• 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:
    An exact synchronization method, determining an angular position of an engine, modulo a motor cycle, by means of a crankshaft sensor (CRK) and at least one camshaft sensor (CAM), the method comprising the following steps: Estimation of a continuous estimated interval (IP) supposed to contain the angular position, upon reception of a "reference" event determination of an angular position (T1, T2) corresponding to each possible occurrence of this "reference", Comparing the determined angular positions (T1, T2) with the estimated interval (IP), if exactly one (T1) of the determined angular positions (T1, T2) belongs to the estimated interval (IP), this angular position ( T1) is the angular position of the motor. Motor control method using such a method
    公开号:FR3045725A1
    申请号:FR1657374
    申请日:2016-07-29
    公开日:2017-06-23
    发明作者:Pierre Zouboff；Julien Lefevre
    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 perform, at the right time in the engine cycle, certain operations such as fuel injection or ignition.
    For this, a motor, such as an internal combustion engine, comprises 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 at least one marker. 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 comprises at least one mark allowing absolute marking of a given angular position. Said reference 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 a mark indicates the angular position of the crankshaft but is insufficient to indicate the angular position of the engine. This is known with a product-dependent uncertainty of the number of marks on the crankshaft by the number of crankshaft revolutions per engine cycle. Thus with a crankshaft wheel performing two laps per motor cycle and comprising a single marker, the uncertainty is one marker out of two.
    It can be used, in addition or alternatively, at least one 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.
    A camshaft performs exactly one revolution per engine cycle. The teeth of the camshaft gear generally have differences in their tooth or gap lengths, which make it possible to identify them.
    This allows, by crossing the information from the crankshaft sensor and (or) camshaft sensor (s), exactly determine the angular position of the engine, modulo a motor cycle, modulo 720 ° CRK.
    It is necessary to distinguish an exact timing method, producing a precise angular position of the motor, from an estimated synchronization method, producing an estimated interval assuming to contain the angular position.
    It is known from document FR 2 981 121, of the applicant, an exact synchronization method, determining an angular position modulo a crankshaft revolution, or modulo 360 °, using the reference on the crankshaft gear, and to lift the doubt about the turn as a function of measurements of positions and / or angular lengths of the teeth indicated by a camshaft sensor. The principle of this approach is to make assumptions about the angular position of the engine, as soon as a benchmark is observed, and to invalidate all the hypotheses except a last, as and when new events ( start of tooth >>, "end of tooth") mainly from the cam shaft sensor.
    The main disadvantage of this approach is its duration. This approach requires waiting for a marker that may require half a motor cycle, and then receiving and processing events from the cam sensor to be able to eliminate supernumerary assumptions. This approach typically converges to an angular position of the engine after a rotation of 500 ° to 720 ° CRK.
    An exact synchronization is necessary to achieve ignition.
    It is known from FR 3 004 218, of the Applicant, an estimated synchronization method, producing an estimated interval suppose to contain the angular position. This process uses all the events coming from both a crankshaft sensor ("mark") and from at least one camshaft sensor ("tooth start" and / or "end of tooth"), in order to identify at least one camshaft tooth profile at the earliest. Here all available events are taken advantage of, without necessarily waiting for a marker, in order to save time. In order to increase the number of events, several camshaft sensors are advantageously employed. This estimated synchronization method produces an estimated interval that can be obtained very rapidly, typically in less than 360 ° CRK, but can be discontinuous and / or have a large angular extent. Injection, unlike ignition, can be performed as soon as the estimated interval is continuous and has a sufficiently reduced extent. Another patent application of the applicant, filed May 17, 2016 under the number FR 1654361, makes it possible to make an estimated interval continuous. To date, these two types of process are used independently. On the one hand, an estimated synchronization method is used to determine when injection can be performed. On the other hand, an exact timing method is used to determine when ignition can be achieved.
    If an ignition is not performed following an injection, the fuel will be evacuated, unbrushed, to the next exhaust phase. In order to avoid such pollution, an exact synchronization, allowing the ignition, should be determined shortly after an estimated synchronization, allowing the injection, has been determined. The maximum time between availability of an estimated synchronization and availability of an exact synchronization is typically of the order of 220 ° CRK.
    An estimated synchronization method provides an estimated interval more quickly. Also, it is necessary to provide an exact synchronization method improved accordingly, to be faster, and thus reduce the distance between the two synchronizations. The idea underlying the invention is to combine the two approaches of estimated and exact synchronization, and to use a continuous estimated interval derived from an estimated synchronization method to accelerate the determination of an angular position by a method exact timing.
    For this, the invention relates to an exact synchronization method, determining an angular position of a motor, modulo a motor cycle, by means of a crankshaft sensor comprising a crankshaft sensor facing a crankshaft gear, performing two turns by motor cycle, and comprising a large number of regular teeth and at least one marker, the crankshaft sensor being able to produce a "tooth" event corresponding to each of said teeth and a "landmark" event for a landmark, and at least one camshaft sensor, each camshaft sensor comprising a camshaft sensor facing a camshaft gear, performing one revolution per engine cycle, and comprising a small number of preferably irregular teeth, a shaft sensor being able to produce a "tooth start" event for each rising edge and / or a "tooth end" event for each falling edge, the method comprising the following steps: estimation of a continuous estimated interval assumed to contain the angular position, reception of a "landmark" event, determination of an angular position corresponding to each possible occurrence of this landmark, comparison of determined angular positions with the estimated interval: - if none of the determined angular positions belong to the estimated range, or more than one of the specified angular positions belong to the estimated range, exact timing is not achieved, - If exactly one of the determined angular positions belongs to the estimated range, this angular position is the angular position of the motor, and the exact timing is achieved.
    According to another characteristic, in the comparison step, the estimated interval is replaced by the estimated interval to increase by a margin of tolerance.
    According to another characteristic, the margin of tolerance is equal to a portion of the angular extent of a variable distribution device, preferably 75%.
    According to another characteristic, the estimated interval resulting from the estimation step is used in the comparison step only if its range is less than a validation threshold.
    According to another characteristic, the method applies in parallel an alternative exact synchronization method, which can be slower but necessarily convergent.
    According to another characteristic, as long as an exact synchronization is not performed, the method repeats the estimation and comparison operations. The invention further relates to an engine control method, using an estimated timing method producing a continuous estimated interval for controlling a fuel injection and such an exact timing method for controlling an ignition.
    According to another characteristic, the estimated synchronization method merges with the step of estimating the exact synchronization method.
    According to another characteristic, an injection is only allowed if the extent of the continuous estimated interval is less than a threshold, preferably equal to the validation threshold.
    According to another characteristic, an injection is prohibited if the comparison step does not conclude at the realization of the exact synchronization.
    The detailed description is given below in connection with drawings in which: - Figure 1 shows in an angular diagram, an illustrative crankshaft signal and an illustrative camshaft signal opposite, on a complete engine cycle, - Figures 2 to 4 show on an angular diagram covering a motor cycle, the three cases encountered during a comparison. Other features, details and advantages of the invention will emerge more clearly from the detailed description given below by way of indication.
    The crankshaft is the output shaft of an engine. It turns driven directly by the rods or rods. It performs exactly two laps per motor 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 °. We speak in this case of crankshaft degrees or ° CRK (of the English "crank >>: crankshaft).
    A crankshaft sensor or CRK 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 comprises a large number of regular teeth generally angularly equitably distributed and at least one marker. In a conventional embodiment, a single reference mark makes it possible to determine a particular angular position at each revolution of the crankshaft, in an absolute manner. The crankshaft gear is angularly divided equally into a large number of regular teeth to accurately know the angular position of the crankshaft, counting the teeth relative to the marker. The marker is generally associated with a position of the engine, such as conventionally the top dead center of a cylinder, for example the first cylinder, identified TDCO (of the English "top dead center" meaning top dead center) in the figure 1. The angle between the marker and said TDCO position of the motor is constant and known by design. It is, in the example of Figure 1, equal to 78 ° CRK.
    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 teeth of the crankshaft gear. Such a "tooth" event d typically corresponds to a front for each tooth. Given the large number 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.
    The crankshaft sensor is still able to produce a "landmark" event T when it detects a landmark.
    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 marker. 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 "reference" event T at the level of the two missing teeth.
    A camshaft or CAM sensor allows to know the angular position of a camshaft. A camshaft performs, generally 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.
    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.
    This irregularity can be used to make an identification of the teeth and crenellations of the camshaft gear as a function of the positions of the rising edges and / or the falling edges and / or the respective lengths of the teeth and / or slots, in relation with a known camshaft sprocket profile.
    A camshaft performs exactly one revolution per engine cycle. Also a determination of the angular position of a camshaft completely determines the angular position of the motor.
    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 capable of producing a "tooth start" event and / or a "late" event. tooth >> for each tooth of the camshaft gear. A "tooth start" event typically corresponds to a rising edge of a tooth. An "end of tooth" event typically corresponds to a falling edge of a tooth. Given the small number of teeth present on the camshaft gear, all the rising and falling edges are advantageously retained. However, in some cases, for example because of the shape of the teeth, or the technology of the detector, it is not possible to obtain events marked on one of the types of fronts. In this case one is satisfied with the falling fronts "end of tooth" or rising edges "beginning of tooth".
    A use of several camshaft sensors, advantageously angularly offset, makes it possible to multiply the events and thus accelerate the synchronization.
    An in-line engine includes an intake camshaft and an exhaust camshaft. A V-shaped engine includes two intake camshafts and two exhaust camshafts. If each camshaft includes a CAM sensor, it is possible to have two or even four CAM signals.
    By correlating at least one 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 modulo 720 °. They are therefore double effective angles of rotation for the camshaft or its gear wheel. 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 "reference" event T and the first tooth or the first depression, and / or the angular distance between the last tooth or the last recess and a subsequent "reference" event T, with a known profile of the cam gear, to determine, by any method of shape recognition, the angular position of the gear wheel camshaft.
    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 teeth GD1, GD2 have a length / angular extent of 146 °, and the large troughs 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 "reference >> T event of the crankshaft gear, but this angular distance can vary depending on the timing of the distribution. This produces a CAM signal as illustrated at the bottom of Figure 1.
    Any event is tainted with a possible error on its angular value. It is estimated that such an error, due to mechanical and / or electrical causes, has a value of +/- 20 °. This error must be taken into account in any synchronization process when identifying an event.
    Angular wedging or phase shift of the distribution, which influences the angular distances between a crankshaft event ("tooth", "marker") and a camshaft event ("tooth start", "end of tooth", etc.) ), or between two camshaft events, whether they come from the same camshaft at different times or from two different camshafts, is disturbed by the presence of a variable distribution device (in English "Variable Valve Timing or VVT"). Such a device, which may be present on each camshaft, introduces a variable angular offset. Moreover the value of this shift is still unknown when the synchronization is carried out. The value of this offset can typically vary between 0 ° and 55 ° CRK for an intake camshaft and between -55 ° and 0 ° CRK for an exhaust camshaft.
    Both this error and this offset must be taken into account, by means of a tolerance, when considering the angular position of an event to achieve synchronization by identifying at least one event. The invention relates to an exact synchronization method. Such a method determines an angular position of a motor, modulo a motor cycle. This is achieved by means of a crankshaft sensor CRK comprising a crankshaft sensor facing a crankshaft gear, performing two turns per engine cycle, and comprising a large number of regular teeth and at least one marker, the crankshaft sensor being suitable producing a "tooth" event d corresponding to each of said teeth and a "landmark" event T for a landmark, and at least one CAM camshaft sensor, each CAM camshaft sensor including a camshaft detector opposite a camshaft gear, performing one revolution per motor cycle, and comprising a small number of advantageously irregular teeth, a camshaft detector being able to produce a "tooth start" event for each rising edge and / or a "tooth end" event for each falling edge.
    A first feature of the invention is to be placed at the moment of reception of a "landmark" event, ie at the moment of the first such "landmark" event.
    In the phase of determining a synchronization, the angular position of a crankshaft event as seen by a CRK sensor, relative to the angular position of the engine, is tainted only by an inaccuracy due to mechanical and / or electrical causes . On the contrary the angular position of a camshaft event as seen by a CAM sensor, relative to the angular position of the engine, due to the possible presence of a variable distribution device or VVT, the angular position can not still be known in this phase, is tainted with the same inaccuracy due to mechanical and / or electrical causes to which is added the largest, substantially larger angular amplitude of the variable distribution device. It follows that the angular position of a crankshaft event is much more precise. Also allows a determination of a more precise angular position of the engine. The disadvantage of a crank event, such as a "landmark" event, is to present several occurrences during a motor cycle. A crankshaft gear performs an exact number of turns, typically two, per engine cycle. A crankshaft gear includes a number of marks, typically one, per wheel revolution. A "landmark" event thus presents a number of occurrences equal to the product of the exact number of turns by the number of landmarks, ie typically two. A crankshaft gear that performs two turns per engine cycle and has three bearings per turn would produce six occurrences.
    Thus each event "reference" can be associated and determines a possible angular position of the engine. This results in a number of possible angular positions equal to the number of occurrences, an indeterminacy equal to the number of occurrences.
    Also when the first event "landmark" is detected, the angular position of the engine is known accurately, but among a number of angular positions equal to the number of occurrences.
    A second feature of the invention consists, in order to remove the indeterminacy, of using a continuous estimated IP interval that is supposed to contain the angular position of the motor. Such a continuous IP range is typically produced during an estimation step.
    Such an estimation step is for example carried out according to the method described in document FR 3,004,218. However, it is necessary for the present invention that said estimated interval IP is continuous. To guarantee this continuity, all methods are possible. According to a first method, the method according to document FR 3,004,218 is continued, while waiting and processing other events, until its result is a continuous interval. According to a second method, described in the plaintiff's application filed on May 17, 2016 under the number FR 1654361, said IP interval is "forced" continuous. The principle of this method is to extend the union of all subintervals possibly containing the angular position of the motor so as to form the smallest continuous interval containing all these subintervals.
    The process then continues with a comparison of the different possible angular positions with the estimated continuous IP interval.
    This comparison step is illustrated in FIGS. 2 to 4, showing an angular diagram covering an engine cycle. An estimated IP interval of L-span is represented. It is assumed that the reference has two occurrences per motor cycle. The method meets a first marker. It determines accordingly as many possible angular positions T1, T2 as occurrences.
    According to a first embodiment, two cases are considered.
    According to a first case, illustrated in FIG. 2, if exactly one of the determined angular positions T1, T2 belongs to the estimated interval IP, here the position T1, this angular position T1 is deemed to be the angular position of the motor. In this case, the estimated IP interval makes it possible to lift the indeterminacy, keeping only an angular position T1. This angular position T1 is known precisely. Exact timing is achieved and the process is complete. The advantage of the process in terms of speed can be appreciated here. Indeed, in this favorable case, an exact synchronization is obtained upon receipt of the first event "landmark", very quickly. With a typical crankshaft wheel performing two laps and including a marker per turn, such an event occurs on average at 180 ° CRK, a quarter of a motor cycle, and at the latest 360 ° CRK, a half-cycle engine. At least the aforementioned estimated "forcing" synchronization estimation method makes it possible to determine a continuous IP estimated interval in an average time of less than 300 ° CRK, ie a time compatible with the arrival time of the "landmark" event. >. This allows exact synchronization no later than 360 ° CRK.
    According to a second case, if on the other hand, none of the determined angular positions T1, T2 belong to the estimated interval IP, as illustrated in FIG. 3, or more than one, here both, of the determined angular positions T1, T2 belong to the estimated IP interval, as shown in Figure 4, indeterminacy can not be solved. The exact synchronization is not performed and the method must advantageously continue.
    The two preceding conditions should be distinguished. If, as in FIG. 4, more than one of the determined angular positions T1, T2, belong to the estimated interval IP, it is probable that the estimate is not precise enough in that the extension L of the estimated IP range is too large. This can probably be improved by continuing the estimated synchronization method used for the estimation.
    If, on the other hand, as in FIG. 3, none of the determined angular positions belong to the estimated interval IP, it can be considered that the estimate is erroneous. Also the validity of the estimated IP interval is questionable. Likewise, operations performed on the basis of this estimated IP interval must be stopped and / or corrected.
    According to a second embodiment, a tolerance margin M, represented as a dotted line across the IP interval in FIGS. 2 and 3, is added to the estimated interval IP which is then replaced by the estimated IP interval increased by said margin of tolerance M. The comparison is made in a similar way with the same conclusions. The addition of this margin of tolerance M, around the estimated IP interval, aims to take into account the unknown that is the angular setting of the variable distribution device or VVT. Indeed, this angular setting can influence a camshaft event and thus have changed the estimated IP interval whose determination is generally based on one or more camshaft events. Also, this margin of tolerance M is advantageously equal to a portion of the angular extent of a variable distribution device. A preferred value of 75% of the angular extent has shown good results. Thus for example for a variable distribution device having an angular extent of 55 ° CRK, a tolerance margin M of 40 ° CRK can be applied.
    The first iterations of the estimated synchronization method used during the estimation step may, because of the small number of events still available, produce an estimated IP interval, which is difficult to exploit. Two types of faults can be encountered here: the estimated IP interval is discontinuous in that it consists of several noncontiguous segments and / or has a too large L extent. The lack of continuity can be corrected by at least two methods as previously indicated. Therefore, it is considered that the estimated IP range that is available as input for the method according to the invention is continuous. The span defect too large can be illustrated as well. If the L span of the estimated IP interval exceeds the distance between two landmark occurrences (ie 360 ° CRK for a crankshaft gear with a single landmark), the IP interval may not be able to resolve the indeterminacy. it can contain two occurrences of angular position. Also, in order to robustify the synchronization method, the comparison step may comprise a preliminary test step of the L-extent of the estimated IP interval relative to a threshold that is called the validation threshold. The estimated IP interval is used to make a comparison only if its range L is less than the validation threshold. When its range L is above said validation threshold, an estimated IP interval is considered to provide too little information to overcome the indeterminacy.
    It is necessary, ultimately, that the exact synchronization method results in an exact determination of the angular position of the motor. The present method achieves this result very quickly, but not for sure. Also, the synchronization method advantageously applies, in parallel with the steps previously described, another alternative method of exact synchronization. This alternative method may, if necessary be slower, but necessarily converges to an exact angular position value. Such an alternative method may, for example, be that of FR 2 981 121. Such a process necessarily converges, at the latest into a motor cycle, after 720 ° CRK.
    According to another characteristic, advantageously complementary, as long as an exact synchronization is not performed, either because the estimated IP interval does not make it possible to remove the indeterminacy, or because the possible alternative method has not yet synchronization, the method according to the invention can repeat the operations of estimation and comparison. Thus, a new estimation step, because of possible new events that occurred since a previous estimate, is likely to produce a new, more accurate estimated IP interval (of smaller L-range), thus increasing the odds for a new stage of comparison, to conclude positively and to achieve an exact synchronization.
    The synchronization method according to the invention can advantageously be used, where appropriate in cooperation with one or more synchronization methods according to the prior art, within an engine control method.
    Such an engine control method advantageously uses an estimated synchronization method to produce an estimated continuous IP range. This estimated IP interval can be used as the estimated angular position of the engine, to determine an angular position at which it is possible to perform a fuel injection. Indeed, this operation tolerates an inaccuracy of the angular position of the engine can be significant and reach one or more hundreds of degrees CRK.
    Such a motor control method still advantageously uses an exact synchronization method as described above according to the invention for controlling an ignition, this operation requiring an angular position of the exact engine.
    Such a combination is advantageous in that the estimated synchronization is most often available before the exact synchronization, which is consistent with the order of operations where an injection precedes an ignition.
    This combination is even more advantageous insofar as the estimated synchronization method merges with the step of estimating the exact synchronization method and thus allows a reuse of the estimated IP interval already obtained.
    An injection can advantageously be performed as soon as the extent L of the estimated interval IP is less than a precision threshold advantageously equal to said inaccuracy. The inaccuracy here is related to the duration of an intake phase and the duration during which an intake valve is open. This time can typically reach 130 ° to 160 ° CRK. Also, as soon as an estimated IP interval is determined with an accuracy better than this angular duration, an injection can be made.
    According to a possible embodiment, the precision threshold is advantageously taken equal to the validation threshold.
    The acceptance criterion of the estimated IP interval based on its extent L is thus the same when the IP interval is used to perform an injection and when the estimated IP interval is used to accelerate an exact synchronization. Such a feature contributes to linking the two uses of the estimated IP interval and thus contributes to reducing the time between the instant when an estimated timing is available and the instant when exact timing is available.
    The combination performed within an engine control method, still benefits from information from the comparison step. When the comparison step can not conclude positively, it is considered that the estimated IP range is incorrectly positioned and does not include the angular position of the motor. Consequently, the method advantageously prohibits any injection as soon as this condition is verified. It has been seen that this condition could correspond to two cases.
    In the case where more than one of the angular positions belong to the estimated IP interval, it is probable that said estimated IP interval has an extent L greater than the precision threshold. Also it is likely that no injection has yet been allowed.
    In the case where no angular position belongs to the estimated IP interval, it is possible that the estimated IP interval has an L range less than the precision threshold and that an injection has already been made. Given the error noted on the estimated IP interval, it is likely that the exact synchronization will not be reached quickly or at least will be delayed, thus causing, detrimentally, unburned fuel exhaust. Also, as soon as the comparison stage concludes negatively, it is preferable to prohibit any future injection, including in the case where such an injection had already been authorized and / or performed. This prohibition is lifted as soon as an exact synchronization is reached.
    It is possible, under certain conditions, that the estimation step is not capable of determining a continuous estimated IP range. In this case, the exact synchronization method can not use it to accelerate a determination of the angular position of the motor. However, in such a case, the absence of an estimated IP interval prevents any injection. Also an accelerated exact synchronization according to the invention is not essential in that the risk of unburned does not exist. A "slow" exact synchronization, typically obtained by the alternative exact synchronization method allows for both injection and ignition.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Accurate synchronization method, determining an angular position of a motor, modulo a motor cycle, by means of a crankshaft sensor (CRK) comprising a crankshaft sensor facing a crankshaft gear, performing two laps per engine cycle , and comprising a large number of regular teeth and at least one marker, the crankshaft sensor being able to produce a "tooth" event (d) corresponding to each of said teeth and a "landmark" event (T) for a landmark, and at least one camshaft sensor (CAM), each camshaft sensor (CAM) comprising a camshaft sensor facing a camshaft gear, performing one revolution per engine cycle, and including a small one number of teeth advantageously irregular, a camshaft detector being able to produce a "tooth start" event for each rising edge and / or an "end of tooth" event for each falling edge, characteristic in that the method comprises the following steps: • estimation of a continuous estimated interval (IP) assumed to contain the angular position, • on receipt of a "reference" event, determination of an angular position (T1, T2) corresponding to each of the possible occurrences of this reference, • comparison of the determined angular positions (T1, T2) with the estimated interval (IP): - if none of the determined angular positions (T1, T2) belong to the estimated interval (IP), or more than one of the determined angular positions (T1, T2) belong to the estimated interval (IP), the exact synchronization is not performed, - if exactly one (T1) of the determined angular positions (T1 , T2) belongs to the estimated range (IP), this angular position (T1) is the angular position of the motor, and the exact timing is achieved.
    [2" id="c-fr-0002]
    2. Method according to claim 1, wherein in the comparison step, the estimated interval (IP) is replaced by the estimated interval (IP) plus a tolerance margin (M).
    [3" id="c-fr-0003]
    3. The method of claim 2, wherein the tolerance margin (M) is equal to a portion of the angular extent of a variable distribution device, preferably 75%.
    [4" id="c-fr-0004]
    4. Method according to any one of claims 1 to 3, wherein the estimated interval (IP), resulting from the estimation step, is used in the comparison step only if its extent (L) is less than a validation threshold.
    [5" id="c-fr-0005]
    5. Method according to any one of claims 1 to 4, applying in parallel an alternate exact synchronization method, which may be slower but necessarily convergent.
    [6" id="c-fr-0006]
    6. Method according to any one of claims 1 to 5, wherein until an exact synchronization is performed, the method repeats the operations of estimation and comparison.
    [7" id="c-fr-0007]
    Motor control method, characterized in that it uses an estimated synchronization method producing a continuous estimated range (IP) for controlling a fuel injection and an exact synchronization method according to any one of claims 1 to 6, to control an ignition.
    [8" id="c-fr-0008]
    8. The method of claim 7, wherein the estimated synchronization method merges with the step of estimating the exact synchronization method.
    [9" id="c-fr-0009]
    9. Method according to any one of claims 7 or 8, wherein an injection is allowed only if the extent (L) of the continuous estimated interval (IP) is less than a threshold, preferably equal to the validation threshold. .
    [10" id="c-fr-0010]
    10. Method according to any one of claims 7 to 9, wherein an injection is prohibited if the comparison step does not conclude to achieve the exact synchronization.
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    优先权:
    申请号 | 申请日 | 专利标题
    US201562268934P| true| 2015-12-17|2015-12-17|US16/062,363| US10533509B2|2015-12-17|2016-12-12|Method for precise synchronization of a combustion engine|
    CN201680082004.6A| CN108603449B|2015-12-17|2016-12-12|Accurate synchronization method for combustion engine|
    PCT/EP2016/002093| WO2017102073A1|2015-12-17|2016-12-12|Method for precise synchronization of a combustion engine|
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