CN107810316B - Method for detecting a clearance of a sensor wheel - Google Patents
Method for detecting a clearance of a sensor wheel Download PDFInfo
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- CN107810316B CN107810316B CN201680037419.1A CN201680037419A CN107810316B CN 107810316 B CN107810316 B CN 107810316B CN 201680037419 A CN201680037419 A CN 201680037419A CN 107810316 B CN107810316 B CN 107810316B
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- 238000000034 method Methods 0.000 title claims abstract description 38
- 238000002485 combustion reaction Methods 0.000 claims abstract description 21
- 238000001514 detection method Methods 0.000 claims abstract description 5
- 238000011156 evaluation Methods 0.000 claims description 11
- 238000004590 computer program Methods 0.000 claims description 5
- 230000001419 dependent effect Effects 0.000 claims description 5
- 239000003550 marker Substances 0.000 claims description 3
- 230000001133 acceleration Effects 0.000 description 10
- WUSAVCGXMSWMQM-UHFFFAOYSA-N ambucetamide Chemical compound CCCCN(CCCC)C(C(N)=O)C1=CC=C(OC)C=C1 WUSAVCGXMSWMQM-UHFFFAOYSA-N 0.000 description 2
- 239000000969 carrier Substances 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 230000015654 memory Effects 0.000 description 2
- 238000005070 sampling Methods 0.000 description 2
- 239000011800 void material Substances 0.000 description 2
- 238000012935 Averaging Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
- F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
- F02P7/067—Electromagnetic pick-up devices, e.g. providing induced current in a coil
- F02P7/0675—Electromagnetic pick-up devices, e.g. providing induced current in a coil with variable reluctance, e.g. depending on the shape of a tooth
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
- G01D5/00—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable
- G01D5/12—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means
- G01D5/244—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing characteristics of pulses or pulse trains; generating pulses or pulse trains
- G01D5/245—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing characteristics of pulses or pulse trains; generating pulses or pulse trains using a variable number of pulses in a train
- G01D5/2454—Encoders incorporating incremental and absolute signals
- G01D5/2455—Encoders incorporating incremental and absolute signals with incremental and absolute tracks on the same encoder
- G01D5/2457—Incremental encoders having reference marks
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/042—Testing internal-combustion engines by monitoring a single specific parameter not covered by groups G01M15/06 - G01M15/12
- G01M15/046—Testing internal-combustion engines by monitoring a single specific parameter not covered by groups G01M15/06 - G01M15/12 by monitoring revolutions
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/42—Devices characterised by the use of electric or magnetic means
- G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
- G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
- G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
- G01P3/488—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals delivered by variable reluctance detectors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
- F02D2041/0092—Synchronisation of the cylinders at engine start
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
- F02D2041/0095—Synchronisation of the cylinders during engine shutdown
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
- F02D41/28—Interface circuits
- F02D2041/286—Interface circuits comprising means for signal processing
- F02D2041/288—Interface circuits comprising means for signal processing for performing a transformation into the frequency domain, e.g. Fourier transformation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
- F02N2200/021—Engine crank angle
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
Abstract
The invention relates to a method for detecting a clearance (L) of a sensor wheel (12) which is connected in a rotationally fixed manner to a rotating shaft, in particular to a rotating shaft of an internal combustion engine of a motor vehicle, wherein the sensor wheel (12) has a marking (M)1、M2、M3、M4、M5) And said marks (M) being located in two adjacent positions3、M4) A gap (L) in between, wherein the sensor wheel (12) is sampled and the markings (M) are detected1、M2、M3、M4、M5) Detection is carried out, wherein adjacent detected marks (M) are determined1、M2、M3、M4、M5) Time interval (T) betweenn‑3、Tn‑2、Tn‑1、Tn) Wherein the determined time interval (T) is determinedn‑3、Tn‑2、Tn‑1、Tn) Respectively, a frequency magnitude is determined in each time interval, which frequency magnitude depends on the respective determined time interval (T)n‑3、Tn‑2、Tn‑1、Tn) Wherein the determined frequency magnitude is evaluated according to a predetermined criterion and a clearance (L) of the sensor wheel (12) is identified therefrom.
Description
Technical Field
The invention relates to a method for detecting a clearance of a sensor wheel, and to a computing unit and a computer program for carrying out the method.
Background
Sensor wheels for determining the angular position of the rotary movement of a rotating shaft are known. Such a sensor wheel is connected in a rotationally fixed manner to the rotating shaft and has a number of markings, such as teeth, and recesses between specific ones of these markings. The sensor wheel can be sampled by means of a suitable receiver, whereby individual markings and the gaps can be identified.
Disclosure of Invention
According to the invention, a method for detecting a gap of a sensor wheel, a computing unit and a computer program for carrying out the method are proposed with the features of the independent patent claims. Advantageous embodiments are the subject matter of the dependent claims and the following description.
The sensor wheel is connected in a rotationally fixed manner to the rotating shaft. In particular, the sensor wheel is connected in a rotationally fixed manner to a rotating shaft of an internal combustion engine of the motor vehicle, for example to a crankshaft or a camshaft.
The sensor wheel has markings and a gap between two adjacent ones of the markings. The markings are arranged, in particular, equidistantly on the sensor wheel. A number of the free marks between two adjacent marks are provided in particular as gaps.
The sensor wheel is sampled, for example, with a suitable receiver, for example a hall sensor, and the markings are detected there. The time interval between adjacent detected marks is determined. In particular, a sensor wheel Signal, in particular a voltage pulse Signal or a High-Low Signal (High-Low Signal), is determined during the sampling of the sensor wheel. For example, the high level of such a sensor wheel signal corresponds to the detected mark being sampled and the low level corresponds to the distance between two adjacent marks. As a time interval between adjacent detected markings, in particular the distance between adjacent active falling edges or the distance between adjacent passive rising edges of the sensor wheel signal is determined.
A frequency size is determined in each of the determined time intervals. This frequency magnitude depends on the inverse of the respective determined time interval. The determined frequency level is evaluated according to a predetermined criterion and the clearance of the sensor wheel is identified therefrom.
The method enables an accurate and reliable identification of the clearance of the sensor wheel. This can be achieved in particular by converting the time-based time intervals into frequency ranges. The gaps are located between adjacent marks, the frequency magnitudes of which are distinguished in particular from the remaining frequency magnitudes, as a result of which the gaps can be identified precisely.
In contrast, in conventional methods for detecting the play of a sensor wheel, the defined time intervals between the detected markings are usually evaluated directly with the aid of predefined criteria. Such a method is in particular subject to its limits for large accelerations or decelerations of the rotational movement of the shaft. In the presence of severe accelerations or decelerations, the time intervals determined one after the other also vary greatly and the gap may no longer be able to be inferred precisely. In particular for sensor wheels for which only one missing marking is provided as a gap, such gaps may no longer be recognized and false detections may occur, in particular for large accelerations or decelerations.
The method for detecting a gap of a sensor wheel with the aid of frequency dimensioning provides a possible solution for accurately and reliably detecting the gap even at high accelerations and decelerations, in particular if the gap is formed only by a missing marking.
The method enables in particular an accurate and reliable detection of the play when the rotational movement of the shaft is started or stopped, during which rapid acceleration or deceleration may occur. This also enables the gap to be detected precisely, for example, when a machine with the shaft is started or stopped.
The sensor wheel is in particular designed as a toothed wheel, wherein the markings are designed as equidistant teeth on the circumference of the sensor wheel and the recesses are designed as a number of missing teeth. The sensor wheel can also be designed in particular as a (circular) perforated plate, in which equidistant concentric holes are used as markings and a number of missing holes as recesses.
In particular, the sensor wheel is designed as a 60-2 sensor wheel, which 60-2 sensor wheel has 60, in particular equidistant markings and a recess in the form of two missing markings. The spacing between the two marks is in this case 6 °, and the width of the gap is 18 °. In particular, the recess can also be provided as a missing marking (60-1 sensor wheel). The width of the gap is in this case 12 °.
Preferably, the distance α between the marks, which is in particular equidistant, is adjusted to the corresponding defined time interval TnThe resulting quotient is determined as the corresponding frequency magnitude vn：
Alternatively or additionally, the reciprocal of the respective determined time interval Tn can preferably be determined as the frequency magnitude vn：
°
It is advantageously monitored as a predetermined criterion whether the determined first frequency level reaches or falls below a threshold value, wherein the threshold value is dependent on the determined second frequency level and on the determined third frequency level. Thereby, the first frequency level is compared with other frequency levels and it can be concluded whether the gap is between the marks belonging to the first frequency level. If the first frequency level reaches or falls below the threshold value, it is preferably recognized that the gap is between two adjacent marks, between which a first time interval is determined, from which the first frequency level is determined.
According to a particularly advantageous embodiment, the three most recent or three last-determined time intervals are evaluated in dependence on one another. For this purpose, preferably three time intervals between four adjacent, last detected markers are determined. Three frequency magnitudes are determined from the three determined time intervals and are evaluated according to a predefined criterion. Inferring whether the gap is between two adjacent ones of the four adjacent last detected markers.
Preferably, it is monitored as a predefined criterion whether the second last frequency of the three frequency levels reaches or falls below a threshold value, wherein the threshold value is dependent on the third last frequency of the three frequency levels and the last frequency of the three frequency levels. Thus, the second to last frequency (hereinafter referred to as "v") of the three frequency levels is setn-1) The last frequency size (hereinafter referred to as v) of the three frequency sizesn) And the third last frequency magnitude of the three frequency magnitudes (hereinafter referred to as v)n-2) A comparison is made. It can be concluded whether the gap is between the penultimate and third detected markings, between which the penultimate and third detected markings a penultimate time interval (T) is determinedn-1) From said penultimate time interval (T)n-1) The second last frequency magnitude v of the three frequency magnitudes is determinedn-1. This is especially the case if said penultimate frequency magnitude vn-1Below said threshold value (hereinafter referred to as v)crit). The three last determined frequency magnitudes are analyzed in particular according to the following criteria:
。
preferably, the threshold is determined by: determining a third to last frequency magnitude v of the three frequency magnitudesn-2And the last frequency magnitude v of the three frequency magnitudesnBy averaging said average with an evaluation factor fcritMultiplication. Especially according toThe threshold is determined by the following equation:
。
the evaluation factor f is preferably selected as a function of the geometry of the sensor wheel, in particular as a function of the distance of the markings from one another and the width of the recesscrit. Preferably the evaluation factor fcritAt least one sensor wheel value, wherein the sensor wheel value corresponds to a quotient of the distance α, which is in particular equidistant, of the markings and the width β of the recess. α and β are determined in particular as angle values. Further preferably, the evaluation factor fcritAt most a value of one. Thereby, for the evaluation factor fcritThe following relationship preferably applies:
。
the shaft position of the rotating shaft is preferably determined from the identified gap. The shaft position is in particular the angular position of the rotational movement of the rotating shaft. By means of the method for detecting a gap, an exact shaft position can be detected as early as possible, in particular at the beginning of the rotational movement of the shaft. In particular, with the crankshaft of an internal combustion engine, the precise motor position, i.e., the precise crankshaft position, can be detected as quickly as possible when starting the internal combustion engine. The internal combustion engine can be started, for example, by means of a generator with a starter.
The internal combustion engine is preferably operated in a start-stop operation. In this case, the internal combustion engine is stopped under predetermined stopping conditions, for example when the respective motor vehicle is stopped or is moving towards a red traffic light. The internal combustion engine is started again under predefined starting conditions. It is also possible to provide a start-stop operation in a hybrid vehicle, in which the internal combustion engine is stopped and an electric drive is started, or conversely the electric drive is stopped and the internal combustion engine is started. In order to be able to start the internal combustion engine as quickly as possible during start-stop operation, the crankshaft is set in a strongly accelerated rotational motion. By means of the method, the air gap can also be recognized accurately when the internal combustion engine is started in this way and an accurate motor position can be recognized as quickly as possible.
The computing unit according to the invention, for example, a control unit of a motor vehicle, is designed in particular in terms of program technology for carrying out the method according to the invention.
It is also advantageous to implement the method in the form of a computer program, since this results in particularly low costs, especially if the controller to be executed is also used for further tasks and is therefore already present. Suitable data carriers for supplying the computer program are, in particular, magnetic, optical and electrical memories, such as, for example, hard disks, flash memories, EEPROMs, DVDs and more similar data carriers. The program can also be downloaded via a computer network (internet, intranet, etc.).
Further advantages and embodiments of the invention emerge from the description and the drawing.
Drawings
The invention is schematically illustrated in the drawings by means of embodiments and described below with reference to the drawings.
Fig. 1 shows a schematic section through an internal combustion engine with a rotating crankshaft and a sensor wheel, which is designed to carry out a preferred embodiment of the method according to the invention.
Fig. 2 shows a schematic representation of a cut-out of a crankshaft sensor wheel signal and a schematic representation of a crankshaft sensor wheel signal, which can be determined during the course of a preferred embodiment of the method according to the invention when the cut-out of the crankshaft sensor wheel signal is sampled.
Fig. 3 to 6 each show, plotted against ordinal number, a graph of the frequency magnitude which can be determined in the course of a preferred embodiment of the method according to the invention.
Detailed Description
A cutaway portion of an internal combustion engine is schematically shown in fig. 1 and is indicated at 100.
The crankshaft 1 of the internal combustion engine 100 is connected in a rotationally fixed manner to a first drive wheel 2 a. The camshaft 3 is connected in a rotationally fixed manner to the second drive wheel 2 b. The crankshaft 1 drives a camshaft(s) 3 via a primary gear 2c, which is designed, for example, as a chain, a toothed belt or a series of gears and is positively engaged in the first drive wheel 2a and the second drive wheel 2 b.
The internal combustion engine 100 has a cylinder 5. In each case one movable piston 6 is arranged in the cylinder 5. The pistons 6 are each fixed to the crankshaft 1 by means of a connecting rod 7. The cylinders 5 have at least one intake valve 8a and at least one exhaust valve 8b, respectively, which are opened or closed by the cam 4 of the camshaft 3.
For determining the crankshaft position or crankshaft angle (angular position of the rotational movement of the crankshaft), the crankshaft 1 is connected in a rotationally fixed manner to a crankshaft sensor wheel 12. The circumference or edge of the crankshaft sensor wheel 12 has markings 12a in the form of equidistant teeth. The crankshaft sensor wheel 12 in this example 60 has equidistant teeth and a gap in the form of missing teeth. The spacing α between the teeth is thus 6 °, and the gap has a width β of 12 °. A receiver 13, for example a hall sensor, is arranged in the vicinity of the edge of the crankshaft sensor wheel 12 and is connected to a controller 20.
For determining the camshaft angle or camshaft position, the camshaft 3 is connected in a rotationally fixed manner to a camshaft sensor wheel 14, which is sampled by a receiver 15, which is also connected to the controller 20.
In operation of the internal combustion engine 100, the crankshaft 1 and thus also the crankshaft sensor wheel 12 rotate. The receiver 13 samples the crankshaft sensor wheel 12. The marker 12a generates a measuring signal in the receiver 13 in the form of a voltage pulse signal. Such a crankshaft sensor wheel signal is evaluated in the controller 20 and the crankshaft position is determined therefrom. In particular, the voltage pulse signal is converted into a high-low signal in the controller 20. Such high and low signals are hereinafter referred to as crankshaft sensor wheel signals.
In order to determine the crankshaft position, the controller is designed, in particular in terms of program technology, to carry out a preferred embodiment of the method according to the invention, which is explained below with reference to fig. 2 to 6.
In a similar manner, the camshaft position can also be determined by sampling the camshaft sensor wheel 14 and evaluating the corresponding camshaft sensor wheel signal in the course of a preferred embodiment of the method according to the invention.
The crankshaft sensor wheel signal, which is schematically shown in fig. 2 and is designated 200, can be determined during a preferred embodiment of the method according to the invention. Fig. 2 also shows a cut-out of the crankshaft sensor wheel 12, which is sampled in order to be able to determine the crankshaft sensor wheel signal 200.
The crank sensor wheel signal 200 is determined as a high-low signal at level U, plotted against time t. The high level (U-value "1") corresponds to one detected tooth. The low level (U-value "0") corresponds to the spacing between two adjacent teeth.
In the illustrated example of fig. 2, at time t1Detects the first high level P1Active first falling edge. This first high level P1By means of the first tooth M for the crankshaft sensor wheel 121To be generated. At time t1The detection of said falling edge detects this first tooth M1. Similarly, at time t2、t3、t4Or t5Respectively detect the level P2、P3、P4Or P5For the second tooth M, said further falling edge2The third tooth M3The fourth tooth M4Or fifth tooth M5To be generated.
In the example shown, theThe clearance L is located at the teeth M3And M4In the meantime. Said clearance corresponds to the missing tooth M shown in dashed linesL。
The time interval between adjacent falling edges is determined as the time interval between adjacent detected teeth. As at time t4And t5Determining the tooth M by the time interval between the detected falling edges4And tooth M5Last determined latest time interval T betweenn。
As at time t3And t4Determining the tooth M by the time interval between the detected falling edges3And tooth M4Second latest penultimate time interval T in betweenn-1。
As teeth M2And M3Time interval between to determine the time t2And t3Third last time interval T in betweenn-2. As teeth M1And M2Time interval between to determine the time t1And t2Fourth to last time interval T in betweenn-3。
To detect the clearance L of the sensor wheel 12, three last determined time intervals T are usedn-2、Tn-1And TnAnd (6) carrying out analysis. From these three time intervals Tn-2、Tn-1Or TnIs determined as a quotient of the equidistant spacing a of 6 ° between the teeth divided by the respective time intervaln-2、vn-1Or vn：
For this last frequency level v according to a predetermined criterionnThe penultimate frequency magnitude vn-1And the third last frequency magnitude vn-2And (6) carrying out analysis. In this case, the penultimate frequency magnitude v is checkedn-1Whether or not it is below a threshold value vcrit：
If said penultimate frequency magnitude vn-1Below the threshold value vcritRecognizing that the gap is at the tooth M3And M4In the meantime.
The evaluation factor f is selected according to the following relationshipcrit：
In this example, a value f is selected for the evaluation factorcrit=0.625。
In the illustrated example of fig. 2, the time intervals between adjacent teeth are illustrated as being equally large. This is the case in particular only when the crankshaft 1 is set in rotary motion at a constant speed. Different time intervals occur for different accelerations of the rotational movement of the crankshaft 1.
Four different examples for the time intervals, which can be determined with different accelerations of the rotational movement of the crankshaft 1 during the course of a preferred embodiment of the method according to the invention, are explained below with reference to fig. 3 to 6.
In fig. 3 to 6, diagrams of the frequency size v are each schematically shown, drawn with respect to the ordinal number x. The ordinal numbers represent the order in which the frequency magnitudes are determined. Ordinal number x =3 belonging to the last frequency magnitude vnX =2 belongs to the penultimate frequency magnitude vn-1And x =1 belongs to the third last frequency magnitude vn-2。
The first example: constant rotational movement of the crankshaft
According to a first example, the internal combustion engine 100 is operated at a constant speed. The crankshaft 1 and thus the crankshaft sensor wheel 12 are rotated, for example, with a rotational speed of 100U/min. In such an example, the following values are generated for the time interval:
for the frequency magnitudes, the following values are generated therefrom:
the curve 320 in fig. 3 connects these three frequency magnitudes to each other. The curve 310 plots the last and third to last frequency magnitudes vnAnd vn-2And the corrected penultimate frequency magnitude vn-1Are connected to each other. This corrected penultimate frequency magnitude vn-1Corresponding to the division of the spacing β of the gap by the two teeth M3And M4Time interval T betweenn-1The resulting quotient wherein the gap is between the two teeth M3And M4In the meantime. The curve 310 is thus known at the time interval Tn-1The theoretical curve that can be determined for the gap.
As can be seen from fig. 3, this theoretical curve 310 clearly differs from the curve 320 actually determined during the method. By analyzing the curve 320, the gap can be accurately inferred.
The threshold value vcritIn this example it is calculated as:
the threshold is shown in fig. 3 as a straight line 330. Standard of merit
In this case, it is satisfied and it can be recognized that the gap is at the tooth M3And M4In the meantime.
The second example: accelerated rotational movement of the crankshaft
According to a second example, the rotational movement of the crankshaft 1 is accelerated strongly. The rotational speed of the crankshaft 1 and the crankshaft sensor wheel 12 from the beginning of 100U/min is accelerated with a constant acceleration of 20000 (U/min)/s. For the time interval, the following values are generated in this example:
for the frequency magnitudes, the following values are generated therefrom:
The threshold value vcritIn such instance as
Calculated and shown as line 430. Standard of merit
In this case, it is satisfied and it can be recognized that the gap is at the tooth M3And M4In the meantime.
The third example: accelerated rotational movement of the crankshaft
According to a third example, the rotational movement of the crankshaft 1 is also accelerated more strongly than in the second example. The crankshaft 1 and the crankshaft sensor wheel 12 are accelerated in this third example with a constant acceleration of 1000000(U/min)/s from the start of 100U/min. For the time interval, the following values are generated in this example:
for the frequency magnitudes, the following values are generated therefrom:
the curve 520 in fig. 5 connects these three frequency magnitudes to each other. Curve 510 is a theoretical curve that can be determined if a void is identified, similar to curve 310.
The threshold value vcritIn such instance as
Calculated and shown as a straight line 530. The standard is
In this case, it is satisfied and it can be recognized that the gap is at the tooth M3And M4In the meantime.
The fourth example: reduced rotational movement of the crankshaft
According to a fourth example, the rotational movement of the crankshaft 1 is braked. The crankshaft 1 and the crankshaft sensor wheel 12 are braked in this fourth example with a constant acceleration of-40000 (U/min)/s from a rotational speed of 500U/min. For the time interval, the following values are generated in this example:
for the frequency magnitudes, the following values are generated therefrom:
Claims (15)
1. Method for detecting a gap (L) in a sensor wheel (12) which is connected to a rotating shaft (1) in a rotationally fixed manner,
-wherein the sensor wheel (12) has a marking (M)1、M2、M3、M4、M5) And at two adjacent marks (M)3、M4) Said interspace (L) in between,
-wherein the sensor wheel (12) is sampled and the marker (M) is1、M2、M3、M4、M5) Detection is carried out, wherein the adjacent detected marks (M) are determined1、M2、M3、M4、M5) Time interval (T) betweenn-3、Tn-2、Tn-1、Tn），
-wherein the time interval (T) is determined fromn-3、Tn-2、Tn-1、Tn) Respectively, a frequency magnitude is determined in each time interval, said frequency magnitude depending on the respective determined time interval (T)n-3、Tn-2、Tn-1、Tn) Reciprocal of (2)，
-wherein the determined frequency magnitude is analyzed according to a predefined criterion and a gap (L) of the sensor wheel (12) is identified therefrom,
wherein the markings are configured in the form of equidistant teeth.
2. The method according to claim 1, wherein it is monitored as a predetermined criterion whether the determined first frequency level reaches or falls below a threshold value, wherein the threshold value is dependent on the determined second frequency level and on the determined third frequency level.
3. Method according to claim 2, wherein the gap (L) is identified to be between two adjacent marks (M) if the determined first frequency magnitude reaches or falls below the threshold value3、M4) Between said two adjacent marks, a first time interval (T) is determinedn-1) The first frequency magnitude is determined from the first time interval.
4. The method according to claim 1 to 3,
-wherein the last detected mark (M) at four adjacent is determined2、M3、M4、M5) Three time intervals in between (T)n-2、Tn-1、Tn），
-wherein the time intervals (T) determined from the threen-2、Tn-1、Tn) Three frequency sizes are determined in the middle of the frequency range,
-wherein the three determined frequency magnitudes are analyzed according to the predefined criterion and it is concluded whether the gap (L) is at the four adjacent last detected marks (M)2、M3、M4、M5) Two adjacent marks (M)3、M4) In the meantime.
5. The method according to claim 4, wherein it is monitored as a predetermined criterion whether a second last frequency level of the three frequency levels reaches or falls below a threshold value, wherein the threshold value is dependent on the third last frequency level of the three frequency levels and the last frequency level of the three frequency levels.
6. The method of claim 5, wherein said threshold is determined by: an average of a third last frequency magnitude of the three frequency magnitudes and a last frequency magnitude of the three frequency magnitudes is determined and multiplied by an evaluation factor.
7. The method according to claim 6, wherein the evaluation factor is selected in dependence on the geometry of the sensor wheel (12).
8. The method according to claim 7, wherein said evaluation factor is at least one sensor wheel value, wherein said sensor wheel value corresponds to a value represented by said mark (M)1、M2、M3、M4、M5) And the width (β) of the interspace (L), and wherein the evaluation factor is at most a value of one.
9. Method according to any of claims 1 to 3, wherein the frequency is determined by the marker (M)1、M2、M3、M4、M5) And the corresponding determined time interval (T)n-3、Tn-2、Tn-1、Tn) The formed quotient and/or the corresponding determined time interval (T)n-3、Tn-2、Tn-1、Tn) The reciprocal of (c).
10. A method as claimed in any one of claims 1 to 3, wherein the shaft position of the rotating shaft (1) is determined from the identified gap (L).
11. The method according to any one of claims 1 to 3, wherein the sensor wheel (12) is connected in a rotationally fixed manner to a crankshaft (1) or to a camshaft (3) of an internal combustion engine (100) of a motor vehicle.
12. The method according to any one of claims 1 to 3, wherein the shaft (1) is a shaft of an internal combustion engine (100) of a motor vehicle.
13. The method of claim 12, wherein the internal combustion engine (100) is operated in a start-stop operation.
14. A computing unit (20) which is set up to carry out the method according to one of the preceding claims.
15. A machine-readable storage medium having stored thereon a computer program which, when executed on a computing unit (20), causes the computing unit (20) to carry out the method according to any one of claims 1 to 13.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102015211923.8A DE102015211923A1 (en) | 2015-06-26 | 2015-06-26 | Method for detecting a gap of a sensor wheel |
| DE102015211923.8 | 2015-06-26 | ||
| PCT/EP2016/063443 WO2016207004A1 (en) | 2015-06-26 | 2016-06-13 | Method for detecting a gap of a timing wheel |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107810316A CN107810316A (en) | 2018-03-16 |
| CN107810316B true CN107810316B (en) | 2021-05-18 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201680037419.1A Expired - Fee Related CN107810316B (en) | 2015-06-26 | 2016-06-13 | Method for detecting a clearance of a sensor wheel |
Country Status (4)
| Country | Link |
|---|---|
| KR (1) | KR20180021112A (en) |
| CN (1) | CN107810316B (en) |
| DE (1) | DE102015211923A1 (en) |
| WO (1) | WO2016207004A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102017212464B4 (en) * | 2017-07-20 | 2023-10-05 | Robert Bosch Gmbh | Method for detecting a marking gap in a sensor wheel |
| JP7250067B2 (en) * | 2021-06-09 | 2023-03-31 | 三菱電機株式会社 | Control device for internal combustion engine |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1674832A2 (en) * | 2004-12-15 | 2006-06-28 | Siemens Aktiengesellschaft | Encoder wheel with reverse rotation encoding for a crankshaft or camshaft position sensor |
| DE102010041444A1 (en) * | 2010-09-27 | 2012-03-29 | Robert Bosch Gmbh | Transmission wheel for sensor arrangement for detecting rotational angle and/or rotation speed of crankshaft of internal combustion engine in motor car, has teeth forming mark that codes absolute rotational angle of wheel |
| DE102013216122A1 (en) * | 2013-08-14 | 2015-02-19 | Robert Bosch Gmbh | Method for determining a change of direction of rotation of a crankshaft of an internal combustion engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004048133A1 (en) * | 2004-10-02 | 2006-04-06 | Robert Bosch Gmbh | Method of measuring the speed of a crankshaft |
-
2015
- 2015-06-26 DE DE102015211923.8A patent/DE102015211923A1/en not_active Withdrawn
-
2016
- 2016-06-13 WO PCT/EP2016/063443 patent/WO2016207004A1/en active Application Filing
- 2016-06-13 CN CN201680037419.1A patent/CN107810316B/en not_active Expired - Fee Related
- 2016-06-13 KR KR1020187002142A patent/KR20180021112A/en active IP Right Grant
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1674832A2 (en) * | 2004-12-15 | 2006-06-28 | Siemens Aktiengesellschaft | Encoder wheel with reverse rotation encoding for a crankshaft or camshaft position sensor |
| DE102010041444A1 (en) * | 2010-09-27 | 2012-03-29 | Robert Bosch Gmbh | Transmission wheel for sensor arrangement for detecting rotational angle and/or rotation speed of crankshaft of internal combustion engine in motor car, has teeth forming mark that codes absolute rotational angle of wheel |
| DE102013216122A1 (en) * | 2013-08-14 | 2015-02-19 | Robert Bosch Gmbh | Method for determining a change of direction of rotation of a crankshaft of an internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2016207004A1 (en) | 2016-12-29 |
| DE102015211923A1 (en) | 2016-12-29 |
| KR20180021112A (en) | 2018-02-28 |
| CN107810316A (en) | 2018-03-16 |
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