EP1595113A1 - Procede pour realiser le diagnostic d'un capteur - Google Patents

Procede pour realiser le diagnostic d'un capteur

Info

Publication number
EP1595113A1
EP1595113A1 EP03753298A EP03753298A EP1595113A1 EP 1595113 A1 EP1595113 A1 EP 1595113A1 EP 03753298 A EP03753298 A EP 03753298A EP 03753298 A EP03753298 A EP 03753298A EP 1595113 A1 EP1595113 A1 EP 1595113A1
Authority
EP
European Patent Office
Prior art keywords
sensor
signal
threshold value
motor vehicle
internal combustion
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.)
Withdrawn
Application number
EP03753298A
Other languages
German (de)
English (en)
Inventor
Klemens Gintner
Rasmus Rettig
Klaus Walter
Heinrich Steinruecken
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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
Priority claimed from DE10305940A external-priority patent/DE10305940A1/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1595113A1 publication Critical patent/EP1595113A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • 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
    • G01D3/00—Indicating or recording apparatus with provision for the special purposes referred to in the subgroups
    • G01D3/08—Indicating or recording apparatus with provision for the special purposes referred to in the subgroups with provision for safeguarding the apparatus, e.g. against abnormal operation, against breakdown

Definitions

  • the present invention relates to a method for diagnosing a sensor, for example in a motor vehicle with an internal combustion engine.
  • a sensor to be diagnosed can be, for example, a phase sensor on the camshaft of the motor vehicle. Depending on whether a detected variable is above or below a certain threshold value, such a sensor delivers a corresponding output signal.
  • Such a sensor is, for example, a sensor which reacts to magnetic fields and by means of which the rotational speed and / or the position of a sensor wheel provided with teeth can be determined.
  • a sensor of this type is constructed and arranged in such a way that the sensor wheel, the position or rotational speed of which is to be determined, passes between the sensor and a magnet, as a result of which the sensor registers a weak magnetic field when a sensor wheel tooth is facing it, and as a result the sensor A strong magnetic field is registered when there is no encoder wheel tooth (a gap) opposite it (or vice versa).
  • Such a sensor can work inductively or can also be based on Hall or XMR technology.
  • FIG. R denotes the sensor wheel, G the magnet and the sensor-containing sensor, and W the element on which the sensor wheel R is mounted and whose rotational speed and / or position is to be determined; the element W is, for example, the crankshaft or the camshaft of an internal combustion engine.
  • the arrangement shown in FIG. 2 is shown in a highly schematic manner. in particular, the encoder wheel R can have more teeth or teeth of a different shape in practice.
  • the magnetic field registered by the sensor is converted into a current or a voltage, the size of which is directly or indirectly proportional to the size of the magnetic field.
  • the sensor on which the method according to the invention is based for diagnosis outputs a digital signal. For this purpose, it compares the electrical variable into which the registered magnetic field has been converted with a threshold value and outputs a signal with a high level if and as long as the electrical variable is larger than the threshold value or outputs a signal with a low level if and as long as the electrical quantity is smaller than the threshold value (or vice versa).
  • the size of the magnetic field registered by the sensor and the electrical size into which it is converted depends on various factors such as the temperature, the arrangement of the sensor, the degree of contamination, the age etc. , whereby an originally optimally determined threshold value is suddenly no longer optimal or completely unusable.
  • self-calibrating sensors are often used, which can independently adapt the threshold value to the given conditions. This can be done, for example, by the sensors determining during normal operation the range in which the variable to be compared with the threshold value varies, and then changing the threshold value such that it e.g. is right in the middle of this range.
  • the present invention is therefore based on the object of specifying a method for diagnosing a sensor in a motor vehicle with an internal combustion engine that prevents the use of output signals of the sensor that do not reflect the prevailing conditions.
  • the invention is based on the further object of specifying a sensor with the corresponding functionality.
  • this object is achieved by the method for diagnosing a sensor in a motor vehicle with an internal combustion engine, as shown in claim 1.
  • the object is further achieved by a sensor, the output signal of which depends on whether a detected variable is above or below a certain threshold value, the sensor checking during operation whether the threshold value used during commissioning of the sensor is used to correctly determine the output signal can be guaranteed and that the sensor, if it determines that this is not the case, outputs information representing this fact.
  • the sensor according to the invention is distinguished in that it checks during operation whether a correct determination of the signal to be output can be ensured by a threshold value used when the sensor is started up, and that the sensor then determines that this is not the case outputs information representing this fact.
  • the senor can inform the device that uses the signals it outputs that the signal it outputs the next time it is started up may or may not reflect the prevailing conditions. This makes it possible to prevent the device using the sensor output signals from working depending on information that does not reflect the prevailing conditions.
  • FIG. 1A shows the time course of a variable detected by the sensor described below
  • FIG. 1B shows the output signal that the sensor normally outputs when the course shown in FIG.
  • FIG. IC shows the output signal that the sensor outputs when it has determined that when using a threshold value used during commissioning, it cannot be guaranteed that the sensor output signal reflects the prevailing conditions
  • FIG. 2 shows an arrangement containing the sensor described below
  • FIG. 3 is a representation which represents the checking of the exceeding of the threshold value
  • FIG. 4 shows an exemplary embodiment of a method according to the invention for diagnosing a sensor in a motor vehicle with an internal combustion engine.
  • the sensor described below is a speed sensor for detecting the speed or the position of the camshaft of an internal combustion engine.
  • the position of the camshaft here means a so-called phase sensor, which determines the phase in which the crankshaft of the internal combustion engine is located. More precisely, the sensor is a sensor which reacts to magnetic fields, by means of which the rotational speed and / or the position of a toothed sensor wheel attached to the camshaft and thus also the position of the camshaft carrying the sensor wheel can be determined.
  • This sensor is constructed and arranged in such a way that the sensor wheel runs between the sensor and a magnet, which means that the sensor registers a weak magnetic field if it is currently facing a sensor wheel tooth and that the sensor registers a strong magnetic field if it is currently not receiving a sensor wheel tooth (a gap ) faces (or vice versa).
  • the magnetic field registered by the sensor is converted into a current or a voltage, the size of which is directly or indirectly proportional to the size of the magnetic field. For further consideration, it is assumed that the magnetic field is converted into a voltage. However, the following explanations apply accordingly to the conversion into a stream.
  • the time course of the voltage resulting from the conversion is shown as an example in FIG.
  • the voltage curve shown is shown standardized, with the minimum voltage being assigned the value 0 and the maximum voltage being assigned the value 1.
  • the sensor considered here outputs a digital sensor. For this purpose, it compares the electrical quantity into which the registered magnetic field has been converted with a threshold value and outputs a signal with a high level if and for as long as electrical quantity is larger than the threshold value or outputs a signal with a low level if and as long as the electrical quantity is smaller than the threshold value (or vice versa).
  • the signal shown in FIG. 1B is output by the sensor and evaluated by the device to which the sensor is connected.
  • the device evaluating the signal of the sensor is generally an evaluation circuit that is directly integrated on the sensor, or alternatively a control device that controls the operation of the brake engine (engine control unit).
  • the voltage curve shown in FIG. 1A can change depending on various factors such as, for example, the temperature, the arrangement of the sensor, the degree of contamination, the age, etc.
  • the threshold value suddenly no longer lies in the middle between the minimum and the maximum voltage, which means that sooner or later it can happen that under otherwise identical conditions when converting the changed analog signal into a digital signal, a different result than the signal shown in Figure 1B is obtained.
  • the sensor used is designed as a self-calibrating sensor, which only uses the threshold value stored in the sensor immediately after the system is started up, and as quickly as possible determines a more suitable threshold value and uses this instead of the one stored in the sensor Threshold used. It would theoretically be possible to provide a non-volatile memory in the sensor, in which a threshold value that was last present immediately before the decommissioning of the internal combustion engine is stored, which threshold value can be used during the next commissioning. However, for technical and cost reasons, this variant is hardly economically feasible, so that generally a fixed, threshold value stored in the sensor has to be used.
  • the optimum threshold value can be determined during operation of the slurry engine, for example, by determining the mean value between the maximum voltage and the minimum voltage of the voltage curve shown in FIG. 1A or modified in comparison thereto, and using this mean value as the threshold value.
  • the sensor considered here also has the peculiarity that it checks during operation whether the threshold value used when starting up the sensor can ensure that the output signal is properly determined and that the sensor, if it determines that this is not the case In this case, this fact of the device to which it is connected is signaled. In this case, a corresponding signal is transmitted to the engine control unit. The signaling is carried out in such a way that this additional information is superimposed on the primary information to be transmitted without loss. For a signal in which the primary information consists in the temporal position of the rising edges, this can be done by superimposing on the falling edges. The rising edges are transmitted as in normal operation and thus ensure the ongoing functioning of the system.
  • the threshold value used when the sensor is put into operation cannot ensure that the sensor output signal is properly determined is signaled by the sensor under consideration via the connections via which it outputs the signal representing the quantity to be measured and shown as an example in FIG.
  • no additional control lines are required for the transmission of the error signal, but instead the connection lines of the sensor, which are available anyway, can be used for signal transmission to the engine control unit in the manner shown below.
  • this is done by making the duration of the signal to be output (signal according to FIG. IB) so short that it cannot originate from a tooth of the sensor wheel running past the sensor or a gap of the sensor wheel running past a sensor. This can be done by a simple plausibility check in the control unit.
  • FIG. IC The time course of such a course is illustrated in Figure IC.
  • the signal shown in FIG. IC is the signal shown in FIG. IB in the event that the sensor has determined that the sensor output signal cannot be properly determined by the threshold value used when the sensor was started up.
  • the pulses contained in the signals according to FIGS. IB and IC have the rising edges at exactly the same points and do not differ in this point. Since the device evaluating the sensor signals (engine control unit) in the example under consideration only works as a function of the rising edges of the pulses contained in the sensor signals, when the signal shown in FIG. 1C is received, it works exactly as if it did the signal shown in FIG. 1B would be fed.
  • the pulses contained in the signal according to the IC are, however, much shorter than is the case with the signal according to the IB. They are so short that they cannot be caused by a sensor wheel tooth or a sensor wheel gap passing by. From the extraordinary length of the pulses, the evaluation device can recognize that the threshold value used when the sensor is started up cannot ensure that the sensor output signal is properly determined.
  • the signal transmission used in FIG. IC is practically a coding of the signal according to FIG. IB.
  • the following two coding variants can be used, for example:
  • the encoding can be done, for example, by a certain bit.
  • the evaluation device responds to the transmission of an appropriately coded signal depending on the individual case. It should be clear that there are many different options for this. In the example under consideration, the evaluation device responds by storing the fact communicated to it in a non-volatile memory and ignoring the signals supplied by the sensor the next time it is started up. In the example considered, this is possible without major problems because the position of the crankshaft is also determined and because the camshaft position can also be determined from the crankshaft position. Such a camshaft position determination is not as precise as the camshaft position determination by a sensor provided on the camshaft, but exactly enough to start the engine. This is a so-called emergency running functionality.
  • the camshaft rotates so that the sensor that detects the camshaft position can now calibrate itself and determine and use an optimal threshold value. Once this is done, the sensor output signals can be used without any restrictions.
  • the senor can also be any other sensor whose output signal depends on whether a detected variable is above or below a threshold value.
  • the measurement signal determined during operation is used by comparison with setpoints to predict a state of the future and this is already transmitted during operation by outputting additional information.
  • the optimal threshold does not have to be in the middle between the maximum and the minimum input variable; depending on the application, it may be necessary that the threshold is more or less far above or below the mean.
  • the threshold value used when starting up the sensor is stored in the sensor; this threshold value can also be supplied to the sensor from elsewhere during commissioning.
  • the senor described can prevent sensor output signals that may not reflect the prevailing conditions from being used.
  • FIG. 3 illustrates the fluctuations of a sensor output signal 31 in a so-called drift situation.
  • the maximum and minimum output values of the sensor drift away from the original values over time.
  • a dashed line 32 indicates a threshold value permanently stored in the sensor.
  • the vertical line 33 indicates the point in time at which it can be determined with certainty that a minimum value of the sensor output signal 31 has exceeded the threshold value and thus a reliable function when the sensor is switched on is no longer guaranteed. This is the time at which, according to the invention, the engine control unit, or generally the control device, is signaled that the sensor may deliver incorrect data when the motor vehicle is restarted. This would also have been the case, for example, if the sensor signal drops so far that the maximum values of the sensor signal are below the threshold value. In general, two different threshold values for the minimum and maximum values of the sensor signal can also be determined.
  • FIG. 4 shows a method according to the invention for diagnosing a sensor in a motor vehicle with an internal combustion engine. The method begins in step 41 with a start request, for example by the driver of the motor vehicle actuating the ignition key. In the subsequent step 42, it is checked whether the sensor can be used to control the internal combustion engine. This is done by reading the corresponding information from a non-volatile memory of the engine control unit.
  • step 43 the internal combustion engine is started normally in step 43 using the sensor data. If it is determined that the sensor data should not be used, the process moves to step 44, in which an emergency operation functionality is used.
  • the crankshaft angle sensor is used to determine the position of the camshaft.
  • the sensor is calibrated in step 45, which follows both step 43 and step 44.
  • the minimum and maximum values are recorded and the threshold value is set to the mean value.
  • step 46 it is checked whether the measured minimum and maximum values violate the previously described threshold value criterion. If this is the case, an error signal according to the invention is transmitted to the engine control unit in step 47.
  • step 56 This information is stored in a non-volatile memory in the engine control unit and is available for the next starting process. If it is determined in step 56 that no threshold value criterion has been violated, an error entry which may be present in the non-volatile memory of the control unit is deleted in step 48. Following steps 47 and 48, the method continues with step 45. This loop is continued until the internal combustion engine is deactivated.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé pour réaliser le diagnostic d'un capteur dans un véhicule automobile équipé d'un moteur à combustion interne. Ce procédé consiste à contrôler, pendant le fonctionnement du véhicule automobile, un signal de sortie du capteur pour déterminer si une valeur maximale du signal de sortie est inférieure à une première valeur seuil et/ou si une valeur minimale du signal de sortie est supérieure à une deuxième valeur seuil. Dans ce dernier cas, un signal est transmis à une unité de commande, ledit signal indiquant à cette dernière que le capteur fournira des données éventuellement incorrectes lors d'un nouveau démarrage du véhicule automobile.
EP03753298A 2003-02-07 2003-09-12 Procede pour realiser le diagnostic d'un capteur Withdrawn EP1595113A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10305257 2003-02-07
DE10305257 2003-02-07
DE10305940A DE10305940A1 (de) 2003-02-07 2003-02-12 Verfahren zur Diagnose eines Sensors
DE10305940 2003-02-12
PCT/DE2003/003024 WO2004070319A1 (fr) 2003-02-07 2003-09-12 Procede pour realiser le diagnostic d'un capteur

Publications (1)

Publication Number Publication Date
EP1595113A1 true EP1595113A1 (fr) 2005-11-16

Family

ID=32851844

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03753298A Withdrawn EP1595113A1 (fr) 2003-02-07 2003-09-12 Procede pour realiser le diagnostic d'un capteur

Country Status (4)

Country Link
US (1) US7095238B2 (fr)
EP (1) EP1595113A1 (fr)
KR (1) KR101037236B1 (fr)
WO (1) WO2004070319A1 (fr)

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Publication number Priority date Publication date Assignee Title
JP4059838B2 (ja) * 2003-11-14 2008-03-12 ソニー株式会社 バッテリパック、バッテリ保護処理装置、およびバッテリ保護処理装置の制御方法
US20080155970A1 (en) * 2006-12-27 2008-07-03 Detroit Diesel Corporation Method for verifying the functionality of the components of a diesel particulate filter system
US7693649B2 (en) * 2006-12-29 2010-04-06 Detroit Diesel Corporation Monitoring unit state chart and a debounce logic
DE102010003524A1 (de) * 2010-03-31 2011-10-06 Robert Bosch Gmbh Schaltungsanordnung und Verfahren zur Auswertung von Signalen eines Kurbelwellensensors und eines Nockenwellensensors einer Brennkraftmaschine
US10845434B2 (en) 2012-01-06 2020-11-24 Allegro Microsystems, Llc Magnetic field sensor having a temperature compensated threshold on power up
US8736260B2 (en) 2012-01-06 2014-05-27 Allegro Microsystems, Llc Magnetic field sensor and associated method that can establish a measured threshold value and that can store the measured threshold value in a memory device
US9395391B2 (en) 2013-03-15 2016-07-19 Allegro Microsystems, Llc Magnetic field sensor and associated method that can store a measured threshold value in a memory device during a time when the magnetic field sensor is powered off
US9651572B2 (en) * 2014-03-19 2017-05-16 Infineon Technologies Ag Speed sensor device, speed sensor method, electronic control unit and control method
DE102017204987A1 (de) * 2017-03-24 2018-09-27 Robert Bosch Gmbh Verfahren und Vorrichtung zum Bestimmen einer Drehung eines Geberrads, und elektrische Maschine
EP4136335B1 (fr) * 2020-04-17 2025-02-26 Wärtsilä Finland Oy Circuit de mesure de vitesse de moteur
DE102020215425A1 (de) * 2020-12-07 2022-06-09 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren und Vorrichtung zur Ermittlung eines Geschwindigkeitswertes eines Fahrzeugs

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GB2255410B (en) * 1991-05-01 1994-05-18 Ford Motor Co Digital sensors
EP0615111B2 (fr) * 1993-03-12 1999-12-29 Siemens Aktiengesellschaft Emetteur de signaux de vilebrequin ou d'arbre à cames
DE4434978B4 (de) * 1994-09-30 2007-08-23 Continental Teves Ag & Co. Ohg Aktiver Bewegungssensor
DE59801550D1 (de) * 1997-11-20 2001-10-25 Siemens Ag Diagnoseeinrichtung zur erkennung von kurzschlüssen oder leitungsunterbrechungen eines induktiven sensors
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Also Published As

Publication number Publication date
KR20050099991A (ko) 2005-10-17
WO2004070319A1 (fr) 2004-08-19
KR101037236B1 (ko) 2011-05-25
US20060152226A1 (en) 2006-07-13
US7095238B2 (en) 2006-08-22

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