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Developments in Precision Power Train Sensors

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Developments in Precision Power Train Sensors 109 Hitachi Review Vol. 63 (2014), No. 2 Developments in Precision Power Train Sensors Keiji Hanzawa OVERVIEW: The fuel economy and emissions performance demands on Shinobu Tashiro vehicle power trains are becoming more stringent for reasons relating Hiroaki Hoshika to global environmental protection and the rising price of oil. There has also been a change in thinking on the measurement of emissions and Masahiro Matsumoto fuel economy toward allowing for conditions where the temperature and humidity are closer to real driving conditions. Other changes include the electrifi cation of power trains, such as in hybrid vehicles, and improvements in the running effi ciency of internal combustion engines that result in more frequent use of engine operating modes in which sensor operation is more diffi cult, such as the Atkinson cycle. Hitachi Automotive Systems, Ltd. is supporting ongoing progress in power train control by making further improvements in sensor accuracy. INTRODUCTION Automotive power trains have made rapid progress HITACHI supplies customers around the world with on electrifi cation and reducing fuel consumption in a variety of systems for the driving, cornering, and recent years. This article describes advances in the braking of vehicles. By using a range of different performance of the sensors used in these power trains, sensors to determine conditions in the power train, looking at micro electromechanical system (MEMS) vehicle body movements, and what is happening air fl ow sensors that reduce the error in intake pulsation, around the vehicle, these systems ensure a driving the integration of air intake relative humidity sensors experience that is safe and comfortable, and that is and pressure sensors, and the adoption of digital signal conscious of the global environment (see Fig. 1). output for sensors with network connectivity. Air flow MAP sensor T-MAP sensor Medium/high Multi-function sensor air flow sensor pressure sensor Brake booster pressure sensor Speed sensor Boost pressure sensor Relative humidity sensor Exhaust temperature sensor Crank angle/ cam angle sensor Rotation angle sensor DPS Combined sensor Absolute velocity sensor Stroke sensor MAP: manifold absolute pressure T-MAP: temperature-MAP DPS: differential pressure sensor Fig. 1—Hitachi Power Train Sensors. Modern vehicle power trains incorporate a variety of sensors that are used by control systems to deliver maximum environmental performance. Improvements in sensor accuracy lead directly to better control system performance. - 54 - Hitachi Review Vol. 63 (2014), No. 2 110 MEMS AIR FLOW SENSORS ratio. A consequence of this is that reverse fl ow (air Since commercializing its first hot-wire air fl ow out from the engine) is very common. fl ow sensor in 1981, Hitachi has supplied a total of In Miller type Atkinson cycle engines, for example, 200 million air fl ow sensors of various types over which use valve timing control (VTC) to signifi cantly numerous generations. These have included the delay the intake valve close (IVC) timing angle, most MEMS air fl ow sensors(1) introduced in 2005 that use of the in-drawn air is expelled again by the piston, a silicon diaphragm detection element to measure resulting in reverse fl ow and stronger pulsation. Also, air fl ow in both directions. The second generation when an engine’s EGR ratio is raised, assuming the of these sensors currently in production operate the same total volume of air-fuel mixture is supplied to the detector at a higher temperature for better anti-fouling cylinder, the amount of air is reduced by the amount and use 5-V drive to reduce power consumption. The of exhaust gas used. For the sensors that measure the third generation of sensors are currently being set for air fl ow rate, this means that even if the size of the production. They are designed for lower cost and to pulsations remains the same, they become larger in achieve high precision when operating at a high level relative terms because of the reduction in mean air of intake pulsation. fl ow (see Fig. 2). Hitachi divides the pulsation amplitude by the Sensors for Engines with High Level of Intake mean forward air fl ow to quantify it as the pulsation Pulsation amplitude ratio. If the pulsation amplitude ratio The functions and performance sought in MEMS exceeds 200%, this indicates that there is a period in air fl ow sensors depend to a large extent on advances which the air fl ow is fully reversed. As improvements in the engines in which they are used. are made in engine performance, this pulsation When engines used the Otto cycle, the intake air amplitude ratio is rising with each new vehicle fl ow remained unidirectional (into the engine) over generation (see Fig. 3). most operating conditions. Modern engines, however, As advances in engines and engine control result in have features that include reduced pumping losses a strongly pulsing fl ow in the vicinity of the air fl ow through the use of a high exhaust gas recirculation sensors, techniques for reducing error are important (EGR) ratio, and use of the Miller cycle (a variation even in the case of MEMS air fl ow sensors that can on the Atkinson cycle) to provide a high expansion cope with bidirectional fl ow. Mechanism for large air flow pulsation in Atkinson cycle (or Miller cycle) engines Forward flow Reverse flow Indrawn air Intake valve still is forced open midway back out. through compression stroke. 180° CA 90° CA 90° CA Movement of piston Movement Fig. 2—Flow Pulsation Start of End of Midway through End of intake stroke intake stroke compression stroke compression stroke Mechanism. As Miller type Atkinson cycle Mechanism whereby EGR causes relative amplitude of pulsation to increase engines delay the intake valve close timing until the middle EGR valve EGR Low EGR ratio component High EGR ratio of the compression stroke, a A high EGR ratio Exhaust Exhaust means less intake air. large amount of air is forced back out the inlet, resulting Inlet air Lower mean quantity component Air of intake air in large pulsations. If a large Air EGR is used, the increased Larger relative amplitude of pulsation use of recirculated exhaust gas EGR reduces the amount of air taken in, making the pulsations larger EGR: exhaust gas recirculation CA: crank angle relative to the intake air. - 55 - 111 Developments in Precision Power Train Sensors Large pulsations 300 Small pulsations 200 100 Mean Pulsation amplitude ratio (%) = flow A Amplitude of pulsation B pulsation B Air flow (kg/h) Air flow Forward flow Amplitude of Mean flow A 0 Reverse flow −50 0 0.02 0.04 0.06 0.08 0.10 Time (s) Fig. 3—Flow Pulsation MEMS sensor Mechanism. HCCI throttle-less engine 1,000% Hot wire sensor For quantitative measurements, Hitachi defi nes the size of High degree of downsizing Large EGR ratio (low- pulsations in terms of their pressure EGR system) amplitude as a proportion of Supercharged downsized engine Size of engine pulsations mean air fl ow. This pulsation 500% Atkinson cycle amplitude ratio is increasing as Pulsation amplitude ratio Direct injection engines become more advanced, PFI and the accuracy of air fl ow Time measurement under pulsation 1980 1990 2000 2010 2020 2030 conditions is closely related to MEMS: micro electromechanical system HCCI: homogeneous charge compression ignition PFI: port fuel injection advances in engine control. Techniques for Reducing Air Flow and reverse directions, linearity processing in which Measurement Error Due to Pulsation the fl ow rate signal is converted to its physical amount The error that occurs when inlet pulsations are before applying correction, and precise temperature large is due to a number of causes. The output signal compensation for the pulsation characteristics. of the air fl ow sensor is required to always represent By optimizing the length of the secondary channel the mean forward air fl ow. Accordingly, however (the bypass through the sensor) and the inlet for accurate the sensor may be at measuring the forward reverse fl ow (outlet) to stabilize the air fl ow in the air fl ow, the overall sensor error will be large if there is detector, Hitachi has succeeded in providing suffi cient a measurement error in the reverse fl ow component or accuracy for trouble-free engine operation even under if this is not compensated for appropriately. Pulsation high levels of pulsation, such as pulsation amplitude error has a variety of causes which are always ratios approaching 1,000% at which the sensor signal interrelated, the main ones being the fl ow detector was unable to be used in the past (see Fig. 4). having a response that is too slow, non-linearity error (due to non-linear characteristics), and turbulence MULTI-FUNCTION AIR FLOW SENSORS error (when turbulence in the air fl ow sensor itself While the predominant confi guration has long causes suction when the fl ow reverses). been to connect different single-function sensors to While this has been dealt with in the past using the engine control unit (ECU), there is also growing correction measures such as conventional signal fi lter demand for combining multiple sensors in a single processing or by the shape of the bypass channel in the multi-function package and performing mutual air fl ow sensor, these provide inadequate correction for correction to improve their overall accuracy. In air fl ows with a very high level of pulsation. 2011, Hitachi became the fi rst supplier to commence To solve this problem, Hitachi Automotive production of a multi-function air fl ow sensor that Systems, Ltd. and Hitachi Research Laboratory also included a relative humidity sensor and pressure jointly developed an application-specifi c integrated sensor (see Fig.
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