Crankshaft phase measuring device, crankshaft phase measuring method, control method for internal combustion engine, crankshaft and internal combustion engine

Abstract

A crankshaft phase measuring device according to one aspect of the present invention is a crankshaft phase measuring device for measuring the phase of a crankshaft having a plurality of throw sections, comprising a plurality of measuring sections for measuring the phase of each throw section, a collecting section for collecting measurement data measured by the plurality of measuring sections, and an interpreting section for interpreting measurement data collected by the collecting section, wherein a discontinuous portion exists electrically and mechanically in a part of the measurement path from the throw section to the collecting section, and the collecting section is fixed at a distance from the crankshaft so as not to rotate in synchronization with the crankshaft.

Description

Technology Field

[0001] The present invention relates to a crankshaft phase measuring device, a crankshaft phase measuring method, a control method for an internal combustion engine, a crankshaft, and an internal combustion engine. Background Technology

[0002] In internal combustion engines such as automobiles and ships, multiple pistons move by repeatedly performing intake, compression, explosion, and exhaust. The vertical force generated by compression and explosion is transmitted to multiple throw portions of the crankshaft and converted into rotational motion. The throw portions are positioned offset from the rotational center axis of the crankshaft, and fuel efficiency varies depending on the rotation angle of the throw portions (the phase of the crankshaft) when fuel is injected into the pistons. For this reason, fuel injection timing is required to be controlled with an error of, for example, less than 1 degree.

[0003] In order to control fuel injection timing, it is necessary to measure the phase of the crankshaft. As a method for measuring the crankshaft phase, it is known to use a crankshaft timing rotor (gear) that is installed coaxially outside the crankshaft and rotates in synchronization with the crankshaft (for example, see Japanese Patent Publication No. 2018-123735).

[0004] In the crankshaft phase measurement method of this notice, a target signal tooth is provided among the gears of the rotor, and the phase of the crankshaft can be determined by detecting the position of this signal tooth. Prior art literature

[0005] Japanese Patent Publication No. 2018-123735 The problem to be solved

[0006] In the above crankshaft phase measurement method, what is actually being measured is the phase of the rotor. Therefore, this rotor phase is considered as the phase of the crankshaft directly connected to it, and the phase of each throw section is obtained from the crankshaft structure.

[0007] However, in reality, errors occur in the phase of each throw section obtained from the rotor phase due to the influence of crankshaft torsional vibration or machining errors. For this reason, a crankshaft phase measurement method with lower error is required to improve fuel efficiency.

[0008] The present invention is made in consideration of the circumstances described above, and aims to provide a crankshaft phase measuring device capable of measuring the phase of a throw with good precision, a crankshaft phase measuring method using the crankshaft phase measuring device, a method for controlling an internal combustion engine using the crankshaft phase measuring method, a crankshaft, and an internal combustion engine. means of solving the problem

[0009] A crankshaft phase measuring device according to one aspect of the present invention is a crankshaft phase measuring device for measuring the phase of a crankshaft having a plurality of throw sections, comprising a plurality of measuring sections for measuring the phase of each throw section, a collecting section for collecting measurement data measured by the plurality of measuring sections, and an interpreting section for interpreting measurement data collected by the collecting section, wherein a discontinuous portion exists electrically and mechanically in a part of the measurement path from the throw section to the collecting section, and the collecting section is fixed at a distance from the crankshaft so as not to rotate in synchronization with the crankshaft.

[0010] The crankshaft phase measuring device described herein is equipped with a measuring unit that directly measures the phase of a rotating throw unit, thereby allowing the phase of the throw unit to be determined based on the measurement results of each throw unit. Consequently, since the phase of the throw unit can be measured while incorporating the effects of torsional vibration or machining errors of the crankshaft, the crankshaft phase measuring device described herein can measure the phase of the throw unit with good precision. Furthermore, in the crankshaft phase measuring device described herein, electrically and mechanically discontinuous sections exist in part of the measurement path from the throw unit to the collection unit, and the collection unit is fixed at a distance from the crankshaft so that it does not rotate in synchronization with the crankshaft. Consequently, measurement data collected from the collection unit can be easily extracted and utilized, making it highly advantageous for controlling the fuel injection timing of an internal combustion engine.

[0011] It is preferable that the plurality of throw units are housed within a hollow crankcase and that the plurality of measuring units are disposed within the crankcase. By disposing of the plurality of measuring units within the crankcase in this manner, interference between the throw units and the measuring units during measurement can be eliminated, thereby increasing the measurement precision of the throw unit's phase.

[0012] It is preferable that the above-mentioned collection unit be positioned outside the crankcase. By positioning the above-mentioned collection unit outside the crankcase in this manner, the measurement data collected by the collection unit can be utilized more easily.

[0013] It is preferable that the above-mentioned collecting unit be positioned within the crankcase. By positioning the above-mentioned collecting unit within the crankcase, which does not rotate in synchronization with the crankshaft, it is possible to easily collect measurement data from the plurality of measuring units positioned within the crankcase.

[0014] The plurality of measuring units are disposed on the inner surface of the crankcase, and the distance between the measuring units and the throw unit may be electrically and mechanically discontinuous. In this configuration, the plurality of measuring units do not rotate in synchronization with the crankshaft and detect the rotation of the throw unit non-contactually. Therefore, since the measuring units and the collecting unit can be connected via a signal line that is electrically contacting, it is easy to configure the crankshaft phase measuring device.

[0015] It is preferable that the above measuring unit includes a proximity sensor that determines the phase of the above throw unit. By using the proximity sensor in the above measuring unit, the phase of the throw unit can be easily detected non-contactually.

[0016] The above-mentioned measuring unit is disposed in the throw unit, and is configured so that measurement data from the plurality of measuring units is transmitted from the measuring unit to the collecting unit via wireless communication, and the connection between the measuring unit and the collecting unit may be electrically and mechanically discontinuous. In this configuration, the plurality of measuring units rotate in synchronization with the crankshaft while detecting the rotation of the throw unit, thereby enabling continuous measurement of the phase of the throw unit. Furthermore, since wireless communication is used for transmitting measurement data, a complex connection configuration is not required between the measuring unit rotating in synchronization with the crankshaft and the collecting unit not rotating in synchronization.

[0017] The crankshaft is configured such that at least a portion thereof protrudes from the crankcase, and a relay unit is further provided to relay the collection of the measurement data to the collection unit. The plurality of measurement units are positioned in the throw unit, and the relay unit is positioned at the protruding end of the crankshaft. The measurement data is configured to be transmitted from the relay unit to the collection unit via wireless communication, and the relay unit and the collection unit may be electrically and mechanically discontinuous. In this configuration, the plurality of measurement units rotate in synchronization with the crankshaft and detect the rotation of the throw unit, thereby enabling continuous measurement of the phase of the throw unit. Additionally, since the relay unit rotates in synchronization with the crankshaft, a wired connection between the measurement unit and the relay unit is possible, and measurement data from the plurality of measurement units can be reliably relayed. Furthermore, since the relay unit is positioned at the protruding end of the crankshaft protruding from the crankcase, the crankcase is unlikely to become an obstacle in wireless communication with the collection unit positioned outside the crankcase. Therefore, the collection unit can reliably collect measurement data measured by the plurality of measurement units.

[0018] The above measuring unit may include an acceleration sensor for measuring acceleration at the dismounting position of the throw unit and a gyroscope sensor for measuring angular velocity. By using the acceleration sensor and the gyroscope sensor in the above measuring unit, the phase of the throw unit can be easily detected in all directions.

[0019] The above measuring unit may have a detection marker disposed in the throw section of a crankshaft in an internal combustion engine and a non-contact sensor that detects the detection marker, and the collecting unit may receive detection data detected by the non-contact sensor, and the interpreting unit may be a processing unit that processes the detection data. Since the start and end of the passage of the detection marker can be detected by the non-contact sensor, the position of the throw section can be determined with good precision using the detection data. Therefore, the phase of the throw section can be easily detected non-contactually.

[0020] A crankshaft phase measurement method according to another embodiment of the present invention is a crankshaft phase measurement method using a crankshaft phase measurement device of the present invention, comprising a measurement process for measuring the phase of each throw section, a collection process for collecting measurement data measured in the measurement process, and an interpretation process for interpreting the measurement data collected in the collection process, wherein in the interpretation process, the phase of each throw section is determined independently from the measurement data of each throw section.

[0021] The crankshaft phase measurement method described herein uses the crankshaft phase measurement device of the present invention to independently determine the phase of each throw unit based on the measurement results of each throw unit. Therefore, by using the crankshaft phase measurement method described herein, the phase of the throw unit is measured while incorporating the influence of torsional vibration or machining errors of the crankshaft, thereby enabling the phase of the throw unit to be measured with good precision.

[0022] A control method for an internal combustion engine according to another embodiment of the present invention comprises a phase measurement process for measuring the phase of a crankshaft using the crankshaft phase measurement method of the present invention, and a control process for controlling the fuel injection timing to an engine driving the crankshaft based on the measurement result of the phase measurement process, wherein the timing control of the control process is executed independently for each throw section based on the phase analysis result of each throw section.

[0023] The control method for the internal combustion engine in question controls the fuel injection timing independently for each throw section based on the phase of the throw section, which incorporates the influence of torsional vibration or machining error of the crankshaft measured using the crankshaft phase measurement method of the present invention. Therefore, by using the control method for the internal combustion engine in question, the fuel efficiency of the internal combustion engine can be improved.

[0024] A crankshaft phase measurement method according to another embodiment of the present invention is a method for measuring the phase of a crankshaft using a crankshaft phase measurement device comprising a non-contact sensor that detects a detection marker disposed in a throw portion of a crankshaft in an internal combustion engine, and a calculation unit that receives and calculates detection data detected by the non-contact sensor, wherein the non-contact sensor has a process of detecting the start and end times of passage of the detection marker, and the calculation unit has a process of calculating the time of passage of the center of the detection marker from the detection data at the start and end times of passage.

[0025] The crankshaft phase measurement method described above utilizes a crankshaft phase measurement device comprising a detection marker placed on a throw portion of a crankshaft, a non-contact sensor that detects the detection marker, and a calculation unit that receives and performs calculations on detection data detected by the non-contact sensor. The non-contact sensor detects the start and end times of the detection marker's passage. The calculation unit calculates the time of passage at the center of the detection marker from the detection data at the start and end times of passage. In this way, since the crankshaft phase measurement method identifies the timing of passage at the center of the detection marker, the position of the throw portion can be determined with high precision. Consequently, the phase of the crankshaft can be measured with high precision, allowing for easy optimization of the fuel injection timing into the cylinder of the internal combustion engine.

[0026] It is preferable that the detectable area of ​​the above non-contact sensor be larger than the area to be detected by the detection marker in the detection direction of the above non-contact sensor. By doing so, the start and end times of passage of the detection marker can be detected with higher precision.

[0027] It is preferable that the detection marker is formed of a metal plating or a metal thin film and is bonded to the crankshaft. By doing so, the detection marker can be easily provided on the crankshaft.

[0028] It is preferable that the above detection marker be formed by machining a part of the crankshaft. By doing so, the crankshaft phase measuring device can be configured simply.

[0029] In another embodiment of the present invention, a crankshaft has a detection marker disposed in the throw portion for measuring phase.

[0030] The crankshaft is equipped with a detection marker, and since the position of the throw is detected with high precision, the phase can be easily measured.

[0031] An internal combustion engine according to another embodiment of the present invention comprises a crankshaft disposed within a crankcase, a non-contact sensor for detecting a detection marker, a calculation unit for receiving and calculating detection data detected by the non-contact sensor, and a control unit for instructing a fuel injector to inject fuel based on the calculation result of the calculation unit.

[0032] The internal combustion engine in question is configured with the crankshaft and can inject fuel at a desired timing while measuring the phase of the crankshaft with good precision, thereby improving the fuel consumption rate. Effects of the invention

[0033] As described above, the crankshaft phase measuring device and crankshaft phase measuring method of the present invention can measure the phase of the throw section with good precision. Furthermore, the control method of the internal combustion engine of the present invention utilizes the crankshaft phase measuring method of the present invention and can improve the fuel efficiency of the internal combustion engine. Since the crankshaft of the present invention is equipped with detection markers and the position of the throw section is detected with high precision, the phase can be measured with good precision. Since the internal combustion engine of the present invention can inject fuel at a desired timing while measuring the phase of the crankshaft with good precision, the fuel consumption rate can be improved. Brief explanation of the drawing

[0034] FIG. 1 is a schematic diagram of a crankshaft phase measuring device according to one embodiment of the present invention. FIG. 2 is a flowchart illustrating a crankshaft phase measurement method according to one embodiment of the present invention. Figure 3 is an explanatory diagram illustrating an example of a phase analysis method for one throw section in the analysis process of Figure 2. FIG. 4 is a flowchart illustrating a control method for an internal combustion engine according to one embodiment of the present invention. Figure 5 is an explanatory diagram illustrating an example of fuel injection timing in the control process of Figure 4. FIG. 6 is a schematic diagram of a crankshaft phase measuring device according to an embodiment different from FIG. 1. FIG. 7 is a schematic diagram of a crankshaft phase measuring device according to an embodiment different from FIG. 1 and FIG. 6. FIG. 8 is a schematic diagram of a crankshaft phase measuring device according to an embodiment different from FIG. 1, FIG. 6 and FIG. 7. FIG. 9 is a schematic diagram of a crankshaft phase measuring device according to an embodiment different from FIG. 1, FIG. 6, FIG. 7 and FIG. 8. Figure 10 is a schematic enlarged view of the throw section of the crankshaft of Figure 9. Fig. 11 is a schematic left side view of the throw section of Fig. 10. FIG. 12 is a flowchart illustrating a crankshaft phase measurement method according to an embodiment different from FIG. 2. Figure 13 is a flowchart showing the details of the operation process of Figure 12. Figure 14 is a graph showing that the sensor potential of a non-contact sensor changes as the throw unit approaches the non-contact sensor. Figure 15 is a graph showing that the sensor potential of a non-contact sensor changes as a detection marker approaches the non-contact sensor. Figure 16 is a graph showing the result of calculating the passing timing of the center of the detection marker. Specific details for implementing the invention

[0035] [First Embodiment]

[0036] Hereinafter, a crankshaft phase measuring device, a crankshaft phase measuring method, and a control method for an internal combustion engine according to the first embodiment of the present invention will be described.

[0037] [Crankshaft Phase Measuring Device]

[0038] The crankshaft phase measuring device (1) illustrated in FIG. 1 is a device for measuring the phase of a crankshaft (X) and is equipped with a measuring unit (10), a collecting unit (20), and an analysis unit (30).

[0039] Crankshaft

[0040] The crank shaft (X) has a shaft (X1) that forms the rotational center axis and a plurality of throw sections (X2).

[0041] As shown in FIG. 1, the shaft (X1) protrudes at least a portion of itself from the crankcase (Y). That is, the crankshaft (X) protrudes at least a portion of itself from the crankcase (Y).

[0042] A plurality of throw units (X2) are arranged offset from the rotational center axis. Specifically, the throw unit (X2) has a pair of crank arms arranged on the rotational center axis and a crank pin connected between the pair of crank arms and arranged parallel to the rotational center axis, with the crank pin in an offset position. Additionally, a connecting rod is mounted on the crank pin (not shown) and is connected to a piston. Although FIG. 1 illustrates a case having five throw units (X2), the number of throw units (X2) is not limited to five.

[0043] Additionally, multiple throw units (X2) are housed within a hollow crankcase (Y). That is, the throw units (X2) are positioned with a gap between them and the inner surface of the crankcase (Y).

[0044] <Measurement Section>

[0045] A plurality of measuring units (10) measure the phase of each throw unit (X2). The measuring units (10) are provided one-to-one with each throw unit (X2), and the number of measuring units (10) corresponds to the number of throw units (X2).

[0046] A plurality of measuring units (10) are arranged within the crankcase (Y). By arranging the plurality of measuring units (10) within the crankcase (Y) in this manner, interference between the throw unit (X2) and the measuring unit (10) can be eliminated, thereby increasing the measurement precision of the phase of the throw unit (X2).

[0047] In the crankshaft phase measuring device (1), a plurality of measuring sections (10) are arranged on the inner surface of the crankcase (Y), and the distance between the measuring section (10) and the throw section (X2) is electrically and mechanically discontinuous. That is, in a part of the measuring path from the throw section (X2) to the collecting section (20), there exists a portion that is electrically and mechanically discontinuous.

[0048] Specifically, the measuring unit (10) is positioned apart from the throw unit (X2) and detects the rotation of the throw unit (X2) non-contactually. In addition, in this configuration, the plurality of measuring units (10) do not rotate in synchronization with the crankshaft (X). Therefore, since the measuring unit (10), the collection unit (20), and the analysis unit (30) can all be configured to not rotate, it is easy to configure the crankshaft phase measuring device (1).

[0049] As a means of non-contacting the rotation of the throw unit (X2), for example, a proximity sensor may be used. That is, the measuring unit (10) includes a proximity sensor that determines the phase of the throw unit (X2). Since the throw unit (X2) is positioned offset from the rotation center axis, the distance between the measuring unit (10) and the throw unit (X2) changes according to the phase of the throw unit (X2). For this reason, as shown in FIG. 1, when the measuring unit (10) observes a point of the throw unit (X2) (the tip of the arrow in FIG. 1) with a proximity sensor, the distance from the proximity point (X2A) to the throw unit (X2) becomes the shortest. The measuring unit (10) can, for example, determine the timing of passing through this proximity point (X2A) and determine the phase of the throw unit (X2) starting from the proximity point (X2A).

[0050] In the crankshaft phase measuring device (1), a measuring unit (10) disposed on the inner surface of a crankcase (Y) and a collecting unit (20) disposed on the outer surface of a crankcase (Y) (details to be described later) are each connected by a signal line that is an electrical contact. In this case, even if the crankcase (Y) is metal, the measuring data measured by the measuring unit (10) can be transferred to the collecting unit (20).

[0051] Collection Department

[0052] The collection unit (20) collects measurement data measured by a plurality of measurement units (10). The collection unit (20) is fixed at a distance from the crankshaft (X) so as not to rotate in synchronization with the crankshaft (X).

[0053] In the crankshaft phase measuring device (1), the collection unit (20) is positioned outside the crankcase (Y). By positioning the collection unit (20) outside the crankcase (Y) in this way, the collection unit (20) becomes easy to access, so the measurement data collected from the collection unit (20) can be easily utilized.

[0054] <Interpretation Section>

[0055] The interpretation unit (30) interprets the measurement data collected from the collection unit (20). By the interpretation in the interpretation unit (30), the phase of each throw unit (X2) is determined from the measurement data of each throw unit (X2).

[0056] The analysis unit (30) is fixed at a distance from the crankshaft (X) so as not to rotate in synchronization with the crankshaft (X), just like the collection unit (20). The analysis unit (30) can be composed of, for example, a computing device such as a CPU and a display device. The method for determining the phase of the throw unit (X2) will be described later in the description of the crankshaft phase measurement method.

[0057] The phase of the analyzed throw unit (X2) may be displayed on the display device. Additionally, the phase of the analyzed throw unit (X2) is transmitted in real time to a control unit (not shown) that controls the fuel injection timing to an engine driving a crankshaft (X), for example. Additionally, "transmitting in real time" includes cases where the transmission operation is performed at a predetermined interval, and the predetermined interval is 0.2 m seconds or less, preferably 0.1 m seconds or less.

[0058] Advantages

[0059] The crankshaft phase measuring device (1) is equipped with a measuring unit (10) that directly measures the phase of a rotating throw unit (X2), so the phase of the throw unit (X2) can be determined based on the measurement results of each throw unit (X2). Because of this, the phase of the throw unit (X2) can be measured by incorporating the effects of torsional vibration or machining error of the crankshaft (X), so the crankshaft phase measuring device (1) can measure the phase of the throw unit (X2) with good precision. In addition, the crankshaft phase measuring device (1) has electrically and mechanically discontinuous parts in a portion of the measurement path from the throw unit (X2) to the collection unit (20), and the collection unit (20) is fixed at a distance from the crankshaft (X) so that it does not rotate in synchronization with the crankshaft (X). Because of this, the measurement data collected from the collection unit (20) can be easily extracted and utilized, so it can be very advantageously used for fuel injection timing control of an internal combustion engine.

[0060] [Crankshaft Phase Measurement Method]

[0061] The crankshaft phase measurement method shown in FIG. 2 uses the crankshaft phase measurement device (1) shown in FIG. 1. The crankshaft phase measurement method comprises a measurement process S11, a collection process S12, and an analysis process S13.

[0062] Measurement Process

[0063] In the measurement process S11, the phase of each throw unit (X2) is measured. This process is performed using the measurement unit (10).

[0064] In the crankshaft phase measuring device (1), since a proximity sensor is used in the measuring unit (10), the timing at which the proximity point (X2A) of the throw unit (X2) is closest to the measuring unit (10) can be determined. If this timing is set as the starting point (0°) of the phase, the position of the phase (0°) is intermittently extracted as shown by the circle in FIG. 3.

[0065] Collection Process

[0066] In the collection process S12, measurement data measured in the measurement process S11 is collected. This process is executed using the collection unit (20).

[0067] In the crankshaft phase measuring device (1), a plurality of measuring units (10) and a collecting unit (20) are each connected by a signal line that is an electrical contact. The collecting unit (20) can collect measurement data measured by the plurality of measuring units (10) through this signal line.

[0068] <Interpretation Process>

[0069] In the interpretation process S13, the measurement data collected in the collection process S12 is interpreted. This process is executed using the interpretation unit (30).

[0070] Specifically, the following sequence is followed. Assuming that the crankshaft (X) is moving at an equal angular velocity, the analysis unit (30) can estimate the phase of the throw unit (X2) as shown by the solid line in FIG. 3 based on the measurement data (circled in FIG. 3).

[0071] In this analysis process S13, the phase of each throw section (X2) is determined independently from the measurement data of each throw section (X2). By determining the phase of each throw section (X2) independently, the influence of torsional vibration or machining errors of the crankshaft (X) superimposed on the measurement results of other throw sections (X2) can be minimized.

[0072] Advantages

[0073] The crankshaft phase measurement method described above uses the crankshaft phase measurement device (1) of the present invention to independently determine the phase of each throw section (X2) based on the measurement results of each throw section (X2). Therefore, by using the crankshaft phase measurement method described above, the phase of the throw section (X2) is measured with the influence of torsional vibration or machining error of the crankshaft (X) added, so the phase of the throw section (X2) can be measured with good precision.

[0074] [Control methods for internal combustion engines]

[0075] The control method of an internal combustion engine shown in FIG. 4 comprises a phase measurement process S1 and a control process S2.

[0076] Phase Measurement Process

[0077] In the phase measurement process S1, the phase of the crankshaft (X) is measured. This phase measurement process S1 utilizes the crankshaft phase measurement method of the present invention described above, and as shown in FIG. 5, the phase of each throw section (X2) is determined independently. Additionally, FIG. 5 illustrates a case where there are 5 throw sections (X2) in accordance with the crankshaft phase measurement device (1) shown in FIG. 1, but the number of throw sections (X2) is not limited to 5.

[0078] Control Process

[0079] In the control process S2, the fuel injection timing to the engine driving the crankshaft (X) is controlled based on the measurement result of the phase measurement process S1.

[0080] The timing control of this control process S2 is executed independently for each throw section (X2) based on the phase analysis result of each throw section (X2). Specifically, as shown in FIG. 5, fuel injection is executed in each throw section (X2) at a timing (t1 to t5) where the phase of each throw section (X2) matches the optimal phase (φ) of the fuel injection.

[0081] Advantages

[0082] The control method of the internal combustion engine in question controls the fuel injection timing independently for each throw section (X2) based on the phase of the throw section (X2) which incorporates the influence of torsional vibration or machining error of the crankshaft (X) measured using the crankshaft phase measurement method of the present invention. Therefore, by using the control method of the internal combustion engine in question, the fuel efficiency of the internal combustion engine can be improved.

[0083] [Second Embodiment]

[0084] Hereinafter, a crankshaft phase measuring device and a crankshaft phase measuring method according to a second embodiment of the present invention will be described. In addition, since the control method of an internal combustion engine using the crankshaft phase measuring device and the crankshaft phase measuring method according to the second embodiment is the same as the control method of an internal combustion engine according to the first embodiment, a detailed description is omitted.

[0085] [Crankshaft Phase Measuring Device]

[0086] The crankshaft phase measuring device (2) illustrated in FIG. 6 is a crankshaft phase measuring device for measuring the phase of a crankshaft (X) having a plurality of throw sections (X2), and comprises a plurality of measuring sections (12) for measuring the phase of each throw section (X2), a collecting section (20) for collecting measurement data measured by the plurality of measuring sections (12), and an interpreting section (30) for interpreting measurement data collected by the collecting section (20). In a part of the measurement path from the throw section (X2) to the collecting section (20), there is an electrically and mechanically discontinuous part, and the collecting section (20) is fixed at a distance from the crankshaft (X) so that it does not rotate in synchronization with the crankshaft (X).

[0087] The crankshaft phase measuring device (2) shown in FIG. 6 is identical to the crankshaft phase measuring device (1) shown in FIG. 1 in terms of configuration other than the measuring part (12), so the same reference numerals are used and a detailed description is omitted.

[0088] <Measurement Section>

[0089] In the crankshaft phase measuring device (2), a plurality of measuring units (12) are arranged within a crankcase (Y). Specifically, the measuring units (12) are arranged in a throw unit (X2), and the measurement data of the plurality of measuring units (12) is configured to be transmitted from the measuring units (12) to the collecting unit (20) via wireless communication, and the distance between the measuring units (12) and the collecting unit (20) is electrically and mechanically discontinuous.

[0090] As a means of measuring the phase of the throw unit (X2) and positioned in the throw unit (X2), for example, an acceleration sensor and a gyroscope sensor may be used in combination. That is, the measuring unit (12) includes an acceleration sensor that measures acceleration at the position of the throw unit (X2) and a gyroscope sensor that measures angular velocity. The acceleration sensor and the gyroscope sensor can determine the tilt or position by analyzing their outputs simultaneously. Therefore, by using the acceleration sensor and the gyroscope sensor in the measuring unit (12), the phase of the throw unit (X2) can be easily detected in all directions.

[0091] As for the placement location of the measuring unit (12), it is preferable that it be the furthest point from the rotation axis of the crankshaft (X) of the throw unit (X2). Since the change in acceleration is maximum at this furthest point, it is easy to increase the detection precision of the phase of the throw unit (X2). In addition, from the perspective of detection precision, it is preferable that the measuring unit (12) be placed on the side of the connecting rod mounted on the crank pin of the throw unit (X2). Alternatively, the measuring unit (12) may be placed on the back chamfer of the crank pin.

[0092] As the above wireless communication, known wireless interfaces such as WiFi and Bluetooth can be used.

[0093] In addition, since the crankshaft phase measuring device (2) performs wireless communication inside and outside the crankcase (Y), it is necessary to select a material for the crankcase (Y) capable of wireless communication. Specifically, it is necessary to avoid using metals with fixed potential.

[0094] Advantages

[0095] In the crankshaft phase measuring device (2), a plurality of measuring units (12) rotate in synchronization with the crankshaft (X) and detect the rotation of the throw unit (X2), so the phase of the throw unit (X2) can be measured continuously. In addition, since wireless communication is used for transmitting measurement data, a complex connection configuration is not required between the measuring unit (12) that rotates in synchronization with the crankshaft (X) and the collecting unit (20) that does not rotate in synchronization.

[0096] [Crankshaft Phase Measurement Method]

[0097] A crankshaft phase measurement method using a crankshaft phase measurement device (2) illustrated in FIG. 6 comprises a measurement process S11 for measuring the phase of each throw section (X2) as shown in FIG. 2, a collection process S12 for collecting measurement data measured in the measurement process S11, and an analysis process S13 for analyzing measurement data collected in the collection process S12, and in the analysis process S13, the phase of each throw section (X2) is determined independently from the measurement data of each throw section (X2).

[0098] In the crankshaft phase measurement method, the crankshaft phase measurement device (2) shown in FIG. 6 is used, so the phase of the throw section (X2) can be obtained continuously in real time during the measurement process S11. Therefore, during the analysis process S13, there is no need to estimate the phase of the throw section (X2) based on the measurement data.

[0099] Except for the above-mentioned point, the crankshaft phase measurement method is identical to the crankshaft phase measurement method according to the first embodiment, so further explanation is omitted.

[0100] [Third Embodiment]

[0101] Hereinafter, a crankshaft phase measuring device according to the third embodiment of the present invention will be described. In addition, since the crankshaft phase measuring method and the control method of an internal combustion engine using the crankshaft phase measuring device according to the third embodiment are identical to the crankshaft phase measuring method and the control method of an internal combustion engine of the second embodiment, respectively, a detailed description is omitted.

[0102] [Crankshaft Phase Measuring Device]

[0103] The crankshaft phase measuring device (3) illustrated in FIG. 7 is a crankshaft phase measuring device for measuring the phase of a crankshaft (X) having a plurality of throw sections (X2), and is equipped with a plurality of measuring sections (12) for measuring the phase of each throw section (X2), a collecting section (23) for collecting measurement data measured by the plurality of measuring sections (12), and an interpreting section (30) for interpreting measurement data collected by the collecting section (23). In a part of the measurement path from the throw section (X2) to the collecting section (23), there is an electrically and mechanically discontinuous part, and the collecting section (23) is fixed at a distance from the crankshaft (X) so that it does not rotate in synchronization with the crankshaft (X).

[0104] The crankshaft phase measuring device (3) shown in FIG. 7 is identical to the crankshaft phase measuring device (2) shown in FIG. 6 in terms of configuration other than the collection unit (23), so the same reference numerals are used and a detailed description is omitted.

[0105] Collection Department

[0106] In the crankshaft phase measuring device (3), the collecting unit (23) is positioned inside the crankcase (Y). The collecting unit (23) may be positioned on a beam or rib inside the crankcase (Y), but it is preferable to position it on the inner surface of the crankcase (Y) for ease of wireless communication with the measuring unit (10).

[0107] Except for the above-mentioned point, the collection unit (23) is identical to the collection unit (20) according to the second embodiment, so other explanations are omitted.

[0108] In addition, in the crankshaft phase measuring device (3), since wireless communication is limited to within the crankcase (Y), the material of the crankcase (Y) is not a concern, and for example, metal may be used.

[0109] Advantages

[0110] In the crankshaft phase measuring device (3), by placing the collecting unit (23) inside the crankcase (Y) that does not rotate in synchronization with the crankshaft (X), it is possible to easily collect measurement data from a plurality of measuring units (12) placed inside the crankcase (Y).

[0111] [Fourth Embodiment]

[0112] Hereinafter, a crankshaft phase measuring device according to the fourth embodiment of the present invention will be described. In addition, since the crankshaft phase measuring method and the control method of an internal combustion engine using the crankshaft phase measuring device according to the fourth embodiment are identical to the crankshaft phase measuring method and the control method of an internal combustion engine of the second embodiment, respectively, a detailed description is omitted.

[0113] The crankshaft phase measuring device (4) illustrated in FIG. 8 is a crankshaft phase measuring device for measuring the phase of a crankshaft (X) having a plurality of throw sections (X2), and comprises a plurality of measuring sections (14) for measuring the phase of each throw section (X2), a collecting section (20) for collecting measurement data measured by the plurality of measuring sections (14), and an interpreting section (30) for interpreting measurement data collected by the collecting section (20). In a part of the measurement path from the throw section (X2) to the collecting section (20), there exists an electrically and mechanically discontinuous part, and the collecting section (20) is fixed at a distance from the crankshaft (X) so that it does not rotate in synchronization with the crankshaft (X). In addition, the crankshaft phase measuring device (4) further comprises a relay section (40) for relaying the collection of measurement data to the collecting section (20).

[0114] The collection unit (20) and analysis unit (30) of the crankshaft phase measuring device (4) shown in FIG. 8 are identical to the crankshaft phase measuring device (2) shown in FIG. 6, so they are given the same reference numerals and a detailed description is omitted.

[0115] <Measurement Section>

[0116] Multiple measuring units (14) are positioned in the throw unit (X2). While wireless communication may be used between the multiple measuring units (14) and the relay unit (40), it is preferable to connect them via a signal line, which is an electrical contact. By connecting via a signal line in this manner, measurement data can be transmitted reliably. Furthermore, since the multiple measuring units (14) and the relay unit (40) described later rotate together in synchronization with the crankshaft (X), they can be easily connected via a signal line.

[0117] Except for the above-mentioned point, the measuring part (14) is identical to the measuring part (12) according to the second embodiment, so other explanations are omitted.

[0118] Broadcasting Department

[0119] The relay unit (40) is positioned at the protruding end of the shaft (X1). That is, the relay unit (40) rotates in synchronization with the crank shaft (X).

[0120] The relay unit (40) receives measurement data from a plurality of measurement units (14) and transmits the measurement data as is to the collection unit (20). The measurement data is transmitted from the relay unit (40) to the collection unit (20) via wireless communication. That is, in the crankshaft phase measuring device (4), the distance between the relay unit (40) and the collection unit (20) is electrically and mechanically discontinuous in the measurement path from the throw unit (X2) to the collection unit (20).

[0121] As for wireless communication between the relay unit (40) and the collection unit (20), the same wireless communication as described in the second embodiment can be used.

[0122] In addition, in the crankshaft phase measuring device (4), since wireless communication is limited to the outside of the crankcase (Y), the material of the crankcase (Y) is not a problem, and for example, metal may be used.

[0123] Advantages

[0124] In the crankshaft phase measuring device (4), the plurality of measuring units (14) rotate in synchronization with the crankshaft (X) and detect the rotation of the throw unit (X2), thereby enabling continuous measurement of the phase of the throw unit (X2). Additionally, since the relay unit (40) rotates in synchronization with the crankshaft (X), a wired connection can be established between the measuring unit (14) and the relay unit (40), allowing for reliable relaying of measurement data from the plurality of measuring units (14). Furthermore, since the relay unit (40) is positioned at the protruding end of the crankshaft (X) protruding from the crankcase (Y), the crankcase (Y) is unlikely to become an obstacle during wireless communication with the collection unit (20) positioned outside the crankcase (Y). Therefore, the collection unit (20) can stably collect measurement data measured by the plurality of measuring units (14).

[0125] [Fifth Embodiment]

[0126] Hereinafter, a crankshaft phase measuring device, a crankshaft phase measuring method, a crankshaft, and an internal combustion engine according to the fifth embodiment of the present invention will be described.

[0127] [Crankshaft Phase Measuring Device]

[0128] The crankshaft phase measuring device (5) illustrated in FIG. 9 is a crankshaft phase measuring device for measuring the phase of a crankshaft (S) having a plurality of throw sections (T), and comprises a plurality of measuring sections (15) for measuring the phase of each throw section (T), a collecting section (25) for collecting measurement data measured by the plurality of measuring sections (15), and an interpreting section (35) for interpreting measurement data collected by the collecting section (25). In a part of the measurement path from the throw section (T) to the collecting section (25), there is an electrically and mechanically discontinuous part, and the collecting section (25) is fixed at a distance from the crankshaft (S) so that it does not rotate in synchronization with the crankshaft (S).

[0129] The measuring unit (15) has a detection marker (M) placed on the throw portion (T) of the crankshaft (S) in an internal combustion engine and a non-contact sensor (15a) that detects the detection marker (M), and the collecting unit (25) receives the detection data detected by the non-contact sensor (15a), and the interpreting unit (35) is a calculation unit (35a) that calculates the detection data.

[0130] The crankshaft phase measuring device (5) is a device for measuring the phase of a crankshaft (S) in an internal combustion engine, the entirety of which is not shown as illustrated in FIGS. 9, 10, and 11, and is equipped with a non-contact sensor (15a) and a calculation unit (35a). The crankshaft (S) is one of the components constituting the internal combustion engine. The crankshaft (S) is a rotational shaft, and the rotational motion of the crankshaft (S) is transmitted to the wheels of a vehicle, the propeller of a ship, etc., thereby becoming the propulsion force of the vehicle, ship, etc. That is, the crankshaft (S) is an output shaft. In addition, each component (each component) in each drawing illustrating the crankshaft phase measuring device (5) is illustrated schematically, and its shape and scale may differ from the actual component.

[0131] A portion of the crankshaft (S) is housed within a crankcase (C) that constitutes a portion of the internal combustion engine. A throw section (T) (crank throw) is provided in this portion. That is, the crankshaft (S) has a shaft (S1) and a throw section (T). In this embodiment, six throw sections (T) are provided. The six throw sections (T) are arranged at approximately equal intervals along the axial direction of the crankshaft (S), and are also arranged at approximately equal intervals when viewed from the axial direction of the crankshaft (S). One throw section (T) and another throw section (T) adjacent to this one throw section (T) are connected by a shaft (S1). The number of throw sections (T) is not limited to six and varies depending on the configuration of the internal combustion engine.

[0132] The throw section (T) is cylindrical in shape and has a crank pin (T2) offset so that its axial direction is parallel to the axial direction of the crank shaft (S), and a pair of crank arms (T1) of approximately plate shape to support the crank pin (T2). On the front end side of the crank arm (T1) (the end side spaced apart from the crank shaft (S)), on the side opposite to the side supporting the crank pin (T2) (outer surface), a back chamfer (T11) is formed, the thickness of which gradually decreases as it faces the front end side. A connecting rod (not shown) is mounted on the crank pin (T2), and this connecting rod is connected to a piston (not shown). The piston reciprocates within a cylinder (not shown) and imparts rotational motion to the crank shaft (S) by rotating the throw section (T) through the connecting rod. The above connecting rod, piston, and cylinder are all part of the above internal combustion engine.

[0133] A detection marker (M) is placed in each throw section (T). Although the location where the detection marker (M) is placed is not particularly limited, in this embodiment, the detection marker (M) is placed approximately in the center of the back chamfer section (T11) on one crank arm (T1) of the throw section (T).

[0134] The non-contact sensor (15a) detects the detection marker (M). The non-contact sensor (15a) of the present embodiment is a proximity sensor and is positioned within the crankcase (C) so as to be able to approach each detection marker (M). The non-contact sensor (15a) detects the start and end of the passage of the detection marker (M). That is, the detection of the detection marker (M) by the non-contact sensor (15a) begins when the detection marker (M) enters the detection range of the non-contact sensor (15a), and ends when the detection marker (M) leaves the detection range of the non-contact sensor (15a).

[0135] As for the detection marker (M), it is not particularly limited as long as it can detect the non-contact sensor (15a), but it is preferable that it be formed of metal plating or a metal thin film and can be bonded to the crankshaft (S). As for the metal, it is preferable that it be different from the material of the crank arm (T1), and examples include copper, aluminum, etc. As for the non-contact sensor (15a), it is not particularly limited as long as it can detect the detection marker (M), but if the detection marker (M) is formed of metal plating or a metal thin film, for example, an eddy current displacement sensor may be used.

[0136] The shape of the detection marker (M) is not particularly limited and can be circular, elliptical, triangular, rectangular, or polygonal. The size of the detection marker (M) as viewed from a plane (area to be detected) is not particularly limited, but it is preferable that it be less than or equal to the detection range (area of ​​the detectable region) of the non-contact sensor (15a). In other words, it is preferable that the detectable region of the non-contact sensor (15a) is larger than the area to be detected of the detection marker (M) in the detection direction of the non-contact sensor (15a).

[0137] If the detection marker (M) is too large for the detection range of the non-contact sensor (15a), the sensor output of the non-contact sensor (5a) becomes saturated, so there is a concern that it will be difficult to determine the timing of passing through the center of the detection marker (M) with high precision. On the other hand, if the detection marker (M) is too small, the change in the sensor output of the non-contact sensor (15a) becomes small, and there is a concern that the detection of the detection marker (M) will become unstable. Therefore, the size of the detection marker (M) should be determined to be smaller than the detection range of the non-contact sensor (15a), and also to have an area that provides a sufficiently large sensor output for the noise superimposed on the non-contact sensor (15a) in the detected environment.

[0138] The collection unit (25) receives detection data detected by the non-contact sensor (15a). The calculation unit (35a) calculates the timing of passage of the center of the detection marker (M) from the detection data at the start of passage and the detection data at the end of passage detected by the non-contact sensor (15a). Specifically, the calculation unit (35a) calculates the time when the central part of the detection marker (M) passed through the detection range from the time when the detection marker (M) entered the detection range of the non-contact sensor (15a) and the time when the detection marker (M) left the detection range of the non-contact sensor (15a).

[0139] The calculation unit (35a) transmits the calculation result to the control unit (50) of the internal combustion engine. Based on the calculation result, the control unit (50) instructs the injection of fuel into a fuel injector (not shown) installed in the internal combustion engine. The calculation unit (35a) and the control unit (50) may be formed as a single unit.

[0140] [Crankshaft Phase Measurement Method]

[0141] A crankshaft phase measurement method comprises, using the crankshaft phase measurement device (5) described above, a process S51 in which a non-contact sensor (15a) detects the start and end times of passage of a detection marker (M) as shown in FIG. 12, and a process S52 in which a calculation unit (35a) calculates the time of passage of the center of the detection marker (M) from the detection data at the start and end times of passage. In FIG. 12, "start" is the start of the internal combustion engine, and "end" is the stop of the internal combustion engine.

[0142] In the detection step S51, the non-contact sensor (15a) detects the start and end of passage of the detection marker (M). That is, the detection of the detection marker (M) by the non-contact sensor (15a) is initiated when the detection marker (M) enters the detection range of the non-contact sensor (15a), and terminated when the detection marker (M) exits the detection range of the non-contact sensor (15a).

[0143] In the calculation process S52, the calculation unit (35a) calculates the time of passage at the center of the detection marker (M) from the detection data at the time of passage start and the time of passage end. Specifically, as shown in FIG. 13, the calculation process S52 includes a process S21 for monitoring the sensor output of the non-contact sensor (15a), a process S22 for detecting a decrease in the sensor output of the non-contact sensor (15a), a process S23 for detecting a change in the sensor output of the non-contact sensor (15a) in which the sensor output is decreasing, a process S24 for detecting the end of the change in the sensor output, a process S25 for calculating the position at the center of the detection marker (M), a process S26 for detecting the end of the decrease in the sensor output of the non-contact sensor (15a), and a process S27 for detecting the stop of the internal combustion engine.

[0144] In the sensor output monitoring process S21, the computation unit (35a) monitors the sensor output of the non-contact sensor (15a). Monitoring of the sensor output is performed continuously. In other words, the computation unit (35a) constantly monitors the sensor output while the internal combustion engine is operating.

[0145] In the sensor output degradation detection process (S22), the calculation unit (35a) detects a degradation in the sensor output of the non-contact sensor (15a). As the throw unit (T) enters the detection range of the non-contact sensor (15a), the sensor output of the non-contact sensor (15a) decreases. The calculation unit (35a) detects the onset of this degradation in sensor output.

[0146] In the sensor output change detection process (S23), the calculation unit (35a) detects a change in the sensor output of the non-contact sensor (15a) whose sensor output is decreasing. When the non-contact sensor (15a) detecting the throw unit (T) detects the detection marker (M), the sensor output changes. The calculation unit (35a) detects the start of this change in sensor output.

[0147] In the sensor output change termination detection process (S24), the calculation unit (35a) detects the termination of the change in the sensor output. When the detection marker (M) moves out of the detection range of the non-contact sensor (15a), the sensor output of the non-contact sensor (15a) returns to a degraded state. The calculation unit (35a) detects that the sensor output has returned to a degraded state, that is, that the detection marker (M) has moved out of the detection range of the non-contact sensor (15a).

[0148] In the calculation process S25, the calculation unit (35a) calculates the position of the center of the detection marker (M). Specifically, the time of passage of the detection marker (M) is calculated from the detection of the start and end of the change in the sensor output, and the time of passage of the central part of the detection marker (M) is calculated based on this calculation result. Since the position of the detection marker (M), and furthermore the position of the throw unit (T), can be determined with good precision from this calculation result, the phase of the crankshaft (S) can be measured with high precision.

[0149] In the sensor output degradation termination detection process S26, the calculation unit (35a) detects the termination of the degradation of the sensor output of the non-contact sensor (15a). The degradation of the sensor output of the non-contact sensor (15a) is terminated by the throw unit (T) moving out of the detection range of the non-contact sensor (15a). The calculation unit (35a) detects this termination of the degradation of the sensor output and proceeds back to the sensor output monitoring process S21.

[0150] In the stop detection process S27, the calculation unit (35a) detects the stop of the internal combustion engine and the crankshaft measurement process is terminated.

[0151] Advantages

[0152] The phase measurement method of the crankshaft involves attaching a detection marker (M) to the back chamfer (T11) of the throw portion (T) of the crankshaft (S), and a non-contact sensor (15a) detects the passage of the detection marker (M). Since the position of the throw portion (T) can be determined with high precision by calculating the passage of the central part of the detection marker (M) from this detection, the phase of the crankshaft (S) can be measured with high precision, taking into account the effects of torsional vibration or machining errors of the crankshaft (S).

[0153] [Other embodiments]

[0154] Furthermore, the present invention is not limited to the above embodiments.

[0155] In the above embodiment, a measurement unit is provided one-to-one with each throw unit, and although the case where the number of measurement units matches the number of throw units was described, the two do not necessarily have to be the same number. For example, multiple measurement units may be provided for a single throw unit. For example, in a diesel engine, fuel injection may be divided into multiple stages. If multiple measurement units are provided for a single throw unit, measurement units corresponding to each stage can be provided for an engine in which fuel injection is divided into multiple stages. Therefore, it becomes possible to provide optimal timing information for each stage.

[0156] In the first embodiment above, a case was described in which the measuring unit and the collecting unit are connected by a signal line that is electrically contacted, but for example, a relay unit may be provided on the outer surface of the crankcase, and the measurement data measured by the measuring unit may be transmitted from the relay unit to the collecting unit by wireless communication.

[0157] In the first to third embodiments above, a configuration in which at least a part of the crankshaft protrudes from the crankcase was described, but the entire crankshaft may be housed within the crankcase.

[0158] In the above embodiment, as a crankshaft phase measurement method, a method of independently determining the phase of each throw part from the measurement data of each throw part through an analysis process was described; however, this analysis may also be performed by considering the correlation of multiple throw parts. In this case, by considering the correlation of multiple throw parts, the twisting of the crankshaft itself or machining error can be estimated.

[0159] In the above fifth embodiment, the detection marker is formed of a metal material and is described as being disposed in the back chamfer of the crank arm, but it is not limited thereto. The detection marker may be provided, for example, by machining a part of the throw portion. Specifically, a concave portion, a hole portion, etc., may be provided on the surface of the back chamfer, or a part of the surface of the back chamfer may be machined, such as by roughening, and the machined portion may be used as the detection marker. The detection marker is not particularly limited as long as it changes electromagnetic properties such as conductivity and permeability locally in space and is detectable by a non-contact sensor.

[0160] The location (place) where the detection marker is disposed is not limited to the back chamfer, and may be disposed on either side of the crankshaft as long as it can detect the rotation of the crankshaft.

[0161] The non-contact sensor may be disposed outside the crankcase, provided that the detection marker is detectable.

[0162] The non-contact sensor, the computing unit, and the control unit may each be electrically connected or communicate via wireless communication means.

[0163] Examples

[0164] Hereinafter, embodiments of the present invention will be described. The present invention is not limited to the following embodiments.

[0165] An eddy current displacement sensor was installed so as to be close to the rotating throw section, and the crankshaft was rotated at 30 rpm. The output of the eddy current displacement sensor was then converted via A / D (Analog / Digital) and analyzed, yielding a waveform as shown in Fig. 14. From Fig. 14, it can be seen that the sensor output decreases when the throw section approaches the eddy current displacement sensor. Thus, due to the decrease in sensor output, the state in which the throw section is close to the eddy current displacement sensor and the state in which it is not close can be clearly distinguished. However, since the sensor output becomes flat when passing through the throw section, it is difficult to accurately determine the timing of passage at any specific location within the throw section. On the other hand, considering the use of the sensor output for fuel injection timing, it is desirable to be able to determine the phase of the crankshaft with a precision of 0.1° or less.

[0166] A detection marker that changes the sensor output was provided at an arbitrary location on the back chamfer of the crank arm in the throw section. Specifically, an experiment was conducted by attaching a copper foil with a thickness of 10 mm² and 0.08 mm to the back chamfer. While monitoring the sensor output, the timing of the start of passage in the throw section was recognized, and subsequently, the start of passage of the detection marker (setting a threshold value using the time derivative value) was detected, and the timing of passage at the center of the detection marker (time derivative value = 0) was detected. The results are shown in FIG. 15. In FIG. 15, the convex part (raised part) visible approximately in the center of the flat part where the sensor output has decreased is the change in sensor output caused by detection by the detection marker.

[0167] Since some noise is superimposed during the detection of changes in sensor output, instead of calculating the derivative value at two sampling intervals of digital data, it is acceptable to calculate the derivative value using the timing data acquired according to the noise situation and multiple data from immediately preceding it. Experimental results of calculating the passing timing of the center of the detection marker using such an algorithm are shown in Fig. 16. In Fig. 16, the circular dots represent the passing times, and the angled dots represent the results of calculating the difference between the passing times before and after. Looking at the difference in passing times, it can be seen that all points fall within the range of ±0.5 msec. When converted to angles and expressed as statistical values, 1σ ≈ 0.01 deg., indicating that the passing timing of the center of the detection marker can be detected with very high precision.

[0168] The crankshaft phase measuring device and crankshaft phase measuring method of the present invention can measure the phase of the throw section with good precision. In addition, the control method of an internal combustion engine of the present invention utilizes the crankshaft phase measuring method of the present invention, thereby improving the fuel efficiency of the internal combustion engine. Therefore, the crankshaft phase measuring method of the present invention is preferably used in an internal combustion engine equipped with a crankshaft. Explanation of the symbols

[0169] 1, 2, 3, 4, 5: Crankshaft phase measuring device 10, 12, 14, 15: Measurement section 15a: Non-contact sensor 20, 23, 25: Data collection unit 30, 35: Interpreter 35a: Operation part 40: Relay unit 50: Control unit X, S: Crankshaft X1, S1: Shaft X2, T: Throwing point X2A: Proximity point Y: Crankcase T1: Crank arm T2: Crank pin T11: Back chamfer M: Marker C: Crankcase

Claims

Claim 1 A crankshaft phase measuring device for measuring the phase of a crankshaft having a plurality of throw sections, comprising a plurality of measuring sections for measuring the phase of each throw section, a collecting section for collecting measurement data measured by the plurality of measuring sections, and an interpreting section for interpreting measurement data collected by the collecting section, wherein a portion of the measurement path from the throw section to the collecting section is electrically and mechanically discontinuous, wherein the collecting section is fixed at a distance from the crankshaft so as not to rotate in synchronization with the crankshaft, wherein the measuring section is positioned in the throw section, wherein the measurement data of the plurality of measuring sections is transmitted from the measuring section to the collecting section by wireless communication, and wherein the distance between the measuring section and the collecting section is electrically and mechanically discontinuous. Claim 2 A crankshaft phase measuring device according to claim 1, wherein the plurality of throw portions are housed within a hollow crankcase and the plurality of measuring portions are disposed within the crankcase. Claim 3 A crankshaft phase measuring device according to claim 2, wherein the collecting part is disposed outside the crankcase. Claim 4 A crankshaft phase measuring device according to claim 2, wherein the collecting part is disposed within the crankcase. Claim 5 A crankshaft phase measuring device for measuring the phase of a crankshaft having a plurality of throw sections, comprising a plurality of measuring sections for measuring the phase of each throw section, a collecting section for collecting measurement data measured by the plurality of measuring sections, and an interpreting section for interpreting the measurement data collected by the collecting section, wherein a portion of the measurement path from the throw section to the collecting section is electrically and mechanically discontinuous, wherein the collecting section is fixed at a distance from the crankshaft so as not to rotate in synchronization with the crankshaft, wherein the plurality of throw sections are housed within a hollow crankcase, wherein at least a portion of the crankshaft protrudes from the crankcase, and further comprising a relay section for relaying the collection of measurement data to the collecting section, wherein the plurality of measuring sections are positioned in the throw section within the crankcase, wherein the relay section is positioned at the protruding end of the crankshaft, wherein the collecting section is positioned outside the crankcase, and wherein the measurement data is configured to be transmitted from the relay section to the collecting section by wireless communication, and wherein the distance between the relay section and the collecting section is electrically and mechanically discontinuous. Device. Claim 6 A crankshaft phase measuring device according to claim 1, wherein the measuring part comprises an acceleration sensor that measures acceleration at the discharge position of the throw part and a gyro sensor that measures angular velocity. Claim 7 delete Claim 8 A crankshaft phase measurement method using a crankshaft phase measuring device described in claim 1 or 5, comprising a measurement process for measuring the phase of each throw section, a collection process for collecting measurement data measured in the measurement process, and an analysis process for analyzing the measurement data collected in the collection process, wherein in the analysis process, the phase of each throw section is independently determined from the measurement data of each throw section. Claim 9 A control method for an internal combustion engine comprising a phase measurement process for measuring the phase of a crankshaft using the crankshaft phase measurement method described in claim 8, and a control process for controlling the fuel injection timing to an engine driving the crankshaft based on the measurement result of the phase measurement process, wherein the timing control of the control process is executed independently for each throw section based on the phase analysis result of each throw section. Claim 10 delete Claim 11 delete Claim 12 delete Claim 13 delete Claim 14 delete Claim 15 delete Claim 16 delete Claim 17 delete Claim 18 delete

Images