RU182128U1 - MAGNETO ELECTRIC CRANKSHAFT POSITION SENSOR - Google Patents

Abstract

The utility model relates to the field of electrical equipment. The crankshaft magnetoelectric position sensor contains a magnetoelectric element located in the housing, the external surfaces of which are conductive electrodes, and further comprises a circuit for initial signal processing, a microcontroller, a CAN controller, a CAN transceiver, and a CAN bus. The technical result is the ability to integrate a magnetoelectric sensor in an automotive system. 2 ill.

Description

The utility model relates to the field of electrical equipment and can improve the characteristics of the crankshaft position sensor (DPKV). The use in control systems of the operating mode of an internal combustion engine, as well as in other control systems is proposed.

The main application of crankshaft position sensors is to determine the angular position of the crankshaft.

A disadvantage of the known WPC is the relatively large size and weight, high cost.

A known method for determining the angular position of the crankshaft of an internal combustion engine (see RU No. 2506442, F02D 41/34, 11.26.2015).

A known sensor for the position of the crankshaft of the engine, containing a permanent magnet adjacent to it with a soft magnetic pole pin on which the coil is placed (see RU No. 2142641, G01P 3/48, 11/26/2015).

The closest to the technical solution is a magnetoelectric (ME) sensor for a car, comprising a housing, a permanent magnet and a magnetoelectric element, the external surfaces of which are electrodes (see N.A. Kolesnikov, R.V. Petrov, Magnetoelectric sensor for a car, Bulletin of Novgorodsky State University, No. 6 (89), pp. 74-77) - prototype.

The disadvantage of this sensor is the lack of integration into the automotive system.

The objective of the utility model is the ability to integrate ME DPKV into the automotive system.

To solve this problem, a magnetoelectric crankshaft position sensor is proposed, including a magnetoelectric element located in the housing, the external surfaces of which are conductive electrodes, which additionally contains a circuit for initial signal processing, a microcontroller, a CAN controller, a CAN transceiver, and a CAN bus.

The proposed DPKV consists of a magnetoelectric structure, for example, a magnetostrictive piezoelectric (Fig. 1), the outer surfaces of which are plates of magnetostrictive material, for example, Metglass, which simultaneously serve as electrodes. An internal element of the structure is a piezoelectric, for example, TsTS-19, which connects to Metglass plates, for example, with glue, to provide a rigid connection. ME DPKV also includes an initial circuit for the initial processing of a signal from a magnetoelectric element, a microcontroller for further signal processing. CAN controller, CAN transceiver and CAN bus for integration into the car system.

The technical result is the ability to integrate the sensor into the automotive system.

To clarify the proposed utility model proposed drawings:

FIG. 1 Design of the magnetoelectric element and field orientation.

FIG. 2 Structural block diagram of the ME DPKV.

The magnetoelectric crankshaft position sensor consists of a magnetoelectric element made in the form of a plate of piezoelectric 1, on the side surfaces of which Metglase plates 2 are applied with glue (Fig. 1). The device also includes a processing circuit 3, microcontroller 4, CAN controller 5, CAN transceiver 6 and CAN bus 7 (Fig. 2). The magnetoelectric element is made of a composite layered material, for example, the composition of Metglas — PZC piezoceramics — Metglas, described in detail in [Bichurin M.I., Petrov R.V., Soloviev I.N., Soloviev A.N. The study of magnetoelectric sensors based on piezoelectric ceramics of TsTS and Metglas // Modern problems of science and education. - 2012. - No. 1].

меньше, чем расстояние

МЭ датчик испытывает воздействие переменного магнитного поля H_~, вызванного вращением зубчатого диска, из-за чередования при вращении участков с высокой магнитной проницаемостью - «зуб» и с низкой магнитной проницаемостью - «промежуток между зубьями». При вращении зубчатого колеса возникает дополнительное модулированное переменное магнитное поле H_~. Соответственно, меняется коэффициент α и выходной сигнал датчика. При этом датчиком, для каждой проходящей мимо комбинации "зуб/промежуток между зубьями" формируется электрический импульс, а для метки формируется явно отличимый сигнал. Например, в зависимости от настройки датчика выходной сигнал может иметь низкий уровень в местах расположения зубьев и высокий уровень в местах расположения промежутков между зубьями, а в месте расположения метки выходной сигнал с датчика будет иметь максимальную амплитуду. В результате МЭ эффекта в датчике возникает переменный электрический сигнал, несущий информацию о частоте вращения коленвала и угле его поворота, который снимается с электродов МЭ элемента и который проходит через начальную схему обработки сигнала, микроконтроллер, CAN контроллер, CAN трансивер и CAN шину, полученный обработанный сигнал готов к использованию в автомобильной системе.The position sensor of the crankshaft ME works as follows. In the immediate vicinity of the steel gear disc - pulley, an ME sensor is located. The steel toothed disk as identical marks has successive identical tooth-to-tooth gap combinations, and as a distinguishable mark has an extended tooth gap between teeth compared to the tooth gap in the same-marked portion. The height of the tooth controls the magnitude of the magnetomotive force (MDS) passing through the wheel of the magnetic flux. In the presence of a tooth, MDS F _{1 is} larger, and in the interval between the teeth MDS F _{2 is} smaller, since the distance

less than distance

The ME sensor is exposed to an alternating magnetic field H _~ , caused by the rotation of the toothed disk, due to the rotation during rotation of areas with high magnetic permeability - “tooth” and with low magnetic permeability - “gap between teeth”. When the gear rotates, an additional modulated alternating magnetic field H _~ arises. Accordingly, the coefficient α and the output signal of the sensor change. At the same time, a sensor generates an electrical impulse for each passing tooth / gap between teeth combination, and a clearly distinguishable signal is generated for the mark. For example, depending on the setting of the sensor, the output signal may have a low level at the locations of the teeth and a high level at the locations of the gaps between the teeth, and at the location of the mark, the output signal from the sensor will have a maximum amplitude. As a result of the ME effect, an alternating electrical signal arises in the sensor, carrying information about the crankshaft speed and angle of rotation, which is removed from the electrodes of the ME element and which passes through the initial signal processing circuit, a microcontroller, a CAN controller, a CAN transceiver and a CAN bus received The signal is ready for use in the car system.

The structural block diagram of the proposed crankshaft position sensor is shown in FIG. 2.

Thus, the proposed utility model allows you to integrate ME DPKV in automotive systems.

Claims (1)

The crankshaft position sensor is magnetoelectric, including a magnetoelectric element located in the housing, the external surfaces of which are conductive electrodes, characterized in that it further comprises a circuit for initial signal processing, a microcontroller, a CAN controller, a CAN transceiver and a CAN bus.

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