of the camshaft is then resumed, in fast mode, from the next event. At time t27, a rising edge is observed. Due to the change of direction of rotation, this rising edge is in fact the folding of the falling edge observed at time t23. However, this rising edge is interpreted as a "tooth start" event corresponding to the beginning of one of the four teeth PD1, PD2, GD2, GD2. This eliminates the four teeth ends. At time t28, a falling edge is observed. Due to the change of direction of rotation, this falling edge is in fact the folding of the rising edge observed at time t22. However, this descending front is interpreted as an event "end of tooth". The angular distance relative to the previous event is 44 °. Such angular length corresponds to that of a small tooth PD1, PD2, thus eliminating candidates, the two large teeth GD1, GD2. At time t29, a new tour marker is detected. Due to the change of direction of rotation, this turn mark is in fact the folding of the turn mark observed at time t21. However, it is interpreted as a new event "tour" T. If a distance verification at the last event "tour" T is applied, an effective distance here of 58 events "tooth" d can be validated with a test on a window of N = 58 teeth toleranced at +/- n = 2 teeth. The angular distance observed between the last event, occurring at time t28, and this tour marker is 78 °. This can be accepted, provided that a certain tolerance is applied, the expected theoretical angular distance being 56 °. The small tooth previously detected, from t27 to t28, is then identified as the second small tooth PD2 and the recess after the instant t28, is then identified as the second large hollow GC2.
    An identification could be found, the angular position of the camshaft is then deemed determined and the engine is considered synchronized, even as it rotates from time t25 in the opposite direction. This is an example of a problem that can occur by repeating a fast mode determination.
    In order to avoid such a problem, the invention proposes to consider a "tooth fault" event DD as a suspicion of a change of direction of rotation. Only suspicion is retained because, because of the mode of production of a tooth fault event DD, such an event can also be produced in the event of sudden engine slowing down, in the event of motor hiccups or even in the event of a very fast change of direction of rotation, or double change of direction. In all these cases, the engine in the end turns in the normal direction and will not pose a problem for synchronization.
    Failure in determining the angular position of the camshaft is considered a confirmation that the engine has actually changed direction of rotation.
    In the case where both conditions are present: tooth failure event DD and failure to determine the angular position of the camshaft, the fact that the motor rotates in the opposite direction is proved / confirmed. Also in such a case, the method of determining the angular position of the camshaft is no longer carried out in fast mode, at the risk of being lured, but is instead carried out in slow mode.
    The slow mode requires a determination of the angular position of the camshaft by performing an identification of all the events and their respective angular distance with the profile of the camshaft gear, on a complete revolution of said camshaft, either on two turns of the crankshaft. Such a slow mode can not be deceived and can only lead to failure when the engine turns in the opposite direction. Also no risk of synchronization is present as the engine has not returned to a normal direction of rotation.
    An attempt will now be made to determine the angular position of the camshaft, with reference to FIGS. 3 and 4, in which the engine initially rotates in the normal direction, before changing the direction of rotation at time t25. as detected by a tooth defect event DD.
    As in the previous description, a "tower" event T is produced by the crankshaft sensor at time t21. At time t22, a "tooth start" event is identified as the beginning of one of the four teeth PD1, PD2, GD2, GD2. At time t23, an event "end of tooth", separated from the previous 44 ° identifies a small tooth PD1, PD2, thus eliminating candidates, the two large teeth GD1, GD2. At time t24, a "tooth start" event, separated from the previous 34 ° identifies a small hollow PC1, PC2, thus eliminating candidates, the two large troughs GC1, GC2. At time t25 a "tooth fault" event DD is produced, suggesting that the toothed wheel shaft has changed direction of rotation. At time t26 an event "end of tooth", separated from the previous 78 ° is produced. Such an angular bngle does not correspond to that of a tooth, nor a large tooth GD1, GD2, nor a small tooth PD1, PD2. It is therefore concluded that the determination of the angular position of the camshaft is impossible and unsuccessful.
    Such a failure in determining the angular position of the camshaft confirms the fact, assumed since the tooth failure event DD, that the motor is rotating in the opposite direction.
    Also, according to the invention, it follows that the determination of the angular position of the camshaft is then resumed, but in slow mode, from the next event. At time t27, a rising edge is observed. It is interpreted as a "tooth start" event corresponding to the beginning of one of the four teeth PD1, PD2, GD2, GD2. This eliminates the four teeth ends. At time t28, a falling edge is observed. It is interpreted as an event "end of tooth". The angular distance relative to the previous event is 44 °. Such angular length corresponds to that of a small tooth PD1, PD2, thus eliminating candidates, the two large teeth GD1, GD2. At time t29, a new tour marker is detected. It is interpreted as a new "tour" event T. If a distance check at the last "tour" event T is applied, an effective distance here of 58 events "tooth" d can be validated with a tolerated test of 58 +1 -2 teeth. The angular distance observed between the last event, occurring at time t28, and this tour marker is 78 °. This can be accepted, provided that a certain tolerance is applied, the expected theoretical angular distance being 56 °. The small tooth previously detected, from t27 to t28, is then identified as the second small tooth PD2 and the recess after the instant t28, is then identified as the second large hollow GC2.
    Unlike the case previously described, where in rapid mode the angular position of the camshaft can be deemed to be determined, the determination must according to the invention be carried out in slow mode. Also the subsequent events are further analyzed.
    The description continues with reference to FIG. 4 which temporally extends FIG. 3. At time t30, a rising edge is observed. Due to the change of direction of rotation, this rising edge is in fact the folding of a falling edge, prior to the instant t21, and therefore not visible. However, this rising edge is interpreted as a "tooth start" event. The angular distance relative to the previous "tower" event is 54 °. The angular distance relative to the previous "end of tooth" event is 126 °. Such angular lengths, with a certain tolerance, are compatible with a large hollow of nominal length 136 ° and the positioning of a second large hollow GC2 relative to a lathe, and thus confirm the previous hypothesis of the second large hollow GC2 between time t28 and time t30. At time t31, a falling edge is observed. Due to the change of direction of rotation, this falling edge is in fact the folding of a non-visible rising edge. This falling edge is interpreted as an "end of tooth" event. The angular distance relative to the previous event is 42 °. Such angular length corresponds to that of a small tooth. In the profile of the camshaft gear, this may correspond to the first small tooth PD1 which follows the second large hollow GC2. At time t32, a rising edge is observed. Due to the change of direction of rotation, this rising edge is in fact the folding of a non-visible falling edge. This rising edge is interpreted as a "tooth start" event. The angular distance relative to the previous "tooth end" event is 136 °. This corresponds to the angular length of a large hollow. Gold according to the profile of the camshaft gear, following the elements identified in sequence: PD2 between t27 and t28, followed by GC2 between t28 and t30, mark "turn" in t29, and PD1 between t30 and t31, it is expected a small hollow, the first small hollow PC1. This is impossible. The determination of the angular position of the camshaft thus leads to failure.
    This shows that the slow mode can not erroneously conclude a synchronization even though the engine is rotating in the opposite direction.
    The process continues by retuning a determination of the angular position of the camshaft, always in slow mode. Thus, as long as the motor rotates in the opposite direction it is not possible to achieve a synchronization. As soon as the motor runs again in normal direction the determination in slow mode makes it possible to reach a synchronization.
    权利要求:
    Claims (5)
    [1" id="c-fr-0001]
    1. Method for determining the angular position of an engine by means of a crankshaft sensor (CRK) comprising a crankshaft detector facing a crankshaft gear, performing two turns per engine cycle, and comprising a large number (N ) of regular teeth and a turn mark, the crankshaft sensor being able to produce a "tooth" event (d) corresponding to a front for each of said teeth, a "tour" event (T) for the turn mark, and a "tooth fault" event (DD) when two successive "tooth" events are abnormally far away, and a camshaft sensor (CAM) comprising a camshaft detector opposite a camshaft gear, performing a turn by motor cycle, and comprising a small number (P) of irregular teeth, the camshaft detector being able to produce a "tooth start" event for each rising edge and a "tooth end" event for each falling edge, comprising the following steps: • production of a "tower" event (T) by the crankshaft sensor (CRK), • determination of the angular position of the camshaft by identification of "tooth start" events and "end of tooth" following said event "tour" (T), in fast mode, on at most one crankshaft turn, characterized in that if a event "tooth defect" (DD) is produced after the event "tour" (T) and if the determination of the angular position of the camshaft fails, the method continues with a step of: • determining the angular position of the camshaft by identifying the events "tooth start" and "Tooth end", in slow mode, on at least two crankshaft turns.
    [2" id="c-fr-0002]
    2. Method according to the preceding claim, wherein the determination of the angular position of the camshaft by identification in slow mode, is resumed in slow mode, as it fails.
    [3" id="c-fr-0003]
    A method according to any one of the preceding claims, wherein a "tooth defect" (DD) can not be produced in a span window said large number (N) of teeth toleranced by +/- tolerance (n) of teeth following a "tour" event (T), with preferably a tolerance (n) equal to 2 teeth.
    [4" id="c-fr-0004]
    4. Method according to any one of the preceding claims, wherein the crankshaft gear is angularly regularly divided into 60 and comprises a large number (N) of teeth equal to 58 and 2 consecutive missing teeth forming the lathe.
    [5" id="c-fr-0005]
    Method according to any one of the preceding claims, wherein the camshaft gear comprises a small number (P) of teeth equal to 4, comprising a first small tooth (PD1), followed by a first small hollow (PC1 ), followed by a first large tooth (GD1), followed by a second small hollow (PC2), followed by a second large tooth (GD2), followed by a first large hollow (GC1), followed by a second small tooth (PD2), followed by a second large hollow (GC2), a small tooth (PD1, PD2) extending preferentially over 44 °, a large cend (GD1, GD2) extending preferentially over 146 °, a small hollow (PC1, PC2) extending preferentially over 34 °, and a large hollow (GC1, GC2) extending preferably over 136 °, the angles being marked relative to a motor cycle.
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    同族专利:
    公开号 | 公开日
    US10240550B2|2019-03-26|
    CN108368786A|2018-08-03|
    WO2017071798A1|2017-05-04|
    US20180313288A1|2018-11-01|
    CN108368786B|2021-04-27|
    FR3042860B1|2017-11-03|
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    法律状态:
    2016-10-20| PLFP| Fee payment|Year of fee payment: 2 |
    2017-04-28| PLSC| Publication of the preliminary search report|Effective date: 20170428 |
    2017-10-24| PLFP| Fee payment|Year of fee payment: 3 |
    2018-10-22| PLFP| Fee payment|Year of fee payment: 4 |
    2019-10-28| PLFP| Fee payment|Year of fee payment: 5 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 6 |
    2021-04-16| TP| Transmission of property|Owner name: CONTINENTAL AUTOMOTIVE FRANCE, FR Effective date: 20210309 Owner name: CONTINENTAL AUTOMOTIVE GMBH, DE Effective date: 20210309 |
    2021-10-21| PLFP| Fee payment|Year of fee payment: 7 |
    2022-02-11| CA| Change of address|Effective date: 20220103 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1560189A|FR3042860B1|2015-10-26|2015-10-26|METHOD FOR DETERMINING THE ANGULAR POSITION OF AN ENGINE|FR1560189A| FR3042860B1|2015-10-26|2015-10-26|METHOD FOR DETERMINING THE ANGULAR POSITION OF AN ENGINE|
    PCT/EP2016/001738| WO2017071798A1|2015-10-26|2016-10-20|Method for determining the angular position of an engine|
    CN201680069062.5A| CN108368786B|2015-10-26|2016-10-20|Method for determining the angular position of an engine|
    US15/769,984| US10240550B2|2015-10-26|2016-10-20|Method for determining the angular position of an engine by way of a crankshaft sensor and a camshaft sensor|
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