WO2005119041A1 - Verfahren und system zur bereitstellung eines verbesserten phasensignals eines phasensensors an einer nockenwelle einer brennkraftmaschine - Google Patents
Verfahren und system zur bereitstellung eines verbesserten phasensignals eines phasensensors an einer nockenwelle einer brennkraftmaschine Download PDFInfo
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- WO2005119041A1 WO2005119041A1 PCT/EP2004/006686 EP2004006686W WO2005119041A1 WO 2005119041 A1 WO2005119041 A1 WO 2005119041A1 EP 2004006686 W EP2004006686 W EP 2004006686W WO 2005119041 A1 WO2005119041 A1 WO 2005119041A1
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- Prior art keywords
- phase
- signal
- sensor
- internal combustion
- combustion engine
- Prior art date
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Classifications
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2800/00—Methods of operation using a variable valve timing mechanism
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2800/00—Methods of operation using a variable valve timing mechanism
- F01L2800/01—Starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2820/00—Details on specific features characterising valve gear arrangements
- F01L2820/04—Sensors
- F01L2820/041—Camshafts position or phase sensors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D41/1402—Adaptive control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2474—Characteristics of sensors
-
- 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
- G01D2205/00—Indexing scheme relating to details of means for transferring or converting the output of a sensing member
- G01D2205/20—Detecting rotary movement
- G01D2205/26—Details of encoders or position sensors specially adapted to detect rotation beyond a full turn of 360°, e.g. multi-rotation
Definitions
- the invention relates to a method for providing an improved phase signal of a phase sensor on a camshaft of an internal combustion engine immediately after switching on the phase sensor and / or the internal combustion engine.
- the phase sensor gropes
- Angle marks from a sensor wheel connected to the camshaft in a rotationally fixed manner In addition, a crankshaft sensor scans angular marks of a sensor wheel that is non-rotatably connected to the crankshaft.
- the engine control usually calculates when and how much fuel is to be injected per cylinder and when the optimum ignition timing is.
- the respective position of the crankshaft or camshaft of the internal combustion engine must be known. From EP-PS-0017933 it is known, for example, that the crankshaft and the camshaft are each connected to a disk on the surface thereof at least one reference mark is attached, a plurality of similar markings, also called increments, being additionally attached to the crankshaft pulley.
- the two rotating disks are scanned by fixed sensors.
- a clear statement about the position of the crankshaft and camshaft can be obtained from the chronological sequence of the signals supplied by the sensors and corresponding control signals for the injection or ignition can be generated in the engine control.
- the method according to the invention with the features of claim 1 has the advantage that an improved one after the phase sensor is switched on again or after the internal combustion engine is started again Phase signal of the phase sensor is available. This is achieved as follows:
- phase sensor or internal combustion engine When the phase sensor or internal combustion engine is switched on again: b.l) correcting the phase signal detected by the motor control during the calibration process of the phase generator by the correction values, in particular stored in the motor control, so that an improved phase signal is available after the switch-on again.
- the correction values are immediately available when the internal combustion engine is restarted. in principle the requirements for an accurate signal from the phase sensor increase, especially when starting the internal combustion engine.
- a precise angular position of the phase signal to the crankshaft signal immediately after starting the internal combustion engine leads to better and optimized control of the injection, ignition and camshaft adjustment systems, which ultimately leads to better exhaust gas behavior of the internal combustion engine during start-up.
- the air gap which depends on the installation conditions and can differ from internal combustion engine to internal combustion engine, has a particularly great influence.
- the method according to the invention can be used to correct in particular the influence of the air gap.
- the method is carried out in particular when the crankshaft and the camshaft run in synchronization.
- the phase signal is corrected in accordance with step b.l) in such a way that the corrected phase signal during the calibration process results in a corrected starting signal position on the basis of the crankshaft signal, which essentially corresponds to the normal signal position.
- the calibration process or the adaptation during the calibration process is not one of the engine controls outgoing active action.
- the motor controller cannot influence this "adaptation".
- the change in the signal position of the phase signal depends exclusively on the calibration process taking place in the phase sensor.
- the desired signal position or normal signal position according to step a.l) is reached when the phase signal is based on a switching threshold of the phase sensor which is in the range of a certain percentage of the maximum from
- Phase sensor detected signal is.
- the phase sensor used has a switch-on threshold which is at a comparatively low input signal from the sensor. This is necessary to enable sensors to be switched immediately after switching on, in which there is a comparatively large air gap between the sensor and the angle mark of the sensor wheel. Since the air gap can vary depending on the installation, it is provided that the phase sensor calibrates itself.
- Switching threshold gradually shifted into a range dependent on the maximum input signal swing of the sensor. It has been shown that there is a favorable switching threshold at approximately 70% of the maximum analog signal swing detected by the sensor. Consequently, during the calibration process, the preset switching threshold of the sensor is gradually shifted to a value of in particular approximately 70% of the maximum detected value. If the switching threshold reaches the specified value, the target signal position or the normal signal position is reached. The calibration process is then completed. The duration of the calibration process depends on the size of the air gap.
- the calibration process takes place while the internal combustion engine is starting up.
- the engine is starting advantageously completed after eight working games.
- the calibration process is then advantageously also completed after eight work cycles at the latest; however, depending on the size of the air gap, it can also be completed beforehand. It is thereby achieved that the start-up signal position is brought up to the normal signal position in small steps, as a result of which undesired, excessive signal deviations are avoided. This results in stable and systematic behavior.
- a method according to the invention can be characterized in that the correction values are formed from a maximum angle error for the first scanned angle mark and from further angle errors corrected for the adaptation values for further scanned angle marks.
- the correction values can correspond to the respective angle errors.
- the correction values can also be values dependent on the angle errors, for example values corrected for temperature or speed.
- characteristic values can also be used for the angular errors, for example it is conceivable to use a straight line based on the angular errors or approximating the angular errors.
- a method according to the invention can be characterized in that when the phase sensor or the internal combustion engine is switched on several times after step b1), the corrected start-up signal position is compared with the expected start-up signal position based on the correction values that have already been stored, and if the repetition is repeated averaging, in particular, a moving averaging, which takes place according to step a.4) correction values to be filed. Each time the phase sensor or the internal combustion engine is switched on again, the correction values are consequently saved, adjusted and learned. The correction values to be used when the phase sensor or the internal combustion engine is switched on again are consequently optimized by the respective averaging.
- the angle marks on the sensor wheel of the camshaft can be designed as flanks of segments for generating high and low phase signals.
- four segments are provided, each having a positive and a negative edge. This enables a clear assignment of the rotational position of the camshaft sensor wheel within one working cycle. It is then advantageously possible to determine the angular errors on the basis of the deviation of the starting flank position from the normal flank position. Only the negative or positive edges can be taken into account. With knowledge of the absolute position of these flanks, e.g. at a distance of 90 ° NW, the actual phase position can be determined on each flank.
- the adaptation between two edges can be limited to a maximum value, this maximum value in particular in the range of -2 ° and
- a range of ⁇ 0.25 ° has proven to be particularly advantageous. If a difference of the starting flank position to the normal flank position of, for example, 2.5 ° on the camshaft is to be corrected, this is preferably done via ten to fourteen negative or positive flank changes with a maximum adaptation of 0.25 ° between two flank changes. Typically, pro Working cycle provided a total of four negative edge changes; an adaptation then takes place over three to four work cycles.
- the correction values can be stored in a non-volatile memory, in particular in the engine control.
- the non-volatile memory can, for example, be a permanent RAM memory, in particular an EEPROM or a flash memory.
- correction values are represented by a straight line approximating the angle errors.
- the straight line can be defined, for example, by a linear regression or by two selected pairs of values. In this respect, it is sufficient to only keep the two defined values in the non-volatile memory. Additional mechanisms can be used to check the plausibility of the respective values, for example, to check the permissible ranges of the values.
- the adaptation and correction advantageously takes place under defined conditions of the camshaft. This adjustment is taken into account when adjusting the camshaft. Furthermore, the adaptation takes place only if there are no detectable system faults.
- Another embodiment of the invention is characterized in that a comparison of the determined angle errors or correction values with the behavior typical of the phase generator for the different air gaps is used. About a correlation of the Both values can be used to determine the air gap to be found on the respective engine specimen. In this way, further air gap dependencies can be compensated. Corresponding diagnostic and / or correction functions are also set up or supported from this. Because of the angle errors or the correction values, this allows conclusions to be drawn, for example, that the air gap is too large and appropriate information is given, for example, at the end of the belt or in the workshop about incorrect installation.
- the invention also relates to a system for carrying out the method according to the invention, a motor control for carrying out the method according to the invention and a computer program for such a motor control.
- Figure 2 control signals, or signals registered by sensors, plotted over time during the starting phase of the internal combustion engine
- FIG. 4 correcting the phase signal by the correction values when the phase sensor or the internal combustion engine is switched on again;
- Figure 5 shows the analog input signal of a phase sensor
- FIG. 6 shows the step-by-step adaptation of the camshaft signal over several edge changes
- Figure 7 shows the adaptation, storage and correction process.
- 10 denotes a sensor wheel that is rigidly connected to the crankshaft 11 of the internal combustion engine and has a large number of similar angle marks 12 on its circumference.
- a reference mark 13 is provided, which is formed, for example, by two missing angle marks. Usually a total of 60-2 angle marks are provided over the entire circumference of 360 °.
- a second sensor wheel 14 is connected to the camshaft 15 of the internal combustion engine and has on its circumference segments of different lengths, the shorter segments being designated 17 and the longer segments being designated 16. Spaces are provided between the angular marks or segments, the longer ones have the reference symbol 18, the shorter ones have the reference symbol 19.
- Each segment 16, 17 is delimited by a positive edge 20 and a negative edge 21.
- the sensor wheel 14 shown in FIG. 1 is suitable for an internal combustion engine, the number of segments 16, 17 is selected such that a clear synchronization within each segment together with the reference signal on the crankshaft permits. This arrangement is used for internal combustion engines with 4, 5, 6, 8 or more cylinders. The exact arrangement of the angle marks and the assignment of the segments 16, 17 to the marks of the sensor wheel 10 of the crankshaft 11 is to be carried out in such a way that the signal sequences shown in FIG. 2 are obtained.
- the encoder wheel 10 of the crankshaft 11 is detected by a crankshaft sensor 22; the encoder wheel 14 of the camshaft 15 from a phase sensor 23.
- the sensor 22 is, for example, an inductive pickup or Hall sensors, which generate signals in the sensors when the angle marks pass by.
- the sensor 23 is an active sensor, e.g. a Hall sensor that has the calibration behavior described above. The signals generated are fed to the motor controller 24 and processed there.
- the motor controller 24 receives, via the inputs 25, 26 and 27, further input variables which are required for the control of the internal combustion engine and which are supplied by suitable sensors. On the output side, the engine control unit 24 provides signals for the ignition, injection and camshaft control for those not specified Components of the internal combustion engine are available; the outputs of the motor control 24 are designated 28 and 29.
- the signals supplied by the sensors 22 and 23 and already processed to square-wave signals, which are evaluated in the engine control 24, are above the crankshaft angle (FIG. 2b) or the camshaft angle (FIG. 2c) or over time t (FIG. 2f) applied.
- the camshaft is driven by the crankshaft at half the crankshaft speed.
- crankshaft signal S K supplied and processed by the crankshaft sensor 22 is plotted in detail in FIG. 2a.
- the number of angle marks is 60-2; the missing two angle marks form the reference or reference mark 13. Since one work cycle of the internal combustion engine extends over two crankshaft revolutions, the selected arrangement has to generate 60-2 pulses twice from the crankshaft encoder over a work cycle.
- FIG. 2c shows the angle of rotation of the camshaft, which is in the range from 0 ° to 360 ° within one working cycle.
- FIG. 2d shows the signal curve of the camshaft SN W for a 4-cylinder internal combustion engine.
- the encoder wheel 14 of the camshaft 15 provides two different segments 17, 18 which lead to different low and high phases in the signal. Because both that If the crankshaft signal and the camshaft signal are evaluated, the same segments can be distinguished by the existing or non-existent reference mark 13 in the encoder wheel 10 of the crankshaft 11.
- the start-up signal position of the phase signal to the crankshaft signal is adapted into a normal signal position via a calibration process of a maximum of sixty-four flanks of the phase encoder wheel 14, that is to say a total of eight work cycles in a 4-cylinder engine.
- the adaptation takes place in particular by changing the switching threshold of the phase sensor when detecting the edge changes.
- Such a change in the switching threshold is shown by way of example in FIG. 5.
- the analog input signal of the phase sensor in Tesla is plotted on the time axis.
- a different angle mark signal WM results.
- three differently sized angle mark signals WMi, WM 2 and WM 3 are shown by way of example.
- the comparatively strong signal WMi results from one comparatively small air gap.
- the air gap is larger for signal WM 2 .
- the WM 3 signal the air gap is even larger; this signal is therefore the weakest.
- the switching threshold SSW of the phase sensor is set comparatively low, a typical value is approx. 5 mTeslar above the signal offset.
- the preset switching threshold SSW is gradually shifted by the phase sensor to a value of approx. 70% of the maximum detected signal.
- the preset switching threshold SSW is shifted to the switching threshold SSWi that is optimal for this signal MWi.
- the preset switching threshold SSW is shifted to the value of the nominal switching threshold SSW 2 .
- the adaptation of the preset value SSW to the respective, in particular air gap-dependent value SSWi, 2 , ... is carried out in small steps by angle values (adaptation values) ⁇ , depending on the calibration behavior of the phase sensor, until the intended switching threshold is reached. Then the normal signal position of the camshaft signal to the crankshaft signal is present.
- the specification of the adaptation step size is defined in particular by the permissible switching level shift. This results in an adaptation increment on an angular basis, depending on the respective LS.
- the adaptation takes place under certain boundary conditions, for example with a camshaft adjustment in the late position. Before the adaptation, a Temperature correction based on characteristic curves stored in the control unit.
- the normal signal position of the signal S N on the camshaft is shown as a solid line.
- FIG. 2f shows the time axis t.
- the internal combustion engine is started at time to.
- the phase sensor detects a negative edge change taking an angular error into account
- FIG. 6 shows the adaptation of the camshaft signal in the calibration phase over several negative edge changes. With every edge change, the camshaft signal SNW is shifted by the value ⁇ until the optimum switching threshold of the phase sensor, and thus the normal signal position, is reached.
- FIG. 3 shows the calibration behavior of the phase sensor by the angular error ⁇ from the normal signal position of the start-up signal position over the number of edge changes nFW in the calibration phase. Due to the sensor calibration, the start-up signal position is gradually adapted by a value ⁇ with every edge change until the normal signal position is finally reached. As already mentioned, the difference between the starting signal position and the normal signal position, and thus the angle error ⁇ to be adapted, depends on the size of the air gap between the phase sensor wheel and the phase sensor of the camshaft. In Figure 3 there are a total of six
- Adaptation curves of the angle errors ⁇ for air gaps of different sizes are shown as examples.
- the course along line 40 results with an air gap of 0.1 mm; the course of line 41 with an air gap of 0.8 mm; the course of line 42 with an air gap of 1.5 mm; the course of line 43 with an air gap of 2.2 mm; the course of line 44 with an air gap of '2.0 mm and the course of line 45 with an air gap of 1.8 mm.
- Adaptation value ⁇ 0.25 ° adapted until finally the normal signal position of the phase signal is reached after thirteen edge changes.
- the values of the individual angle errors ⁇ can be seen in FIG. 7.
- the adaptation curve along line 41 according to FIGS. 3 and 4 applies to the first switching on of the phase sensor or the internal combustion engine. There may then be a first switch-on: when the internal combustion engine is started for the first time, when the non-volatile memory is deleted, when installing or replacing the phase sensor, when the motor control is replaced, when all functions in the motor control are reset.
- the NW 57 °.
- the angle errors ⁇ i to ⁇ 3 can then be determined by comparing the starting signal position with the normal signal position at the respective edge changes nFW. Corresponding values can be seen in FIG. 7.
- the associated correction values KOW which according to a first Embodiment of the invention corresponding to the angle errors ⁇ i to ⁇ are stored in the non-volatile memory.
- Phase signals are not only adapted by the adaptation values,, but additionally corrected by the correction values KOW stored in the memory in such a way that an improved phase signal is available after the phase sensor or the internal combustion engine is switched on again, and in particular at least largely the normal after the switching on again Signal position is reached.
- the angular error curve 41 ′ shown in FIG. 4 then results, in which there is ideally an angular error of 0 °. This results in a very precise position of the camshaft after starting the internal combustion engine or after switching on the phase sensor. Overall, this leads to favorable exhaust gas values when starting the internal combustion engine.
- the starting signal position of the phase signal to the crankshaft signal adapted and corrected in this way is compared with the normal signal position when it is started again.
- a new correction can be carried out.
- the new correction values resulting therefrom can be used when the internal combustion engine is started again to correct the when correction values determined prior to starting are used. This results in an improved, corrected start-up phase signal in each case with a number of new starting processes.
- the correction of the phase signal is consequently carried out by repeating the adaptation and
- the correction can be carried out according to a second embodiment of the invention by using correction values characteristic of the angle errors.
- the correction values are represented by a straight line approximating the angle errors. If an angle error of 2.5 ° occurs, the straight line then corresponds to the signal curve 41 in FIG. 3, between edge changes two and twelve.
- the straight line can be calculated using a linear regression or two selected points. It may therefore suffice to keep only the selected values in the non-volatile memory and not fourteen or more individual correction values KOW.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE502004010692T DE502004010692D1 (de) | 2004-05-27 | 2004-06-21 | Verfahren und system zur bereitstellung eines verbesserten phasensignals eines phasensensors an einer nockenwelle einer brennkraftmaschine |
AT04740123T ATE455948T1 (de) | 2004-05-27 | 2004-06-21 | Verfahren und system zur bereitstellung eines verbesserten phasensignals eines phasensensors an einer nockenwelle einer brennkraftmaschine |
EP04740123A EP1761696B1 (de) | 2004-05-27 | 2004-06-21 | Verfahren und system zur bereitstellung eines verbesserten phasensignals eines phasensensors an einer nockenwelle einer brennkraftmaschine |
US11/597,803 US7661297B2 (en) | 2004-05-27 | 2004-06-21 | Method and system for making available an improved phase signal of a phase sensor on a camshaft of an internal combustion engine |
JP2005516546A JP4358827B2 (ja) | 2004-05-27 | 2004-06-21 | 内燃機関のカムシャフトに配置された位相センサの改善された位相信号形成方法および形成装置 |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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EPPCT/EP2004/005747 | 2004-05-27 | ||
EP2004005747 | 2004-05-27 | ||
EP2004006554 | 2004-06-17 | ||
EPPCT/EP2004/006554 | 2004-06-17 |
Publications (1)
Publication Number | Publication Date |
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WO2005119041A1 true WO2005119041A1 (de) | 2005-12-15 |
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ID=34957912
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/EP2004/006686 WO2005119041A1 (de) | 2004-05-27 | 2004-06-21 | Verfahren und system zur bereitstellung eines verbesserten phasensignals eines phasensensors an einer nockenwelle einer brennkraftmaschine |
Country Status (5)
Country | Link |
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US (1) | US7661297B2 (de) |
JP (1) | JP4358827B2 (de) |
AT (1) | ATE455948T1 (de) |
DE (1) | DE502004010692D1 (de) |
WO (1) | WO2005119041A1 (de) |
Cited By (3)
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DE102007062675A1 (de) * | 2007-12-24 | 2009-07-02 | Magna Powertrain Ag & Co Kg | Verfahren zur Ansteuerung einer Baueinheit |
CN108150241A (zh) * | 2016-12-06 | 2018-06-12 | 现代自动车株式会社 | 轻型传感器件及其制造方法 |
EP3210030A4 (de) * | 2014-10-23 | 2018-06-20 | Scania CV AB | Vorrichtung zur erkennung der geschwindigkeit eines drehbaren elements, verfahren und fahrzeug |
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FR2951781B1 (fr) * | 2009-10-28 | 2011-11-04 | Peugeot Citroen Automobiles Sa | Procede de determination du calage d'un arbre a cames d'un moteur a combustion |
US9163576B2 (en) * | 2011-06-28 | 2015-10-20 | GM Global Technology Operations LLC | System and method for calibrating engine crankshaft-camshaft correlation and for improved vehicle limp-home mode |
FR2981121B1 (fr) * | 2011-10-05 | 2013-12-27 | Continental Automotive France | Procede de synchronisation de moteur |
DE102012223424A1 (de) * | 2012-12-17 | 2014-06-18 | Robert Bosch Gmbh | Verfahren zur Korrektur eines Messsignals einer sich drehenden Nockenwelle in einem Verbrennungsmotor in einem Teilmotorbetrieb |
JP5797683B2 (ja) * | 2013-03-21 | 2015-10-21 | 本田技研工業株式会社 | 内燃機関の回転位相検出装置 |
DE102013210838A1 (de) * | 2013-06-11 | 2014-12-11 | Robert Bosch Gmbh | Nockenwellenpositionsgeberrad sowie Verfahren und Vorrichtung zur Ermittlung einer Nockenwellenposition |
DE102013214303A1 (de) * | 2013-07-22 | 2015-01-22 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Ermittlung einer Position einer Nockenwelle und einer Phase einer Verbrennungskraftmaschine |
JP6220364B2 (ja) * | 2015-06-16 | 2017-10-25 | 日立オートモティブシステムズ株式会社 | 可変バルブタイミング機構の制御装置及びその制御方法 |
GB2553561B (en) * | 2016-09-08 | 2020-01-08 | Delphi Tech Ip Ltd | Engine synchronisation means |
FR3083858B1 (fr) * | 2018-07-13 | 2020-06-12 | Continental Automotive France | Procede d'etalonnage d'un capteur vilebrequin |
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DE102020201441A1 (de) * | 2020-02-06 | 2021-08-12 | Infineon Technologies Ag | Aktualisieren eines Standardschaltpegels |
CN113464276B (zh) * | 2020-03-31 | 2024-05-24 | Tvs电机股份有限公司 | 旋转构件总成 |
WO2022254863A1 (ja) * | 2021-05-31 | 2022-12-08 | 日本電産株式会社 | 角度検出方法および角度検出装置 |
CN114673574B (zh) * | 2022-03-24 | 2023-03-21 | 潍柴动力股份有限公司 | 一种凸轮轴传感器自适应识别方法、发动机及车辆 |
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- 2004-06-21 WO PCT/EP2004/006686 patent/WO2005119041A1/de active Application Filing
- 2004-06-21 DE DE502004010692T patent/DE502004010692D1/de active Active
- 2004-06-21 AT AT04740123T patent/ATE455948T1/de not_active IP Right Cessation
- 2004-06-21 JP JP2005516546A patent/JP4358827B2/ja not_active Expired - Fee Related
- 2004-06-21 US US11/597,803 patent/US7661297B2/en not_active Expired - Fee Related
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US5692488A (en) * | 1995-09-20 | 1997-12-02 | Fev Motorentechnik Gmbh & Co. Kg | Method for automatic calibration of an angle mark transmitter at the crankshaft of an internal combustion engine |
US20030000498A1 (en) * | 2001-07-02 | 2003-01-02 | Mathews David Stewart | Target wheel tooth detection |
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DE102007062675A1 (de) * | 2007-12-24 | 2009-07-02 | Magna Powertrain Ag & Co Kg | Verfahren zur Ansteuerung einer Baueinheit |
US8315761B2 (en) | 2007-12-24 | 2012-11-20 | Magna Powertrain Ag & Co Kg | Method for the control of an assembly |
EP3210030A4 (de) * | 2014-10-23 | 2018-06-20 | Scania CV AB | Vorrichtung zur erkennung der geschwindigkeit eines drehbaren elements, verfahren und fahrzeug |
CN108150241A (zh) * | 2016-12-06 | 2018-06-12 | 现代自动车株式会社 | 轻型传感器件及其制造方法 |
Also Published As
Publication number | Publication date |
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DE502004010692D1 (de) | 2010-03-11 |
ATE455948T1 (de) | 2010-02-15 |
JP2008510092A (ja) | 2008-04-03 |
US20080210021A1 (en) | 2008-09-04 |
JP4358827B2 (ja) | 2009-11-04 |
US7661297B2 (en) | 2010-02-16 |
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