• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Method for determining the angular position of an engine by means of a crankshaft sensor (CRK) comprising the following steps: production of a "tower" event (T1) by the crankshaft sensor (CRK), determination of the lap among two for each event "tooth defect" (DD1) possibly produced, a change of direction of rotation of the engine is suspected, and it is proceeded to a step of analysis including: if in a reverse window (I1), a new event " tooth defect "(DD2) is produced, the change of direction of rotation is confirmed.
    公开号:FR3044361A1
    申请号:FR1561399
    申请日:2015-11-26
    公开日:2017-06-02
    发明作者:Christophe Mazenc；Pierre Zouboff
    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 moment 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 tooth (absence of tooth).
    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 particular position of the engine, such as conventionally the top dead center of the first cylinder. Thus, the knowledge of the angular position of the lathe mark precisely indicates the angular position of the motor.
    It should be noted that a crankshaft performs two turns per engine cycle. As a result, the angular position of the engine is burdened with an uncertainty of every second turn.
    This uncertainty can be raised, typically, by using a camshaft sensor, very similar to the crankshaft sensor, but disposed on a camshaft, which advantageously performs one revolution per engine cycle.
    Such a synchronization method may, in a detrimental manner, be deceived, 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. Thus, as long as the synchronization is not deemed realized, no damaging action will be performed. 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 comprising a large number of regular teeth and a lathe marker, the crankshaft sensor being capable of producing a "tooth" event corresponding to a front for each of said teeth, a "tour" event for the tour marker, and a "tooth fault" event when two successive "tooth" events are abnormally far away, comprising the following steps: production of a "tower" event by the crankshaft sensor, determining the lap of two, in order to complete the determination of the angular position of the engine, and for each event "tooth fault" possibly produced, a change of direction of rotation of the motor is suspected, and it is proceeded to a step of analysis including: if in a window In the opposite direction, at a distance from the "tooth fault" event that is substantially equal to the distance between the previous "tour" event and the current "tooth fault" event, a new "tooth fault" event is produced, the change of direction of rotation is confirmed.
    According to another characteristic, the analysis step further comprises: if in the inverse window no "tooth fault" event is produced, the change of direction of rotation is reversed, each of the conditions being considered in its order of occurrence.
    According to another characteristic, the analysis step also comprises: if in a direct window, at a distance from the previous "tour" event substantially equal to a crankshaft wheel revolution, a new "tour" event is produced, the change of direction of rotation is invalidated, and if in the direct window no event "turn" is produced, the change of direction of rotation is confirmed, each condition being considered in its order of occurrence.
    According to another characteristic, a "tooth fault" event can only be produced out of a direct window remote from a previous "tour" event of a number of "tooth" events equal to said large number of teeth and Tolerated by +/- tolerance of teeth, preferably with a tolerance of 2 teeth.
    According to another characteristic, a "tour" event can only be produced in a direct window remote from a previous "tour" event of a number of "tooth" events equal to said large number of teeth and tolerated by + / - a tolerance of teeth, with preferably a tolerance equal to 2 teeth.
    According to another characteristic, the expression "substantially equal" means tolerated by +/- a tolerance of teeth, 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. Other characteristics, 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: FIG. 1 shows on a time diagram a crankshaft signal on an engine cycle FIGS. 2-6 show on a time diagram a crankshaft signal according to different use cases, as follows: FIGS. 2 and 3 show two use cases presenting a tooth fault event located in the first half of turn, - Figures 4 and 5 show two use cases presenting a "fault tooth" event located in the second half of a turn, - Figure 6 shows another use case presenting a second event "tooth fault" .
    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 turn mark is generally associated with a particular 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, is assumed 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 after the change of direction produce "tooth" events d which are most often closer or farther apart from each other. that 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 default" event DD or a "tour" event.
    Certain processing algorithms make it possible to avoid confusing a "tour" event T with a "tooth fault" event DD, mainly based on the periodicity of the "tour" events T.
    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 sensor, as illustrated in 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 58 "tooth" d events, as long as the crankshaft rotates in the same direction.
    According to some implementations, a "tour" event coincides with a first event "tooth" and thus obscures the latter. Also the following "tooth" events theoretically numbering 58 are in this particular case the number of 57.
    Following a detection of a "tour" event T1, a new event "tour" T2 is expected, in a direct window F2, a crankshaft wheel revolution later. It is advantageously verified that this new event "tour" T is located in a window of N = 58 +/- n = 2 events "tooth" d (including, where appropriate, the event "tooth" coinciding with the "tour" event,) after the previous event "tour" T1.
    In order to avoid confusing a "tour" event T with a "default tooth" event DD, a similar window of N = 58 +/- n = 2 events "tooth" d is used after each event "tour" T in it is not possible to produce a tooth fault event DD, even though a new event "tour >> T can only be produced in this window of N = 58 +/- n = 2 events" tooth According to each event «tour» T previous. As soon as a first event "turn" 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 tour marker and the crankshaft synchronization are insufficient to indicate the angular position of the engine, since known with an uncertainty of every second turn.
    The determination of the revolution among two, in order to complete the determination of the angular position of the engine can be carried out by any means. This point is not the object of the invention. It can, according to one embodiment, be used a camshaft sensor, for example by a method as described in the patent application FR 1560189 of October 26, 2015 of the same applicant.
    It is always assumed that the engine initially rotates in the normal direction.
    Excluding "tooth" events, the first event produced by the crankshaft sensor is always a "tour" event T, denoted T1.
    Indeed, any anomaly, be it a tour marker, a sudden acceleration, or a change of direction of rotation, will be detected in the same way. Thus, according to a possible embodiment, an anomaly is detected, for example, by means of a comparison of the successive tooth distances. This can, for example be achieved by a formula: Td (i) / (Td (i-1)> K, with Td (i) the duration of the ith tooth between the front of a "tooth" event i-1 preceding and the front of a next "tooth" event i, and K a detection threshold, typically equal to 1.5, in the nominal case of normally spaced teeth, the ratio is substantially close to 1. If the inequality is checked, with a ratio greater than K, an anomaly is detected This test is a possible way to determine that two successive "tooth" events d are abnormally far apart.
    The very first anomaly thus detected is reputed to be a tour marker. This hypothesis can be, if necessary verified by means of a formula, more strict than the previous one. If a tour marker is confirmed, a first event "tour" T, noted T1, is produced.
    Once this first event "tour" T1 produces, it is periodically determined a direct window F1, F2 in which a new event "tour" is expected. This direct window F1, F2 is determined remote from the first event "turn" T1, a crankshaft turn, or the number of teeth N of the crankshaft, assigned a tolerance of +/- n teeth. Also any new anomaly produces a new event "tour" T2 if it is located in such a direct window F1, F2 or event "tooth fault" if it is located outside such a window F1, F2.
    Such a method of synchronization / determination of the angular position of a motor may, in a detrimental manner, be lured, for example, if the motor changes direction of rotation and starts to turn upside down. However, if a motor is deemed synchronized, while it turns upside down, a damaging operation, such as a fuel injection, can be controlled, and can cause damaging effects for the engine.
    An inversion or change of direction of rotation of the motor is necessarily accompanied by a "tooth defect" DD event that is always assumed to be detectable by the crankshaft sensor. However, a tooth defect event DD can also be produced by other causes. It is therefore important to make the difference in order to confirm or deny a change of direction of rotation of the motor.
    In order to avoid such a problem, the invention proposes to consider a "tooth fault" event DD1, DD2 as a suspicion of a change of direction of rotation. Only suspicion is retained because, because of the mode of production of an event "tooth defect" DD1, DD2, such an event can also be produced in the event of sudden slowing of the engine, in case of engine hiccups or even in case 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. On the other hand, a turn marker, seen outside a direct window F1, F2, typically due to a reversal of direction of rotation produces a "tooth fault" event and not a "tour" event.
    Such a suspicion of a change of direction of rotation, triggered by a tooth defect event DD1, again referred to as a "tooth defect" current, must then, advantageously as quickly as possible, be confirmed or invalidated.
    This is done by an analysis of the conditions or events occurring later than the event "current tooth" current DD1, having raised the suspicion of change of direction of rotation.
    Two cases may occur: the current DD1 "tooth fault" event is produced in the first half of a crankshaft wheel revolution, ie in the first half of the interval separating the preceding "tower" event T1, d a next "turn" event T2, or on the contrary the event "tooth defect" current DD1 is produced in the second half of the crankshaft turn, ie in the second half of the interval separating the event "tour> > Previous T1, of a "tour" event T2 next.
    The first case is illustrated in Figures 2 and 3. Since the event DD1 "tooth defect" is produced in the first half of a crankshaft turn, the event (excluding a "tooth" event d) closest which can be produced following is a new event "tooth defect" DD2.
    If as illustrated in FIG. 2, this new "tooth fault" event DD2 is located in a reverse window 11, in that the distance between the preceding "tower" event T1 and the current "tooth fault" event DD1 is substantially equal to the distance between the current "tooth fault" event DD1 and the new "tooth fault" event DD2, these distances being represented by black arrows, the new event "tooth fault" DD2 can be interpreted as a folding of the Previous tour marker that produced the previous T1 "tour" event, and now (re) seen in the other direction. It appears then that the motor has probably changed direction of rotation, and that the current "tooth fault" DD1 corresponded to a change of direction of rotation. Also if this condition of presence of a DD2 equidistant "tooth fault" event, or in a reverse window 11, is verified, the change of direction of rotation is confirmed.
    It should be noted that this confirmation of change of direction of rotation can be later confirmed in that, since the engine is supposed to have changed direction of rotation, no event "turn" should be produced in the next direct window F2.
    If, on the contrary, as illustrated in FIG. 3, no new event "tooth fault" is produced in the inverse window 11, situated at a distance from the event "tooth fault" DD1 current substantially equal to the distance between the preceding T1 tour event and the current DD1 tooth fault event, this condition can be interpreted as a lack of folding of the tour marker. This condition includes the case of a new event "tooth defect" DD2 produced but not located in the reverse window 11, as shown in Figure 6. It appears then that the motor has probably not changed direction of rotation, and that the "current tooth fault" DD1 corresponded to another cause, such a sudden acceleration, and not to a change of direction of rotation. Also if this condition of absence of an event "tooth defect" DD in the opposite window 11 is verified, the change of direction of rotation is reversed.
    It should be noted that this reversal of change of direction of rotation can be later confirmed in that, since the engine is not supposed to have changed direction of rotation, a new event "tower" T2 should be produced in the next window F2.
    The second case is illustrated in FIGS. 4 and 5. Since the DD1 "tooth defect" event is produced in the second half of a crankshaft turn, the event (excluding a "tooth" event d) the closest that can be produced following is a new event "tower" T2. Indeed a possible folding of the previous event "tower" T1 could be produced only after the direct window F2.
    If as illustrated in FIG. 4, no new "tour" event is produced in a direct window F2, distant from the event "turn >> T1 preceding a crankshaft turn, or substantially N events "tooth" d, this can be interpreted as the consequence of a change of direction of rotation of the motor. Also the current "tooth defect" DD1 probably corresponded to a change of direction of rotation. Also if this condition of absence of event "tour" in a direct window F2 is verified, the change of direction of rotation is confirmed.
    It should be noted that this confirmation of change of direction of rotation can be later confirmed in that, since the engine is supposed to have changed direction of rotation, a folding of the event "tour >> T1 previous should produce a new event "Tooth defect" DD2 equidistant, ie at a distance from the event "tooth fault" DD1 current substantially equal to the distance between the event "turn >> T1 previous and the event" tooth fault >> DD1 current.
    If, on the contrary, as illustrated in FIG. 5, a new event "tour" T2 is produced in the direct window F2 located at a distance from the event "turn" T1 preceding substantially equal to one turn of crankshaft, this condition can be interpreted as a confirmation that the engine is still running in the normal direction. This condition includes the case of a new event "tooth defect" DD2 produced but not located in the window F2, as illustrated in Figure 6. It appears then that the motor has probably not changed direction of rotation , and that the "tooth defect" DD1 current corresponded to another cause, such a sudden acceleration and not a change of direction of rotation. Also if this condition of presence of a "tour" event in the direct window F2 is verified, the change of direction of rotation is reversed.
    It should be noted that this reversal of change of direction of rotation can be later confirmed in that, since the motor is not supposed to have changed direction of rotation, a new event "tooth defect" DD2 should not be produced in a next inverse window 11, located at a distance from the event "tooth fault" DD1 current substantially equal to the distance between the event "turn" T1 previous and the event "tooth fault" DD1 current, confirming an absence of folding of the tour marker.
    It should be noted that the case where the event "tooth fault" is located exactly in the middle of the round, equidistant from the event "tour" preceding T1 and the new event "tour" T2 can not be solved by the process. Indeed in this case the direct window F2 coincides with the inverse window 11. Also in this particular case it is not possible to determine whether an anomaly is a new event "turn" T2 (or "tooth fault") or a "tower" event caused by a folding of the tour marker of the "tour" event T1 preceding, the two phenomena being superimposed.
    For this particular case, it is appropriate to use another means of detecting a change of direction of rotation, such as that described in the previously mentioned patent application. This other detection means may be used alternately or in addition to the present invention. The previously described analysis does not have to determine whether a current DD1 "tooth fault" event is in the first half or in the second half of the turn. It suffices to apply the analysis by testing the four conditions: presence or absence of a "tour" event in the direct window F2, presence or absence of a "tooth fault" event in the inverse window 11, and reacting depending on the condition that occurs first. The analysis described above is advantageously applied to any event "tooth defect" which can in turn be considered a suspicion of change of direction of rotation. Also, each successive "tooth fault" event is advantageously considered as a current "tooth fault", to which the preceding analysis is applied.
    Thus, as shown in FIG. 6, a first "tooth defect" DD1 is produced. This "tooth defect" DD1 is considered as the current "tooth defect" and it is applied to it the analysis step, by testing, if necessary, the presence of another "tooth defect", such as for example the "Tooth defect" DD2. Then a second "tooth defect" DD2 is produced. This "tooth defect" DD2 is in turn considered as the current "tooth defect", potential indicator of a change of direction of rotation, and it is applied to it the analysis step, in order to confirm or invalidate. It is thus carried out for each event "tooth defect" successively produced.
    As previously described, the first detected anomaly is deemed to be a "tour" event. Then, a periodic window F1, periodic F2, distant from the event "turn" preceding a turn, either of said large number N of teeth, and toleranced by +/- tolerance n teeth, or having a range of 2n teeth, is determined. An anomaly located in such a window produces a "tour" event. An anomaly located outside such a window produces a "tooth fault" event. The tolerance n is preferably equal to 2 teeth.
    In all the tests previously described, and mainly in the analysis step, where it is indicated "substantially equal", this expression means that the equality test is toleranced by +/- a tolerance p of teeth. The tolerance p is preferably equal to 2 teeth.
    权利要求:
    Claims (6)
    [1" id="c-fr-0001]
    A method of determining the angular position of an engine by means of a crankshaft sensor (CRK) comprising a crankshaft sensor facing a crankshaft gear comprising a large number (N) of regular teeth and a lathe mark , the crankshaft sensor being able to produce a "tooth" event (d) corresponding to a front for each of said teeth, a "tour" event (T1, T2) for the tour marker, and a "tooth fault" event (DD1 , DD2) when two successive "tooth" events (d) are abnormally far apart, comprising the following steps: • production of a "tower" event (T1) by the crankshaft sensor (CRK), • determination of the lap of two, so to complete the determination of the angular position of the engine, characterized in that for each event "tooth defect" (DD1) possibly produced, a change of direction of rotation of the engine is suspected, and it is proceeded to an analysis step comprising: if in a reverse window (11), at a distance from the current "tooth fault" event (DD1) equal to the distance between the preceding "tour" event (T1) and the current "tooth fault" event (DD1) tolerated by +/- tolerance (p) of teeth, with preferentially a tolerance (p) equal to 2 teeth, a new event "tooth defect" (DD2) is produced, the change of direction of rotation is confirmed.
    [2" id="c-fr-0002]
    2. Method according to the preceding claim, wherein the analysis step further comprises: if in the inverse window (11) no event "tooth fault" is produced, the change of direction of rotation is reversed, each of the conditions being considered in its order of occurrence.
    [3" id="c-fr-0003]
    3. Method according to any one of the preceding claims, • if in a direct window (F2), at a distance from the preceding "tower" event (T1) equal to one revolution of the crankshaft wheel, tolerated by +/- one tolerance (p) of teeth, preferably with a tolerance (p) equal to 2 teeth, a new event "turn" (T2) is produced, the change of direction of rotation is reversed, and • if in the direct window (F2) no event "turn" is produced, the change of direction of rotation is confirmed, each condition being considered in its order of occurrence.
    [4" id="c-fr-0004]
    4. Method according to any one of the preceding claims, in which a "tooth fault" event (DD1, DD2) can only be produced out of a direct window (F2) remote from a previous "tour" event (T1). a number of events "tooth" (d) equal to said large number (N) of teeth and toleranced by +/- a tolerance (n) of teeth, with preferably a tolerance (n) equal to 2 teeth.
    [5" id="c-fr-0005]
    5. Method according to any one of the preceding claims, wherein a "tour" event (T2) can only be produced in a direct window (F2) remote from a previous "tour" event (T1) of a number of 'tooth' event (d) equal to said large number (N) of teeth and toleranced by +/- tolerance (n) of teeth, with preferably a tolerance (n) equal to 2 teeth.
    [6" id="c-fr-0006]
    6. A 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.
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    同族专利:
    公开号 | 公开日
    CN108699978A|2018-10-23|
    US20180347483A1|2018-12-06|
    CN108699978B|2021-07-20|
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    FR3044361B1|2017-11-24|
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1561399A|FR3044361B1|2015-11-26|2015-11-26|METHOD FOR DETERMINING THE ANGULAR POSITION OF AN ENGINE|FR1561399A| FR3044361B1|2015-11-26|2015-11-26|METHOD FOR DETERMINING THE ANGULAR POSITION OF AN ENGINE|
    US15/778,441| US10428752B2|2015-11-26|2016-11-18|Method for determining the angular position of an engine|
    CN201680080058.9A| CN108699978B|2015-11-26|2016-11-18|Method for determining the angular position of an engine|
    PCT/EP2016/001934| WO2017088971A1|2015-11-26|2016-11-18|Method for determining the angular position of an engine|
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