EP1327761B1 - Procédé pour vérifier le fonctionnement de deux capteurs - Google Patents

Procédé pour vérifier le fonctionnement de deux capteurs Download PDF

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Publication number
EP1327761B1
EP1327761B1 EP20020025771 EP02025771A EP1327761B1 EP 1327761 B1 EP1327761 B1 EP 1327761B1 EP 20020025771 EP20020025771 EP 20020025771 EP 02025771 A EP02025771 A EP 02025771A EP 1327761 B1 EP1327761 B1 EP 1327761B1
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EP
European Patent Office
Prior art keywords
sensor
determined
sensors
camshaft
crankshaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP20020025771
Other languages
German (de)
English (en)
Other versions
EP1327761A3 (fr
EP1327761A2 (fr
Inventor
Ingolf Rupp
Michael Lehner
Elmar Pietsch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1327761A2 publication Critical patent/EP1327761A2/fr
Publication of EP1327761A3 publication Critical patent/EP1327761A3/fr
Application granted granted Critical
Publication of EP1327761B1 publication Critical patent/EP1327761B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • 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
    • F02P7/077—Circuits therefor, e.g. pulse generators
    • F02P7/0775—Electronical verniers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter

Definitions

  • the invention relates to a method for checking the operability of a first and a second encoder, with which independently the angular position of a wave can be determined or with which independently the angular positions of two waves can be determined, the rotational movements are linked together.
  • the operation of the internal combustion engine can then be improved overall.
  • the extensive functionality of modern engine control systems also affects the design of individual engine components. For example, the battery, the starter and the alternator are made smaller, if faster synchronization can be achieved during the quick start.
  • intake manifold couplers can be avoided, so that the intake manifold and the throttle valve must meet correspondingly lower requirements.
  • a sender wheel with sixty minus two (60 - 2) angle marks in the form of teeth.
  • the sender wheel is firmly connected to the crankshaft and rotates with it.
  • the angle marks are scanned with the help of a sensor, which usually works inductive, magnetoresistive or by utilizing the Hall effect.
  • the current angular position can be determined with the aid of an absolute angle encoder on the camshaft or on the crankshaft.
  • an absolute angle encoder is for example in the German Offenlegungsschrift 197 22 016 described.
  • the GB-A-2 293 897 shows two speed sensors (speed sensors 31 and 33), by means of the speed of the speed of the crankshaft and the rotational speed of an injection pump is detected. When the ratio of the speeds falls outside a predetermined range, an error is detected.
  • the method according to the invention allows an immediate diagnosis of the failure of one of the two or both donors.
  • the angular position of the shaft associated therewith is determined at a first time t1 with the aid of the first encoder. Also at the time t1, the angular position of the shaft assigned to this second transmitter is determined with the aid of the second transmitter. At a second time t2 will be again determined with the aid of the first encoder, the angular position of the first encoder associated shaft and determined by means of the second encoder, the angular position of the second encoder associated shaft. Then the differences between the angular positions determined at the times t1 and t2 are formed for each of the two encoders. The difference signals thus formed are finally compared with each other to detect whether the operability of at least one of the two encoders is disturbed.
  • the invention it is therefore proposed to check the measurement results of the two encoders on the basis of the measurement results of the other encoder.
  • two angular ranges are compared with each other, which have been determined simultaneously but independently using the two encoders.
  • the angular ranges are determined by respectively forming the difference between the angular position detected at time t2 and the angular position detected at time t1.
  • at least part of the systematic errors of the respective encoder can be eliminated.
  • the signals detected by the two encoders and / or the These variables are checked independently of each other using at least one plausibility criterion.
  • This plausibility check can always be carried out independently of the comparison of the two differential signals, or even only if it has been recognized that the functionality of at least one of the two encoders is disturbed.
  • An encoder is then recognized as defective if the signals detected by it or the variables determined from these signals do not adequately fulfill the corresponding plausibility criterion. This may also apply to both donors at the same time.
  • the inventive method consists in checking the functionality of a speed sensor and an absolute angle encoder of an internal combustion engine, the speed sensor operates on the crankshaft of the engine and the absolute angle encoder either on the camshaft or also on the crankshaft of the engine works.
  • a sender wheel with sixty minus two (60-2) teeth is used to detect the speed, which is firmly connected to the crankshaft and thus rotates with this, it can be checked to check the plausibility of the speed sensor signal, for example, whether after 58 teeth on Cranking wheel of the crankshaft is detected a reference mark gap of two teeth.
  • the plausibility check of the absolute angle encoder signal it is possible, for example, to check whether the determined camshaft angle increases monotonically from about 0 ° to 360 ° and jumps back from 360 ° to 0 °.
  • the operability of at least one of the two encoders is only recognized as disturbed when the two difference signals differ by more than a predetermined tolerance value. If the two encoders work on different shafts, the ratio between the rotational movements of the two shafts must be taken into account when comparing the two differential signals.
  • plausibility criteria are also used and, in addition, further plausibility criteria can be checked.
  • additional plausibility criteria can be checked if at least one encoder has been detected as defective and the comparison of the differential signals is repeated to verify this result.
  • the absolute angle encoder 2 is arranged on the camshaft 1 of the internal combustion engine.
  • the measured value acquisition of the absolute encoder 2 is based here on the Hall effect and a magnetoresistive effect.
  • the speed sensor 4 is arranged on the crankshaft 3 of the internal combustion engine.
  • a sender wheel 3a is fixedly connected to the crankshaft 3 so as to rotate together with it. It includes sixty minus two (60 - 2) teeth.
  • As a speed sensor 4 is an inductive sensor which emits a signal at each tooth flank of the encoder wheel 3a.
  • the output signal 2 'of the absolute angle encoder 2 is supplied to a first conditioning circuit 5, while the output signal 4' of the speed sensor 4 of a second conditioning circuit 6 is supplied.
  • the output signals 2 "and 4" of the conditioning circuits 5 and 6 are fed to a microcontroller 7, which together with the conditioning circuits 5 and 6 is part of a control unit 8.
  • a first KW angle and stored At a first time t1 or at a first motor position, by means of the speed sensor 4, i. determined on the basis of the detected by this crankshaft (KW) signal, a first KW angle and stored (step 11). In parallel, ie also at the time t1, a first camshaft (NW) angle is determined and stored with the aid of the absolute angle sensor 2 (method step 21). For this, the signal detected by absolute encoder 2 must be converted accordingly. In the same way, at a further second time t2 or at a further second motor position, a second KW angle and a second NW angle are determined and stored (method steps 12 and 22).
  • the difference value .DELTA.KW represents the angular range detected by the rotational speed sensor, which the crankshaft covered between the measuring times t1 and t2 or the corresponding measuring positions.
  • the difference value ⁇ NW represents the angular range detected by the absolute angle encoder, which the camshaft has covered between the measuring times t1 and t2 or the corresponding measuring positions
  • the two different values .DELTA.KW and .DELTA.NW are compared with each other, wherein the gear ratio between the crankshaft 3 and camshaft 1 - here 0.5 - must be considered. Any existing camshaft adjustments must be taken into account at this point.
  • a plausibility value is determined for each encoder in the exemplary embodiment described here (method steps 41 and 42).
  • the plausibility value for the speed sensor is referred to below as P KW
  • the plausibility value for the absolute angle encoder is referred to as P NW .
  • the signal of the affected transmitter or a variable derived from this signal is compared with a plausibility criterion.
  • a plausibility criterion for the speed sensor signal may be mentioned at this point by way of example that after fifty-eight teeth a reference mark gap of two teeth is detected.
  • a possible plausibility criterion for the absolute angle sensor signal is that this signal increases monotonically from about 0 ° to about 360 ° and at 360 ° it jumps to 0 °.
  • the plausibility value indicates how well the corresponding plausibility criterion is fulfilled.
  • the plausibility values P KW and P NW ascertained in method steps 41 and 42 are compared with one another in method steps 50, 60 and 70. If P KW > P NW (method step 50), then the absolute angle encoder is detected as defective and a corresponding output signal 51 is generated. Accordingly, the rotation rate sensor is detected as defective if P KW ⁇ P NW (step 60). Also in this case, a corresponding output signal 61 is generated. If the plausibility values P KW and P NW are the same (method step 70), then both sensors are recognized as defective. However, a corresponding output signal 71 is generated in the present embodiment only when the method steps 11 to 70 have been repeated three times and in all three cases P KW and P NW were the same.
  • the method according to the invention can also be designed such that the output signals 51 and 61 are not generated until the method steps 11 to 50 or 60 have been repeatedly executed with the same result.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
  • Transmission And Conversion Of Sensor Element Output (AREA)

Claims (5)

  1. Procédé pour contrôler l'aptitude au fonctionnement d'un premier et d'un second capteur (2, 4) à l'aide desquels, indépendamment l'un de l'autre, on détermine la position angulaire d'un arbre ou à l'aide desquels, indépendamment l'un de l'autre on détermine la position angulaire de deux arbres (1, 3) dont les mouvements de rotation sont combinés,
    caractérisé en ce que
    - à un premier instant t1, à l'aide du premier capteur (2) réalisé comme capteur d'angle absolu sur l'arbre à cames d'un moteur de véhicule, on détermine la position angulaire de l'arbre à cames (1) auquel est associé le premier capteur (2) et à l'aide du second capteur (4) on détermine la position angulaire du vilebrequin (3) auquel est associé le second capteur,
    - à un second instant t2, à l'aide du premier capteur (2) réalisé comme capteur d'angle absolu associé à l'arbre à cames du moteur de véhicule, on détermine la position angulaire de l'arbre à cames (1) associé au premier capteur (2) et à l'aide du second capteur (4) on détermine la position angulaire du vilebrequin (3) auquel est associé le second capteur,
    - pour chacun des deux capteurs (2, 3) on forme la différence entre les positions angulaires déterminées aux instants t1 et t2 et
    - on compare les signaux de différence ainsi formés pour reconnaître si l'aptitude au fonctionnement d'au moins l'un des deux capteurs (2, 4) est perturbée et
    - au moins si l'aptitude d'au moins l'un des deux capteurs est reconnue comme perturbée, on vérifie les signaux saisis par les deux capteurs et/ou les grandeurs déterminées à partir de ces signaux, indépendamment les unes des autres à l'aide d'un critère de plausibilité pour reconnaître des deux capteurs est défectueux, le critère de plausibilité pour le signal d'angle absolu vérifiant si l'angle de l'arbre à cames, obtenu augmente de façon monotone entre environ 0° et 360° pour passer de nouveau brusquement de 360° à 0°.
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on reconnaît que l'aptitude au fonctionnement d'au moins l'un des deux capteurs est perturbée si les deux signaux de différence diffèrent de plus d'une valeur de tolérance prédéterminée, et le cas échéant on tient compte du rapport de démultiplication entre les mouvements de rotation des deux arbres.
  3. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on répète au moins une fois les étapes de procédé selon les revendications 1 et 2, si au moins l'un des deux capteurs est reconnu comme défectueux et en ce que l'on ne transmet une information concernant le défaut que si ce capteur a été reconnu défectueux de façon répétée.
  4. Procédé selon l'une des revendications 1 à 3, selon lequel à la fois le second capteur et aussi le capteur d'angle absolu coopèrent avec le vilebrequin d'un moteur.
  5. Procédé selon la revendication 3,
    caractérisé en ce que
    comme critère de plausibilité pour le signal du second capteur on vérifie si après 58 dents de la roue phonique du vilebrequin, on reconnaît un repère de référence constitué par deux dents.
EP20020025771 2002-01-15 2002-11-16 Procédé pour vérifier le fonctionnement de deux capteurs Expired - Lifetime EP1327761B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2002101166 DE10201166A1 (de) 2002-01-15 2002-01-15 Verfahren zum Überprüfen der Funktionsfähigkeit zweier Geber
DE10201166 2002-01-15

Publications (3)

Publication Number Publication Date
EP1327761A2 EP1327761A2 (fr) 2003-07-16
EP1327761A3 EP1327761A3 (fr) 2005-08-17
EP1327761B1 true EP1327761B1 (fr) 2008-02-20

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EP20020025771 Expired - Lifetime EP1327761B1 (fr) 2002-01-15 2002-11-16 Procédé pour vérifier le fonctionnement de deux capteurs

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EP (1) EP1327761B1 (fr)
DE (2) DE10201166A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010003524A1 (de) * 2010-03-31 2011-10-06 Robert Bosch Gmbh Schaltungsanordnung und Verfahren zur Auswertung von Signalen eines Kurbelwellensensors und eines Nockenwellensensors einer Brennkraftmaschine
DE102013205618B3 (de) * 2013-03-28 2014-03-27 Mtu Friedrichshafen Gmbh Verfahren und Vorrichtung zum redundanten Regeln der Drehzahl einer Brennkraftmaschine
DE102019201730A1 (de) * 2019-02-11 2020-08-13 Robert Bosch Gmbh Verfahren zum Bestimmen einer Drehzahl einer Brennkraftmaschine
CN112682205B (zh) * 2020-12-31 2022-02-08 清华大学 发动机转速控制方法、电控设备及发动机

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2915614B2 (ja) * 1991-04-18 1999-07-05 三菱重工業株式会社 内燃機関の異常検知装置
DE4313331A1 (de) * 1993-04-23 1994-10-27 Bosch Gmbh Robert Verfahren zur Auslösung von zur Winkellage eines rotierenden Teils abhängigen Vorgängen
US5365904A (en) * 1993-07-23 1994-11-22 Caterpillar Inc. Redundant speed sensor for engine control
JPH08105349A (ja) * 1994-10-06 1996-04-23 Nissan Motor Co Ltd ディーゼルエンジンの燃料噴射量制御装置
JPH09222044A (ja) * 1996-02-19 1997-08-26 Mitsubishi Electric Corp 内燃機関の燃料制御装置
DE19722016A1 (de) * 1997-05-27 1998-12-03 Bosch Gmbh Robert Anordnung zur berührungslosen Drehwinkelerfassung

Also Published As

Publication number Publication date
DE50211733D1 (de) 2008-04-03
EP1327761A3 (fr) 2005-08-17
EP1327761A2 (fr) 2003-07-16
DE10201166A1 (de) 2003-07-24

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