WO2018042970A1 - 角度検出機構、及び角度検出システム - Google Patents

角度検出機構、及び角度検出システム Download PDF

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Publication number
WO2018042970A1
WO2018042970A1 PCT/JP2017/027372 JP2017027372W WO2018042970A1 WO 2018042970 A1 WO2018042970 A1 WO 2018042970A1 JP 2017027372 W JP2017027372 W JP 2017027372W WO 2018042970 A1 WO2018042970 A1 WO 2018042970A1
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WO
WIPO (PCT)
Prior art keywords
angle
rotation
range
output value
opening
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2017/027372
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English (en)
French (fr)
Japanese (ja)
Inventor
修 島根
清水　泰
勇多 藤中
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to CN201780040036.4A priority Critical patent/CN109416239A/zh
Priority to DE112017004449.9T priority patent/DE112017004449T5/de
Priority to US16/323,013 priority patent/US10677171B2/en
Publication of WO2018042970A1 publication Critical patent/WO2018042970A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/106—Detection of demand or actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing
    • F02D9/105—Details of the valve housing having a throttle position sensor
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
    • G01B21/22—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring angles or tapers; for testing the alignment of axes
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B7/00—Measuring arrangements characterised by the use of electric or magnetic techniques
    • G01B7/30—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring angles or tapers; for testing the alignment of axes
    • 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
    • G01D5/14—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 the magnitude of a current or voltage
    • G01D5/142—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 the magnitude of a current or voltage using Hall-effect devices
    • G01D5/145—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 the magnitude of a current or voltage using Hall-effect devices influenced by the relative movement between the Hall device and magnetic fields
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0294—Throttle control device with provisions for actuating electric or electronic sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter

Definitions

  • the disclosure according to this specification relates to an angle detection technique for detecting a rotation angle of a rotating body.
  • an electronic control throttle device as disclosed in Patent Document 1 is provided with an angle detection mechanism that detects a rotation angle of a throttle valve that is a rotating body.
  • Such an angle detection mechanism is provided with one throttle position sensor.
  • the throttle position sensor enables the control unit to detect the angle of the throttle valve by changing the output voltage output to the control unit in accordance with the change in the throttle valve angle.
  • the output voltage of the throttle position sensor is amplified by an amplifier in a low opening range where the opening of the throttle valve is small. According to the above, since the resolution of angle detection in the low opening range can be reduced, the control unit can detect the rotation angle of the throttle valve with high accuracy in the low opening range.
  • a throttle valve device as in Patent Document 1 when a throttle valve device as in Patent Document 1 is applied to a diesel engine, the throttle valve is controlled to be fully opened during normal operation. If the accuracy of angle detection is poor in such a high opening range, intake pressure loss may be caused by a throttle valve that does not fully open correctly. In order to avoid such a situation, it is not limited to a low opening range, and for example, it has become necessary to realize highly accurate angle detection even in a high opening range.
  • An object of the present disclosure is to provide an angle detection technique capable of widening a rotation range for performing high-precision angle detection while enabling failure detection of a detection unit over the entire range of a specific rotation range.
  • An angle detection mechanism is an angle detection mechanism that detects a rotation angle of a rotating body using a plurality of detection units having different output characteristics, and has a specific rotation range of a predetermined rotating body.
  • the output value is always changed according to the angle change of the rotating body in the entire region, and the change amount of the output value with respect to the predetermined angle change is the first rotation region in the first rotation region that is a part of the specific rotation range.
  • the output value is always changed according to the angle change of the rotating body in the entire range of the specific rotation range, and the first rotation within the specific rotation range.
  • the second rotation region defined to include a rotation region different from the region, a second detection unit in which the change amount of the output value with respect to the predetermined angle change is set larger than the rotation region other than the second rotation region; .
  • the first detection unit and the second detection unit always change the output value in accordance with a change in the angle of the rotating body within the specific rotation range of the rotating body. Therefore, in the external failure detection device electrically connected to the angle detection mechanism, only one of the output values of the first detection unit and the second detection unit is not changed over the entire specific rotation range. Based on this, it can be diagnosed that one of the detection units is out of order.
  • the first detection unit and the second detection unit increase the amount of change in the output value with respect to a predetermined angle change in the first rotation region and the second rotation region, respectively, compared to other rotation regions in the specific rotation range.
  • the second rotation range is defined to include a rotation range different from the first rotation range within the specific rotation range. Therefore, it is possible to detect the rotation angle with high accuracy in a plurality of regions or a wide region within the specific rotation range.
  • the angle detection mechanism that combines the first detection unit and the second detection unit having different output characteristics enables detection of a failure in the entire range of the specific rotation range, and widens the range for performing high-precision angle detection. be able to.
  • An angle detection system includes an angle detection mechanism that detects a rotation angle of a rotating body using a plurality of detection units having different output characteristics, and a selection that employs an output value from the plurality of detection units.
  • An angle detection system comprising: an angle determination unit that selects a detection unit and determines an angular position of the rotator based on an output value of the selection detection unit, wherein the angle detection mechanism specifies a predetermined rotator In the entire rotation range, the output value is always changed according to the angle change of the rotating body, and in the first rotation area that is a part of the specific rotation range, the change amount of the output value with respect to the predetermined angle change is the first.
  • the first detection unit that is set larger than the rotation range other than one rotation range, and the output value is always changed according to the angle change of the rotating body in the entire range of the specific rotation range, and within the specific rotation range To include a rotation range different from the first rotation range
  • the second rotation range includes a second detection unit in which the change amount of the output value with respect to the predetermined angle change is set larger than the rotation range other than the second rotation range,
  • the angle determination unit is set to include a rotation region in the specific rotation direction of the rotating body rather than the first rotation region, and the angle determination unit is configured to rotate the first rotation angle from the first rotation region to the specific rotation direction.
  • the selection detection unit is switched from the first detection unit to the second detection unit, and the selection detection unit is switched at the second switching angle in accordance with the rotation of the rotating body from the second rotation region to the direction opposite to the specific rotation direction. It switches from a 2nd detection part to a 1st detection part, and the 1st switching angle is set to the specific rotation direction rather than the 2nd switching angle.
  • the first switching angle for switching the selection detection unit from the first detection unit to the second detection unit and the second switching angle for switching the selection detection unit from the second detection unit to the first detection unit are provided. Hysteresis is provided for switching the selection detection unit due to different settings. As a result, a situation in which hunting occurs in switching between the first detection unit and the second detection unit due to a change in the rotation angle of the rotating body is avoided.
  • FIG. 1 is a cross-sectional view showing the configuration of an electronically controlled throttle device to which the angle detection mechanism according to the first embodiment is applied.
  • FIG. 2 is a block diagram showing an overall image of an angle detection system including an angle detection mechanism
  • FIG. 3 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor.
  • FIG. 4 is a flowchart showing details of a sensor switching process performed by the angle determination unit.
  • FIG. 5 is a flowchart showing details of the failure detection process of the sensor performed by the angle determination unit
  • FIG. 6 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor in the second embodiment.
  • FIG. 7 is a flowchart showing details of failure detection processing according to the second embodiment.
  • FIG. 8 is a block diagram showing an overall view of the angle detection system according to the third embodiment
  • FIG. 9 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor in the third embodiment
  • FIG. 10 is a flowchart showing details of the switching process according to the third embodiment.
  • FIG. 11 is a flowchart showing details of the failure detection processing according to the third embodiment.
  • FIG. 12 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor in the fourth embodiment.
  • FIG. 13 is a flowchart showing details of the switching process according to the fourth embodiment.
  • FIG. 14 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor in the fifth embodiment, FIG.
  • FIG. 15 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor in the sixth embodiment.
  • FIG. 16 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor in the seventh embodiment
  • FIG. 17 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor in the eighth embodiment
  • FIG. 18 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor in Modification 1.
  • FIG. 19 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor in Modification 2.
  • FIG. 20 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor in Modification 3.
  • FIG. 21 is a diagram showing the correlation between the throttle valve opening and the output value of each sensor in Modification 4.
  • the angle detection mechanism 20 according to the first embodiment of the present disclosure shown in FIGS. 1 and 2 is applied to an electronically controlled throttle device 10.
  • the electronically controlled throttle device 10 is provided in the intake system of the internal combustion engine, and functions as an intake throttle valve that controls the flow rate of air supplied to each cylinder through the intake passage.
  • the electronically controlled throttle device 10 is electrically connected to an engine control device 190 that controls the internal combustion engine.
  • the engine control device 190 generates a control signal mainly based on the driver's depression amount of the accelerator pedal, and outputs the control signal to the electronic control throttle device 10.
  • the electronically controlled throttle device 10 increases or decreases the opening degree of the throttle valve 30 based on a control signal input from the engine control device 190.
  • the electronic control throttle device 10 includes a throttle body 11, a throttle valve 30, a spring mechanism 36, a throttle motor 50, and a speed reduction mechanism 60 together with the angle detection mechanism 20.
  • the throttle body 11 is made of a metal material.
  • the throttle body 11 is formed with a throttle flow path portion 14 and a pair of rotation support portions 12 and 13.
  • the throttle channel portion 14 is formed in a cylindrical hole shape in the throttle body 11 and forms a part of an intake channel through which air introduced into each cylinder passes.
  • the rotation support parts 12 and 13 are formed in the throttle body 11 in such a manner that the throttle flow path part 14 is sandwiched in the radial direction.
  • the rotation support portions 12 and 13 are bearing portions that support the throttle valve 30 accommodated in the throttle flow passage portion 14 so as to be rotatable in the throttle flow passage portion 14.
  • a gear cover 18 formed of a resin material is attached to the throttle body 11.
  • the accommodation space formed between the throttle body 11 and the gear cover 18 accommodates the spring mechanism 36, the throttle motor 50, the speed reduction mechanism 60, the angle detection mechanism 20, and the like.
  • the throttle valve 30 is a rotating body having a throttle shaft 31 and a throttle valve main body 32.
  • the throttle shaft 31 is formed in a cylindrical shape from a metal material. Each end portion of the throttle shaft 31 in the axial direction is rotatably supported by the rotation support portions 12 and 13, respectively.
  • the throttle valve main body 32 is formed in a disk shape from a metal material.
  • the outer diameter of the throttle valve main body portion 32 is substantially the same as the inner diameter of the throttle flow passage portion 14.
  • the throttle valve main body 32 is held by the throttle shaft 31 in a state of being accommodated in the throttle flow path portion 14.
  • the throttle valve main body 32 rotates integrally with the throttle shaft 31 inside the throttle channel portion 14, thereby changing the opening area through which air can pass in the throttle channel portion 14. With the above operation, the throttle valve main body 32 increases or decreases the flow rate of the fluid (air) that flows through the throttle flow path portion 14 and is sucked into each cylinder.
  • the rotation angle of the throttle valve main body 32 that substantially closes the throttle flow path portion 14 becomes the fully closed position of the throttle valve 30.
  • the rotation angle of the throttle valve main body 32 that maximizes the flow rate of the fluid flowing through the throttle flow path portion 14 is the fully open position of the throttle valve 30. That is, the throttle valve main body 32 in the fully closed position is in a posture in which the plane direction is aligned with the cross section of the throttle flow path portion 14. In addition, the throttle valve main body 32 in the fully open position is in a posture in which the plane direction is aligned with the longitudinal section of the throttle flow path portion 14.
  • the rotation range of substantially 90 ° from the fully closed position to the fully open position is the specific rotation range of the throttle valve 30 defined in advance, and in the first embodiment, the substantial movable range of the throttle valve 30. RM (see FIG. 3).
  • the specific rotation range is a range where failure detection is required.
  • the spring mechanism 36 has a return spring 37 and a default spring 38.
  • the return spring 37 and the default spring 38 are both torsion coil springs formed of a metal material.
  • the return spring 37 can apply a rotational force in the direction of closing the throttle valve 30 to the throttle shaft 31.
  • the default spring 38 can apply a rotational force in a direction opposite to that of the return spring 37, that is, a rotational force in a direction to open the throttle valve 30 to the throttle shaft 31.
  • the throttle motor 50 is a direct current motor whose rotational operation of the output shaft 51 is controlled by a control signal from the engine control device 190. A main body portion of the throttle motor 50 is held by the throttle body 11. Based on the control signal, the throttle motor 50 can generate both forward and reverse torques on the output shaft 51 and increase or decrease the torque generated on the output shaft 51. Torque generated in the output shaft 51 is transmitted to the throttle valve 30 by the speed reduction mechanism 60.
  • the deceleration mechanism 60 is a mechanism that decelerates the rotation of the output shaft 51 and transmits it to the throttle valve 30.
  • the reduction mechanism 60 includes a pinion gear 61, a gear rotor 63, an intermediate gear 62, and the like.
  • the pinion gear 61 is fixed to the output shaft 51 and transmits the torque of the output shaft 51 to the intermediate gear 62.
  • the gear rotor 63 is fixed to one end of the throttle shaft 31 and rotates integrally with the throttle valve 30.
  • the intermediate gear 62 has a large-diameter gear that meshes with the pinion gear 61 and a small-diameter gear that meshes with the gear rotor 63.
  • the intermediate gear 62 transmits the rotational torque input from the pinion gear 61 to the large diameter gear to the gear rotor 63 from the small diameter gear.
  • the angle detection mechanism 20 is a mechanism that detects the rotation angle of the throttle valve 30.
  • the angle detection mechanism 20 includes a magnetic path forming unit 21 and a magnetic detection unit 70.
  • the magnetic path forming part 21 is formed in a substantially cylindrical shape as a whole.
  • the magnetic path forming unit 21 is embedded in the gear rotor 63 by insert molding in a posture in which the axial direction is aligned with the axial direction of the throttle shaft 31, and rotates integrally with the throttle valve 30.
  • the rotation angle of the throttle valve 30 is referred to as a throttle valve opening (SV opening).
  • the magnetic path forming unit 21 has a pair of yokes 22 and a pair of magnets 23.
  • Each yoke 22 is formed in a semi-cylindrical curved shape by a soft magnetic material having a high magnetic permeability.
  • the yoke 22 is disposed opposite to both sides of the throttle shaft 31 in the radial direction so as to surround the throttle shaft 31.
  • Each magnet 23 is a permanent magnet, and is disposed one by one in two gap portions formed between the pair of yokes 22.
  • Each magnet 23 applies an N pole magnetic flux to one yoke 22 and applies an S pole magnetic flux to the other yoke 22.
  • a magnetic field acting on the magnetic detection unit 70 is formed on the inner peripheral side of the magnetic path forming unit 21.
  • the magnetic detection unit 70 is held by the gear cover 18 and is disposed on the inner peripheral side of the magnetic path forming unit 21.
  • the magnetic detection unit 70 rotates relative to the magnetic path forming unit 21 by the rotation operation of the throttle valve 30 that opens and closes the throttle valve main body 32.
  • the magnetism detection unit 70 provides the engine controller 190 with an output value (output voltage) corresponding to the throttle valve opening by measuring the relative angular phase of the magnetic path forming unit 21 in a non-contact manner.
  • the magnetic detection unit 70 includes a stator 77, a first sensor 71, a second sensor 72, and the like.
  • the stator 77 is formed in a flat and substantially cylindrical shape by a soft magnetic material.
  • the stator 77 is disposed so as to be coaxial with the magnetic path forming unit 21 in a posture in which the axial direction is along the axial direction of the throttle shaft 31.
  • Two magnetic detection gaps are formed in the stator 77. Each magnetic detection gap is a through hole that penetrates the stator 77 in the axial direction, and accommodates one of the first sensor 71 and the second sensor 72.
  • the first sensor 71 and the second sensor 72 are each a Hall IC in which a Hall element and a signal processing circuit are integrated.
  • the first sensor 71 and the second sensor 72 are held in the stator 77 by being accommodated in the magnetic detection gap.
  • the first sensor 71 and the second sensor 72 are affected by the magnetic field formed by the magnetic detection unit 70.
  • the first sensor 71 and the second sensor 72 are provided with three terminal portions, that is, an output terminal portion, a power supply terminal portion, and a ground terminal portion. Output values corresponding to the magnetic flux density penetrating the Hall element are output from the output portions of the first sensor 71 and the second sensor 72.
  • Each signal processing circuit includes an A / D converter, a digital signal processor (DSP), an EEPROM (registered trademark), a D / A converter, a buffer circuit unit, and the like.
  • the output voltage of the Hall element is digitally converted by an A / D converter and input to the DSP.
  • the DSP performs offset adjustment for correcting the offset of the output voltage and clamp adjustment for setting the maximum output voltage and the minimum output voltage based on the set value stored in advance in the EEPROM.
  • the DSP performs gain adjustment for setting the correlation between the output voltage of the input hall element and the output voltage.
  • the mode of change of the output voltage with respect to the throttle valve opening is defined (see FIG. 3).
  • the two first sensors 71 and the second sensor 72 are set as detection units having different output characteristics.
  • the output voltage adjusted by the DSP is analog-converted by the D / A converter, and is output to the output terminal portion via the buffer circuit portion.
  • the output value of the first sensor 71 is a first output value OV1
  • the output value of the second sensor 72 is a second output value OV2.
  • the angle detection mechanism 20 detects the throttle valve opening by the first sensor 71 and the second sensor 72 and outputs the detection result to the engine control device 190.
  • the angle detection mechanism 20 constitutes an angle detection system 100 that detects the throttle valve opening together with a detection circuit 90 and an angle determination unit 80 provided in the engine control device 190.
  • the detection circuit 90 includes a power supply terminal 41, a first output terminal 42, a second output terminal 43, and a ground terminal 45 that are electrically connected to the magnetic detection unit 70.
  • the power supply terminal 41 supplies, for example, a power supply voltage of 5 V to the power supply terminal portions of the first sensor 71 and the second sensor 72.
  • the first output value OV1 output to the output terminal portion of the first sensor 71 is supplied to the first output terminal 42.
  • the second output terminal 43 is supplied with the second output value OV ⁇ b> 2 output to the output terminal portion of the second sensor 72.
  • the ground terminal 45 supplies a ground voltage to the ground terminal portions of the first sensor 71 and the second sensor 72.
  • the detection circuit 90 is provided with a pull-up resistor 91, a pull-down resistor 92, and filter circuit units 93 and 94.
  • the pull-up resistor 91 is provided between the power supply wiring unit that connects the power supply terminal 41 and the angle determination unit 80 and the output wiring unit 96 that connects the first output terminal 42 and the angle determination unit 80.
  • the pull-down resistor 92 is provided between the output wiring unit 97 that connects the second output terminal 43 and the angle determination unit 80, and the ground wiring unit that connects the ground terminal 45 and the angle determination unit 80.
  • Each of the filter circuit units 93 and 94 includes a resistor and a pair of capacitors.
  • the filter circuit portions 93 and 94 are provided in the output wiring portions 96 and 97, respectively, and exhibit an effect of reducing noise.
  • the angle determination unit 80 is a functional block constructed in the engine control device 190 based on a program, for example, or a dedicated circuit unit provided in the engine control device 190.
  • the angle determination unit 80 acquires the first output value OV1 from the first sensor 71 and the second output value OV2 from the second sensor 72 through the detection circuit 90.
  • the angle determination unit 80 determines the angular position of the throttle valve 30, that is, the throttle valve opening, using only one of the first output value OV1 and the second output value OV2.
  • the engine control device 190 feedback-controls the throttle motor 50 so that the throttle valve opening determined in this way becomes a target opening corresponding to the operating state of the internal combustion engine.
  • the angle determination unit 80 detects a failure of the first sensor 71 and the second sensor 72 by comparing the first output value OV1 and the second output value OV2.
  • the first sensor 71 and the second sensor 72 may not change in output values due to a failure.
  • the angle determination unit 80 can detect such a failure of the first sensor 71 and the second sensor 72. Due to the operation of the angle determination unit 80, the engine control device 190 functions as a failure detection device outside the angle detection mechanism 20.
  • FIG. 3 shows a correlation line indicating a change in the first output value OV1 with respect to the throttle valve opening, and a correlation line indicating a change in the second output value OV2 with respect to the throttle valve opening.
  • Each correlation line is previously defined in a shape in which two linear segments having different inclinations are continued.
  • Each correlation line is defined so that the slope does not become zero.
  • the first sensor 71 always changes the first output value OV1 in accordance with the change in the angle of the throttle valve 30 over the entire movable range RM of the throttle valve 30 from the fully closed position to the fully open position. Assuming that the rotation direction of the throttle valve 30 that increases the throttle valve opening is the specific rotation direction, the first sensor 71 monotonously increases the first output value OV1 due to the angle change of the throttle valve 30 in the specific rotation direction. That is, when the throttle valve opening increases, the first sensor 71 changes the first output value OV1 only in the increase or decrease.
  • the first sensor 71 has a first low opening area LO1 and a first high opening area HO1.
  • the first low opening region LO1 is set to a region that is a part of the movable range RM and has a lower throttle valve opening than the first high opening region HO1.
  • the first high opening region HO1 is an opening region other than the first low opening region LO1 in the movable range RM, and is a region where the throttle valve opening is higher than the first low opening region LO1. Is set to
  • the amount of change in the first output value OV1 with respect to the predetermined angle (opening) change of the throttle valve 30 is the first amount with respect to the predetermined angle change in the first high opening range HO1. It is set to be larger than the change amount of the output value OV1.
  • the line segment of the first low opening area LO1 is bent with respect to the line segment of the first high opening area HO1.
  • the slope GL1 of the line segment in the first low opening area LO1 is larger than the slope GH1 of the line segment in the first high opening area HO1.
  • the second sensor 72 always outputs the second output value in accordance with the change in the angle of the throttle valve 30 over the entire movable range RM of the throttle valve 30 from the fully closed position to the fully open position.
  • Change OV2 The second sensor 72 monotonously increases the second output value OV2 by changing the angle of the throttle valve 30 in the specific rotation direction. That is, when the throttle valve opening degree increases, the second sensor 72 changes the second output value OV2 only for the decrease among the increase and decrease.
  • a second low opening degree region LO2 and a second high opening degree region HO2 are set.
  • the second low opening range LO2 is set to a region that is part of the movable range RM and has a lower throttle valve opening than the second high opening range HO2.
  • the second high opening region HO2 is an opening region other than the second low opening region LO2 in the movable range RM, and is a region where the throttle valve opening is higher than the second low opening region LO2. Is set to
  • the change amount of the second output value OV2 with respect to the predetermined angle change of the throttle valve 30 is the second output value OV2 with respect to the predetermined angle change in the second low opening range LO2. It is set larger than the amount of change.
  • the line segment of the second low opening area LO2 is bent with respect to the line segment of the second high opening area HO2. ing.
  • the slope GH2 of the line segment in the second high opening area HO2 is larger than the slope GL2 of the line segment in the second low opening area LO2.
  • the angle determination unit 80 can detect the change in the angle of the throttle valve 30 in the second high opening range HO2 with higher resolution than that in the second low opening range LO2.
  • size of each inclination in the above description is a value shown by an absolute value.
  • the second high opening range HO2 is defined to include an opening range different from the first low opening range LO1 in the movable range RM in which the resolution of the first output value OV1 is high, and It is set to include an opening range in which the throttle valve opening is higher than the first low opening range LO1. Furthermore, a part of the high opening side of the first low opening range LO1 is set to overlap the low opening side of the second high opening range HO2, and a range that can be detected with high resolution is set. It overlaps with the low opening side of the second high opening range HO2.
  • the angle determination unit 80 that acquires the output values OV1 and OV2 from the magnetic detection unit 70 described so far selects a sensor that employs the output value from a plurality of sensors when determining the throttle valve opening.
  • the angle determination unit 80 sets the switching opening degree CO approximately in the middle of the range where the first low opening degree region LO1 and the second high opening degree region HO2 overlap.
  • a selection sensor that is a sensor that employs an output value is switched between the first sensor 71 and the second sensor 72.
  • the switching process is started in accordance with the operation of the engine control device 190, and is repeatedly performed at a predetermined cycle until the operation of the internal combustion engine is ended. Further, in the movable range RM of the throttle valve 30 (see FIG. 1), an opening range where the throttle valve opening is lower than the switching opening CO is set as a low opening range LO, and the throttle valve is opened more than the switching opening CO. A high opening degree region is defined as a high opening region HO.
  • the throttle valve opening and the switching opening CO are compared. If it is determined in S101 that the throttle valve opening is equal to or smaller than the switching opening CO and is in the low opening range LO, the process proceeds to S102.
  • the first sensor 71 is set as a selection sensor, and the throttle valve opening is determined using the first output value OV1 from the first sensor 71.
  • the process proceeds to S103.
  • the second sensor 72 is set as a selection sensor, and the throttle valve opening is determined using the second output value OV2 from the second sensor 72.
  • the failure detection process is started with the operation of the engine control device 190, and is repeatedly performed at a predetermined cycle until the operation of the internal combustion engine is ended.
  • S111 it is determined whether or not the first output value OV1 has changed. If a change in the first output value OV1 is detected in S111, the process proceeds to S112. In S112, it is determined whether or not the second output value OV2 has also changed when the first output value OV1 has changed. If it is determined in S112 that both the first output value OV1 and the second output value OV2 have changed, the process proceeds to S113. In S113, both the first sensor 71 and the second sensor 72 are diagnosed as having no abnormality and are in a normal state, and the process is temporarily terminated.
  • S111 If it is determined in S111 that the first output value OV1 has not changed, the process proceeds to S115. In S115, it is determined whether or not the second output value OV2 has changed when the first output value OV1 has not changed. If it is determined in S115 that the second output value OV2 has changed although the first output value OV1 has not changed, the process proceeds to S116. In S116, it is diagnosed that there is an abnormality in the first sensor 71, and the process is temporarily terminated.
  • the first sensor 71 and the second sensor 72 of the first embodiment described so far always change the output values OV1 and OV2 in accordance with the change of the throttle valve opening within the movable range RM of the throttle valve 30. . Therefore, the angle determination unit 80 determines that only one of the output values OV1 and OV2 of the first sensor 71 and the second sensor 72 is not changed over the entire movable range RM. Can be diagnosed.
  • the first sensor 71 and the second sensor 72 have a predetermined opening change in the first low opening region LO1 and the second high opening region HO2, respectively, than the other opening regions of the movable range RM.
  • the amount of change in the output value with respect to is set large.
  • the second high opening range HO2 is defined to include an opening range different from the first low opening range LO1 in the movable range RM. Therefore, the throttle opening, that is, the rotation angle of the throttle valve 30 can be detected with high accuracy in a wide opening range within the movable range RM.
  • the angle detection mechanism 20 in which the first sensor 71 and the second sensor 72 having different output characteristics are combined can detect a failure in the entire movable range RM and can detect a range in which highly accurate angle detection is performed. Can be spread.
  • the throttle valve opening when the throttle valve opening changes in the high opening direction within the movable range RM, the first sensor 71 only increases and the second sensor 72 only decreases. OV1 and OV2 are changed.
  • the throttle valve opening corresponding to each specific output value OV1 and OV2 can be determined as one. Therefore, the erroneous determination at the time of calculating the throttle valve opening from the specific output values OV1 and OV2 substantially does not occur.
  • the high opening degree side of the first low opening degree region LO1 is set to overlap the low opening degree side of the second high opening degree region HO2.
  • the angle determination unit 80 can be used in a wide opening range. Accurate detection of the throttle valve opening can be performed.
  • the angle detection mechanism 20 by applying the angle detection mechanism 20 to the electronically controlled throttle device 10, highly accurate detection of the throttle valve opening is realized not only near the fully closed position but also near the fully open position.
  • the engine control device 190 can accurately open the throttle valve body 32 to the fully open position to minimize the intake pressure loss. it can. According to the above, output deterioration of the internal combustion engine due to an increase in intake pressure loss can be prevented.
  • the throttle flow path section 14 corresponds to a flow path
  • the throttle valve 30 corresponds to a rotating body
  • the throttle valve main body section 32 corresponds to a valve body section.
  • the first sensor 71 corresponds to the first detection unit
  • the second sensor 72 corresponds to the second detection unit
  • the selection sensor corresponds to the selection detection unit.
  • the first low opening area LO1 corresponds to the first rotation area
  • the first high opening area HO1 corresponds to the rotation area other than the first rotation area.
  • the second high opening range HO2 corresponds to the second rotation range
  • the second low opening range LO2 corresponds to the rotation range other than the second rotation range
  • the movable range RM corresponds to the specific rotation range.
  • the second embodiment shown in FIGS. 6 and 7 is a modification of the first embodiment.
  • the gain adjustment setting contents of the sensors 71 and 72 that is, the correlation line indicating the correlation between the throttle valve opening and the output values OV1 and OV2 shown in FIG.
  • this is different from the first embodiment.
  • hysteresis (see ⁇ ° in FIG. 6) is provided for switching the selection sensor in the angle determination unit 80 (see FIG. 2).
  • FIG.6 and FIG.7 the detail of 2nd embodiment is demonstrated, referring FIG.1 and FIG.2.
  • the first sensor 71 monotonously increases the first output value OV1 as the throttle valve opening increases throughout the movable range RM of the throttle valve 30.
  • a first low opening area LO1 and a first high opening area HO1 are set.
  • the amount of change in the first output value OV1 with respect to the predetermined change in the throttle valve opening is set to be larger in the first low opening range LO1 than in the first high opening range HO1.
  • the second sensor 72 monotonously decreases the second output value OV2 as the throttle valve opening increases over the entire movable range RM of the throttle valve 30.
  • a second low opening area LO2 and a second high opening area HO2 are set.
  • the amount of change in the second output value OV2 with respect to the predetermined change in the throttle valve opening is set to be larger in the second high opening range HO2 than in the second low opening range LO2.
  • a part on the low opening degree side of the second high opening degree area HO2 is set so as to overlap a part on the high opening degree side of the first low opening degree area LO1.
  • the angle determination unit 80 switches the selection sensor among the first sensor 71 and the second sensor 72 in a range where the first low opening region LO1 and the second high opening region HO2 overlap.
  • the opening degree CO1 and the second switching opening degree CO2 are set.
  • the first switching opening degree CO1 is set in a specific rotational direction, that is, in the direction in which the throttle valve opening degree becomes larger (high opening degree side) than the second switching opening degree CO2.
  • the angle determination unit 80 switches the selection sensor from the first sensor 71 to the second sensor 72 at the first switching opening CO1. .
  • the angle determination unit 80 moves the selection sensor from the second sensor 72 to the second switching opening CO2. Switch to one sensor 71.
  • S201 it is determined whether or not the second output value OV2 of the second sensor 72 is used for the determination of the throttle valve opening. If it is determined in S201 that the first output value OV1 is used for determining the throttle valve opening, the process proceeds to S202. In S202, the throttle valve opening is compared with the first switching opening CO1, and if the throttle valve opening is equal to or less than the first switching opening CO1, the process proceeds to S203. In S203, the first sensor 71 is set as a selection sensor, and the process is temporarily terminated. Thus, the state where the first output value OV1 is used for the determination of the throttle valve opening is continued.
  • the process proceeds to S204.
  • the second sensor 72 is set as the selection sensor, and the process is temporarily terminated.
  • the second output value OV2 is switched to a state used for determination of the throttle valve opening.
  • the process proceeds to S205.
  • the throttle valve opening and the second switching opening CO2 are compared. If it is determined in S205 that the throttle valve opening is greater than or equal to the second switching opening CO2, the process proceeds to S204. As a result, the state where the second output value OV2 is used for the determination of the throttle valve opening is continued.
  • the process proceeds to S206.
  • the first sensor 71 is set as a selection sensor, and the process is temporarily terminated. As described above, the first output value OV1 is switched to a state used for determination of the throttle valve opening.
  • the same effect as that of the first embodiment can be obtained, and the range for performing highly accurate angle detection can be expanded while enabling failure detection in the entire movable range RM.
  • hysteresis is provided for switching the selection sensor by setting different first switching opening CO1 and second switching opening CO2.
  • the first switching opening CO1 corresponds to the first switching angle
  • the second switching opening CO2 corresponds to the second switching angle.
  • the third embodiment shown in FIGS. 8 to 11 is another modification of the first embodiment.
  • the angle detection mechanism 320 according to the third embodiment includes a magnetic path forming unit 21 and a magnetic detection unit 370 that are substantially the same as those of the first embodiment.
  • the magnetic detection unit 370 is provided with a third sensor 73 in addition to the first sensor 71 and the second sensor 72 that are substantially the same as those of the first embodiment.
  • the magnetic detection unit 370 detects the rotation angle of the throttle valve 30 (see FIG. 1) using the three sensors 71 to 73.
  • the setting contents of gain adjustment of the sensors 71 to 73 will be described in order.
  • a first low opening area LO1 and a first high opening area HO1 are set.
  • the amount of change in the first output value OV1 with respect to the predetermined change in the throttle valve opening is set to be larger in the first low opening range LO1 than in the first high opening range HO1.
  • the second sensor 72 monotonously increases the second output value OV2 as the throttle valve opening increases throughout the movable range RM.
  • a second low opening area LO2, a second intermediate opening area MO2, and a second high opening area HO2 are set.
  • the amount of change in the second output value OV2 with respect to the predetermined change in the throttle valve opening is set to be larger in the second middle opening area MO2 than in the second low opening area LO2 and the second high opening area HO2.
  • a part of the second medium opening area MO2 on the low opening side is set to overlap a part of the first low opening area LO1 on the high opening side.
  • the third sensor 73 is a Hall IC that is substantially the same as the first sensor 71 and the second sensor 72. Similar to the first output value OV1 and the second output value OV2, the third output value OV3 output by the third sensor 73 is the throttle valve 30 over the entire movable range RM of the throttle valve 30 (see FIG. 1). Always changes according to the angle change.
  • the third sensor 73 monotonically increases the third output value OV3 as the throttle valve opening increases.
  • a third low opening area LO3 and a third high opening area HO3 are set.
  • the third high opening area HO3 is an opening area that is different from both the first low opening area LO1 and the second intermediate opening area MO2 in the movable range RM, and is higher than these opening areas LO1 and MO2. It is defined to include an opening range on the opening side.
  • the amount of change in the third output value OV3 with respect to the predetermined change in the throttle valve opening is set to be larger in the third high opening range HO3 than in the third low opening range LO3.
  • a part of the third high opening area HO3 on the low opening side is set to overlap a part of the second medium opening area MO2 on the high opening side.
  • the angle determination unit 380 that acquires the output values OV1, OV2, and OV3 from the magnetic detection unit 370 described so far sets the low speed side switching opening degree COL and the high speed side switching opening degree COH.
  • the low speed side switching opening degree COL is set approximately in the middle of the range where the first low opening degree region LO1 and the second middle opening degree region MO2 overlap.
  • the selection sensor is switched among the first sensor 71 and the second sensor 72.
  • the high speed side switching opening degree COH is set approximately in the middle of the range where the second middle opening degree region MO2 and the third high opening degree region HO3 overlap.
  • the selection sensor is switched among the second sensor 72 and the third sensor 73.
  • an opening range in which the throttle valve opening is lower than the low speed side switching opening COL in the movable range RM is referred to as a low opening range LO, and the low speed side switching opening COL and the high speed side switching opening.
  • the opening range between COH is the middle opening range MO.
  • an opening range in which the throttle valve opening is higher than the high speed side switching opening COH in the movable range RM is defined as a high opening range HO.
  • the throttle valve opening is compared with the low speed side switching opening COL. If the throttle valve opening is equal to or lower than the low speed side switching opening COL, the process proceeds to S302. In S302, the first sensor 71 is set as a selection sensor, and the process is temporarily terminated. As described above, the first output value OV1 of the first sensor 71 is used for the determination of the throttle valve opening.
  • the process proceeds to S303.
  • the throttle valve opening is compared with the high speed side switching opening COH. If the throttle valve opening is equal to or less than the high speed side switching opening COH, the process proceeds to S304.
  • the second sensor 72 is set as the selection sensor, and the process is temporarily terminated. As described above, the second output value OV2 of the second sensor 72 is used for the determination of the throttle valve opening.
  • the process proceeds to S305.
  • the third sensor 73 is set as the selection sensor, and the process is temporarily terminated. As described above, the third output value OV3 of the third sensor 73 is used for the determination of the throttle valve opening.
  • S311 it is determined whether or not the first output value OV1 has changed. If a change in the first output value OV1 is detected, the process proceeds to S312. In S312, it is determined whether or not the second output value OV2 has also changed when the first output value OV1 has changed. If it is determined in S312 that both the first output value OV1 and the second output value OV2 have changed, the process proceeds to S313.
  • S311 If it is determined in S311 that the first output value OV1 has not changed, the process proceeds to S317.
  • S317 it is determined whether or not the second output value OV2 has changed when the first output value OV1 has not changed. If it is determined in S317 that the second output value OV2 has changed although the first output value OV1 has not changed, the process proceeds to S318. In S318, it is diagnosed that the first sensor 71 is abnormal, and the process is temporarily terminated.
  • the angle detection mechanism 320 enables failure detection in the entire movable range RM and performs highly accurate opening degree determination.
  • the range to do can be expanded.
  • the magnetic detection unit 370 of the third embodiment includes a third sensor 73 in addition to the first sensor 71 and the second sensor 72.
  • the third high-opening range HO3 in which the third sensor 73 detects the opening with high accuracy is different from the first low-opening range LO1 and the second medium-opening range MO2.
  • An area is included. Based on the above, the angle detection mechanism 320 can perform highly accurate opening determination in a wider opening range.
  • the second intermediate opening range MO2 corresponds to the second rotation range
  • the second low opening range LO2 and the second high opening range HO2 correspond to the rotation range other than the second rotation range.
  • the third sensor 73 corresponds to a third detection unit
  • the third low opening degree region LO3 corresponds to a third rotation region
  • the third high opening degree region HO3 corresponds to a rotation region other than the third rotation region.
  • FIGS. 12 and 13 The fourth embodiment shown in FIGS. 12 and 13 is still another modification of the first embodiment.
  • the aspect of the correlation line between the throttle valve opening, the first output value OV1, and the second output value OV2 is different from the first embodiment.
  • FIG.12 and FIG.13 the detail of the angle detection mechanism by 4th embodiment is demonstrated, referring FIG.
  • the boundary between the first low opening region LO1 and the first high opening region HO1 in the first sensor 71 is more than the boundary between the second low opening region LO2 and the second high opening region HO2 in the second sensor 72. It is set to the low opening side. That is, the first low opening degree region LO1 that can be detected with high accuracy by the first sensor 71 and the second high opening degree region HO2 that can be detected with high accuracy by the second sensor 72 do not overlap. As a result, no overlap is set.
  • the angle determination unit 80 sets a switching opening degree CO for switching the selection sensor among the first sensor 71 and the second sensor 72 at the boundary between the first low opening degree area LO1 and the first high opening degree area HO1. Yes. Details of the switching process of the fourth embodiment for switching the selection sensor at the switching degree CO will be described below.
  • the throttle valve opening and the switching opening CO are compared. If it is determined in S401 that the throttle valve opening is equal to or less than the switching opening CO and is in the first low opening region LO1, the process proceeds to S402. In S402, the first sensor 71 is set as a selection sensor, and the process is temporarily terminated. On the other hand, if it is determined in S401 that the throttle valve opening is higher than the switching opening CO and is in the second high opening range HO2, the process proceeds to S403. In S403, the second sensor 72 is set as a selection sensor, and the process is temporarily terminated.
  • the angle detection mechanism detects a failure in the entire movable range RM even if the opening range where the throttle valve opening can be detected with high accuracy is not overlapped.
  • the opening degree can be determined with high accuracy in a plurality of ranges.
  • the fifth embodiment shown in FIG. 14 is a modification of the fourth embodiment.
  • the operable range of the throttle valve 30 shown in FIG. 1 includes the normal movable range RM from the fully closed position to the fully open position of the throttle valve body 32, and the fully closed position to the fully open position.
  • An overturn range OT for rotating the throttle valve main body 32 in the opposite direction is included.
  • the angle detection mechanism according to the fifth embodiment will be described in detail with reference to FIG. 14 with reference to FIG.
  • Both the first sensor 71 and the second sensor 72 can always change the output values OV1 and OV2 in accordance with the change in the angle of the throttle valve 30 even in the overturn range OT outside the normal movable range RM. That is, the overturn range OT is included in the first low opening degree region LO1 and the second low opening degree region LO2.
  • the first sensor 71 monotonously increases the first output value OV1 as the throttle valve opening approaches the fully closed position in the first low opening degree region LO1 including the overturn range OT.
  • the second sensor 72 monotonously decreases the second output value OV2 as the throttle valve opening approaches the fully closed position in the second low opening degree region LO2 including the overturn range OT.
  • each low opening degree region LO1, LO2 in which the output values OV1, OV2 constantly change is defined to include the overturn range OT past the fully closed position. Therefore, even if the operable range of the throttle valve 30 is applied to the electronic control throttle device 10 including the overturn range OT, the angle detection mechanism can detect the opening degree with high accuracy even in the overturn range OT, and each sensor It is possible to reliably detect failures of 71 and 72.
  • the overturn range OT corresponds to an out-of-range region outside the specific rotation range.
  • the sixth embodiment shown in FIG. 15 is a modification of the third embodiment.
  • the gain adjustment settings of the sensors 71 to 73 are different from those of the third embodiment.
  • the boundary between the first low opening region LO1 and the first high opening region HO1 in the first sensor 71 is the second low opening region LO2 and the second middle opening region MO2 in the second sensor 72. It is set on the lower opening side than the boundary.
  • the boundary between the third low opening area LO3 and the third high opening area HO3 in the third sensor 73 is the boundary between the second medium opening area MO2 and the second high opening area HO2 in the second sensor 72. It is set on the higher opening side than the boundary.
  • the ranges in which the sensors 71 to 73 can be detected with high resolution do not overlap.
  • the angle determination unit 380 (see FIG. 8) is a low-speed side switch that switches a selection sensor among the first sensor 71 and the second sensor 72 at the boundary between the first low opening region LO1 and the first high opening region HO1.
  • the opening degree COL is set.
  • the angle determination unit 380 sets a high-speed side switching opening COH for switching the selection sensor among the second sensor 72 and the third sensor 73 at the boundary between the third low opening area LO3 and the third high opening area HO3. It is set.
  • the opening range where the throttle valve opening is lower than the low speed side switching opening COL in the movable range RM is set as the low opening range LO.
  • the first output value OV1 is used for determining the throttle valve opening.
  • an opening range between the low speed side switching opening COL and the high speed side switching opening COH is set as a middle opening range MO.
  • the second output value OV2 is used to determine the throttle valve opening.
  • an opening range in which the throttle valve opening is higher than the high speed side switching opening COH is defined as a high opening range HO.
  • the third output value OV3 is used to determine the throttle valve opening.
  • the seventh embodiment shown in FIG. 16 is yet another modification of the first embodiment.
  • both the first output value OV1 and the second output value OV2 monotonically increase as the throttle valve opening increases.
  • the slope GL1 of the line segment in the first low opening area LO1 is larger than the slope GH1 of the line segment in the first high opening area HO1.
  • the slope GH2 of the line segment in the second high opening area HO2 is larger than the slope GL2 of the line segment in the second low opening area LO2. It has become.
  • the switching opening degree CO is defined as an opening area where the first low opening area LO1 and the second high opening area HO2 overlap.
  • the angle detection mechanism is capable of detecting failure over the entire movable range RM and wide opening. It is possible to realize both highly accurate opening degree determination in the degree range.
  • the eighth embodiment shown in FIG. 17 is a modification of the seventh embodiment.
  • the boundary between the first low opening region LO1 and the first high opening region HO1 at the first output value OV1 is the second low opening region LO2 and the second high opening at the second output value OV2. It is set on the lower opening side than the boundary with the degree range HO2. In other words, the ranges in which the first sensor 71 (see FIG. 2) and the second sensor 72 (see FIG. 2) can be detected with high resolution do not overlap.
  • the boundary between the first low opening area LO1 and the first high opening area HO1 is set to the switching opening CO.
  • the angle determination unit switches the selection sensor among the first sensor 71 and the second sensor 72 at the boundary between the first low opening region LO1 and the first high opening region HO1.
  • the angle detection mechanism realizes both failure detection in the entire movable range RM and high-accuracy opening degree determination in a wide opening range. it can.
  • the first output value OV1 monotonically increases in the first low opening degree region LO1 in the movable range RM, while the first high opening degree In the range HO1, it decreases monotonously.
  • the angle detection mechanism is not limited to the entire movable range RM. This makes it possible to detect a failure at a point and to determine the opening degree with high accuracy over a wide range.
  • the first output value OV1 is constant regardless of the throttle valve opening in the overturn range OT outside the normal movable range RM. It is set as follows. On the other hand, in the normal movable range RM, each change in the first output value OV1 and the second output value OV2 with respect to the displacement amount of the throttle valve opening is not zero. With the above setting, the angle detection mechanism performs failure detection in the entire movable range RM excluding the overturn range OT even if the first output value OV1 is set to be constant in the overturn range OT. Can do.
  • the boundary between the first low opening degree region LO1 and the first high opening degree region HO1 at the first output value OV1 is the second output value OV2.
  • the boundary between the second low opening degree region LO2 and the second middle opening degree region MO2 is set at substantially the same opening degree.
  • the boundary between the second intermediate opening range MO2 and the second high opening range HO2 is the boundary between the third low opening range LO3 and the third high opening range HO3 at the third output value OV3,
  • the opening is set to be substantially the same. As described above, as long as the boundaries of the regions in each sensor are aligned, the angle detection mechanism can expand the range in which the highly accurate opening degree determination is performed even if no overlap is provided.
  • the angle detection mechanism can output the fourth output value OV4 in addition to the three output values OV1 to OV3.
  • the four sensors (detection units) provided in the modification 4 can perform high-resolution detection in different opening ranges.
  • the angle determination unit divides the movable range RM into a low opening range LO, a low speed side intermediate opening range LMO, a high speed side intermediate opening range HMO, and a high opening range HO.
  • the first output value OV1 is employed for opening degree determination
  • the second output value OV2 is employed for opening degree determination.
  • the third output value OV3 is adopted for opening degree determination in the high speed side middle opening degree region HMO
  • the fourth output value OV4 by the fourth sensor is adopted for opening degree determination in the high opening degree region HO.
  • the number of detection units provided in the angle detection unit may be four or more.
  • the angle detection mechanism according to the present disclosure may be applied to, for example, a valve device that controls the flow rate of EGR (Exhaust Gas Recirculation).
  • EGR Exhaust Gas Recirculation
  • the rotating body whose rotation angle is detected by the angle detection mechanism may not be configured to control the flow rate like a throttle valve.
  • an angle detection mechanism that is applied to an accelerator device and detects the rotation angle of an accelerator pedal may be used.
  • a plurality of Hall ICs are provided as a plurality of detection units.
  • the configuration of the magnetic detection unit can be changed as appropriate. For example, by providing a plurality of detection systems including Hall elements and signal processing circuits, one Hall IC capable of outputting output values having different characteristics may be provided in the magnetic detection unit.
  • the angle detection mechanism can detect the angle of the rotating body using a detection unit different from the Hall IC.
  • the angle detection mechanism may have a configuration including a magnetic angle (MR) sensor using a magnetoresistive element, or an interactive configuration that detects a rotation angle of a rotating body by a change in inductance.
  • the angle detection mechanism may be configured to detect the rotation angle of the rotating body using a variable resistor.
  • the angle determination part of the said embodiment was provided in a part of engine control apparatus, the vehicle-mounted control apparatus different from an engine control apparatus may be sufficient as the structure which construct
  • the angle determination unit may be realized by a dedicated control device.

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  • Measurement Of Length, Angles, Or The Like Using Electric Or Magnetic Means (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
PCT/JP2017/027372 2016-09-05 2017-07-28 角度検出機構、及び角度検出システム Ceased WO2018042970A1 (ja)

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DE112017004449.9T DE112017004449T5 (de) 2016-09-05 2017-07-28 Winkelerfassungsmechanismus und Winkelerfassunssystem
US16/323,013 US10677171B2 (en) 2016-09-05 2017-07-28 Angle detection mechanism and angle detection system

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US11125837B2 (en) * 2020-01-14 2021-09-21 Allegro Microsystems, Llc Magnetic field sensor offset and gain adjustment
JP2021143910A (ja) * 2020-03-11 2021-09-24 株式会社デンソー 回転角度検出装置

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CN109416239A (zh) 2019-03-01
US10677171B2 (en) 2020-06-09

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