JPH06108911A - Crank angle detecting device - Google Patents

Abstract

PURPOSE:To improve detecting accuracy of a crank angle remarkably, when rotation of a rotator is detected by a sensor to detect a crank angle. CONSTITUTION:Multiple projections 44 are formed at constant intervals in a peripheral direction, on the right side in the figure of the boss part of a ring gear 42 installed on the outer circumferencital side of a drive plate 16. A sensor 46 for detecting passing the projections 44 is installed, opposing to the projections 44, inside a housing 30 for covering the outside of a torque converter 14. A crank angle signal detected by the sensor 46 is outputted to a micro computer so as to control an ignition timing. In the micro computer, reference output of the sensor 46 is compared with a real output level in a constant engine rotation. The difference between a real output level and the reference output is judged so as to judge a twist amount of the drive plate 16. Characteristic correction value of output delay in the sensor 46 is found out according to the twist amount, and the detected value of the sensor 46 is corrected by the correction value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a crank angle detecting device for detecting a crank angle by detecting a rotation of a rotating body attached to a crank shaft of an engine by a sensor attached to a housing side. Regarding

[0002]

2. Description of the Related Art In an engine, ignition timing is controlled according to a crank angle. Therefore, the rotation of the crankshaft is detected, the ignition signal obtained from this crank angle signal is output to the ignition coil, and the voltage generated in this ignition coil is output to the ignition plug via the distributor, thereby burning the combustion. It's designed to fly sparks indoors.

In order to detect the crank angle, a rotary member attached to the output portion of the crankshaft, for example, a flywheel as disclosed in Japanese Utility Model Laid-Open No. 63-155017 (G01D 5/36) is used. In some cases, an optical scale provided on the outer peripheral portion of the flywheel is used as a crank angle detecting section. Then, a sensor is provided on the housing side so as to face the crank angle detecting section, and the crankshaft rotation is detected by electrically detecting passage of the crank angle detecting section by this sensor.

Further, in an engine using an automatic transmission and equipped with a torque converter, a disk-shaped drive plate is used to transmit crankshaft rotation to the torque converter. The crank angle detecting device can also be configured by providing the crank angle detecting unit on the outer peripheral portion of the plate.

[0005]

However, in such a conventional crank angle detecting device, since the sensor detects the passage of the crank angle detecting portion provided in the rotating body, the rotation speed is The rotation signal detected by the sensor gradually delays as it becomes larger, which causes a slight deviation from the actual crank angle.

Further, when the rotary body is used as a flywheel or a drive plate, the pressure contact force when the clutch or the lockup clutch is engaged affects the flywheel or the drive plate. When the rotating body provided with the crank angle detecting portion is bent as described above, the gap between the crank angle detecting portion and the sensor becomes large, which causes a large delay in the output of the sensor. It was

In view of such conventional problems, the present invention is capable of significantly improving the crank angle detection accuracy when detecting the crank angle by detecting the rotation of a rotating body with a sensor. The purpose is to provide a device.

[0008]

In order to achieve the above object, the first structure of the present invention, as shown in FIG. 1, rotates integrally with the crankshaft b of the engine a and has a crank angle detecting portion on the outer peripheral portion. In a crank angle detecting device including a rotating body d provided with c and a sensor f that is attached to the housing e side so as to face the outer peripheral portion of the rotating body d and detects passage of the crank angle detecting section c, Output delay detecting means g for detecting the delay of the output of the sensor f, and output delay detecting means g
And a correction unit h that corrects the crank angle signal detected by the sensor f in accordance with the delay amount detected by.

In order to achieve the above object, the second structure of the present invention is, as shown in FIG. 2, mounted on a crankshaft b of an engine a and has a disk shape on one side of which a pressing force by a pressing member i acts. Plate d, a crank angle detecting portion c provided on the outer peripheral portion of the plate d, and a sensor f mounted on the housing e side so as to face the crank angle detecting portion c and detect passage of the crank angle detecting portion c. In the crank angle detecting device having the following, the deflection amount detecting means j for detecting the deflection amount of the plate d when the pressure contact member i is pressure-contacted, and the deflection amount of the plate d detected by the deflection amount determining means j are Correspondingly, the correction means h for correcting the delay of the output of the sensor f is provided.

Further, in order to achieve such an object, a third structure of the present invention is a rotating body which rotates integrally with a crankshaft of an engine a and which is provided with a crank angle detecting section on an outer peripheral portion, and a rotating body of this rotating body. In a crank angle detecting device equipped with a sensor for detecting passage of a crank angle detecting unit, which is attached to a housing side so as to face an outer peripheral portion, a reinforcing member for preventing the bending of the rotating body is provided in the rotating body. Configured by

Further, in order to achieve the above object, the fourth structure of the present invention is mounted on a crankshaft of an engine and has a peripheral portion coupled to a converter cover to transmit an engine output to a torque converter. A drive plate and a lock-up clutch that can be fastened to the inside of the converter cover on the drive plate coupling side are provided, and passage of a crank angle detection unit provided on the outer peripheral portion of the drive plate is detected by a sensor provided on the housing side. The crank angle detecting device configured as described above is configured by providing a reinforcing member that prevents at least the side wall of the converter cover on the coupling side of the drive plate from bending.

[0012]

According to the first structure of the crank angle detecting device of the present invention having the above-described structure, the crank angle detected by this sensor corresponds to the output delay of the sensor detected by the output delay detecting means g. Since the signal is corrected by the correction means h, an accurate crank angle signal can be obtained.

Further, in the second structure of the present invention, the crank angle detecting portion c provided on the outer peripheral portion of the disk-shaped plate d.
This plate d is used when the passage of the
Even when the pressure contact force of the pressure contact member i acts on one side of the plate to cause the plate d to bend, the amount of this bend is detected by the bend amount detecting means j, and the delay amount of the sensor f corresponding to this bend amount is detected. Since it can be corrected by the correction means h, an accurate crank angle signal can be obtained.

Further, in the third structure of the present invention, since the rotating member having the crank angle detecting portion on the outer peripheral portion thereof is provided with the reinforcing member to prevent the rotating member from being bent, the rotating member is rotated. The error due to the bending of the body can be eliminated, and the crank angle detection accuracy can be improved.

Further, according to the fourth aspect of the present invention, since the converter cover is provided with a reinforcing member at least on the side wall of the drive plate on the coupling side, the converter cover is prevented from bending, so that the lock-up clutch is engaged. Even when the pressure contact force due to acts on the inside of the converter cover, the drive plate coupled to the converter cover can be prevented from being bent. Therefore, the error due to the bending of the drive plate can be eliminated, and the crank angle detection accuracy can be improved.

[0016]

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. 3 to 8 show an embodiment of a crank angle detecting device 10 showing an embodiment of the present invention, FIG. 3 is a sectional view of a main part of the crank angle detecting device 10, and FIG. 4 is an engine using a crank angle signal. 5 is a schematic diagram showing the ignition system of FIG. 5, FIG. 5 is a flow chart showing an example of processing for controlling the crank angle detecting device 10, and FIGS. 6, 7, and 8 are respectively used for correction control in the flow chart of FIG. It is a map. In describing the crank angle detecting device 10 of the present embodiment, a power unit using an automatic transmission will be taken as an example.

The crank angle detecting device 10 of this embodiment is constructed by utilizing a drive plate 16 for transmitting the rotation of the crankshaft 12 to the torque converter 14. As is generally known, the torque converter 14 has a pump impeller 20, a turbine runner 22, and a stator 24 provided in a converter cover 18 filled with lubricating oil as a torque transmission medium. The pump impeller 20 is attached to the converter cover 18, the turbine runner 22 is connected to a turbine shaft 26 serving as an output shaft, and the stator 24 is supported on the housing 30 side via a one-way clutch 28. The engine rotation transmitted to the pump impeller 20 rotates the turbine runner 22 via the lubricating oil, and this rotational force is transmitted to the automatic transmission 32 via the turbine shaft 26. When the rotational force is transmitted from the pump impeller 20 to the turbine runner 22, the stator 24 exerts a torque boosting function according to the relative rotational difference.

A lockup clutch 36 supported by the turbine shaft 26 via a one-way clutch 34 is provided inside the side wall 18a of the converter cover 18 on the crankshaft 12 side. The turbine shaft 26 can be directly connected to the engine by being fastened to the side wall 18a.

The drive plate 16 is formed in a disk shape by a flat plate, the central portion thereof is fixedly mounted on the crankshaft 12 via a bolt 38, and the outer peripheral edge portion is provided outside the side wall 18a of the converter cover 18. It can be attached to the attachment portion 40. A ring gear 42 driven by a starter motor (not shown) is attached to the outer periphery of the drive plate 16.

Here, on the right side of the boss portion of the ring gear 42 in the drawing, a large number of protrusions 44 as crank angle detecting portions are formed at regular intervals in the circumferential direction, and the outside of the torque converter 14 is covered. Inside the housing 30,
A sensor 46 such as an electromagnetic pickup is attached so as to face the protrusion 44, and the protrusion 44 and the sensor 4 are attached.
6 constitutes a part of the crank angle detection device 10.
The sensor 46 detects the passage of the protrusion 44 rotated with the drive plate 16, and the crank angle is detected by detecting the passage of the protrusion 44. In this way the sensor 4
The crank angle signal detected in 6 is output to the microcomputer 48 shown in FIG. 4 and used for ignition timing control.

That is, the crank angle signal output to the microcomputer 48 is processed by the microcomputer 48 and output as an ignition signal to the ignition coil 50, and the voltage generated in the ignition coil 50 is passed through the distributor 52. Is output to the ignition plug 54. Incidentally, 56 in FIG.
Is an intake passage, 58 is an exhaust passage, 60 is a piston, and 62 is a fuel injection valve.

In this embodiment, the microcomputer 48 corrects the output delay of the crank angle signal detected by the sensor 46, and controls the ignition signal by the corrected crank angle signal. . That is, in the crank angle detecting device 10 of the present embodiment, the protrusion 44 is formed on the outer peripheral portion of the disk-shaped drive plate 16, and the passage of the protrusion 44 is detected by the sensor 46. When fastened, the pressure contact force acts on the side wall 18a of the converter cover 18 from the inside to bend the side wall 18a to the outside.
The drive plate 16 is bent along with the side wall 18a. Then, a change occurs in the interval between the protrusion 44 and the sensor 46, and as the interval increases, the output of the sensor 46 decreases and the output delays, which causes an error in the crank angle detection signal.

The output correction of the sensor 46 by the microcomputer 48 is performed according to the flow chart shown in FIG. When performing the output correction control according to this flowchart, the following two conditions are stored in advance. That is, as one condition, the output level of the sensor 46 is obtained in a state where the drive plate 16 is not bent by the rig test, and this is stored as the reference output in the microcomputer 48. As another condition, a decrease in output and an output delay when the drive plate 16 becomes far from the sensor 46 due to bending by a rig test are obtained and stored in the microcomputer 48.

The above flow chart is processed every predetermined short time. First, in step S1, the output level of the sensor 46 at a predetermined engine speed is detected. Next, in step S2, the sensor 46 at the determined engine speed is
The reference output of is compared with the actual output level obtained in step S1. Then, in step S3, the difference between the actual output level and the reference output is determined from the map of FIG.
In step S4, the amount of bending of the drive plate 16 at the engine rotation determined according to the difference is determined from the map of FIG. Next, in step S5, a characteristic correction value for the output delay of the sensor 46 is obtained using the map of FIG. 8 in accordance with the deflection amount determined in step S4, and in step S6, the detection value of the sensor 46 is calculated using this correction value. Is corrected and output to the distributor 50.

In the crank angle detecting device 10 of the present embodiment having the above-mentioned structure, the reference output of the sensor 46 and the sensor 46 when the drive plate 16 is bent
In the state where the output decrease and the output delay of No. 2 are stored in the microcomputer 48 in advance, the difference between the actual output level and the reference output is obtained by using the map of FIG. 6, and the drive plate is calculated from the map of FIG. The flexure amount of 16 is calculated, then the characteristic correction value of the output delay of the sensor 46 is calculated from the map of FIG. 8 according to the flexure amount, and the signal corrected by this correction value is output. Therefore, the lockup clutch 36 is engaged and the drive plate 1
Even when the flexure occurs in No. 6, the output signal of the microcomputer 48 can be corrected from the correction value according to the flexure amount, so that an accurate crank angle signal can always be output and the ignition timing control can be accurately performed. . Further, in the present embodiment, when the correction value is finally obtained from the actual output of the sensor 46, it is possible to make an instant judgment using the maps of FIGS. 6, 7 and 8, so the output delay of the sensor 46 is corrected linearly. it can.

In this embodiment, the amount of flexure of the drive plate 16 is disclosed from the difference between the output level and the reference output, but the amount of flexure is directly obtained by other means, and the amount of flexure is calculated from this flexure. The correction value can also be obtained.
Further, although the present embodiment discloses the case where the correction caused by the bending amount of the drive plate 16 is performed, the delay caused by the rotation difference itself can be corrected by the same method. Furthermore, in the present embodiment, the case where the present invention is applied to the drive plate 16 of the power unit including the automatic transmission 32 is disclosed. However, even when the crank angle detecting device is configured in the flywheel of the manual transmission, the clutch is also used. Since the press contact force acts to cause the flywheel to bend, the present invention can of course be applied to a crank angle detection device using the flywheel.

9 and 10 show another embodiment of the present invention, in which a flywheel 100 as a rotating body of a power unit using a manual transmission is provided with a crank angle detecting device 10a. This is to increase the rigidity of itself and prevent the bending. In the description of this embodiment, the same components as those in the above embodiment will be designated by the same reference numerals, and overlapping description will be omitted.

That is, the flywheel 100 is attached to the output end of the crankshaft 12, a ring gear 42 for the starter motor is provided on the outer peripheral portion, and a plurality of protrusions 44 are formed at appropriate intervals in the circumferential direction. . On the other hand, a sensor 46 is attached to the housing 30a so as to face the protrusion 44, and the sensor 46 detects passage of the protrusion 44 when the crankshaft 12 rotates. By the way, a clutch (not shown) is brought into pressure contact with the right side surface of the flywheel 100 in FIG. 9, and a pressure contact force acts on the flywheel 100 when the clutch is engaged.

Here, in this embodiment, a plurality of ribs 102 as a reinforcing member are radially projected on the side (left side in FIG. 9) opposite to the side of the flywheel 100 on which the clutch is pressed.

Therefore, in this embodiment, the rib 102 can greatly increase the rigidity of the flywheel 100 itself and prevent the flexure when the clutch is engaged. Therefore, when the crank angle is detected by the sensor 46, The output delay due to bending can be eliminated, and the crank angle detection accuracy can be significantly improved.

In this embodiment, the rib 102 is provided on the flywheel 100 of the power unit using the manual transmission. However, as shown in FIG. 3, the drive when the automatic transmission is used for the power unit is used. Plate 16
Similarly, ribs may be provided to prevent the drive plate 16 from bending.

Further, in the power unit using the automatic transmission, the cause of the bending of the drive plate 16 is that the side wall 18a of the converter cover 18 bends due to the pressure contact force when the lockup clutch 42 is engaged. Therefore, as another embodiment of the present invention, although not shown, the same ribs as those shown in the above-mentioned embodiment are provided on the side wall 18a as a reinforcing member, so that the converter cover 18 is bent and the drive plate 16 is extended. Prevents bending,
The crank angle detection accuracy can be greatly improved.

The flywheel 1 shown in the above embodiment is used.
00, drive plate 16 and converter cover 1
As shown in FIG. 11, the ribs provided in FIG. 8 increase in height h toward the outer peripheral edge where the amount of bending increases, and increase in width w toward the outer peripheral edge as shown in FIG. Is desirable.

[0034]

As described above, according to the first aspect of the present invention.
In the crank angle detecting device shown in Fig. 3, the crank angle signal detected by this sensor is corrected by the correcting means in response to the output delay of the sensor detected by the output delay detecting means, so that the accurate The crank angle signal can be obtained, and the control performed using the crank angle signal, for example, the ignition timing control can be appropriately performed, and the engine output can be increased.

Further, in the crank angle detecting device according to the second aspect of the present invention, the bending amount detecting means for detecting the bending amount of the plate when the pressing member is pressed and the bending amount judging means detect the bending amount. The correction means for correcting the delay of the output of the sensor in accordance with the amount of bending of the plate, and when the sensor detects the passage of the crank angle detection part, the pressure contact force of the pressure contact member against the plate Even if the plate bends due to the action of the force, the amount of bending can be detected by the amount of bending detecting means, and the delay amount of the sensor corresponding to this amount of bending can be corrected by the correcting means, so an accurate crank angle signal can be obtained. Can be obtained.

Further, in the crank angle detecting device according to the third aspect of the present invention, the rotating member having the crank angle detecting portion on the outer peripheral portion is provided with the reinforcing member to prevent the bending of the rotating member. Therefore, the error due to the bending of the rotating body can be eliminated, and the crank angle detection accuracy can be improved.

Furthermore, in claim 4 of the present invention,
Since a reinforcing member is provided at least on the side wall of the converter cover on the coupling side of the drive plate, the converter cover is prevented from bending when the lockup clutch is engaged.
Various excellent effects can be obtained in that the error due to the bending of the drive plate can be eliminated and the crank angle detection accuracy can be improved.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a concept of a first configuration of the present invention.

FIG. 2 is a schematic configuration diagram showing a concept of a second configuration of the present invention.

FIG. 3 is a cross-sectional view of essential parts showing an embodiment of a crank angle detecting device according to the present invention.

FIG. 4 is a schematic diagram showing an ignition system of an engine using a crank angle signal detected by the present invention.

FIG. 5 is a flow chart showing an example of processing for controlling the crank angle detection device according to the present invention.

FIG. 6 is a map showing the relationship between the engine rotation and the sensor output used when controlling the crank angle detection device according to the present invention.

FIG. 7 is a map showing a relationship between a difference between an actual output level and a reference output used when controlling the crank angle detecting device according to the present invention, and a deflection amount.

FIG. 8 is a map showing a relationship between an engine rotation and a delay characteristic with respect to a deflection amount used when controlling the crank angle detecting device according to the present invention.

FIG. 9 is a sectional view of an essential part showing another embodiment of the present invention.

FIG. 10 is a perspective view of an essential part showing another embodiment of the present invention.

FIG. 11 is an explanatory diagram showing a shape of a rib provided in another embodiment of the present invention.

FIG. 12 is an explanatory view showing another shape of a rib provided in another embodiment of the present invention.

[Explanation of symbols]

10, 10a Crank angle detection device 12 Crankshaft 14 Torque converter 16 Drive plate (rotating body) 18 Converter cover 18a Side wall 30,30a Housing 36 Lockup piston 44 Protrusion 46 Sensor 48 Microcomputer 100 Flywheel (rotating body) 102 Rib ( Reinforcement member)

Claims (4)

[Claims] 1. A unit that rotates integrally with a crankshaft of an engine,
In a crank angle detecting device including a rotating body having a crank angle detecting unit on an outer peripheral portion, and a sensor mounted on the housing so as to face the outer peripheral portion of the rotating body and detecting passage of the crank angle detecting unit. Output delay detecting means for detecting a delay of the output of the sensor, and correction means for correcting the crank angle signal detected by the sensor in response to the delay detected by the output delay detecting means,
A crank angle detecting device comprising: 2. Attached to a crankshaft of an engine,
A disk-shaped plate on one side of which a pressure contact force is applied by a pressure contact member, a crank angle detection unit provided on the outer periphery of the plate, and a crank angle detection unit that is attached to the housing side facing the crank angle detection unit. In a crank angle detection device equipped with a sensor for detecting passage, the deflection amount detection means for detecting the deflection amount of the plate when the pressure contact member is pressed, and the deflection amount of the plate detected by the deflection amount determination means Correspondingly, a correction means for correcting the delay amount of the output of the sensor, and a crank angle detection device. 3. Rotating integrally with the crankshaft of the engine,
In a crank angle detecting device including a rotating body having a crank angle detecting unit on an outer peripheral portion, and a sensor mounted on the housing so as to face the outer peripheral portion of the rotating body and detecting passage of the crank angle detecting unit. A crank angle detecting device, wherein the rotating body is provided with a reinforcing member for preventing bending of the rotating body. 4. A drive plate which is attached to a crankshaft of an engine and whose peripheral portion is coupled to a converter cover to transmit an engine output to a torque converter, and a lock which can be fastened to the inside of the drive plate coupling side of the converter cover. Equipped with an up clutch,
In a crank angle detecting device in which a sensor provided on a housing detects passage of a crank angle detecting portion provided on an outer peripheral portion of a drive plate, a deflection of at least a side wall of the converter cover on a coupling side of the drive plate is corrected. A crank angle detecting device comprising a reinforcing member for preventing the crank angle.