SE1551341A1 - Method and system for diagnosing a crankshaft rotational position sensor unit of a crankshaft - Google Patents

Method and system for diagnosing a crankshaft rotational position sensor unit of a crankshaft Download PDF

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Publication number
SE1551341A1
SE1551341A1 SE1551341A SE1551341A SE1551341A1 SE 1551341 A1 SE1551341 A1 SE 1551341A1 SE 1551341 A SE1551341 A SE 1551341A SE 1551341 A SE1551341 A SE 1551341A SE 1551341 A1 SE1551341 A1 SE 1551341A1
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SE
Sweden
Prior art keywords
crankshaft
sensor unit
position sensor
rotational position
rotational
Prior art date
Application number
SE1551341A
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Swedish (sv)
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SE539262C2 (en
Inventor
Stenlåås Ola
Gustafsson Mikael
Roswall Tobias
Original Assignee
Scania Cv Ab
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Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1551341A priority Critical patent/SE539262C2/en
Priority to PCT/SE2016/050957 priority patent/WO2017065672A1/en
Priority to DE112016004138.1T priority patent/DE112016004138T5/en
Publication of SE1551341A1 publication Critical patent/SE1551341A1/en
Publication of SE539262C2 publication Critical patent/SE539262C2/en

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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
    • F02D41/22—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
    • 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
    • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed 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
    • 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
    • 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
    • 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
    • G01D2218/00—Indexing scheme relating to details of testing or calibration
    • G01D2218/10—Testing of sensors or measuring arrangements
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

31 ABSTRACT The present invention relates to a method for diagnosing a crankshaftrotational position sensor unit of a crankshaft of an internal combustionengine. The internal combustion engine further comprises a flywheelconnected to said crankshaft, and a set of cylinders distributed along thecrankshaft for rotating said crankshaft during engine operation. The methodcomprises the steps of: determining (S1) a course of change of crankshaftrotational speed as a function of crankshaft angle by means of saidcrankshaft rotational position sensor unit; identifying (S2) the differentcylinders based upon peak height and/or peak width of said determinedcourse of change of crankshaft rotational speed as a function of crankshaftangle; and deciding (S3) on the function of said crankshaft rotational positionsensor unit based upon the identification of the different cylinders. The present invention also relates to a system for diagnosing a crankshaftrotational position sensor unit of a crankshaft of an internal combustionengine. The present invention also relates to a computer program and a computer program product. (Fig. 5)

Description

METHOD AND SYSTEM FOR DIAGNOSING A CRANKSHAFTROTATIONAL POSITION SENSOR UNIT OF A CRANKSHAFT TECHNICAL FIELD The invention relates to a method for diagnosing a crankshaft rotationalposition sensor unit of a crankshaft according to the preamble of claim 1. Theinvention also relates to a system for diagnosing a crankshaft rotationalposition sensor unit of a crankshaft. The invention also relates to a vehicle.The invention in addition relates to a computer program and a computer program product.
BACKGROUND ART When controlling the operation of an internal combustion engine of a vehicleit is important to know the crank angle of the crankshaft of the engine to knowthe position of the pistons of the set of cylinders arranged along thecrankshaft for fuel injection or generation of an ignition spark when thepistons is at the top dead centre position for combustion. ln order to determine the top dead centre position for combustion, crankshaftrotational position sensor unit for determining the rotational speed of saidcrankshaft so as to determine crankshaft angle values are provided.
During an engine cycle of two revolutions of the crankshaft the piston of thecylinder will also be in the top dead centre for gas exchange and it isimportant to know whether the piston of the cylinder is in the top dead centrefor combustion or top dead centre for gas exchange since a fuel injection inthe top dead centre for gas exchange could result in an engine breakdown. ln order to diagnose the plausibility of the crankshaft rotational positionsensor unit a camshaft rotational position sensor unit for determining the rotational speed of the camshaft is provided.
The camshaft is engaged with the crankshaft and performs one revolutionduring a four stroke cycle of a piston of a cylinder. By using the rotationalposition determined by means of the crankshaft rotational position sensorunit and the rotational position determined by means of said camshaftrotational position sensor unit the top dead centre for combustion can be determined. lf the results of a comparison of the rotational speed of the camshaftrotational position sensor unit is essentially half of the rotational speed of thecrankshaft rotational position sensor unit it is plausible that the both thecamshaft and crankshaft rotational position sensor units are functioningcorrectly. However, if there is a difference it is not possible to tell which of thesensor units that is not functioning correctly.
A non-functioning crankshaft rotational position sensor unit is a severeincident requiring an immediate stop of the vehicle whereas a non-functioningcam shaft rotational position sensor unit is less severe not requiring an immediate stop but rather a trip to a workshop.
US2002092499 discloses a method providing reference values of thecamshaft and crankshaft positions provided by analysis from values from avibration sensor, the analysis identifying a series of combustion events. Thereference values are being compared with values from a camshaft rotational sensor and crankshaft rotational sensor.
US2005159877 discloses a method for diagnosing a camshaft sensor and acrankshaft sensor, sensor values being compared with the time of peaks in in cylinder pressure measurements.
There is however a need for improving for diagnosing a crankshaft rotational position sensor.
OBJECTS OF THE INVENTION An object of the present invention is to provide a method for diagnosing acrankshaft rotational position sensor unit which facilitates easy and efficientdetermination of the function of the crankshaft rotational position sensor unit.
Another object of the present invention is to provide a system for diagnosinga crankshaft rotational position sensor which facilitates easy and efficient determination of the function of the crankshaft rotational position sensor unit.
SUMMARY OF THE INVENTION These and other objects, apparent from the following description, areachieved by a method, a system, a vehicle, a computer program and acomputer program product, as set out in the appended independent claims.Preferred embodiments of the method and the system are defined inappended dependent claims.
Specifically an object of the invention is achieved by a method for diagnosinga crankshaft rotational position sensor unit of a crankshaft of an internalcombustion engine. The internal combustion engine further comprises aflywheel connected to said crankshaft, and a set of cylinders distributed alongthe crankshaft for rotating said crankshaft during engine operation. Themethod comprises the steps of: determining a course of change of crankshaftrotational speed as a function of crankshaft angle by means of saidcrankshaft rotational position sensor unit; identifying the different cylindersbased upon peak height and/or peak width of said determined course of change of crankshaft rotational speed as a function of crankshaft angle; and deciding on the function of said crankshaft rotational position sensor unit based upon the identification of the different cylinders.
By thus identifying the different cy|inders an easy and efficient determinationof the function of the crankshaft rotational position sensor unit is facilitated.By thus determining whether the crankshaft rotational position sensor unit isfunctioning unnecessary stops can be avoided due to uncertainty whichsensor unit is maifunctioning by a comparison between the values obtainedby the crankshaft rotational position sensor unit and a the camshaft rotationalposition sensor unit. lf the identification of the different cy|inders differscompared with an expected identification for a functioning crankshaftrotational sensor unit the sensor unit being diagnosed is likely maifunctioning.lf the identification of the different cy|inders matches with an expectedidentification for a functioning crankshaft rotational sensor unit the sensor unitbeing diagnosed is likely to function. Deciding on the function of saidcrankshaft rotational position sensor unit based upon the identification of thedifferent cy|inders may comprise comparing the order in which the identifiedcy|inders are ignited/are in the top dead centre for combustion with such anorder for a functioning crankshaft rotational sensor unit. lf the comparedorder does differs the sensor unit being diagnosed is likely maifunctioningand if the order is the same the diagnosed sensor unit is likely to functioncorrectly.
According to an embodiment of the method the step of deciding on thefunction of said crankshaft rotational position sensor unit comprises the stepof comparing peak height pattern and/or peak width pattern of saiddetermined course of change of crankshaft rotational speed with a knownsuch pattern for a functioning crankshaft rotational position sensor unit.Hereby an easy and efficient determination of the function of the crankshaftrotational position sensor unit is obtained. lf the peak height pattern and/orpeak width pattern of said determined course of change of crankshaftrotational speed determined by the crankshaft rotational sensor unit being diagnosed differs to a certain extent from such pattern for a functioningcrankshaft rotational position sensor unit the sensor unit being diagnosed islikely malfunctioning and if the patterns match to a certain extent thediagnosed sensor unit is likely to function correctly.
According to an embodiment of the method said engine further comprises acamshaft having a camshaft rotational position sensor unit, the methodfurther comprising the steps of: comparing the rotational speed determinedby means of said crankshaft rotational position sensor unit and the rotationalspeed determined by means of said camshaft rotational position sensor unit;and/or comparing the rotational position determined by means of saidcrankshaft rotational position sensor unit and the rotational positiondetermined by means of said camshaft rotational position sensor unit anddeciding the function of said crankshaft rotational position sensor unit basedupon said comparison. By thus first comparing the rotational positionsdetermined by said sensor units the top dead centre for combustion can bedetermined for each cylinder. lf there is a certain difference it will be possibleto determine which of the sensor units that is not functioning correctly bymeans of said identification of the cylinders, and by thus comparing the peakpatterns obtained with peak patterns for a functioning crankshaft rotationalposition sensor unit. lf there is no such certain difference in the rotationalspeeds and/or positions determined by the respective sensor units it can beassumed that both sensor units are functioning correctly. Checking thefunction of the crankshaft rotational position sensor unit by means of saididentification of the cylinders and by comparing the peak patterns obtainedwith peak patterns for a functioning crankshaft may still be performed as a redundancy.
Specifically an object of the invention is achieved by a system for diagnosinga crankshaft rotational position sensor unit of a crankshaft of an internalcombustion engine. The internal combustion engine further comprises a flywheel connected to said crankshaft, and a set of cylinders distributed along the crankshaft for rotating said crankshaft during engine operation. Thesystem comprises means for determining a course of change of crankshaftrotational speed as a function of crankshaft angle by means of saidcrankshaft rotational position sensor unit; means for identifying the differentcylinders based upon peak height and/or peak width of said determinedcourse of change of crankshaft rotational speed as a function of crankshaftangle; and means for deciding on the function of said crankshaft rotationalposition sensor unit based upon the identification of the different cylinders.
According to an embodiment of the system the means for deciding on thefunction of said crankshaft rotational position sensor unit comprises meansfor comparing peak height pattern and/or peak width pattern of saiddetermined course of change of crankshaft rotational speed with a knownsuch pattern for a functioning crankshaft rotational position sensor unit.
According to an embodiment of the system said engine further comprises acamshaft having a camshaft rotational position sensor unit, the systemfurther comprising means for comparing the rotational speed determined bymeans of said crankshaft rotational position sensor unit and the rotationalspeed determined by means of said camshaft rotational position sensor unit;and means for deciding the function of said crankshaft rotational position sensor unit based upon said comparison.
The system according to the invention has the advantages according to the corresponding method.
Specifically an object of the invention is achieved by a vehicle comprising asystem as set out herein.
Specifically an object of the invention is achieved by a computer program fordiagnosing a crankshaft rotational position sensor unit of a crankshaft of aninternal combustion engine, said computer program comprising program code which, when run on an electronic control unit or another computer connected to the electronic control unit, causes the electronic control unit to perform the methods as set out herein.
Specifically an object of the invention is achieved by a computer programproduct comprising a digital storage medium storing the computer program.
BRIEF DESCRIPTION OF THE DRAWINGS For a better understanding of the present invention reference is made to thefollowing detailed description when read in conjunction with theaccompanying drawings, wherein like reference characters refer to like parts throughout the several views, and in which: Fig. 1 schematically illustrates a side view of a vehicle according to the present invention; Fig. 2 schematically illustrates a combustions engine according to an embodiment of the present invention; Fig. 3 schematically illustrates course of change of crankshaft rotationalspeed as a function of crankshaft angle during engine operation according to an embodiment of the present invention; Fig. 4 schematically illustrates a system for diagnosing a crankshaft rotationalposition sensor unit of a crankshaft of an internal combustion engine according to an embodiment of the present invention; Fig. 5 schematically illustrates a method for diagnosing a crankshaftrotational position sensor unit of a crankshaft of an internal combustion engine according to an embodiment of the present invention; and Fig. 6 schematically illustrates a computer according to an embodiment of the present invention.
DETAILED DESCRIPTION Hereinafter the term “link” refers to a communication link which may be aphysical connector, such as an optoelectronic communication wire, or a non-physical connector such as a wireless connection, for example a radio or microwave link.
Hereinafter the term “course of change of crankshaft rotational speed” refersto the acceleration of a crankshaft during engine operation, i.e. during anengine cycle. The term “course of change of crankshaft rotational speed” thus refers to the derivative of the angular speed of the crankshaft.
The engine according to the present invention could be any suitable internalcombustion engine with any suitable number of cylinders. The internalcombustion engine according to the present invention could for example be a5-cylinder engine, a 6-cylinder engine or an 8-cylinder engine. The cylinders could be in any suitable alignment, for example inline engine or a V-engine.ln fig. 3 an embodiment for a 6-cylinder engine is described.
Fig. 1 schematically illustrates a side view of a vehicle 1 according to thepresent invention. The exemplified vehicle 1 is a heavy vehicle in the shapeof a truck. The vehicle according to the present invention could be anysuitable vehicle such as a bus or a car. The vehicle 1 comprises an internalcombustion engine E for operating the vehicle 1. The vehicle 1 comprises asystem I for diagnosing a crankshaft rotational position sensor unit of acrankshaft of an internal combustion engine.
Fig. 2 schematically illustrates an internal combustions engine E according to an embodiment of the present invention.
The engine E comprises a crankshaft CS connected to a flywheel FW, and aset of cylinders of which one cylinder C is shown, distributed along saidcrankshaft CS for rotating said crankshaft CS during operation of the engine.
The cylinder C is connected to the crankshaft via a connecting rod Rconnected to a piston P of the cylinder C.
The engine E comprises fuel injectors F for injecting fuel into the cylinder Cfor combustion.
The engine E further comprises a camshaft CAM for regulating the valves ofthe engine during engine operation. The camshaft CAM is in mesh with thecrankshaft CS via gears G1, G2 arranged on the respective shaft CS, CAM,the camshaft thus being rotated by means of the crankshaft.
The engine E is arranged to provide a four stroke cycle. The complete fourstroke cycle forms a single thermodynamic cycle from which mechanicalwork will be extracted for operating a vehicle. For a complete four strokecycle the crankshaft CS will turn two revolutions, this being the engine cycle.
When the piston is farthest from the crankshaft CS is known as the top deadcentre TDC and when the piston P is closest to the crankshaft CS is knownas the bottom dead centre BDC. A dead centre is when the connecting rod Rand the crankshaft CS align.
The strokes comprise an intake stroke (TDC to BDC) filling the cylinder Cwith air, a compression stroke (BDC to TDC) where the air is compressedand at the end of which fuel is injected for combustion, an expansion stroke(TDC to BDC) where the combustion is completed and an exhaust stroke(BDC to TDC).
A crankshaft rotational position sensor unit 112 is arranged to determinerotational speed and position of the crankshaft CS. The crankshaft rotationalposition sensor unit 112 is arranged in connection to the flywheel FW asexplained below in connection to e.g. fig. 5.
A camshaft rotational position sensor unit 150 is arranged to determine rotational speed and position of the camshaft CAM. ln order to provide efficient control of the operation of the engine the injectionof fuel needs to be executed at the correct moment in the engine cycle, i.e. inconnection to when the piston of the respective cylinder is in the top deadcentre for combustion. Therefore the crankshaft angle oi is important to know.The crankshaft angle oi is according to a variant determined by means of thecrankshaft rotational position sensor unit 112 arranged in connection to theflywheel FW.
By combining the rotational position determined by means of the crankshaftrotational position sensor unit 112 and the rotational position determined bymeans of said camshaft rotational position sensor unit 150 the top deadcentre for combustion can be determined. By comparing rotational speedand/or position of the crankshaft CS and camshaft CAM the function of thesensor units 112, 150 can be determined. lf the results of the comparison areessentially the same it is plausible that both the camshaft and crankshaftrotational position sensor units 112, 150 are functioning correctly.
The crankshaft rotational position sensor unit 112 and the camshaft rotationalposition sensor unit 150 are operably connected to an electronic control unitECU. The electronic control unit ECU is arranged to process signals from said sensor units for comparison.
However, if there is a difference it is not possible to tell which of the sensorunits that is not functioning correctly.
The present invention facilitates improvement in deciding on the function ofsaid crank shaft rotational position sensor unit as explained below.
Fig. 3 schematically illustrates course of change of crankshaft rotationalspeed as a function of crankshaft angle during engine operation according to an embodiment of the present invention. 11 The example illustrated in fig. 2 is for an internal combustion engine with sixcylinders, 1, 2, 3, 4, 5 and 6.
The course of change of crankshaft rotational speed as a function ofcrankshaft angle during engine operation is determined based on therotational speed detected by means of a sensor unit arranged in connection to the flywheel connected to the crankshaft.
The course of change of crankshaft rotational speed as a function ofcrankshaft angle provides peaks corresponding to the piston of the cylinderbeing in the top dead centre for combustion. The order in which the piston ofthe cylinders are in the top dead centre for combustion and thus the order inwhich the cylinders are injected with fuel during engine operation is 1, 5, 3, 6,2 and finally 4.
The first cylinder 1 provides a peak height H1 and a peak width W1, thesecond cylinder 2 provides a peak height H2 and a peak width W2, the thirdcylinder 3 provides a peak height H3 and a peak width W3, the fourthcylinder 4 provides a peak height H4 and a peak width W4, the fifth cylinder 5provides a peak height H5 and a peak width W5, and the sixth cylinder 6provides a peak height H6 and a peak width W6.
The cylinders 1-6 are arranged along the crankshaft such that the firstcylinder 1 is furthest away from the flywheel, the second cylinder 2 is secondfurthest from the flywheel and so on to the sixth cylinder being closest to the flywheel and hence the sensor unit.
As can be seen the peak height is higher and width smaller for the cylindersfurthest from the flywheel. The reason for this is that an increased distancefrom the flywheel generally results in a greater torsional effect. Therefore thecylinder being furthest from the flywheel, i.e. the first cylinder 1, has thehighest peak H1 and the smallest width. 12 Hereby it is possible to determine when the different pistons of the cylinders1-6 of said set of cylinders are in a top dead centre position for combustionby identifying the different cylinders based upon peak height and/or peakwidth of said determined course of change of crankshaft rotational speed asa function of crankshaft angle. The peaks and widths thus differ depending on the distance from the sensor unit and flywheel. lf the identification of the different cylinders differs compared with anexpected identification for a functioning crankshaft rotational sensor unit thesensor unit being diagnosed is likely malfunctioning. lf the identification of thedifferent cylinders matches with an expected identification for a functioningcrankshaft rotational sensor unit the sensor unit being diagnosed is likely tofunction. Deciding on the function of said crankshaft rotational positionsensor unit based upon the identification of the different cylinders maycomprise comparing the order in which the identified cylinders are ignited/arein the top dead centre for combustion with such an order for a functioningcrankshaft rotational sensor unit. lf the compared order does differs thesensor unit being diagnosed is likely malfunctioning and if the order is the same the diagnosed sensor unit is likely to function correctly. ln order to decide on the function of the crank shaft rotational position sensorunit peak height pattern and/or peak width pattern of a course of change ofcrank shaft rotational speed determined with the crank shaft rotationalposition sensor is compared with a known such pattern for a functioning crank shaft rotational position sensor unit. lf the peak height pattern and/or peak width pattern of said determinedcourse of change of crankshaft rotational speed determined by the crankshaftrotational sensor unit being diagnosed differs to a certain extent from suchpattern for a functioning crankshaft rotational position sensor unit the sensorunit being diagnosed is likely malfunctioning and if the patterns match to a certain extent the diagnosed sensor unit is likely to function correctly. 13 The course of change of crankshaft rotational speed as a function ofcrankshaft angle for a known such pattern for a functioning crank shaftrotational position sensor unit is according to an embodiment provided in aworkshop, during manufacture of the engine or the like and stored in storage means, e.g. in an electronic control unit.
The course of change of crankshaft rotational speed as a function ofcrankshaft angle for a known such pattern for a functioning crank shaftrotational position sensor unit is according to an embodiment modelled bymodelling means and stored in storage means, e.g. in the electronic controlunit 100.
The course of change of crankshaft rotational speed as a function ofcrankshaft angle for the crank shaft rotational position sensor unit for whichthe function is to be decided is thus determined during engine operation during actual drive of the vehicle.
Thus, the course of change of crankshaft rotational speed as a function ofcrankshaft angle illustrated in fig. 3 could be either the course of change ofcrankshaft rotational speed as a function of crankshaft angle determined bymeans of the rotational position sensor unit for which the function is to bedecided or for a functioning crank shaft rotational position sensor unit stored in an electronic control unit and used for comparison.
Fig. 4 schematically illustrates a system I for diagnosing a crankshaftrotational position sensor unit of a crankshaft of an internal combustion engine according to an embodiment of the present invention.
The internal combustion engine further comprises a flywheel connected tosaid crankshaft, and a set of cylinders distributed along the crankshaft forrotating said crankshaft during engine operation. 14 The system comprises an electronic control unit 100. The electronic controlunit 100 could according to a variant be provided by the electronic controlunit ECU in fig. 2.
The system I comprises means 110 for determining a course of change ofcrankshaft rotational speed as a function of crankshaft angle by means of the crankshaft rotational position sensor unit.
The means 110 for determining a course of change of crankshaft rotationalspeed as a function of crankshaft angle by means of said crankshaftrotational position sensor unit comprises the crankshaft rotational position sensor unit 112.
The crankshaft rotational position sensor unit 112 is arranged to detect therotational speed of said crankshaft. The crankshaft rotational position sensorunit 112 is arranged to detect the rotational speed of said crankshaft so as todetermine crankshaft angle values. The crankshaft rotational position sensorunit 112 is arranged to detect the rotational position of said crankshaft. Thecrankshaft rotational position sensor unit 112 may comprise any suitablesensor unit. According to an embodiment the sensor unit 112 is a conductivesensor unit. The pulses from the sensor unit is according to an embodimentreceived a certain number of times during a revolution of the crankshaftbased on encoder settings. According to an embodiment the rotational speedof the flywheel is determined for determining the rotational speed of the crankshaft and hence the crankshaft angle values.
The crankshaft rotational position sensor unit 112 is according to anembodiment arranged in connection to the flywheel of the internalcombustion engine, radial holes being arranged with a certain equidistantangle, e.g. six degrees, around the periphery of the flywheel. The sensor unitis arranged to register when hole passes by detecting changes in themagnetic field. The time difference between two holes is measured. The sensor signal from the sensor unit 112 is synchronous with the crank angle degree, wherein the rotational speed of the crankshaft can be determined.Holes, e.g. two holes, are according to an embodiment omitted on theflywheel so that the sensor unit can determine when the crankshaft hasturned one revolution. Thus, by dead reckoning, position can also be determined.
The system I comprises means 120 for identifying the different cylindersbased upon peak height and/or peak width of said determined course ofchange of crankshaft rotational speed as a function of crankshaft angle. Thepeaks and widths differ depending on the distance from the flywheel. Bycomparing peak height and/or peak width with of a determined change ofcrankshaft rotational speed as a function of crankshaft angle for a peak thepiston being in the top dead centre for combustion may be determined andhence that cylinder. The means 120 could according to an embodiment be comprised in the electronic control unit 100.
The system I comprises means 130 for determining a course of change ofcrankshaft rotational speed as a function of crankshaft angle for obtaining aknown such pattern for a functioning crank shaft rotational position sensor unit.
The system I comprises means 140 for deciding on the function of saidcrankshaft rotational position sensor unit based upon the identification of thedifferent cylinders.
The means 140 for deciding on the function of said crank shaft rotationalposition sensor unit comprises means 142 for comparing peak height patternand/or peak width pattern of said determined course of change of crank shaftrotational speed with a known such pattern for a functioning crank shaft rotational position sensor unit.
The means 140 could according to an embodiment be comprised in theelectronic control unit 100. 16 Fig. 3 shows an example of a course of a change of crankshaft rotationalspeed as a function of crankshaft angle for an engine with six cylinders whichmay be provided by the means 130 for determining a course of change ofcrankshaft rotational speed as a function of crankshaft angle according to an embodiment.
The means 130 for determining a course of change of crankshaft rotationalspeed as a function of crankshaft angle for obtaining a known such patternfor a functioning crank shaft rotational position sensor unit is according to anembodiment provided in a workshop, during manufacture of the engine or the like and stored in storage means, e.g. in the electronic control unit 100.
The means 130 for determining a course of change of crankshaft rotationalspeed as a function of crankshaft angle for obtaining a known such patternfor a functioning crank shaft rotational position sensor unit is according to anembodiment modelled by modelling means and stored in storage means, e.g.in the electronic control unit 100.
The engine further comprises a camshaft having a camshaft rotationalposition sensor unit 150. The camshaft rotational position sensor unit 150 is arranged to determine the rotational speed and position of the camshaft.
The system I comprises according to an embodiment the camshaft rotationalposition sensor unit 150.
According to an embodiment the system I comprises means 160 forcomparing the rotational speed determined by means of said crankshaftrotational position sensor unit 112 and the rotational speed determined bymeans of a camshaft rotational position sensor unit 150 and/or comparing therotational position determined by means of said crankshaft rotational positionsensor unit 112 and the rotational position determined by means of acamshaft rotational position sensor unit 150. The means 160 could accordingto an embodiment be comprised in the electronic control unit 100. 17 The system I comprises means 170 for deciding the function of saidcrankshaft rotational position sensor unit based upon the comparison of therotational speed and/or position determined by means of said crankshaftrotational position sensor unit 112 and the rotational speed and/or positiondetermined by means of a camshaft rotational position sensor unit 150. Themeans 170 could according to an embodiment be comprised in the electroniccontrol unit 100.
The system I comprises according to an embodiment means 180 for warningthe operator of a vehicle of a non-functioning sensor unit 112, 150. Themeans 180 for warning the operator of the vehicle comprises visual meansfor visual warning such as a light of certain colour such as red or yellowand/or acoustic means for audible warning such as a sound alarm or a voicemessage and/or tactile means for tactile warning such as vibrations insteering wheel, seat or the like. The degree of warning is according to anembodiment arranged to differ if the warning represents a warning for a non-functioning crankshaft rotational position sensor unit 112 requiring immediatestop of the vehicle or a warning for a non-functioning camshaft rotationalposition sensor unit 150 allowing the vehicle to continue driving to e.g. aworkshop for taking care of the non-functioning sensor unit. 150. Visualwarning may be a red light for non-functioning sensor unit 112 and a yellowlight for a non-functioning sensor unit 150.
The electronic control unit 100 is operably connected to the means 110 fordetermining a course of change of crankshaft rotational speed as a functionof crankshaft angle by means of the crankshaft rotational position sensor unitvia a link 10. The electronic control unit 100 is via the link 10 arranged toreceive a signal from the means 110 representing data for a course ofchange of crankshaft rotational speed determined by means of data forrotational speed of the crankshaft from the sensor unit 112.
The electronic control unit 100 is operably connected to the crankshaftrotational position sensor unit 112 via a link 12. The electronic control unit 18 100 is via the link 12 arranged to receive a signal from the crankshaftrotational position sensor unit 112 representing data for rotational speed ofthe crankshaft.
The electronic control unit 100 is operably connected to the means 120 foridentifying the pistons of the different cylinders at top dead centre basedupon peak height and/or peak width of said determined course of change ofcrankshaft rotational speed as a function of crankshaft angle via a link 20a.The electronic control unit 100 is via the link 20a arranged to send a signal tothe means 120 representing data for peak height and/or peak width ofcylinders during course of change of crankshaft rotational speed as afunction of crankshaft angle.
The electronic control unit 100 is operably connected to the means 120 foridentifying the different cylinders based upon peak height and/or peak widthof said determined course of change of crankshaft rotational speed as afunction of crankshaft angle via a link 20b. The electronic control unit 100 isvia the link 20b arranged to receive a signal from the means 120representing data for identified cylinders based upon peak height and/or peakwidth of said determined course of change of crankshaft rotational speed asa function of crankshaft angle.
The electronic control unit 100 is operably connected to the means 130 fordetermining a course of change of crankshaft rotational speed as a functionof crankshaft angle for obtaining a known such pattern for a functioning crankshaft rotational position sensor unit via a link 30. The electronic control unit100 is via the link 30 arranged to receive a signal from the means 130representing data for course of change of crankshaft rotational speed as afunction of crankshaft angle for obtaining a known such pattern for a functioning crank shaft rotational position sensor unit.
The electronic control unit 100 is operably connected to the means 142 forcomparing peak height pattern and/or peak width pattern of said determined 19 course of change of crank shaft rotational speed with a known such patternfor a functioning crank shaft rotational position sensor unit via a link 42a. Theelectronic control unit 100 is via the link 42a arranged to send a signal to themeans 142 representing data for peak height pattern and/or peak widthpattern of the course of change of crank shaft rotational speed determined by means of the sensor unit 112.
The electronic control unit 100 is operably connected to the means 142 forcomparing peak height pattern and/or peak width pattern of said determinedcourse of change of crank shaft rotational speed with a known such patternfor a functioning crank shaft rotational position sensor unit via a link 42b. Theelectronic control unit 100 is via the link 42b arranged to send a signal to themeans 142 representing data for peak height pattern and/or peak widthpattern of the course of change of crank shaft rotational speed a known such pattern for a functioning crank shaft rotational position sensor.
The electronic control unit 100 is operably connected to the means 142 forcomparing peak height pattern and/or peak width pattern of said determinedcourse of change of crank shaft rotational speed with a known such patternfor a functioning crank shaft rotational position sensor unit via a link 42c. Theelectronic control unit 100 is via the link 42c arranged to receive a signal fromthe means 142 representing data for comparison of peak height patternand/or peak width pattern of said determined course of change of crank shaftrotational speed with a known such pattern for a functioning crank shaftrotational position sensor unit for deciding upon the function of the sensorunit 112.
The electronic control unit 100 is operably connected to the camshaftrotational position sensor unit 150 via a link 50. The electronic control unit100 is via the link 50 arranged to receive a signal from the camshaftrotational position sensor unit 150 representing data for rotational speed ofthe camshaft.
The electronic control unit 100 is operably connected to the means 160 forcomparing the rotational speed determined by means of said crankshaftrotational position sensor unit 112 and the rotational speed determined bymeans of a camshaft rotational position sensor unit 150 and/or comparing therotational position determined by means of said crankshaft rotational positionsensor unit 112 and the rotational position determined by means of saidcamshaft rotational position sensor unit 150via a link 60a. The electroniccontrol unit 100 is via the link 60a arranged to send a signal to the means160 representing data for rotational speed of the crank shaft rotational position sensor unit 112.
The electronic control unit 100 is operably connected to the means 160 forcomparing the rotational speed determined by means of said crankshaftrotational position sensor unit 112 and the rotational speed determined bymeans of a camshaft rotational position sensor unit 150 and/or comparing therotational position determined by means of said crankshaft rotational positionsensor unit 112 and the rotational position determined by means of saidcamshaft rotational position sensor unit 150 via a link 60b. The electroniccontrol unit 100 is via the link 60b arranged to send a signal to the means160 representing data for rotational speed and/or position of the cam shaftrotational position sensor unit 150.
The electronic control unit 100 is operably connected to the means 160 forcomparing the rotational speed and/or position determined by means of saidcrankshaft rotational position sensor unit 112 and the rotational speed and/orposition determined by means of a camshaft rotational position sensor unit150 via a link 60c. The electronic control unit 100 is via the link 42c arrangedto receive a signal from the means 160 representing data for comparison ofthe rotational speed and/or position determined by means of said crankshaftrotational position sensor unit 112 and the rotational speed and/or positiondetermined by means of a camshaft rotational position sensor unit 150. 21 The electronic control unit 100 is operably connected to the means 170 fordeciding the function of said crankshaft rotational position sensor unit 112based upon the comparison of the rotational speed and/or positiondetermined by means of said crankshaft rotational position sensor unit 112and the rotational speed and/or position determined by means of a camshaftrotational position sensor unit 150 via a link 70a. The electronic control unit100 is via the link 70a arranged to send a signal to the means 170representing data for comparison of rotational speeds and/or positions determined by the sensor units 112 and 150.
The electronic control unit 100 is operably connected to the means 170 fordeciding the function of said crankshaft rotational position sensor unit 112based upon the comparison of the rotational speed and/or positiondetermined by means of said crankshaft rotational position sensor unit 112and the rotational speed and/or position determined by means of a camshaftrotational position sensor unit 150 via a link 70b. The electronic control unit100 is via the link 70b arranged to receive a signal from the means 170representing data for decided function crankshaft rotational position sensor unit.
The electronic control unit 100 is operably connected to the means 180 forwarning the operator of a vehicle of a non-functioning sensor unit 112, 150via a link 80. The electronic control unit 100 is via the link 80 arranged tosend a signal to the means 180 representing data for warning the operator ofa vehicle of a non-functioning sensor unit 112, 150.
Fig. 5 schematically illustrates a method for diagnosing a crankshaftrotational position sensor unit of a crankshaft of an internal combustionengine. The internal combustion engine further comprises a flywheelconnected to said crankshaft, and a set of cylinders distributed along thecrankshaft for rotating said crankshaft during engine operation. 22 According to the embodiment the method for diagnosing a crankshaftrotational position sensor unit of a crankshaft of an internal combustionengine comprises a step S1. ln this step a course of change of crankshaftrotational speed as a function of crankshaft angle by means of saidcrankshaft rotational position sensor unit is determined.
According to the embodiment the method for diagnosing a crankshaftrotational position sensor unit of a crankshaft of an internal combustionengine comprises a step S2. ln this step the different cylinders are identifiedbased upon peak height and/or peak width of said determined course of change of crankshaft rotational speed as a function of crankshaft angle.
According to the embodiment the method for diagnosing a crankshaftrotational position sensor unit of a crankshaft of an internal combustionengine comprises a step S3. ln this step the function of said crankshaftrotational position sensor unit is decided on based upon the identification of the different cylinders. lf the identification of the different cylinders differs compared with anexpected identification for a functioning crankshaft rotational sensor unit thesensor unit being diagnosed is likely malfunctioning. lf the identification of thedifferent cylinders matches with an expected identification for a functioningcrankshaft rotational sensor unit the sensor unit being diagnosed is likely tofunction. Deciding on the function of said crankshaft rotational positionsensor unit based upon the identification of the different cylinders maycomprise comparing the order in which the identified cylinders are ignited/arein the top dead centre for combustion with such an order for a functioningcrankshaft rotational sensor unit. lf the compared order does differs thesensor unit being diagnosed is likely malfunctioning and if the order is the same the diagnosed sensor unit is likely to function correctly.
According to an embodiment of the method the step of deciding on thefunction of said crankshaft rotational position sensor unit comprises the step 23 of comparing peak height pattern and/or peak width pattern of saiddetermined course of change of crankshaft rotational speed with a knownsuch pattern for a functioning crankshaft rotational position sensor unit.Hereby an easy and efficient determination of the function of the crankshaft rotational position sensor unit is obtained. lf the peak height pattern and/or peak width pattern of said determinedcourse of change of crankshaft rotational speed determined by the crankshaftrotational sensor unit being diagnosed differs to a certain extent from suchpattern for a functioning crankshaft rotational position sensor unit the sensorunit being diagnosed is likely malfunctioning and if the patterns match to acertain extent the diagnosed sensor unit is likely to function correctly.
According to an embodiment of the method said engine further comprises acamshaft having a camshaft rotational position sensor unit, the methodfurther comprising the steps of: comparing the rotational speed determinedby means of said crankshaft rotational position sensor unit and the rotationalspeed determined by means of said camshaft rotational position sensor unitand/or comparing the rotational position determined by means of saidcrankshaft rotational position sensor unit and the rotational positiondetermined by means of said camshaft rotational position sensor unit; anddeciding the function of said crankshaft rotational position sensor unit basedupon said comparison. By thus first comparing the rotational positionsdetermined by said sensor units the top dead centre for combustion can bedetermined for the piston of each cylinder. lf there is a certain difference it willbe possible to determine which of the sensor units that is not functioningcorrectly by means of said identification of the cylinders, and by thuscomparing the peak patterns obtained with peak patterns for a functioningcrankshaft rotational position sensor unit. lf there is no such certaindifference in the rotational speeds and/or positions determined by therespective sensor units it can be assumed that both sensor units are functioning correctly. Checking the function of the crankshaft rotational 24 position sensor unit by means of said identification of the cylinders and bycomparing the peak patterns obtained with peak patterns for a functioningcrankshaft may still be performed as a redundancy.
With reference to figure 6, a diagram of an apparatus 500 is shown. Thecontrol unit ECU, 100 described with reference to fig. 2 and 4 may accordingto an embodiment comprise apparatus 500. Apparatus 500 comprises a non-volatile memory 520, a data processing device 510 and a read/write memory550. Non-volatile memory 520 has a first memory portion 530 wherein acomputer program, such as an operating system, is stored for contro||ing thefunction of apparatus 500. Further, apparatus 500 comprises a bus controller,a seria| communication port, I/O-means, an A/D-converter, a time date entryand transmission unit, an event counter and an interrupt controller (not shown). Non-volatile memory 520 also has a second memory portion 540.
A computer program P is provided for diagnosing a crankshaft rotationalposition sensor unit of a crankshaft of an internal combustion engineaccording to the innovative method. The program P comprises routines fordetermining a course of change of crankshaft rotational speed as a functionof crankshaft angle by means of said crankshaft rotational position sensorunit. The program P comprises routines for identifying the different cylindersbased upon peak height and/or peak width of said determined course ofchange of crankshaft rotational speed as a function of crankshaft angle. Theprogram P comprises routines for deciding on the function of said crankshaftrotational position sensor unit based upon the identification of the differentcylinders. The routines for deciding on the function of said crank shaftrotational position sensor unit comprises routines for comparing peak heightpattern and/or peak width pattern of said determined course of change ofcrank shaft rotational speed with a known such pattern for a functioning crankshaft rotational position sensor unit. The engine further comprises a camshaft configuration having a cam shaft rotational position sensor unit. Theprogram P comprises routines for comparing the rotational speed determined by means of said crank shaft rotational position sensor unit and the rotationalspeed determined by means of said cam shaft rotational position sensor unitand/or comparing the rotational position determined by means of saidcrankshaft rotational position sensor unit and the rotational positiondetermined by means of said camshaft rotational position sensor unit. Theprogram P comprises routines for deciding the function of said crank shaftrotational position sensor unit based upon said comparison. The computerprogram P may be stored in an executable manner or in a compressed condition in a separate memory 560 and/or in read/write memory 550.
When it is stated that data processing device 510 performs a certain functionit should be understood that data processing device 510 performs a certainpart of the program which is stored in separate memory 560, or a certain partof the program which is stored in read/write memory 550.
Data processing device 510 may communicate with a data communicationsport 599 by means of a data bus 515. Non-volatile memory 520 is adaptedfor communication with data processing device 510 via a data bus 512.Separate memory 560 is adapted for communication with data processingdevice 510 via a data bus 511. Read/write memory 550 is adapted forcommunication with data processing device 510 via a data bus 514. To thedata communications port 599 e.g. the links connected to the control unit 100may be connected.
When data is received on data port 599 it is temporarily stored in secondmemory portion 540. When the received input data has been temporarilystored, data processing device 510 is set up to perform execution of code ina manner described above. The signals received on data port 599 can beused by apparatus 500 for determining a course of change of crank shaftrotational speed as a function of crank shaft angle by means of said crankshaft rotational position sensor unit. The signals received on data port 599can be used by apparatus 500 for identifying the different cylinders basedupon peak height and/or peak width of said determined course of change of 26 crank shaft rotational speed as a function of crank shaft angle. The signalsreceived on data port 599 can be used by apparatus 500 for deciding on thefunction of said crank shaft rotational position sensor unit based upon theidentification of the different cylinders. The signals used for deciding on thefunction of said crank shaft rotational position sensor unit comprises signalsused for comparing peak height pattern and/or peak width pattern of saiddetermined course of change of crank shaft rotational speed with a knownsuch pattern for a functioning crank shaft rotational position sensor unit. Theengine further comprises a cam shaft configuration having a cam shaftrotational position sensor unit. The signals received on data port 599 can beused by apparatus 500 for comparing the rotational speed determined bymeans of said crank shaft rotational position sensor unit and the rotationalspeed determined by means of said cam shaft rotational position sensor unitand/or comparing the rotational position determined by means of saidcrankshaft rotational position sensor unit and the rotational positiondetermined by means of said camshaft rotational position sensor unit. Thesignals received on data port 599 can be used by apparatus 500 for decidingthe function of said crank shaft rotational position sensor unit based upon said comparison.
Parts of the methods described herein can be performed by apparatus 500by means of data processing device 510 running the program stored inseparate memory 560 or read/write memory 550. When apparatus 500 runsthe program, parts of the methods described herein are executed.
The foregoing description of the preferred embodiments of the presentinvention has been provided for the purposes of illustration and description. ltis not intended to be exhaustive or to limit the invention to the precise formsdisclosed. Obviously, many modifications and variations will be apparent topractitioners skilled in the art. The embodiments were chosen and describedin order to best explain the principles of the invention and its practicalapplications, thereby enabling others skilled in the art to understand the 27 invention for various embodiments and with the various modifications as are suited to the particular use contemplated.

Claims (9)

1. A method for diagnosing a crankshaft rotational position sensor unit of acrankshaft (CS) of an internal combustion engine (E), said engine furthercomprising a flywheel (FW) connected to said crankshaft, and a set ofcylinders (1, 2, 3, 4, 5, 6) distributed along said crankshaft (CS) for rotatingsaid crankshaft during engine operation, characterized by the steps of: - determining (S1) a course of change of crankshaft rotational speed as afunction of crankshaft angle by means of said crankshaft rotational positionsensor unit; - identifying the different cylinders (1, 2, 3, 4, 5, 6) based upon peak heightand/or peak width of said determined course of change of crankshaftrotational speed as a function of crankshaft angle; and - deciding on the function of said crankshaft rotational position sensor unitbased upon the identification of the different cylinders (1, 2, 3, 4, 5, 6).
2. A method according to claim 1, wherein the step of deciding on thefunction of said crankshaft rotational position sensor unit (112) comprises thestep of comparing peak height pattern and/or peak width pattern of saiddetermined course of change of crankshaft rotational speed with a knownsuch pattern for a functioning crankshaft rotational position sensor unit.
3. A method according to claim 1 or 2, said internal combustion engine(E)further comprising a camshaft (CAM) having a camshaft rotational positionsensor unit (150), the method further comprising the steps of: comparing therotational speed determined by means of said crankshaft rotational positionsensor unit (112) and the rotational speed determined by means of saidcamshaft rotational position sensor unit (150) and/or comparing the rotationalposition determined by means of said crankshaft rotational position sensorunit (112) and the rotational position determined by means of said camshaftrotational position sensor unit (150); and deciding on the function of saidcrankshaft rotational position sensor unit (112) based upon said comparison. 29
4. A system (I) for diagnosing a crankshaft rotational position sensor unit(112) of a crankshaft (CS) of an internal combustion engine (E), saidcombustion engine further comprising a flywheel (FW) connected to saidcrankshaft, and a set of cylinders (1, 2, 3, 4, 5, 6) distributed along saidcrankshaft (CS) for rotating said crankshaft during engine operation,characterized by means (110) for determining a course of change ofcrankshaft rotational speed as a function of crankshaft angle by means ofsaid crankshaft rotational position sensor unit (112); means (120) foridentifying the different cylinders (1, 2, 3, 4, 5, 6) based upon peak heightand/or peak width of said determined course of change of crankshaftrotational speed as a function of crankshaft angle; and means (140) fordeciding on the function of said crankshaft rotational position sensor unit(112) based upon the identification of the different cylinders (1, 2, 3, 4, 5, 6).
5. A system according to claim 4, wherein the means (140) for deciding onthe function of said crankshaft rotational position sensor unit (112) comprisesmeans (142) for comparing peak height pattern and/or peak width pattern ofsaid determined course of change of crankshaft rotational speed with aknown such pattern for a functioning crankshaft rotational position sensor unit.
6. A system according to claim 4 or 5, said internal combustion engine(E)further comprising a camshaft (CAM) having a camshaft rotational positionsensor unit (150), the system further comprising means (160) for comparingthe rotational speed determined by means of said crankshaft rotationalposition sensor unit (112) and the rotational speed determined by means ofsaid camshaft rotational position sensor unit (150) and/or comparing therotational position determined by means of said crankshaft rotational positionsensor unit (112) and the rotational position determined by means of saidcamshaft rotational position sensor unit (150); and means (170) for decidingon the function of said crankshaft rotational position sensor unit based upon said comparison.
7. A vehicle (1) comprising a system (I) for diagnosing a crankshaftrotational position sensor unit of a crankshaft of an internal combustion engine according to any of claims 4-6.
8. A computer program (P) for diagnosing a crankshaft rotational positionsensor unit of a crankshaft of an internal combustion engine, said computerprogram (P) comprising program code which, when run on an electroniccontrol unit (100) or another computer (500) connected to the electroniccontrol unit (100), causes the electronic control unit to perform the steps according to claim 1-3.
9. A computer program product comprising a digital storage medium storing the computer program according to claim 18.
SE1551341A 2015-10-16 2015-10-16 Method and system for diagnosing a crankshaft rotational position sensor unit of a crankshaft SE539262C2 (en)

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JP2611506B2 (en) * 1990-06-18 1997-05-21 三菱電機株式会社 Engine control device
DE19638338A1 (en) * 1996-09-19 1998-04-02 Bosch Gmbh Robert Encoder arrangement for quick cylinder recognition in an internal combustion engine
US20020092499A1 (en) 2001-01-12 2002-07-18 Kargilis John S. Detonation sensing of crankshaft position
KR100559419B1 (en) * 2003-05-14 2006-03-10 현대자동차주식회사 Crank position sensor diagnosis system
JP2005201174A (en) 2004-01-16 2005-07-28 Toyota Motor Corp Failure diagnostic device
DE102010003524A1 (en) * 2010-03-31 2011-10-06 Robert Bosch Gmbh Circuit arrangement and method for evaluating signals of a crankshaft sensor and a camshaft sensor of an internal combustion engine
US9038445B2 (en) * 2011-03-24 2015-05-26 Honda Motor Co., Ltd. Method and apparatus for diagnosing engine fault
FR2982675B1 (en) * 2011-11-14 2014-01-17 Continental Automotive France METHOD FOR DIAGNOSING A VARIABLE RELUCTANCE MAGNETIC DETECTION HEAD AND DETECTION CIRCUIT
US9194321B1 (en) * 2014-08-27 2015-11-24 GM Global Technology Operations LLC System and method for diagnosing a fault in a camshaft position sensor and/or a crankshaft position sensor

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