• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method of protecting a double damper flywheel DVA, by rotating engine detection of a resonant input of the DVA, arranged between an internal combustion engine and a gearbox of a vehicle, comprising the following steps: • Determining the speed average (Vvilmoy) of rotation of the crankshaft, over time over a predetermined predetermined period, as a first parameter constituting a risk of resonance input of the DVA, • Measuring the maximum instantaneous speed and the minimum instantaneous speed of rotation of the crankshaft, defining by difference the amplitude (Ampvvi) maximum crankshaft rotation oscillations, over the period, as a second parameter constituting a risk of resonance input of the DVA, • Detect a resonance input of the DVA from a determined combination of values of the first and second parameters over the period, • limit or cut fuel injection in the cy lindres after said detection.
    公开号:FR3065257A1
    申请号:FR1853011
    申请日:2018-04-06
    公开日:2018-10-19
    发明作者:Julien LEFEVRE；Benjamin Marconato
    申请人:Continental Automotive GmbH；Continental Automotive France SAS；
    IPC主号:
    专利说明:

    Holder (s): CONTINENTAL AUTOMOTIVE FRANCE Simplified joint-stock company, CONTINENTAL AUTOMOTIVE GMBH.
    Extension request (s)
    Agent (s): CONTINENTAL AUTOMOTIVE FRANCE.
    METHOD FOR PROTECTING A DOUBLE SHOCK ABSORBER, BY DETECTING A ROTATING MOTOR FROM ITS INPUT IN RESONANCE.
    FR 3 065 257 - A1 [o / J Method for protecting a double damper flywheel DVA, by detecting the engine running with an entry into resonance of the DVA, arranged between an internal combustion engine and a gearbox of a vehicle , including the following steps:
    Determine the average speed (Vvil ^ y) of rotation of the crankshaft, over time over a given predetermined period, as a first parameter constituting a risk of entry into resonance of the DVA,
    Measure the maximum instantaneous speed and the minimum instantaneous speed of rotation of the crankshaft, defining by difference the maximum amplitude (Ampvvi) of the oscillations of rotation of the crankshaft, over the period, as a second parameter constituting a risk of entry into resonance DVA,
    Detect an entry into resonance of the DVA from a determined combination of values of the first and second parameters over the period, limit or cut the injection of fuel into the cylinders after said detection.

    The present invention relates to a method and a device for protecting a double shock-absorbing flywheel, by detecting the engine running when the double shock-absorbing flywheel enters into resonance, the latter being arranged between an internal combustion engine and a gearbox. of a vehicle.
    A double damper flywheel DVA (or DMF for "Dual Mass Flywheel" in English) is a flywheel consisting of two distinct parts, a first part secured to the engine and a second part secured to the vehicle gearbox via a shaft of transmission. These two parts are free to rotate with respect to each other and this degree of freedom in rotation is limited by springs arranged between these two parts. The springs make it possible to attenuate the influences of one on the other, more precisely the jolts of transmission or the variations of speed of the thermal engine induced by an engine torque coming from a plurality of cylinders. This architecture of double shock-absorbing flywheel induces due to the presence of springs, a resonant frequency which can lead to un-damped movements of one part with respect to the other which can go as far as the destruction of parts in extreme cases if the 'we don't intervene.
    The double damping flywheel or DVA can therefore come into resonance under certain operating conditions of the engine and the vehicle. An experimental example gives the following results: the resonance frequencies converted into engine speeds are reached in the following cases:
    • for an engine speed of 300 r / min when no gear is engaged, • for an engine speed of 400 r / min in first speed, • for an engine speed of 800 r / min in 5 th speed, • an engine speed of 1000 rev / min in 6 th speed.
    The energy released by the combustions then increases the amplitude of the resonance without increasing the average speed. It is not possible to exit the resonance by accelerating.
    The document US20160153520 teaches for example a method of protecting a double mass flywheel (DVA) of a vehicle based on the comparison, by a controller, of a rotational speed of the engine of a vehicle with a threshold value which is set to avoid a DVA resonance point. If the engine speed is lower than the threshold value, the injection of fuel into the engine is cut by the controller to stop the engine. A fuel injection condition to restart the engine is determined after the fuel injection cutoff, and the controller monitors whether this condition is met. If the fuel injection condition is reached, the fuel injection into the engine is resumed by the controller to start the engine.
    According to document EP 2 230 393, a variation in the speed of rotation of the crankshaft is compared with a determination of a variation in thresholds linked to the behavior of the driver, in order to suppress the amplitude of resonance of a double damping flywheel (DVA). The determination of the variation of the thresholds linked to the behavior of the driver is fixed on the basis of an operating state which reflects the intention of the driver of the vehicle to accelerate or decelerate, given, for example, by an action on the brake pedal. . Thus, it is possible to correctly detect the start of the resonance of the DVA with precision based on the information on the intention of the driver of the vehicle, including whether or not a braking operation is performed. It is thus possible to reduce or eliminate the variation of the power produced by an engine, at an appropriate time.
    The present invention provides a method and a device for protecting a double damping flywheel by improving the detection of an entry into resonance of a double damping flywheel, in particular the speed of detection.
    An objective of the present invention is therefore to propose a tool for limiting the amplitude and duration of the time spent by a double damping flywheel in resonance mode.
    Another object of the present invention is to provide a tool for reducing noise in the passenger compartment of the vehicle.
    Another object of the present invention is to provide a tool to protect the transmission from changes in the speed of the crankshaft, due to combustion in the cylinders.
    Another objective of the present invention is to provide a tool to limit interference on learning in the deceleration phase without combustion, by detecting as soon as possible the conditions for entry into resonance of the DVA.
    More specifically, the invention relates to a method of protecting a double damping flywheel or DVA, by detecting the engine running from an entry into resonance of the double damping flywheel, the latter being disposed between an internal combustion engine and a gearbox of vehicle speeds, characterized in that it comprises the following stages:
    • Determine the average speed of rotation of the crankshaft, over time over a given predetermined period, as a first parameter constituting a risk of the double damper flywheel entering into resonance, • Measuring the maximum instantaneous speed and the minimum instantaneous speed of rotation of the crankshaft, defining by difference the maximum amplitude of the oscillations of rotation of the crankshaft, over said predetermined given period, as a second parameter constituting a risk of entry into resonance of the double damping flywheel, • Detecting an entry into resonance of the double damping flywheel from a determined combination of values of said first and second parameters, over said predetermined given period, • Limiting or cutting a fuel injection in the cylinders, after detection of a resonance entry of the double damping flywheel.
    The protection method according to the invention offers a very fast, efficient and robust detection of a resonance entry of the double damping flywheel by monitoring, in a predetermined given period, of a significant combination of engine parameters, taken in speed mean of rotation of the crankshaft, and in the maximum amplitude of the oscillations of rotation of the crankshaft, therefore of the oscillations of the engine speed, evaluated concomitantly or substantially concomitant, namely in the same given given time period. These parameters can be measured or determined using a sensor of known type which now exists on all internal combustion engines, which is the crankshaft position sensor, controlled by an engine control unit which performs the calculations. For example, a particularly suitable sensor is a tooth sensor, comprising in particular 60 teeth on one revolution of the crankshaft. From such a position sensor, the engine control unit calculates the instantaneous speed of rotation of the tooth-to-tooth crankshaft by derivation of the angular position, and deduces therefrom an average speed, over a given predetermined period. Consequently, the invention can be easily formed at low cost by means of a simple software implemented in the engine control unit or ECU (for "Engine Control Unit" in English) which also equips all engines with internal combustion, and does not require additional equipment to that already existing.
    Once the detection of entry into resonance is made according to an essential step of the process according to the invention, and the diagnosis posed as such, several consecutive solutions can be implemented in the best conditions of preservation of the double damping flywheel and of the transmission in general. For example, for a non-hybrid vehicle, a solution to stop this resonance phenomenon consists in limiting or cutting off the fuel injection, an operation which can be carried out by the engine control unit according to any known means. The injection cut-out acts on a decrease in the average speed of the crankshaft and a substantially immediate stop of the engine speed rotation oscillations due to the absence of combustion in the cylinders. In the case of a hybrid motor, a possible complement to the method according to the invention is to activate the electric motor to take over from the heat engine. We always limit or cut the injection, and:
    • the engine speed is kept thanks to the electric motor, • the resonance is no longer present because it is stimulated by combustion.
    According to an advantageous characteristic, said determined combination of values of said first and second parameters, over said predetermined given period, is defined as follows:
    • Said average speed of rotation of the crankshaft adopts:
    - a value between a predetermined maximum growth value and a predetermined maximum decay value, distributed on either side of a stable average speed value, and
    - Said stable average speed value being less than or equal to a predetermined threshold, • Said maximum amplitude of the crankshaft rotation oscillations adopts a value greater than or equal to a predetermined threshold.
    The first parameter which is the average speed of rotation of the crankshaft constitutes a criticality of entry into resonance of the double damping flywheel in that on the one hand this is stabilized or substantially stabilized around a constant speed and d on the other hand, it is less than or equal to a predetermined critical threshold of rotation speed, for example the idling speed. The second parameter is jointly with the first, constituting a criticality of entry into resonance of the double damping flywheel from a predetermined maximum amplitude threshold which is a function of the proper parameters of the DVA but also of the engine and the gearbox. speeds. This threshold can be determined by calibration for each vehicle. Thus, if the average speed of rotation of the crankshaft is stable or substantially stable and too low, and if the maximum amplitude of the oscillations of the crankshaft is too large, as will be described in more detail below with an exemplary embodiment of the invention, the injection is limited or cut in particular on a non-hybrid vehicle. Any other situation does not require specific intervention from the engine control because no resonance is detected. The method according to the invention makes it possible in particular to exclude a case of conventional engine starting as will be explained later with the description of examples of embodiment of the invention.
    According to an advantageous characteristic, said predetermined given period is between 0.5 s and 2 s, preferably between 1 s and 2 s.
    This period is a compromise between a period long enough to detect a significant change in the average speed of the crankshaft, namely in this case its stability, and short enough to allow for example the engine control to take all measures to interrupt as quickly as possible. resonance possible from the moment it was detected according to the method according to the invention.
    The invention further relates to a device for protecting a double damping flywheel or DVA, by detecting the engine running when the double damping flywheel has entered into resonance, the latter being arranged between an internal combustion engine and a gearbox. speeds of a vehicle, characterized in that it comprises:
    • Means for determining the average speed of rotation of the crankshaft, over time over a predetermined given period, as a first parameter constituting a risk of the double damping flywheel entering into resonance, • Means for measuring the instantaneous speed maximum and the minimum instantaneous speed of rotation of the crankshaft, defining by difference the maximum amplitude of the oscillations of rotation of the crankshaft, over said predetermined given period, as a second parameter constituting a risk of resonance of the double damping flywheel, • Means for detecting an entry into resonance of the double damping flywheel from a determined combination of values of said first and second parameters, over said predetermined given period, • Means for limiting or cutting off a fuel injection into the cylinders, after detection of a doubled resonance entry e damping flywheel.
    According to an advantageous characteristic, said means for determining the average speed of rotation of the crankshaft, said means for measuring the maximum instantaneous speed and the minimum instantaneous speed of rotation of the crankshaft, defining by difference the maximum amplitude of the oscillations of rotation of the crankshaft, and said means for detecting an entry into resonance of the double damping flywheel from a determined combination of values of said first and second parameters, over said given period, said means for limiting or cutting off a fuel injection into the cylinders, after detection of an entry into resonance of the double damping flywheel, comprise a crankshaft position detector constituted by a plurality of teeth allowing a determination of the rotational speed of the crankshaft, tooth to tooth, and an engine control unit.
    FIG. 1 represents a diagram of an example of a curve of rotational speed of the crankshaft according to an example of a method according to the invention of protection via a detection of the engine running from an entry into resonance of a double damping flywheel,
    FIG. 2 represents a flow diagram of an example of a method according to the invention of protection via a detection of the engine running of an input in resonance of a double damping flywheel,
    FIG. 3 represents a diagram of an example of the curve of rotational speed of the crankshaft when the engine is started,
    FIG. 4 represents a diagram of an example of a curve of rotational speed of the crankshaft when returning to the engine idling speed.
    FIG. 5 represents a diagram of an exemplary embodiment of a device according to the invention.
    The diagram in FIG. 1 shows an evolution of the speed curve Vvil of the crankshaft or engine speed of a vehicle, measured over time, for example a vehicle which moves under the action of a multicylinder thermal engine. On the abscissa axis there is a time scale t in seconds (s) and on the ordinate axis a scale of engine speed V or crankshaft rotation speed in revolutions per minute (rpm). The idling speed has been represented by a horizontal line defined in a predetermined manner by the engine control unit (not shown) here at 800 rpm.
    In the example of an engine given in FIG. 1, the speed of the crankshaft illustrated by the curve Vvil passes over time, over a period of approximately half a second corresponding to half the length of the abscissa axis represented , from a speed of around 2000 rpm to an average speed of the order of 500 to 600 rpm, representing for example a stalling phase, or a decrease in engine speed in an under-speed zone the vehicle traveling at very low speed with a gear engaged, for example a fifth speed.
    The crankshaft speed curve Vvil is obtained by means of a crankshaft position tooth sensor, comprising for example 60 teeth making it possible to calculate the instantaneous tooth-to-tooth speed of the crankshaft, this in a known manner, for example by measuring the angular displacement of the sensor between two signals given by the passage of two successive teeth in front of the sensor, and by measuring the time elapsing between these two signals. Thus, the speed curve shows oscillations of speed over time in a predetermined given period, illustrating speed accelerations during combustions in the cylinders, and decelerations between combustions.
    Simultaneously with the measurement of the instantaneous tooth-to-tooth speed of the sensor, the engine control unit performs the calculation of the average speed of rotation of the crankshaft, also in known manner by averaging the instantaneous speed over a given predetermined period.
    The curve Vvil illustrated in FIG. 1 therefore presents a first phase of decrease in the average speed of rotation of the crankshaft, passing from an average speed of approximately 2000 rpm to an average speed of the order of 500 to 600 rpm , or below the average idling speed Vvil ra i fixed at 800 rpm.
    If we look at the evolution of the speed Vvil of rotation over the time period [0, t1] in Figure 1 we see a fairly strongly decreasing average speed with simultaneously large amplitudes of significant and increasing oscillations. According to the invention, the average speed being strongly decreasing, there is no need to detect an entry into resonance of the DVA, because the engine could be in the stop phase. Over the period Prés which follows from the instant t1 and comprised between the instants t1 and t2 as shown, with a duration of approximately 0.5 s, it can be seen that the average speed calculated from the speed Vvil of rotation of the crankshaft is stabilized or substantially stabilized, in the example at a speed of the order of 500 to 600 rpm and that the maximum amplitude Ampwii of the engine speed oscillations is always large.
    By substantially stabilized average speed of rotation of the crankshaft is meant here an average speed which may possibly vary within an authorized variation range, low around a stabilized speed. Preferably, the authorized variation range of the average speed is of the order of 200 rpm, more preferably of the order of 100 rpm.
    Thus, according to the invention:
    • We first determined the average speed Vvil av of rotation of the crankshaft, over time over a predetermined period Pres, for example greater than 0.5 s in Figure 1, between t1 and t2, as a first parameter constituting a risk of the double damping flywheel coming into resonance; Advantageously, this average speed Vvil Avg adopting:
    - a value between a predetermined maximum growth value and a predetermined maximum decay value, distributed on either side of an average speed value Mean steady Vvil, in the example an average speed moy stabilized Vvil of around 600 rpm with an admissible variation range around the stabilized speed, for example around 100 rpm, and
    said stable average speed value being less than or equal to a predetermined threshold S Vvilmoyrés, in I example the Swiimoyrés threshold being fixed at the average idling speed Vvil ra i of 800 rpm, and the average speed Vvilmoy stabilized over the period included between t1 and t2 being of the order of 600 rpm, • Secondly, the maximum instantaneous speed and the minimum instantaneous speed of rotation of the crankshaft were calculated, defining by difference the maximum amplitude Ampwii of the crankshaft rotation oscillations , over the same predetermined given period Pres, ie the time period between t1 and t2, as a second parameter constituting a risk of the double damping flywheel entering into resonance; the maximum amplitude Ampwii of the crankshaft rotation oscillations adopting in the example a value greater than or equal to a predetermined threshold S AmpVvilrés, for example a maximum amplitude greater than or equal to 100 rpm, preferably greater than or equal to 200 tr / min, • An entry into resonance of the double damping flywheel is thus detected from this determined combination of values of the first and second parameters, over this predetermined period. According to FIG. 1, the diagnosis of entry into resonance of the DVA being established, the injection can be limited or cut in any known way using the engine control unit, in order to get out of this resonance situation, in the case of a non-hybrid vehicle.
    An example of a method according to the invention with the aid of the flowchart according to FIG. 2 will now be described.
    In order to limit the use of the calculation means and the memory space of the engine control unit, it is advantageously possible to limit the activation of the method for detecting an entry into resonance of the DVA. For example, the method can only be activated when the engine is operating below a given average speed threshold Threshold SU rvvvii. This SU Threshold rvvvii monitoring threshold is defined as the regime above which there is no risk of resonance of the DVA. The SU Threshold rvvvii threshold can be established by calibration for each vehicle or defined generally at a speed can be higher but more generic, for example a speed of the order of 2000 rpm.
    At step 10 of Figure 2, the engine control unit continuously calculates the average speed of rotation moy Vvil the crankshaft, and proceeds to the next step 20 when the average speed Vvil moy of rotation of the crankshaft is less than the threshold speed Thresholdsurvvvii, for example fixed at 2000 rpm.
    In steps 20 and 21 in Figure 2, the engine control unit continuously calculates the average speed of rotation moy Vvil crankshaft and the Ampwii maximum amplitude of rotation of the crankshaft oscillations, respectively.
    Average speed Vvil moy stabilized critical, is less than or equal to Swiimovrés speed threshold depends on the gear engaged, and is thus established by calibration for each gearbox ratio; if no gear ratio is engaged an average speed value Avg stabilized critical Vvil is for example of the order of 600 rev / min in a range of variation between 100 and 200 rev / min.
    The engine control unit has in memory the current period P = [t1, t2], for example a period between 0.5 and 2 seconds, preferably between 1 and 2 seconds of stability which serves as the basis of calculation for the detection of an entry into resonance of the DVA, at the end of which it proceeds continuously to an evaluation of the combination of the first and second parameters, the mean speed Vvilmoy of rotation of the crankshaft and the maximum amplitude Ampwii of the oscillation of rotation of the crankshaft, this reference to the monitoring period being represented by step 22 in FIG. 2.
    During step 30, over a current period P = [t1, t2] the engine control unit monitors the evolution of the average speed as indicated above in order to detect its stability also as indicated more high, and furthermore compares the value of this mean speed Vvilmoy of rotation of the crankshaft at the speed threshold Swiimoyrés, as well as the maximum amplitude Ampwii calculated of the oscillations of rotation of the crankshaft at the predetermined threshold SAmpvviirés also implemented in memory of the ECU, and:
    • If the mean speed Vvilmoy of rotation of the crankshaft is stable or appreciably stable and moreover inferior or equal to the speed threshold S Vvilmoyrés, and • If the maximum amplitude Ampwii calculated of the oscillations of rotation of the crankshaft is greater than or equal to the predetermined threshold S AmpVvilrés, • Then, step 50 in FIG. 2, the engine control unit limits or cuts the injection of fuel into the cylinders; the process then returns to step 10 described above.
    If the answer in step 30 is negative, the engine control unit proceeds to a step 40, as follows:
    • If the average speed Vvilmoy of rotation of the crankshaft is not stable or appreciably stable, or • If the average speed Vvilmoy of rotation of the crankshaft is higher than the speed threshold S Vvilmoyrés, OR • If the maximum amplitude Ampwii calculated of the oscillations rotation of the crankshaft is less than the predetermined threshold SAmpvviirés, • Then, during a step 60, the engine control unit proceeds to increase the torque up to the limit of the torque requested by the driver; the process then returns to step 10 described above.
    If the answer to step 40 is negative, the process then returns to step 10 described above.
    FIG. 3 which presents an example of evolution of the speed of rotation of the crankshaft during an engine start, does not need to lead to a diagnosis of entry into resonance of the DVA, according to the method described in Figure 2, as explained below.
    In this FIG. 3, the abscissa and ordinate axes are identical to those of FIG. 1, and the same references as those used in FIG. 1 represent similar means.
    In the period P = [t1, t2] the engine control unit records a strong increase in the average speed Vvil av of rotation of the crankshaft, followed after time t2 by a stabilization of this average speed around a speed of 800 rpm representing the engine idling speed, with attenuation of the crankshaft rotation oscillations. During the strong growth of the mean speed Vvil av of rotation of the crankshaft in period P, the maximum amplitude Ampwii of the oscillations of rotation of the crankshaft is large and for example exceeds the threshold S AmpVvilrés implemented in the engine control unit. However, the second setting up of the evolution of the average speed over the period Vvil Avg P shows no stability. As a result, step 30 according to the flow diagram of FIG. 2 is not satisfied, and the method in this case refers to step 40 which is a reverse step from step 30.
    In the example of Figure 3, step 40 is satisfied with the fact that the period P, despite maximal Ampwii upper amplitude threshold S AmpVvilrés, average speed Vvil moy the period P is not stable , this second parameter being an alternative to the first in step 40. The method thus refers in this case to step 60 consisting of an increase in the engine torque within the limit of the torque requested by the driver.
    FIG. 4 which presents an example of evolution of the rotation speed of the crankshaft during a return to the engine idling speed, does not need to lead to a diagnosis of entry into resonance of the DVA, according to the process described in Figure 2, as explained below.
    In this FIG. 4, the abscissa and ordinate axes are identical to those of FIG. 1, and the same references as those used in FIG. 1 represent similar means.
    In the period P = [t1, t2] between the times t1 and t2 as shown, the engine control unit detects a stability of the average speed of rotation moy Vvil crankshaft around a system of 800 r / min representing the engine idling speed, this stability being accompanied by oscillations of the low amplitude Ampwii engine speed. Despite stability moy Vvil average speed, the engine control unit thus falls in the same period P Ampwii a maximum amplitude less than the threshold SAmpvviirés resonance criticality. As a result, step 30 according to the flow diagram of FIG. 2 is not satisfied, and the method returns in this case to step 40.
    In the example of FIG. 4, step 40 is satisfied with the fact that, over the period P considered, the maximum amplitude Ampwii is less than the threshold SAmpvviirés- The method thus returns in this case to step 60 consisting of an increase in engine torque within the limit of the torque requested by the driver.
    In FIG. 4, before the instant t1 of entering period P, the engine control unit detects a sharp decrease in the average speed of the crankshaft accompanied by oscillations in rotation of the crankshaft of high amplitude, as shown, and does not detect an entry into resonance because the average speed is not stable or substantially stable as explained with the example in FIG. 3.
    FIG. 5 represents an exemplary diagram of a device for protecting a double shock-absorbing flywheel, by detecting the engine running when the double shock-absorbing flywheel enters into resonance, the latter being disposed between an internal combustion engine 3 and a gearbox 4 of a vehicle 5, comprising:
    Means 1, 2 for determining the average speed of rotation of the crankshaft, over time over a predetermined given period, as a second parameter constituting a risk of the double damping flywheel coming into resonance, taken as a sensor for crankshaft position 1 and an engine control unit 2 processing the signal from the position sensor 1 as explained above in a known manner, • Means 1, 2 for measuring the maximum instantaneous speed and the minimum instantaneous speed of rotation of the crankshaft, defining by difference the maximum amplitude of the crankshaft rotation oscillations, over the predetermined given period, as a first parameter constituting a risk of entry into resonance of the double damping flywheel DVA, • Means 1, 2 to detect an entry into resonance of the double damping flywheel from a determined combination of values of said first and second parameters s, over said predetermined given period, • Means 2 for limiting or cutting off a fuel injection into the cylinders, after detection of an entry into resonance of the double damping flywheel.
    As shown in FIG. 5, the means for determining the average speed of rotation of the crankshaft, the means for measuring the maximum instantaneous speed and the minimum instantaneous speed of rotation of the crankshaft, defining by difference the maximum amplitude of the oscillations of rotation of the crankshaft , and the means for detecting an entry into resonance of the double damper flywheel DVA from a determined combination of values of said first and second parameters, over the given period P, the means for limiting or cutting off a fuel injection into the cylinders after detection of an entry into resonance of the double shock-absorbing flywheel, comprise a crankshaft position detector 1 consisting of a plurality of teeth allowing determination of the tooth-to-tooth speed, and a motor control unit 2, of known type, by example conventionally equipping an internal combustion engine vehicle, and implemented with software according to a method for example as described above with the help of FIG. 2.
    权利要求:
    Claims (5)
    [1" id="c-fr-0001]
    1. Method for protecting a double damping flywheel (DVA), by detecting the rotating engine of an entry into resonance of the double damping flywheel (DVA), the latter being arranged between an internal combustion engine (3) and a gearbox gears (4) of a vehicle (5), characterized in that it comprises the following stages:
    • Determine the average speed (Vvil mO y) of rotation of the crankshaft, over time over a given predetermined period, as a first parameter constituting a risk of the resonant flywheel entering into resonance, • Measuring the maximum instantaneous speed and the minimum instantaneous speed of rotation of the crankshaft, defining by difference the maximum amplitude (Ampwii) of the oscillations of rotation of the crankshaft, over said given predetermined period (P), as a second parameter constituting a risk of entry into resonance of the double damping flywheel, • Detecting an entry into resonance of the double damping flywheel from a determined combination of values of said first and second parameters, over said predetermined given periodi • limit or cut fuel injection into the cylinders, after detection of '' an entry into resonance of the double damping flywheel.
    [2" id="c-fr-0002]
    2. Method according to claim 1, in which said determined combination of values of said first and second parameters, over said predetermined given period, is defined as follows:
    • Said average speed (Vvil mO y) of rotation of the crankshaft adopts:
    - a value between a predetermined maximum growth value and a predetermined maximum decay value, distributed on either side of a stable average speed value, and
    - Said stable average speed value being less than or equal to a predetermined threshold (Swiimoyrés), • Said maximum amplitude (Ampwii) of the crankshaft rotation oscillations adopts a value greater than or equal to a predetermined threshold (SAmpvviirés).
    [3" id="c-fr-0003]
    3. Method according to any one of claims 1 or 2, wherein said predetermined given period (P) is between 0.5 s and 2 s, preferably between 1 s and 2 s.
    [4" id="c-fr-0004]
    4. Device for protecting a double damping flywheel (DVA), by detection of the rotating engine when the double damping flywheel (DVA) enters into resonance, the latter being arranged between an internal combustion engine (3) and a gearbox. gears (4) of a vehicle (5), characterized in that it comprises:
    • Means (1, 2) for determining the average speed (Vvil mO y) of rotation of the crankshaft, over time over a predetermined given period, as a first parameter constituting a risk of resonance of the double flywheel damper, • Means (1, 2) for measuring the maximum instantaneous speed and the minimum instantaneous speed of rotation of the crankshaft, defining by difference the maximum amplitude (Ampwii) of the oscillations of rotation of the crankshaft, over said given period (P) predetermined, as a second parameter constituting a risk of entry into resonance of the double damping flywheel, • Means (1, 2) for detecting an entry into resonance of the double damping flywheel from a determined combination of values of said first and second parameters, over said predetermined given period A • Means (2) for limiting or cutting off a fuel injection into the cylinders, after detecting n an entry into resonance of the double damping flywheel.
    [5" id="c-fr-0005]
    5. Device according to claim 4, characterized in that, said means for determining the average speed (Vvil mO y) of rotation of the crankshaft, said means for measuring the maximum instantaneous speed and the minimum instantaneous speed of rotation of the crankshaft, defining by difference the maximum amplitude (Ampwii) of the rotational oscillations of the crankshaft, and said means for detecting an entry into resonance of the double damping flywheel (DVA) from a determined combination of values of said first and second parameters, over said period ( P) given, said means for limiting or cutting off a fuel injection into the cylinders, after detection of an entry into resonance of the double damping flywheel, comprise a crankshaft position detector (1) consisting of a plurality of teeth allowing a determination of the speed of rotation of the crankshaft, tooth to tooth, and an engine control unit (2).
    1/4
    Ll c ο oo ο j = o œoo cm • h CM
    2/4
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    同族专利:
    公开号 | 公开日
    US20190375413A1|2019-12-12|
    WO2018193179A1|2018-10-25|
    FR3065257B1|2019-04-12|
    CN110546057A|2019-12-06|
    FR3065256A1|2018-10-19|
    US11203345B2|2021-12-21|
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    DE202013009182U1|2013-10-17|2015-01-19|Gm Global Technology Operations, Inc.|Dual-mass flywheel protection|CN112761788A|2021-01-13|2021-05-07|北京理工大学|Diesel engine cylinder nonuniformity online detection method based on instantaneous rotation speed|KR20060072553A|2004-12-23|2006-06-28|현대자동차주식회사|Controlling method for the idle governing|
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    DE102015101005A1|2015-01-23|2016-07-28|Dr. Ing. H.C. F. Porsche Aktiengesellschaft|Method for starting a motor vehicle engine and engine control unit for controlling a motor vehicle engine|FR3103224A1|2019-11-20|2021-05-21|Vitesco Technologies GmbH|Method of managing the injection of an internal combustion engine|
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    法律状态:
    2018-10-19| PLSC| Publication of the preliminary search report|Effective date: 20181019 |
    2019-04-18| PLFP| Fee payment|Year of fee payment: 2 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 3 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 4 |
    2021-08-20| TP| Transmission of property|Owner name: VITESCO TECHNOLOGIES, DE Effective date: 20210712 |
    2022-02-11| CA| Change of address|Effective date: 20220103 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1753336|2017-04-18|
    FR1753336A|FR3065256A1|2017-04-18|2017-04-18|METHOD FOR DETECTING THE ROTATING MOTOR OF A RESONANCE INPUT OF A DOUBLE DAMPER FLYWHEEL|
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