Patent Application
20170299467
The invention relates to a device for detecting and monitoring crank shaft rotary speed and position in a four stroke engine, wherein a first and a second sensor are arranged to sense passage of reference marks on a rotatable element or elements. The invention also relates to a method and a vehicle including such a device.
A four stroke engine typically includes a flywheel and a cam shaft wheel where the flywheel and thereby the crank shaft make two revolutions and the cam shaft wheel makes one revolution during an engine working cycle.
These wheels are typically provided with reference marks such as recesses—holes or protrusions—teeth etc. The reference marks can be detected by one or more sensor for determining the rotary speed and also the position of the crank shaft.
When a wheel rotates and for example a tooth passes a sensor, a signal or a pulse is generated. How the signal is generated and its characteristics depend on the type of sensor and most often one of two types of sensors: Hall effect sensors and inductive sensors is used.
Furthermore, the reference marks are normally positioned with even separation on the rotatable element except for where typically one reference mark (or in certain cases more than one reference mark) is left out at one position on the respective wheel. Detecting this particular place makes it possible to calculate the crank shaft position in the engine.
In order to be able to start the engine, it has to be synchronized which means that the engine control system (or engine management system (EMS)) must be informed about where it is in the working cycle or ignition cycle which is two flywheel/crank shaft revolutions or 720 flywheel/crank shaft degrees for a four stroke engine.
Having one single sensor associated with the flywheel makes it possible to find out the crank shaft angle of the engine but the system is still not informed about whether this angle is in the interval 0-360 degrees or 360-720 degrees.
It is possible to separate these two cases by providing more advanced logic for monitoring engine response which is previously known according to the background art.
Another alternative is to also position a sensor associated with a wheel being fixed to the cam shaft. Since such a cam shaft wheel only makes one revolution per working cycle, there do not have to be made any more complicated extra steps in such a case. Irrespective method, it is important to receive signals as quickly as possible which means at as low rotational speed as possible in order to be able to quickly synchronize the engine.
A growing trend is to turn off the engine more and more when engine power is not required for operation, when for example the vehicle is stopped at red light. The reason for this is to save fuel and to reduce air pollution during idle run. This trend, which is particularly accentuated in respect of hybrid vehicles, makes it necessary to be able to restart the engine fast and with as short delay as possible. This increases the requirements to quickly synchronize the engine.
The rotational speed signal is the most important signal in the engine control system and that signal is used for many engine control system functions and not only for fuel injection.
In order to optimize the combustion process it is also important to know the crank shaft angle with high precision. The reason for this is that the angle where fuel injection is initiated is essential for efficient combustion and engine operation.
A rotational speed of the motor is thus typically measured by reference marks being read by one or more sensors that are positioned adjacent to the rotatable element such as the flywheel. By analyzing the signals from the sensors, the engine control unit can calculate where the engine is in the ignition cycle, i.e. positioning of the engine, and calculate the present rotational speed of the engine.
In order to obtain high precision in positioning the rotatable element, there are required a great number of precision reference marks. The same is true in order to measure the rotational speed with little delay, i.e. a great number of precision reference marks are required.
The background art is associated with high costs and high demands for manufacturing accuracy in order to obtain high precision.
U.S. Pat. No. 4,335,599, US2012176070 and IN2008CH02422A can be mentioned as representatives of the background art.
It is an aim of the present invention to provide a device and a method according to the above wherein the problems of the background art are addressed and the problems are at least reduced.
This aim is obtained in respect of a device according to the above in that the first sensor is a high precision sensor which is arranged to sense passage of reference marks on a crank shaft flywheel of the engine, and that the second sensor is a low speed sensor which is arranged to sense passage of reference marks on the crank shaft flywheel or reference marks or a wheel being associated with a cam shaft of the engine.
With the definition “high precision sensor” is meant a sensor being capable of providing accurate crank angle position with very good precision. In practice it has been found that existing high precision sensors unfortunately require relatively high passage speed (and thereby relatively high rotary speed) of a reference mark for it to be acceptably sensed in order to deliver reliable signals.
With the definition “low speed sensor” is meant a sensor being capable of providing an acceptable synchronization signal already at very low passage speeds and thereby already at relatively low rotary speed. It has further been found that low precision sensors intended here do not deliver sufficiently high precision positioning being required today and in particular in the near future for truly optimized combustion. This flaw is, however, considered to be acceptable in the overall context, since the low speed sensor allows very fast synchronizing, start and restart of the engine without unnecessary delay.
According to the inventive device, the combination of a “high precision sensor” with a “low speed sensor” provides advantages in that it is now possible to achieve fast synchronization and thereby quick start of the engine together with normal operation with highly optimized combustion.
In other words: combining these two types of sensors in one single system gives the advantage of increased precision at the same time as fast response already at low speeds.
Preferably the first sensor, the “high precision sensor”, is an inductive sensor. Also preferably the second sensor, the “low speed sensor”, is a Hall effect sensor or a magnetoresistive sensor.
The Hall effect sensor as well as the magnetoresistive sensor is characterized by providing a reasonably good signal already at low speeds but is sensitive to noise and also slightly imperfect when it comes to positioning indication accuracy.
The inductive sensor requires higher relative speed between the sensor and the reference mark and thus higher rotary wheel speeds in order to give good sensor response but is less noise sensitive and provides better positioning capabilities. The inductive sensor can also typically be made robust enough to withstand the conditions prevailing close to the engine.
Suitably the first and second sensors are connected to a control unit which is arranged to emit signals to a fuel injection system.
When both the first and the second sensors are associated with the flywheel, it is an advantage that the first and second sensors are pre-installed on a carrier member with determined mutual separation, and that the carrier member together with the first and second sensors is installable as an integral unit at a chosen position in association with the flywheel.
The pre-installation of the first and second sensors on the carrier member can be made with high precision on a specialized production line or by a subcontractor such that the production flow at the main production line is not disturbed or delayed by additional intricate working operations.
Instead it is possible to have a complete sensor package to be precision mounted on the engine on the production line in one single working operation instead of having to mount with precision a plurality of sensors on the engine at the production line.
According to this aspect of the invention, in order to maintain a previous precision afforded with one sensor, it is possible to reduce the number of reference marks by the number of sensors on the carrier member.
More sensors result in an increased amount of wires but one way of reducing wiring is to provide a circuit which adds the signals from the sensors to one single signal which however increases a complexity of the device according to the invention.
Instead of reducing the number of reference marks it is possible to maintain a high number of reference marks and instead obtain increased positioning accuracy.
Advantageously the first and second sensors are installed on the carrier member so as to be angularly phase-displaced in respect of the reference marks on the rotatable element. This means for example that when one of the first and the second sensors faces the middle of a reference mark, the other one of the first and the second sensors faces midway between two adjacent reference marks in order to increase precision as is discussed above.
In addition to the first and second sensors, it is within the scope of the invention to preinstall at least one further sensor on the carrier member for further increased accuracy or for making it possible to use fewer reference marks.
The reference marks are suitably recesses such as drilled holes or protrusions such as teeth etc.
The invention also concerns a method for detecting and monitoring crank shaft position in a four stroke engine, wherein a first and a second sensor senses passage of reference marks on a rotatable element or elements. The first sensor being a high precision sensor senses passage of reference marks on a crank shaft flywheel of the engine, and the second sensor being a low speed sensor senses passage of reference marks on the crank shaft flywheel or reference marks on a wheel being associated with a cam shaft of the engine.
The first sensor preferably senses reference marks inductively and the second sensor preferably senses reference marks through the Hall effect or through magnetoresitive effect.
Signals from the first and second sensors are advantageously led to a control unit which emits signals to a fuel injection system for synchronized fuel injection.
The method preferably includes the steps of pre-installing the first and second sensors with determined mutual separation on a carrier member, and installing the carrier member as an integral unit at a chosen position in association with the flywheel.
Preferably the carrier member is bent or curved so as to conform to a form of the flywheel.
The invention also relates to a vehicle including a device according to the above.
The invention will now be described in greater detail by way of embodiments and with reference to the annexed drawings, wherein:
A first sensor 3 and a second sensor 4 are arranged to sense passage of the reference marks 9 and to issue signals to a control unit 100.
The first sensor 3 is high precision sensor being an inductive sensor which senses the reference marks 9 inductively so as to obtain high positioning precision. The second sensor 4 is a low speed sensor which senses reference marks 9 through the Hall effect or through magnetoresitive effect already at very low rotary speeds.
Signals from the first and second sensors are led to the control unit 100 which emits signals to a fuel injection system for synchronized fuel injection.
In order to obtain information about where in the 720° working cycle the engine is so as to obtain full synchronization, the device in
In order to obtain high quality positioning, the first sensor 3 is also in this case arranged to sense the reference marks 9 on the flywheel because of the rotational stability thereof which is explained with the high weight and high moment of inertia.
The second sensor 4 is also in this case a low speed sensor which with reasonable quality senses reference marks 9′ through the Hall effect or through magnetoresitive effect already at very low rotary speeds. The signals from the second sensor will be used for quick synchronization and for that purpose, cooperation with the cam shaft wheel, which has lower rotational stability than the flywheel, is sufficient.
In
The integral sensor unit 10 is assembled in advance which means that the first and second sensors 3, 4 are preinstalled on the carrier member 2 while carefully attending to obtaining a determined distance between the first and the second sensors. The first 3 and second 4 sensors are connected to the control unit 100.
A separation 5 between the first sensor 3 and the second sensor 4 can be such that when the second sensor 4 faces a reference mark 9, the centre of the first sensor 3 is exactly between two adjacent reference marks. This way it is possible to obtain the better precision as if having one single sensor and the same number of reference marks.
It is also possible to position two sensors so as to simultaneously face and detect a reference mark.
The carrier member 2 is preferably bent or curved so as to as closely as possible adapt to a circumference of the flywheel 1, thereby allowing the sensors to come close to the flywheel 1.
In practice the integral sensor unit 10 can be precision mounted on a flywheel housing with a recess into which the integral sensor unit 10 can be inserted, possibly so as to be adjustable in a rotational direction of the flywheel.
The carrier member 2 can also be arranged to support more than two sensors for increase precision.
| Number | Date | Country | Kind |
|---|---|---|---|
| 1451265-1 | Oct 2014 | SE | national |
This application is a national stage application (filed under 35 §U.S.C. 371) of PCT/SE2015/051061, filed Oct. 7, 2015 of the same title, which, in turn claims priority to Swedish Application No. 1451265-1 filed Oct. 23, 2014 of the same title; the contents of each of which are hereby incorporated by reference.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/SE2015/051061 | 10/7/2015 | WO | 00 |
