GB2357849A - Method of sensing engine position and compensating for perturbations in the sensor signal - Google Patents
Method of sensing engine position and compensating for perturbations in the sensor signal Download PDFInfo
- Publication number
- GB2357849A GB2357849A GB0024472A GB0024472A GB2357849A GB 2357849 A GB2357849 A GB 2357849A GB 0024472 A GB0024472 A GB 0024472A GB 0024472 A GB0024472 A GB 0024472A GB 2357849 A GB2357849 A GB 2357849A
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- GB
- United Kingdom
- Prior art keywords
- sensor
- teeth
- tooth
- output voltage
- crankshaft
- Prior art date
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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
-
- 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
- G01D18/00—Testing or calibrating apparatus or arrangements provided for in groups G01D1/00 - G01D15/00
- G01D18/001—Calibrating encoders
-
- 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
- G01D5/24471—Error correction
- G01D5/2449—Error correction using hard-stored calibration data
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Measurement Of Length, Angles, Or The Like Using Electric Or Magnetic Means (AREA)
Abstract
A method of sensing the position of an engine having a crankshaft, including the steps of mounting a toothed wheel member on the crankshaft, the wheel member carrying a plurality of teeth substantially equi-angularly spaced around the circumference of the wheel member. At least one of the teeth is removed from the wheel member to define a unique angular displacement of the crankshaft wheel member within 360{. A crankshaft sensor is provided for measuring the rate of change of magnetic flux generated as the teeth move past the sensor. The sensor generates an output voltage which provides an indication of the rate of change of magnetic flux. The method includes the further steps of compensating for perturbations in the sensor output voltage as selected teeth move past the sensor, and using the sensor output voltage to deduce the position of the engine.
Description
2367349 METHOD OF SENSING ENGINE POSITION The invention relates to a
method of sensing the operating position of an engine. More particularly, the invention is suitable for sensing the operating position of an internal combustion engine.
A compression ignition internal combustion engine includes a number of cylinders, commonly four or six, into which fuel is injected, each cylinder having an associated fuel injector for injecting fuel into the cylinder. It is important to be able to determine the operating position of the engine to permit fuel to be delivered at an appropriate time to each cylinder of the engine. Typically, a crankshaft position sensor is used to provide a signal indicative of one or more of the engine cylinders occupying a top-dead-centre position, this signal being used in controlling the timing of fuel delivery, and a camshaft position sensor is used to provide a signal indicative of which cylinder fuel should be delivered to.
The crankshaft position sensor operates in combination with a toothed wheel driven by the crankshaft. The wheel carries a plurality of teeth which are equi-angularly spaced around the circumference of the wheel except that, typically, for a four cylinder engine, two adjacent teeth are missing to define a unique angular displacement of the crankshaft within 360'. The crankshaft position sensor may be of the variable reluctance type, in which the voltage output from the sensor is proportional to the rate of change of magnetic flux. Magnetic flux increases as a tooth passes by the sensor, at which point there is a smaller air gap, and decreases when a gap between adjacent teeth passes by the sensor, at which point there is a larger air gap. Thus, as shown in Figure 1, the voltage output from the sensor varies about zero volts as the toothed wheel is driven by the crankshaft, a negative going voltage crossing zero volts indicating that a gap between ad acent teeth is passing the sensor. j The point at which the missing teeth region passes the sensor is readily identifiable as, at this point, the time between successive negative going zero crossings is significantly longer than previous times. Zero crossing points corresponding to the missing teeth region passing the crankshaft sensor are indicated as 10a and 10b in Figure 1. Figure 2 shows the sensor output voltage in the region of the missing teeth on an enlarged scale.
Engine crankshaft position can be determined by identifying the tooth immediately following the missing teeth region and by calculating the difference in angle between this tooth and a pre-defined point in the engine cycle, such as cylinder top-dead-centre position. However, as can be seen in Figure 2, as the relatively large air gap at the missing teeth region passes the sensor, the voltage output from the sensor becomes distorted. This distortion gives rise to an error in the determination of engine crankshaft position and also gives rise to errors in other parameters which can be calculated using the sensor output voltage. For example, the crankshaft speed can be calculated by measuring the time taken for successive teeth to move past the crankshaft sensor. Figure 3 shows a graph of crankshaft speed against crankshaft displacement. Due to the distortion in the sensor output voltage around the missing teeth region, perturbations also exist in the calculated crankshaft speed.
It is an object of the present invention to provide a method of sensing engine position which alleviates the aforementioned problem. It is a further object of the invention to provide an improved method of determining engine speed.
According to the present invention, there is provided a method of sensing the position of an engine having a crankshaft, including the steps of, mounting a toothed wheel member on the crankshaft, the wheel member carrying a plurality of teeth substantially equi-angularly spaced around the circumference of the wheel member, at least one of the teeth being removed from the wheel member to define a unique angular displacement of the crankshaft wheel member within 360% providing a crankshaft sensor for measuring the rate of change of magnetic flux generated as the teeth move past the sensor, the sensor generating an output voltage which provides an indication of the rate of change of magnetic flux, compensating for perturbations in the output voltage as selected teeth move past the sensor, and using the output voltage from the sensor to deduce the position of the engine.
The invention provides the advantage that, as perturbations in the sensor output voltage are compensated for, the engine position can be determined with greater accuracy.
The method may include the further step of calculating the speed of rotation of the engine by measuring the rate of change of crankshaft position. Hence, engine speed can also be determined with greater accuracy.
The selected teeth occupy tooth positions on the wheel member near the region of the missing teeth, conveniently spaced by about five tooth positions from the missing teeth region.
The method may include the steps of, calculating an estimated angular tooth position for the selected teeth from the sensor output, and applying an angular correction to the estimated angular tooth position to compensate for perturbations in the output voltage so as to provide a corrected angular position for each selected tooth.
Thus, a corrected angular position of each of the selected teeth can be deduced and, hence, the engine position can be determined more accurately.
The estimated angular tooth position is conveniently calculated by identifying zero-volts crossing points in the sensor output.
The method may include the step of calculating the angular correction values.
The angular correction values may be calculated by performing the steps of; identifying first and second reference teeth angularly spaced by a predetermined amount, measuring the time difference between (a) each selected tooth passing the sensor and the first reference tooth passing the sensor and (b) each selected tooth passing the sensor and the second reference tooth passing the sensor, and comparing the measured times (a) and (b) to deduce an angular correction value for each of the selected teeth.
The angular correction values may be pre-stored in an electronic memory associated with the engine electronic controller. Preferably, angular correction values corresponding to a range of engine speeds may be stored in the memory. An adaptive algorithm may be used to generate appropriate angular correction values for a given engine speed.
Alternatively, the method may include the step of determining a corrected angular position for each selected tooth by comparing the measured voltage output at an assumed angular position for each selected tooth with predetermined voltage values. The method may include the step of calculating the predetermined voltage values.
The pre-determined voltage values may be calculated by; identifying a first reference tooth and a set of second reference teeth, each of the second reference teeth being angularly spaced by an equal amount from a different one of the selected teeth, measuring the time differences between the first reference tooth passing the sensor and each of the second reference teeth passing the sensor, measuring the sensor output voltage at a plurality of later times measured relative to a first one of the selected teeth passing the sensor, the later times being substantially equal to the measured time differences, and comparing the measured sensor output voltage with zero volts to deduce respective pre-determined voltage values for each of the selected teeth.
Conveniently, the event of each selected tooth passing the sensor may be identified when the sensor output crosses zero-volts. Preferably, each of the selected teeth is angularly spaced from one of the second reference teeth by substantially 180'.
The pre-determined voltage values may be pre-stored in an electronic memory associated with the engine electronic controller. Preferably, prestored pre-determined voltage values for a range of engine speeds are stored in the memory. An adaptive processing algorithm may be used to generate appropriate pre-determined voltage values throughout the range of engine speeds.
The invention will now be described, by way of example only, with reference to the following figures in which:
Figure 1 shows the sensor output voltage which is conventionally used to determine engine crankshaft position and speed; Figure 2 shows the sensor output voltage in Figure 1 in the region of the missing teeth to illustrate distortions in the sensor output voltage; Figure 3 shows a graph of crankshaft speed against crankshaft displacement determined from the sensor output voltage in Figure 1; Figure 4 shows a graph of the corrected cumulative sum of the sensor output voltage (flux) against crankshaft displacement in the region of the missing teeth; Figure 5 shows a graph of the sensor output voltage against crankshaft displacement in the region of the missing teeth; Figure 6 is a table of measurements which may be used to calculate the corrected angular position of selected teeth near the missing teeth region; Figure 7 is a table of measurements which may be used in an alternative way to calculate the corrected angular position of selected teeth near the missing teeth region; and Figure 8 shows a graph of the sensor output voltage against time in the region of the missing teeth corresponding to the measurements in Figure 7.
As described hereinbefore, using conventional techniques, the point at which the negative going voltage output from a crankshaft sensor crosses zero volts is used to determine engine crankshaft position. However, as can be seen in Figure 2, as the sensor output voltage is perturbed in the region of the missing teeth, the zero volts crossing points do not give an accurate indication of tooth position. This perturbation in the sensor output voltage arises as the magnetic flux generated as the toothed wheel is driven past the sensor varies at a frequency in excess of 1 kHz causing electrical eddy currents to be generated in the conducting components carrying the flux which serve to damp the change in magnetic flux. Thus, in the region of the missing teeth, the magnetic flux continues to reduce for a longer period of time and is therefore reduced to a lower flux level than is obtained when the relatively small gaps between two adjacent teeth pass the sensor. When the teeth immediately following the relatively large gap at the missing teeth position pass the sensor, the flux waveform is distorted. Eventually, when several of the teeth immediately following the relatively large gap at the missing teeth position have passed the sensor, the average level of flux returns to the equilibrium level.
Figure 4 shows measurements recorded at an engine speed of 1000 rpm, for a crankshaft driving a wheel having 60 teeth positions, two of the teeth adjacent one another being removed to form a missing teeth region which defines a unique angular displacement of the crankshaft wheel within 360'. The wheel therefore carries 58 teeth at equi-angularly spaced positions around the circumference of the wheel. The cumulative sum of the sensor output voltage (i.e. flux) as a function of crankshaft displacement is shown in Figure 4, in which it can clearly be seen that the flux in the angular region between 23T and 241.5% corresponding to the missing teeth region, is reduced to a relatively low level before returning to the equilibrium level at a crankshaft displacement of around 270'. Figure 5 shows the correspond g graph of sensor output voltage as a function of crankshaft displacement, in which it can be seen that the sensor output voltage is also perturbed in the missing teeth region between approximately 230' and 241.51. Thus, using the zero volts crossing points to determine the angular position of the engine introduces an undesirable error into the measurement.
The method of the present invention removes the error in the calculated engine position due to the perturbations in the sensor output voltage by compensating for the perturbed zero volts crossing point for a selected number of teeth, in particular for those teeth occupying positions close to the missing teeth region for which the flux waveform is distorted as the teeth are moved past the sensor. Typically, and in the following examples, the number of teeth close to the missing teeth region for which it is necessary to compensate for the flux distortion may be 5. It will be appreciated, however, that any number of teeth may be selected, depending on the wheel configuration.
There now follows a description of two exemplary methods of the present invention which provide a means of compensating for perturbations which arise in the sensor output.
EAam ple 1 Each tooth carried by the wheel has an angle associated therewith which can be determined from the sensor output from the position of the zero volts crossing points. For the majority of the teeth, the angle determined from the zero volts crossing point is equal to the geometric position of the respective tooth on the circumference of the wheel. However, in the region of the missing teeth, the zero volts crossing points do not correspond exactly to the geometric position of the missing teeth. Using this method, the angular positions calculated from the zero volts crossing points are adjusted for these teeth to compensate for the flux waveform distortion.
One way of calibrating the tooth angle so as to correct for the distortion is to use the measurement of the sensor output voltage from the portion of the toothed wheel in a region in which the flux is unperturbed and the crankshaft speed profile is regular. For a four cylinder four-stroke engine, the portion of the toothed wheel which is spaced by 180' from the n-fissing teeth region (i.e. opposite the missing teeth region) will have a regular crankshaft speed profile. The tooth located two teeth positions before the first missing tooth position is chosen as a first reference tooth. The tooth positioned opposite the first reference tooth (angularly spaced from the first reference tooth by 1800) is taken as a second reference tooth.
Figure 6 shows a table of measurements taken for a wheel having 60 teeth positions, with the two teeth numbered 59 and 60 missing. The numbering of the teeth is sequential and is such that tooth number 1 is angularly spaced by 1801 from tooth number 3 1, tooth number 5 is angularly spaced by 180' from tooth number 35, and so on. Thus, the missing teeth positions for teeth 59 and 60 are angularly spaced by 180' from the teeth numbered 29 and 30 respectively.
The time difference between the zero volts crossing of the second reference tooth (i.e. tooth 27) and each subsequent tooth numbered 28 to 35 passing the sensor is measured. These time difference values are recorded in the second column. The instant at which the teeth numbered 27 to 35 pass the sensor is determined from the zero volts crossing point. It is known that, for these teeth, the time differences can be associated with the respective geometric position of each tooth as the speed profile is not distorted for the teeth in this region. The time difference between the zero volts crossing point of the first reference tooth (i.e. tooth 57) and each subsequent tooth numbered 58 to 5 (excluding missing teeth 59 and 60) passing the sensor is also measured. These time difference values are recorded in the fifth column in Figure 6. The instant at which the selected teeth numbered 57 to 5 pass the sensor is also determined from the zero volts crossing point.
As the geometric angular spacing between teeth 1 to 58 is known, by comparing the measured time differences between the second reference tooth passing the sensor and each tooth numbered 28 to 35 passing the sensor, with the time differences between the first reference tooth passing the sensor and each corresponding tooth spaced by 180' from the teeth numbered 28 to 35 passing the sensor (i.e. teeth numbered 58 to 5), a correction to the angular position of each tooth following the missing teeth region can be determined. The angular correction value for each of the selected teeth 57 to 5 is shown in the final column.
It can be seen that each of the selected teeth numbered 58, 1, 2, 3, 4 and 5 have a corrected angle associated therewith. For this particular wheel configuration, the first reference tooth (tooth 57) corresponds to a crankshaft displacement of 223.50. Thus, the absolute corrected angular position of each selected tooth is determined by adding the corrected relative angle from the reference tooth, as shown in the final column in Figure 6, to 223.5'. In this way, each tooth carried by the wheel has a crankshaft position associated therewith for which a compensation has been made for the voltage perturbation present in the sensor voltage output. It can be seen in Figure 6 that, as expected, the two teeth immediately following the missing teeth region (i.e. teeth numbered 1 and 2) exhibit the greatest difference in angle, 0.5231 and 0.265' respectively, from their actual geometric position.
The angular correction values shown in Figure 6 were deduced using measurements from a single rotation (i.e. 360') of the engine crankshaft at an engine speed of 1000 rpm. In practice, however, the angular correction values for the teeth may preferably be calculated using a number of rotations of the engine crankshaft and taking an average of the measured time differences. Furthermore, the voltage perturbation of the sensor output voltage due to the flux waveform distortion varies with engine crankshaft speed and it is therefore necessary to repeat the calculation for a range of engine speeds. The calculations can then be stored in a computer memory associated with the engine so that a suitable correction to the angular position of the teeth can be made depending on the speed at which the engine rotates. The angular correction values may also be used as input data for an adaptive algorithm loaded onto a computer processor associated with the engine to enable an appropriate angular correction value to be applied for any engine speed.
Ex@mple 2 As an alternative to correcting the angular position of each tooth, the voltage level at which the assumed crankshaft displacement occurs can be calculated. Again, a reference tooth is selected which is located approximately opposite the missing teeth region e.g. tooth number 27. The time differences between the reference tooth passing the sensor and subsequent selected teeth numbers 28 to 35 passing the sensor are then measured. These time difference values are shown in the second column in Figure 7. These time differences are then used to select the sensor output voltage for a corresponding one of the selected teeth numbered 57 to 5, each of the selected teeth numbered 57 to 5 being angularly spaced from a respective one of the teeth 27 to 35 by 180'. The sensor output voltage is measured at times equivalent to the measured time differences shown in the second column to obtain a sensor output voltage which can be associated with the geometric angular position for a corresponding one of the selected teeth numbered 57 to 5. A value for the sensor output voltage can therefore be obtained for each tooth neu the missing teeth region, for which the sensor output voltage is perturbed, to give an indication of the correct angular position. For example, referring to Figure 7, the sensor output voltage is measured at a time of 3897 microseconds after tooth number 57 has passed the sensor to determined the deviation from the zero volts crossing point for this tooth. It can be seen that the voltage for each tooth numbered 57 to 5 is in error from zero volts by a varying degree e.g. the voltage corresponding to a crankshaft displacement of 259.5' (i.e. tooth number 3) is measured to be 0. 170.
The measurements in Figure 7 are also shown graphically in Figure 8 which shows a graph of sensor output voltage against time. In Figure 8, the sensor output voltages which correspond to the expected crankshaft displacements are circled. It can be seen in Figures 7 and 8 that, as expected, the teeth numbered 1 and 2 immediately following the missing teeth region exhibit the greatest difference in voltage from zero volts, 0. 5 10 and 0. 253 volts respectively. Thus, the teeth numbered 57 to 5, around the missing teeth region, each have a non-zero sensor output voltage associated therewith which provides an indication of their true angular positions.
The voltage values shown in the final column in Figure 7 may be stored in an electronic memory associated with the engine electronic controller such that an appropriate correction can be made to the angular position of a selected number of teeth near the missing teeth region where the flux waveform is distorted. It will be appreciated that, as the flux waveform, and hence the sensor output voltage, is perturbed by an amount which depends on engine crankshaft speed, the voltage values stored in the memory will be dependent on the speed of rotation of the engine crankshaft. Thus, a range of voltage values for different engine speeds is required for different engine speeds. An adaptive algorithm may also be used to apply a speed dependent correction to the crankshaft position.
It will be appreciated that the method of the present invention may be adapted to be operated with a crankshaft driven wheel carrying a number of teeth, and having a number of missing teeth (including one missing tooth), which are different from the example hereindescribed.
Claims (14)
1. A method of sensing the position of an engine having a crankshaft, including the steps of., mounting a toothed wheel member on the crankshaft, the wheel member carrying a plurality of teeth substantially equi-angularly spaced around the circumference of the wheel member, at least one of the teeth being removed from the wheel member to define a unique angular displacement of the crankshaft wheel member within 3601, providing a crankshaft sensor for measuring the rate of change of magnetic flux generated as the teeth move past the sensor, the sensor generating an output voltage which provides an indication of the rate of change of magnetic flux, compensating for perturbations in the sensor output voltage as selected teeth move past the sensor, and using the sensor output voltage to deduce the position of the engine.
2. The method as claimed in Clahn 1, including the further step of calculating the speed of rotation of the engine by measuring the rate of change of crankshaft position.
3. The method as claimed in Claim 1 or Claim 2, wherein the selected teeth occupy tooth positions on the wheel member near the region of the missing teeth.
4. The method as claimed in any of Claims 1 to 3, including the steps of, calculating an estimated angular tooth position for the selected teeth from the sensor output voltage, and applying an angular correction to the estimated angular tooth position to compensate for perturbations in the sensor output voltage so as to provide a corrected angular position for each selected tooth.
5. The method as claimed in Claim 4, wherein the estimated angular tooth position is calculated by identifying zero-volts crossing points in the sensor output voltage.
6. The method as claimed in Claim 4 or Claim 5, including the finther step of calculating angular correction values for the purpose of applying the angular correction to the estimated angular tooth position.
7. The method as claimed in Claim 6, whereby the angular correction values are calculated by performing the steps of; identifying a first reference tooth and a second reference tooth, the first and second reference teedi being angularly spaced by a pre- determined amount, -is- measuring the time difference between (a) each selected tooth passing the sensor and the first reference tooth passing the sensor and (b) each selected tooth passing the sensor and the second reference tooth passing the sensor, and comparing the measured times (a) and (b) to deduce an angular correction value for each of the selected teeth.
8. The method as claimed in Claim 4 or Claim 5, whereby the angular correction values are pre-stored in an electronic memory associated with the engine electronic controller.
9. The method as claimed in Claim 8, including the step of using an adaptive algorithm to generate angular correction values for a given engine speed.
10. The method as claimed in any of Claims 1 to 3, including the step of determining a corrected angular position for each selected tooth by comparing the measured output voltage at an assumed angular position for each selected tooth with pre-determined voltage values.
11. The method as claimed in Claim 10, including the step of calculating the pre-determined voltage values by carrying out the steps of; identifying a first reference and a set of second reference teeth, each of the second reference teeth being angularly spaced by an equal amount from a different one of the selected teeth, measuring the time differences between the first reference tooth passing the sensor and each of the second reference teeth passing the sensor, measuring the sensor output voltage at a plurality of later times measured relative to a first one of the selected teeth passing the sensor, the later times being substantially equal to the measured time differences, and comparing the measured sensor output voltage with zero volts to deduce respective pre-determined voltage values for each of the selected teeth.
12. The method as claimed in Clahn 11, whereby the event of each selected tooth passing the sensor is identified when the sensor output voltage crosses zero-volts.
13. The method as claimed in Clahn 10, whereby the pre-determined voltage values are pre-stored in an electronic memory associated with the engine electronic controller.
14. A method of sensing the position of an engine having a crankshaft substantially as hereinbefore described with reference to any one of the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GBGB9923697.8A GB9923697D0 (en) | 1999-10-08 | 1999-10-08 | Method of sensing engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB0024472D0 GB0024472D0 (en) | 2000-11-22 |
| GB2357849A true GB2357849A (en) | 2001-07-04 |
Family
ID=10862269
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GBGB9923697.8A Ceased GB9923697D0 (en) | 1999-10-08 | 1999-10-08 | Method of sensing engine |
| GB0024472A Withdrawn GB2357849A (en) | 1999-10-08 | 2000-10-06 | Method of sensing engine position and compensating for perturbations in the sensor signal |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GBGB9923697.8A Ceased GB9923697D0 (en) | 1999-10-08 | 1999-10-08 | Method of sensing engine |
Country Status (1)
| Country | Link |
|---|---|
| GB (2) | GB9923697D0 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2419674A (en) * | 2004-11-01 | 2006-05-03 | Gen Electric | Measuring angular position and radial position of a rotor |
| EP1936169A2 (en) * | 2006-12-22 | 2008-06-25 | Ifp | Method for estimating the timing of the teeth of an engine timing disk |
| WO2012089366A1 (en) * | 2010-12-27 | 2012-07-05 | Robert Bosch Gmbh | Method and apparatus for determining a recognition threshold |
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| US4305072A (en) * | 1978-06-15 | 1981-12-08 | Nippondenso Co., Ltd. | Rotational position detector |
| EP0300896A1 (en) * | 1987-07-24 | 1989-01-25 | Siemens Automotive S.A. | Trigger of an event in phased relation to an angular position of a rotating organ, and its use |
| EP0328683A1 (en) * | 1987-08-20 | 1989-08-23 | Fanuc Ltd. | Apparatus for processing signals of pulse encoder |
| EP0663595A2 (en) * | 1991-03-29 | 1995-07-19 | Cummins Electronics Company, Inc. | Single sensor apparatus and method for determining engine speed and position |
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-
1999
- 1999-10-08 GB GBGB9923697.8A patent/GB9923697D0/en not_active Ceased
-
2000
- 2000-10-06 GB GB0024472A patent/GB2357849A/en not_active Withdrawn
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|---|---|---|---|---|
| US4305072A (en) * | 1978-06-15 | 1981-12-08 | Nippondenso Co., Ltd. | Rotational position detector |
| GB2053484A (en) * | 1979-06-11 | 1981-02-04 | Cummins Engine Co Ltd | Diagnosis of engine power and compression balance |
| EP0300896A1 (en) * | 1987-07-24 | 1989-01-25 | Siemens Automotive S.A. | Trigger of an event in phased relation to an angular position of a rotating organ, and its use |
| EP0328683A1 (en) * | 1987-08-20 | 1989-08-23 | Fanuc Ltd. | Apparatus for processing signals of pulse encoder |
| EP0663595A2 (en) * | 1991-03-29 | 1995-07-19 | Cummins Electronics Company, Inc. | Single sensor apparatus and method for determining engine speed and position |
| DE19622042C2 (en) * | 1996-05-31 | 1999-05-20 | Siemens Ag | Method for recognizing and correcting errors in the time measurement on rotating shafts |
Non-Patent Citations (1)
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| WPI Abstract Accession No. 1998-019912 & DE 19622042 C2 * |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2419674A (en) * | 2004-11-01 | 2006-05-03 | Gen Electric | Measuring angular position and radial position of a rotor |
| US7069173B2 (en) | 2004-11-01 | 2006-06-27 | General Electric Company | System and method for determining an angular position of a rotor and a radial position of the rotor |
| GB2419674B (en) * | 2004-11-01 | 2008-08-13 | Gen Electric | System and method for determining an angular posituion of a rotor and a radial position of the rotor |
| EP1936169A2 (en) * | 2006-12-22 | 2008-06-25 | Ifp | Method for estimating the timing of the teeth of an engine timing disk |
| FR2910543A1 (en) * | 2006-12-22 | 2008-06-27 | Inst Francais Du Petrole | METHOD OF ESTIMATING TEETH LENGTHS OF A MOTOR TARGET |
| US7543486B2 (en) | 2006-12-22 | 2009-06-09 | Ifp | Method of estimating the duration of target wheel teeth |
| EP1936169A3 (en) * | 2006-12-22 | 2010-01-27 | Ifp | Method for estimating the timing of the teeth of an engine timing disk |
| WO2012089366A1 (en) * | 2010-12-27 | 2012-07-05 | Robert Bosch Gmbh | Method and apparatus for determining a recognition threshold |
| CN103429994A (en) * | 2010-12-27 | 2013-12-04 | 罗伯特·博世有限公司 | Method and apparatus for determining recognition threshold |
| JP2014502723A (en) * | 2010-12-27 | 2014-02-03 | ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Method and apparatus for determining a recognition threshold |
| CN103429994B (en) * | 2010-12-27 | 2016-04-27 | 罗伯特·博世有限公司 | For determining the method and apparatus of recognition threshold |
| US9500465B2 (en) | 2010-12-27 | 2016-11-22 | Robert Bosch Gmbh | Method and device for determining a recognition threshold |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9923697D0 (en) | 1999-12-08 |
| GB0024472D0 (en) | 2000-11-22 |
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