Fuel engine crank position sensing device and method for controlling same

Abstract

The present disclosure provides a fuel engine crank position sensing device and a method for controlling same, the device including a rotating flange, a crank position sensor, and an electric control unit. The rotating flange defines a plurality of equidistant points on a periphery, has a plurality of teeth and forms a notch. The crank position sensor generates a first sensing signal and a second sensing signal. When the rotating flange rotates with a crankshaft, the electric control unit takes the receipt of the first sensing signal as a reference time point for counting a number of teeth and the subsequent receipt of the second sensing signal of each of the teeth as a calculation basis to obtain the rotation angle of the crankshaft. Therefore, no matter whether the crankshaft is chosen to rotate forwardly or reversely, the fuel engine can operate normally.

Description

FUEL ENGINE CRANK POSITION SENSING DEVICE AND METHOD FORCONTROLLING SAMEBACKGROUND OF THE INVENTION 1. Field of the Invention

[0001] The present disclosure relates to a fuel engine, and in particular, to a fuel engine crank position sensing device and a method for controlling the same.2. Description of the Related Art

[0002] A fuel engine drives a crankshaft to rotate to output power mainly through the reciprocating motion of a piston in a cylinder. When the piston moves in the cylinder, the highest point of the piston in the cylinder is called top dead center (TDC), and the lowest point of the piston in the cylinder is called bottom dead center (BDC). The stroke is between the top dead center and the bottom dead center. When the piston stroke approaches the top dead center, the spark plug is subjected to a high-voltage current to generate sparks and ignite a mixture of air and fuel compressed by the piston in the cylinder so as to make it explode, so that a high- pressure gas is generated to push the piston to reciprocate between the bottom dead center and the top dead center in the cylinder, and thus, the crankshaft rotates andcontinuously outputs power.

[0003] In order to make the ignition system accurately control the spark plug to ignite before the piston is at the top dead center, a typical method is to provide a rotating flange and a crank position sensor on the crankshaft. An electric control unit (ECU) senses the number of teeth of the rotating flange through the crank position sensor when the crankshaft rotates, so as to acquire the rotation angle of the crankshaft. The rotating flange is provided with a plurality of sensing teeth and a notch on the periphery. When a stalled fuel engine is actuated, the rotating flange rotates, and by taking the time when the crank position sensor senses the notch for the second time as the reference time point for counting the number of the teeth, the number of the teeth is sensed so as to calculate the rotation angle of the crankshaft, and the electric control unit determines the angle of the piston at the top dead center according to this angle signal so as to accurately control injection of the nozzle and ignition of the spark plug.

[0004] However, when the fuel engines operate, there are two types of the fuel engines according to the direction in which the crankshaft is driven to rotate, i.e., engines for forward rotation and engines for reverse rotation, so that the positions of the notch relative to the crank position sensor will be opposite when the crankshaftrotates forwardly or reversely. Therefore, for the same group of rotating flange and crank position sensor of the conventional fuel engine, it is impossible to sense the ignition time point of the same fuel engine if the crankshaft can rotate both forwardly and reversely, so the conventional fuel engine cannot operate normally when the crankshaft is required to rotate both forwardly and reversely. This is the problem to be solved by the present disclosure.

[0005] The preceding discussion of the background art is intended to facilitate an understanding of the present invention only. The discussion is not an acknowledgement or admission that any of the material referred to is or was part of the common general knowledge as at the priority date of the application.BRIEF SUMMARY OF THE INVENTION

[0006] It is an object that this invention ameliorates, mitigates or overcomes, at least one disadvantage of the prior art, or which will at least provide the public with a practical choice.

[0007] In order to solve the problem that the conventional fuel engine cannot operate normally when the crankshaft is required to rotate both forwardly and reversely, the present disclosure provides a fuel engine crank position sensing deviceand a method for controlling the same. No matter whether the crankshaft is chosen to rotate forwardly or reversely, the fuel engine can operate normally.

[0008] In order to achieve the above objective, the present disclosure provides a fuel engine crank position sensing device for sensing a rotation angle of a crankshaft of a fuel engine, including a rotating flange, a crank position sensor and an electric control unit. The rotating flange is disk-like and connected to the crankshaft to rotate coaxially. The rotating flange has a periphery. The rotating flange defines a plurality of equidistant points on the periphery. The periphery has a plurality of teeth at the plurality of equidistant points, and at least one of the equidistant points does not have a tooth to form a notch. The crank position sensor is arranged beside the periphery of the rotating flange in the fuel engine. A sensing direction of the crank position sensor is toward the periphery. The crank position sensor generates a first sensing signal when a sensing position of the crank position sensor faces the notch on the periphery, and the crank position sensor generates a second sensing signal when the sensing position of the crank position sensor passes through each of the teeth on the periphery. The electric control unit is electrically connected to the crank position sensor and configured to receive the first sensing signal and each of the second sensing signals. When the rotating flange rotates with the crankshaft in a choosableforward or reverse direction, the electric control unit takes the receipt of the first sensing signal as a reference time point for counting a number of teeth and the subsequent receipt of the second sensing signal of each of the teeth as a calculation basis to obtain the rotation angle of the crankshaft.

[0009] In order to achieve the above objective, the present disclosure further provides a method for controlling the fuel engine crank position sensing device, including the following steps: actuating the fuel engine such that the rotating flange rotates with the crankshaft in the choosable forward or reverse direction; taking, by the electric control unit, the receipt of the first sensing signal as the reference time point for counting the number of teeth; calculating, by the electric control unit, the rotation angle of the crankshaft according to the subsequent receipt of the second sensing signal of each of the teeth, and generating, by the electric control unit, a timing signal to confirm injection timing and ignition timing when determining that the rotation angle of the crankshaft is at a preset angle; and controlling, by the electric control unit, injection of a nozzle of the fuel engine and ignition of a spark plug according to the timing signal.

[0010] In an embodiment, the fuel engine crank position sensing device further includes an actuator. The actuator is arranged in the fuel engine. The actuator isdrivably connected to the crankshaft. The actuator is further electrically connected to the electric control unit. The actuator actuates the crankshaft to start rotating in the choosable forward or reverse direction according to an actuating signal of the electric control unit.

[0011] In an embodiment, when the crank position sensor generates the first sensing signal, a piston of the fuel engine is located at a top dead center in a cylinder.

[0012] In an embodiment, the rotating flange defines twelve equidistant points on the periphery. Eleven of the equidistant points on the periphery each have one of the teeth, and the remaining one equidistant point without the tooth forms the notch.

[0013] In an embodiment, the rotating flange defines twenty-four equidistant points on the periphery. Twenty-two of the equidistant points on the periphery each have one of the teeth, and the remaining two equidistant point without the teeth are adjacent to each other to form the notch.

[0014] In an embodiment, the rotating flange defines thirty-six equidistant points on the periphery. Thirty-four of the equidistant points on the periphery each have one of the teeth, and the remaining two equidistant point without the teeth are adjacent to each other to form the notch.

[0015] In an embodiment, the fuel engine is arranged in one of an unmanned aerial vehicle, a manned aircraft, a land vehicle, and a marine ship.

[0016] Thereby, through the fuel engine crank position sensing device and the method for controlling the same of the present disclosure, no matter whether the crankshaft of the fuel engine is chosen to rotate forwardly or reversely, the fuel engine can operate normally.BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Further features of the present invention are more fully described in the following description of several non-limiting embodiments thereof. This description is included solely for the purposes of exemplifying the present invention. It should not be understood as a restriction on the broad summary, disclosure or description of the invention as set out herein. The description will be made with reference to the accompanying drawings in which: FIG. 1 is a system block diagram of a fuel engine crank position sensing device according to embodiments of the present disclosure;FIG. 2A is a schematic configuration diagram of a crank position sensor and a rotating flange according to a first embodiment of the present disclosure;FIG. 2B is a schematic diagram of driving a piston in a cylinder to move corresponding to a current position of the crankshaft in FIG. 2A;FIG. 3 is a schematic diagram of twelve equidistant points of the rotating flange of FIG. 2A; FIG. 4 is a flowchart of a method for controlling the fuel engine crank position sensing device according to embodiments of the present disclosure;FIG. 5A is a schematic diagram when the rotating flange of FIG. 2A rotates forwardly and the crank position sensor senses a first tooth in order;FIG. 5B is a schematic diagram of driving a piston in a cylinder to move corresponding to a current position of the crankshaft in FIG. 5 A;FIG. 6A is a schematic diagram when the rotating flange of FIG. 5A rotates forwardly and the crank position sensor senses a sixth tooth in order;FIG. 6B is a schematic diagram of driving a piston in a cylinder to move corresponding to a current position of the crankshaft in FIG. 6 A ; FIG. 7A is a schematic diagram when the rotating flange of FIG. 2 A rotates reversely and the crank position sensor senses a first tooth in order;FIG. 7B is a schematic diagram of driving a piston in a cylinder to move corresponding to a current position of the crankshaft in FIG. 7 A ;FIG. 8A is a schematic configuration diagram of a crank position sensor and a rotating flange according to a second embodiment of the present disclosure; FIG. 8B is a schematic diagram of driving a piston in a cylinder to move corresponding to a current position of the crankshaft in FIG. 8 A ; FIG. 9A is a schematic configuration diagram of a crank position sensor and a rotating flange according to a third embodiment of the present disclosure; and FIG. 9B is a schematic diagram of driving a piston in a cylinder to move corresponding to a current position of the crankshaft in FIG. 9A. DETAILED DESCRIPTION OF THE INVENTION

[0018] In order to fully understand the present disclosure, the present disclosure will be described in detail with reference to the following specific embodiments and the accompanying drawings. Those skilled in the art can understand the objectives, features, and effects of the present disclosure from the contents disclosed in this specification. It should be noted that the present disclosure can be implemented or applied through other different specific embodiments, and various modifications and changes can be made to various details in this specification based on different viewpoints and applications without departing from the spirit of the presentdisclosure. The following implementations will further explain the related technical contents of the present disclosure in detail, but the contents disclosed are not intended to limit the claims of the present disclosure. The description is as follows:

[0019] As shown in FIG. 1 to FIG. 9B, a fuel engine crank position sensing device 100 according to embodiments of the present disclosure includes a rotating flange10, a crank position sensor 20, and an electric control unit 30. The fuel engine may be applied to an unmanned aerial vehicle, a manned aircraft, a land vehicle, or a marine ship, for example.

[0020] The rotating flange 10 is disk-like and connected to a crankshaft 40 of a fuel engine E. The rotating flange 10 rotates coaxially with the crankshaft 40. As shown in FIG. 2 A, the rotating flange 10 has a periphery 1 1 , and the rotating flange 10 defines a plurality of equidistant points P on the periphery 1 1. The periphery 1 1 has a plurality of teeth 12 at the plurality of equidistant points P, and at least one of the equidistant points P does not have the tooth 12 to form a notch 13 relative to the other teeth 12.

[0021] The plurality of equidistant points P are defined by equally dividing 360 degrees of a circle, so every adjacent two of the equidistant points P form a same angle. FIG. 2A and FIG. 2B show a first embodiment of the present disclosure. Thatis, the rotating flange 10 defines twelve equidistant points P on the periphery 11, and every adjacent two of the equidistant points P form an angle of 30 degrees. Eleven of the equidistant points P on the periphery 11 each have one of the teeth 12, and the remaining one equidistant point P without the tooth 12 forms the notch 13 relatively, thereby forming the rotating flange 10 having eleven teeth 12 and one notch 13 on the periphery 11 .

[0022] FIG. 8A and FIG. 8B show a second embodiment of the present disclosure.That is, the rotating flange 10 defines twenty-four equidistant points P on the periphery 11, and every adjacent two of the equidistant points P form an angle of 15 degrees. Twenty-two of the equidistant points P on the periphery 11 each have one of the teeth 12, and the remaining two equidistant points P without the teeth 12 are adjacent to each other to form the notch 13, thereby forming the rotating flange 10 having twenty-two teeth 12 and one notch 13 on the periphery 11.

[0023] FIG. 9A and FIG. 9B show a third embodiment of the present disclosure. That is, the rotating flange 10 defines thirty-six equidistant points P on the periphery11, and every adjacent two of the equidistant points P form an angle of 10 degrees. Thirty-four of the equidistant points P on the periphery 11 each have one of the teeth12, and the remaining two equidistant points P without the teeth 12 are adjacent toeach other to form the notch 13. The number of the teeth 12 and the number of the notches 13 in the first, second, and third embodiments can be adjusted according to the actual demand in the design of the fuel engine, and are not limited to the numbers cited in the embodiments of the present disclosure.

[0024] The crank position sensor 20 is arranged beside the periphery 11 of the rotating flange 10 in the fuel engine E. A sensing direction of the crank position sensor 20 is toward the periphery 11. The crank position sensor 20 generates a first sensing signal S 1 when a sensing position of the crank position sensor faces the notch 13 on the periphery 11. The crank position sensor 20 generates a second sensing signal S2 when the sensing position of the crank position sensor passes through each of the teeth 12 on the periphery 11. In an embodiment, when the crank position sensor 20 generates the first sensing signal S I, a piston V of the fuel engine E is located at a top dead center TDC in a cylinder C (as shown in FIG. 2B and with reference to FIG. 8B and FIG. 9B). The sensing principle of the crank position sensor 20 is as follows: the time of the rotating flange 10 passing through the crank position sensor 20 will change an output voltage signal, and the notch 13 is present for checking the rotational speed and correctly identifying the angle of the crankshaft 40.

[0025] The electric control unit 30 (ECU for short), as shown in FIG. 1, is electrically connected to the crank position sensor 20 and configured to receive the first sensing signal S I and the second sensing signal S2 sensed when the crank position sensor 20 passes through each of the teeth 12. When the rotating flange 10 rotates with the crankshaft 40 in a choosable forward or reverse direction, the electric control unit 30 takes the receipt of the first sensing signal S I as a reference time point for counting a number of teeth and the subsequent receipt of the second sensing signal S2 of each of the teeth 12 as a calculation basis to accurately obtain the rotation angle of the crankshaft 40 through the sensing of the crank position sensor 20.

[0026] The crankshaft 40 rotating in the choosable forward or reverse direction in the previous paragraph means that in the case of the same fuel engine, a user can freely choose to drive the crankshaft 40 to rotate forwardly or reversely, so that the crankshaft 40 can be controlled to switch between forward rotation and reverse rotation in the same fuel engine, rather than that the crankshaft 40 can only be driven to rotate forwardly or reversely in the fuel engine. In an embodiment, as shown inFIG. 1, the fuel engine crank position sensing device further includes an actuator 50 arranged in the fuel engine E. The actuator 50 is drivably connected to the crankshaft 40. The actuator 50 is further electrically connected to the electric control unit 30.The actuator 50 may actuate the crankshaft 40 to start rotating in the choosable forward or reverse direction according to an actuating signal S3 of the electric control unit 30.

[0027] According to the fuel engine E crank position sensing device 100 described above, the present disclosure further provides a method 200 for controlling the crank position sensing device, as shown in FIG. 4, including:

[0028] Step S i l : Actuate the fuel engine E such that the rotating flange 10 rotates with the crankshaft 40 in the choosable forward or reverse direction. In an embodiment, the actuation of the fuel engine is executed by the actuator 50, and at this time, the actuator 50 controls the crankshaft 40 to start rotating in the chosen forward or reverse direction according to the receipt of the actuating signal S3.

[0029] Step S 12: Take, by the electric control unit 30, the receipt of the first sensing signal S I as the reference time point for counting the number of teeth. In step S 12, as shown in FIG. 2A, since the first sensing signal S I is generated when the crank position sensor 20 faces the notch 13 on the periphery 1 1, as shown in FIG. 2B, at this time, the piston V is located at the top dead center TDC in the cylinder C. Thereby, no matter whether the crankshaft 40 rotates forwardly or reversely, when the crank position sensor 20 senses the notch 13, the electric control unit 30 candetermine that the position of the crankshaft 40 corresponds to the position of the piston V located at the top dead center TDC, which is taken as the reference time point for counting the number of the teeth 12.

[0030] Step S 13 : Calculate, by the electric control unit 30, the rotation angle of the crankshaft 40 according to the subsequent receipt of the second sensing signal S2 of each of the teeth 12, and generate, by the electric control unit 30, a timing signal S4 to confirm injection timing and ignition timing when determining that the rotation angle of the crankshaft 40 is at a preset angle. The preset angle is a certain angle of the crankshaft 40 before the piston V approaches the top dead center TDC, which may be set by the electric control unit 30 to enable injection and ignition before the piston V approaches the top dead center TDC such that the fuel engine can operate normally.

[0031] In step S 13, assuming that the rotating flange 10 in the first embodiment has eleven teeth 12 and one notch 13 on the periphery 1 1, taking the receipt of the first sensing signal S I by the electric control unit 30 as the reference time point for counting the number of the teeth 12, when the crank position sensor 20 senses the first tooth 12 in order as the rotating flange 10 rotates forwardly (as shown in FIG. 5A), the electric control unit 30 receives the corresponding second sensing signal S2and can obtain that the current angle of the crankshaft 40 is 30 degrees forward (as shown in FIG. 5B). When the crank position sensor 20 senses the sixth tooth 12 in order as the rotating flange 10 rotates forwardly (as shown in FIG. 6A), the electric control unit 30 receives the corresponding second sensing signal S2 and can obtain that the current angle of the crankshaft 40 is 180 degrees forward, and at this time, the piston V is located at a bottom dead center BDC in the cylinder C (as shown in FIG. 6B). Thereby, when the crank position sensor 20 senses the second to last teeth 12 in order, the rotation angle increases at intervals of 30 degrees, and when the crank position sensor 20 senses the notch 13 again, the reference time point for counting the number of the teeth is reset. Further as shown in FIG. 7A and FIG. 7B, when the rotating flange 10 rotates reversely, it is also the same way that the crank position sensor 20 senses the current angle of the crankshaft 40 and the electric control unit 30 obtains the current angle of the crankshaft 40. Thereby, the electric control unit 30 can correctly sense the current angle and rotational speed of the crankshaft 40 according to the information of the first sensing signal S I and the second sensing signal S2, thereby confirming the timing signal S4.

[0032] Step S14: Control, by the electric control unit 30, injection of a nozzle (not shown) of the fuel engine E and ignition of a spark plug (not shown) according to thetiming signal S4. In this way, the injection timing and the ignition timing are ensured, so that no matter whether the crankshaft 40 rotates forwardly or reversely, the fuel engine can operate correctly according to the injection timing and the ignition timing.

[0033] It is assumed that the crank position sensing device of the above embodiment is applied to a fuel engine of a multirotor unmanned aerial vehicle. An unmanned aerial vehicle can fly stably only when equipped with multiple rotors that cooperatively rotate forwardly and reversely. Currently, there are two types of engines for the unmanned aerial vehicle, i.e., engines for forward rotation and engines for reverse rotation. That is, when the engine for forward rotation fails, it must be replaced with an engine also for forward rotation; and when the engine for reverse rotation fails, it must be replaced with an engine also for reverse rotation. In contrast, according to the crank position sensing device of the present disclosure, as described in the above embodiments, the rotor of each axis may be selectively controlled to rotate forwardly or reversely through the electric control unit 30, so that the fuel engines of the axes can be of the same type, and thereby, there is no need to consider whether the fuel engine is for forward rotation or reverse rotation at the time of purchasing and maintenance.

[0034] From the above description, it is not difficult to find that the present disclosure has the characteristics that: according to the fuel engine crank position sensing device of the present disclosure, since the sensing position of the crank position sensor 20 for the rotating flange 10 faces the notch 13 and the plurality of teeth 12 on the rotating flange 10 are arranged symmetrically with respect to the notch 13, no matter whether the crankshaft 40 rotates forwardly or reversely when the fuel engine is actuated, the reference time point for counting the number of the teeth is reset according to the first sensing signal S I when the crank position sensor 20 senses the notch 13, and the electric control unit 30 properly senses the current angle and rotational speed of the crankshaft 40 according to the information of the second sensing signal S2 corresponding to each of the teeth 12 to confirm the injection timing and the ignition timing. Therefore, when the fuel engine employing the crank position sensing device of the present disclosure is actuated, the crankshaft 40 can be chosen to rotate forwardly or reversely. Compared with the conventional fuel engine that can only control the crankshaft to rotate either forwardly or reversely, the crank position sensing device of the present disclosure makes the fuel engine more flexible in the rotation direction.

[0035] While the present disclosure has been disclosed above with embodiments, it should be understood by those skilled in the art that the embodiments are only used for describing the present disclosure and should not be interpreted as limiting the scope of the present disclosure. It should be noted that all changes and substitutions equivalent to the embodiments shall fall within the scope of the present disclosure. Therefore, the scope of protection of the present disclosure shall be as defined in the claims.

[0036] Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and / or sections, these elements, components, regions, layers and / or sections should not be limited by these terms.These terms may be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as “first,” “second,” and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed herein could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.

[0037] As used herein, the singular forms “a”, “an” and “the” may be intended to include the plural forms as well, unless the context clearly indicates otherwise.The terms “comprise”, “comprises,” “comprising,” “including,” and “having,” or variations thereof are inclusive and therefore specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0038] Even though particular combinations of features are recited in the claims and / or disclosed in the specification, these combinations are not intended to limit the disclosure of possible implementations. In fact, many of these features may be combined in ways not specifically recited in the claims and / or disclosed in the specification. Although each dependent claim listed below may directly depend on only one claim, the disclosure of possible implementations includes each dependent claim in combination with every other claim in the claim set.

[0039] The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order discussed or illustrated, unless specifically identified as an order of performance. It is also to be understood that additional or alternative steps may be employed.

Claims

WHAT IS CLAIMED IS:

1. A fuel engine crank position sensing device for sensing a rotation angle of a crankshaft of a fuel engine, comprising: a rotating flange, which is disk-like and connected to the crankshaft to rotate coaxially, the rotating flange having a periphery, the rotating flange defining a plurality of equidistant points on the periphery, the periphery having a plurality of teeth at the plurality of equidistant points, and at least one of the equidistant points having no tooth to form a notch; a crank position sensor, arranged beside the periphery of the rotating flange in the fuel engine, a sensing direction of the crank position sensor being toward the periphery, the crank position sensor generating a first sensing signal when a sensing position of the crank position sensor faces the notch on the periphery, and the crank position sensor generating a second sensing signal when the sensing position passes through each of the teeth on the periphery; and an electric control unit, electrically connected to the crank position sensor and configured to receive the first sensing signal and each of the second sensing signals, when the rotating flange rotates with the crankshaft in a choosable forward or reverse direction, the electric control unit taking the receipt of thefirst sensing signal as a reference time point for counting a number of teeth and the subsequent receipt of the second sensing signal of each of the teeth as a calculation basis to obtain t he rotation angle of the crankshaft.

2. The fuel engine crank position sensing device according to claim 1, further comprising an actuator, the actuator being arranged in the fuel engine, the actuator being drivably connected to the crankshaft, the actuator being further electrically connected to the electric control unit, and the actuator actuating the crankshaft to start rotating in the choosable forward or reverse direction according to an actuating signal of the electric control unit.

3. The fuel engine crank position sensing device according to claim 1 or 2, wherein, when the crank position sensor generates the first sensing signal, a piston of the fuel engine is located at a top dead center in a cylinder.

4. The fuel engine crank position sensing device according to claim 1 , 2 or 3, wherein the rotating flange defines twelve equidistant points on the periphery, eleven of the equidistant points on the periphery each having one of the teeth, and the remaining one equidistant point having no tooth forming the notch.

5. The fuel engine crank position sensing device according to claim 1 , 2 or 3, wherein the rotating flange defines twenty-four equidistant points on the periphery, twenty-two of the equidistant points on the periphery each having one of the teeth, and the remaining two equidistant point having no teeth being adjacent to each other to form the notch.

6. The fuel engine crank position sensing device according to claim 1 , 2 or 3, wherein the rotating flange defines thirty-six equidistant points on the periphery, thirty-four of the equidistant points on the periphery each having one of the teeth, and the remaining two equidistant point having no teeth being adjacent to each other to form the notch.

7. A method for controlling the fuel engine crank position sensing device according to any one of claims 1 to 6, comprising the following steps: actuating the fuel engine such that the rotating flange rotates with the crankshaft in the choosable forward or reverse direction; taking, by the electric control unit, the receipt of the first sensing signal as the reference time point for counting the number of teeth; calculating, by the electric control unit, the rotation angle of the crankshaft according to the subsequent receipt of the second sensing signal of each of the teeth, andgenerating, by the electric control unit, a timing signal to confirm injection timing and ignition timing when determining that the rotation angle of the crankshaft is at a preset angle; and controlling, by the electric control unit, injection of a nozzle of the fuel engine and ignition of a spark plug according to the timing signal.

8. The method for controlling the fuel engine crank position sensing device according to claim 7, wherein the fuel engine further comprises an actuator, the actuator being drivably connected to the crankshaft, and the actuator being further electrically connected to the electric control unit; and the method comprises actuating, by the actuator, the crankshaft to start rotating in the choosable forward or reverse direction according to an actuating signal of the electric control unit.

9. The method for controlling the fuel engine crank position sensing device according to claim 7 or 8, wherein, when the crank position sensor generates the first sensing signal, a piston of the fuel engine is located at a top dead center in a cylinder.

10. The method for controlling the fuel engine crank position sensing device according to claim 7, 8 or 9, wherein the fuel engine is arranged in one of an unmanned aerial vehicle, a manned aircraft, a land vehicle, and a marine ship.

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