CN111007275A - Method for determining a rotor angle of an electric machine - Google Patents
Method for determining a rotor angle of an electric machine Download PDFInfo
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- CN111007275A CN111007275A CN201910949109.2A CN201910949109A CN111007275A CN 111007275 A CN111007275 A CN 111007275A CN 201910949109 A CN201910949109 A CN 201910949109A CN 111007275 A CN111007275 A CN 111007275A
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- 238000000034 method Methods 0.000 title claims abstract description 31
- 238000002485 combustion reaction Methods 0.000 claims abstract description 17
- 238000004590 computer program Methods 0.000 claims description 6
- 238000004088 simulation Methods 0.000 claims description 6
- 238000005259 measurement Methods 0.000 claims description 4
- 238000002360 preparation method Methods 0.000 claims 1
- 230000006870 function Effects 0.000 description 12
- 230000001276 controlling effect Effects 0.000 description 3
- 230000001419 dependent effect Effects 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000000691 measurement method Methods 0.000 description 2
- 230000015654 memory Effects 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
- 239000000969 carrier Substances 0.000 description 1
- 230000000295 complement effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
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- 239000013589 supplement Substances 0.000 description 1
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Classifications
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/42—Devices characterised by the use of electric or magnetic means
- G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
- G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
- G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
- G01P3/487—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals delivered by rotating magnets
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/14—Electronic commutators
- H02P6/16—Circuit arrangements for detecting position
- H02P6/18—Circuit arrangements for detecting position without separate position detecting elements
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- 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
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/42—Devices characterised by the use of electric or magnetic means
- G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
- G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2203/00—Indexing scheme relating to controlling arrangements characterised by the means for detecting the position of the rotor
- H02P2203/05—Determination of the rotor position by using two different methods and/or motor models
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/009—Circuit arrangements for detecting rotor position
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Eletrric Generators (AREA)
Abstract
The invention relates to a method for determining a rotor angle (theta) of an electric machine, comprising a rotor and a stator, which is coupled directly or at variable speed to a crankshaft of an internal combustion engine, wherein a rectifier and voltage control circuit and a battery are connected downstream of the electric machine, wherein the rectifier and voltage control circuit is switched back and forth between a charging state and a short-circuit state in a pulsed manner with a duty cycle in order to influence its output voltage, wherein at least one signal of the electric machine has in each case one or more characteristic values, which occur in each case at least once per revolution of the rotor, wherein the current value of the rotor angle (theta) is determined as a function of the time difference (delta t) between the two characteristic values of the at least one signal and as a function of the duty cycle (dc).
Description
Technical Field
The invention relates to a method for determining a rotor angle of an electric machine, and to a computing unit and a computer program for the implementation thereof.
Background
The rotational angle position and the rotational speed of the crankshaft of the internal combustion engine are important input quantities for a plurality of functions of electronic engine control. In order to retrieve them, markings can be provided at constant angular intervals on an object rotating together with the crankshaft of the internal combustion engine. The passage of the marking due to the rotation of the crankshaft can be detected by the sensor and can be transmitted as an electrical signal to the evaluation electronics.
In motor vehicles, in particular ATV (english: All TerrainVehicle), in motorcycles, in motor vehicles (Moped) or in two-wheeled motor vehicles (Krafträdern), the markings can be provided, for example, by the teeth of a metal wheel, the teeth of a so-called sensor wheel, which by their movement cause a change in the magnetic field in the sensor.
In cars, 60-2 teeth (60 evenly distributed, two of which are left empty) are commonly used, while in motorcycles or motorcycles, for example, 36-2, 24-2, or 12-3 teeth are used. In this indirect method of determining the crankshaft speed or the rotational angle position, the resolution or the absolute rotational angle position of the speed sensor is determined by the number of teeth and by a reliable detection of the reference marks.
In any modern vehicle with an internal combustion engine, an electrical generator is installed which is driven by the rotation of the crankshaft and provides an electrical signal for supplying the vehicle with electrical energy and for charging the vehicle battery. Without this generator, the vehicle cannot be operated or can only be operated for a short time.
For example, in DE102014206173a1, the electrical input of a crankshaft-driven electric machine (generator) is used to determine the rotational speed. For this purpose, one or more signals of the electric machine are evaluated, which in each case have one or more values, which in each case occur at least once per revolution of the rotor of the electric machine. The rotational speed is calculated by calculating the time difference between two appearance time points of the value.
Furthermore, DE102016221459a1 discloses the use of these electrical input variables for determining the rotational angle position of the crankshaft of an internal combustion engine. For this purpose, the rotation angle state of the rotor is determined using the occurrence time points of at least one value of the phase signal of the electric machine, which value occurs at least once in each rotation of the rotor. The rotational angle position of the crankshaft is calculated from the rotational angle state and the angular deviation.
Disclosure of Invention
On this background, the invention proposes a method for determining the rotor angle of an electric machine, as well as a computing unit and a computer program for its implementation, having the features of the independent claims. Preferred embodiments are the subject matter of the dependent claims and the following description.
The electric machine is coupled directly or with variable speed to the crankshaft of the internal combustion engine and furthermore comprises a rotor and a stator. A rectifying and voltage control circuit and a battery are connected behind the motor. The multiphase output voltage of the electric motor can be rectified by means of the rectifier and voltage control circuit and can be supplied and regulated for supplying electrical energy or charging batteries. Advantageously, a voltage regulator can also be provided for regulating the vehicle electrical system voltage, i.e. the output voltage of the rectifier.
The rectifier and voltage control circuit is switched back and forth between a charging state and a short-circuit state in a pulse-like manner by a duty cycle in order to influence the output voltage thereof, for example by a voltage regulator, wherein the output voltage of the electric machine is provided for charging the battery during the charging state; and wherein during the short circuit condition the rectifying and voltage control circuit or its input terminal creates a short circuit. One cycle of the pulsed actuation comprises a charging state and a short-circuit state, respectively. The ratio of the time that the rectifying and voltage control circuit is in the charging state to the sum of the times of the two states is the duty cycle.
At least one signal of the electric machine has in each case one or more characteristic values, which occur in each case at least once per revolution of the rotor. In particular, such a signal can be a rotational speed signal of the electric machine or an output voltage at an output of the electric machine. These characteristic values can be, in particular, edges, zero crossings, maxima or minima of the respective signal.
Within the framework of the method, the current value of the rotor angle is determined as a function of the time difference between the two characteristic values of the at least one signal and as a function of the duty cycle.
For an unloaded motor, the exact angular state of the rotor can be read directly from the free-wheeling voltage of the motor, since the relative phase position of the free-wheeling voltage corresponds to the rotational angle position of the rotor. However, this relationship is not applicable to a motor of a load because a shift in phase position occurs due to a current flow, and therefore the output voltage of the motor (which corresponds to the phase voltage of at least one phase of the motor) no longer coincides with the rotational angle state of the rotor. The deviation in the angular position between the output voltage of the electric machine and the actual angular position of the rotor of the electric machine is often referred to as the rotor angle.
The rotor angle is usually dependent on the value of the battery voltage or the output voltage of the rectification and voltage control circuit. As soon as the battery voltage or the rectifier voltage has a constant value or at least a substantially constant value, a characteristic course of the rotor angle with respect to the time difference for this voltage is particularly suitable. Instead, different relationships between the rotor angle and the time difference apply for different battery voltages or rectifier voltages, respectively. The pulsed operation of the rectifier and voltage control circuit makes it possible to provide an average constant voltage, in particular at the output of the rectifier and voltage control circuit, advantageously independently of the subsequent state of charge of the battery. Although the battery voltage or the rectifier voltage thus has on average at least one substantially constant value, it is possible to start with a non-constant course of change between the rotor angle and the time difference in the case of pulse excitation.
Within the framework of the present invention, it is known that in such pulsed actuation of the rectifier and voltage control circuit, the rotor angle is dependent on the duty cycle in addition to the time difference. The method currently provides a solution to the problem of determining the current rotor angle in such a pulsed control of the rectifier and voltage control circuit with little effort and accuracy.
The at least one signal of the electric machine or the time difference between the characteristic values is in particular at least to be determined anyway and is used for other functions, for example. Furthermore, the battery voltage or the output voltage and the duty cycle of the rectifier and voltage control circuit are advantageously known per se for controlling the rectifier and voltage control circuit, so that the determination of the rotor angle according to the invention can be carried out in particular without further sensors, associated signal lines and hardware complexity.
Advantageously, the current value of the rotor angle is determined from the time difference and from the duty cycle by means of a characteristic field of the rotor angle. Alternatively or additionally, the current value of the rotor angle can advantageously be determined from the rotational speed and from the duty cycle by means of a characteristic field of the rotor angle. In the latter case, the rotational speed of the electric machine is preferably determined as the time difference. The current value of the rotor angle can be read from the corresponding three-dimensional characteristic field by means of the time difference or the at least inherently determined values of the rotational speed and the duty cycle. The characteristic field can be determined, for example, during a configuration phase and is advantageously stored in a control device, for example in an engine control device, which is used to control or regulate the electric machine and/or the internal combustion engine. This configuration phase can be carried out, for example, during the production process, before the electric machine or the internal combustion engine is put into operation.
Preferably, the characteristic field is determined by means of measurement data. In this case, the rotor angle is advantageously determined for different duty cycles of the rectifier voltage over the entire rotational speed range of the electric machine, and in particular a characteristic curve is determined for the associated duty cycles in each case. For a large number of duty cycles, a large number of characteristic curves are therefore determined in the measurement technique, which can be combined to form a characteristic field.
Alternatively or additionally, the characteristic field is preferably determined by means of theoretical simulations. For example, for this purpose, corresponding characteristic curves of the rotor angle can be determined for the rotational speed range of the electric machine only for one or several selected duty cycles in a measurement technique, and from these measured values, parameters for a corresponding simulation model can be extracted, with which further characteristic curves can be obtained and combined to form a characteristic field. In this case, it is also possible, for example, to measure only some rotational speed points and to complement the intermediate values by simulation. The characteristic field is therefore advantageously determined by means of measurement data and further control points in the characteristic field are determined or supplemented by means of theoretical simulations to increase the accuracy.
Preferably, the rectification and voltage control circuit is controlled in pulses such that at least two control cycles (answererioden) are carried out in the time difference between two characteristic values of the at least one signal. One such actuation cycle comprises, in particular, a charging state and a short-circuit state. In particular, the control frequency of the rectifier and voltage regulator circuit is therefore selected to be sufficiently high that even very high or maximum rotational speeds (which in particular correspond to very small or minimal time differences) which occur for the electric machine still exist for a plurality of control cycles in the time differences, and in particular a steady state of the electric machine or of the rectifier and voltage control circuit can be assumed.
Preferably, the rectifier and voltage control circuit is controlled in a pulsed manner in the course of Pulse Width Modulation (PWM). In particular, for this purpose, a high-frequency switching signal is applied to the rectification and voltage control circuit, for example a switching signal having a frequency between 10kHz and 100 kH. In particular, a solution is therefore provided for determining the current value of the rotor angle for a fast-switching rectification and voltage control circuit in PWM operation.
Preferably, a rotational speed signal of the electric machine and/or an output voltage at an output of the electric machine is determined as the at least one signal. In particular, the so-called edge time is preferably determined as a time difference, i.e. a time difference between two edges of the respective signal or between zero crossings of the respective signal, in particular between two edges or zero crossings of the output voltage or the output current of the electric machine.
According to a preferred embodiment, the angular position of the crankshaft is determined from the current value of the rotor angle. Due to the fixed coupling of the crankshaft of the internal combustion engine and the rotor of the electric machine, the rotational angle position of the crankshaft can be inferred with knowledge of the rotational angle state of the rotor. The rotational angle position of the crankshaft can thus be determined with improved accuracy and thus with greater quality by determining the phase of the electric machine or the rotor angle of the output voltage and the phase voltage. The crank angle position can thus be determined with high resolution directly from the internal signal of the electric machine, so that the corresponding sensor wheel for determining the angle position or rotational speed and the associated sensor device can be dispensed with. This results in cost savings, which is particularly advantageous in particular for low-cost light motorcycles or light motorcycles. Furthermore, control functions such as position calculation of the injection, torque calculation, or learning functions for accurately calculating the OT position (top dead center position) can be significantly improved.
If the electric machine is not rigid but is coupled to the crankshaft of the internal combustion engine, for example, by means of a belt with a slip, the determination of the crank angle position is advantageously carried out as a function of the current value of the rotor angle and as a function of the slip of the belt. In order to determine slip, the rotational speeds of the two shafts, i.e. the generator shaft and the crankshaft, must be known. One solution for this is to use a camshaft position/rotational speed sensor, with which a reference for determining the slip can be used. Instead of or in addition to the information from the camshaft sensor, the generator can be used to supplement other position and rotational speed information, and in particular to dispense with a crankshaft sensor.
The computing unit according to the invention, for example a control device of a motor vehicle, is provided in particular in terms of program technology for carrying out the method according to the invention.
The implementation of the method according to the invention in the form of a computer program with program code to carry out all method steps is advantageous, since this results in particularly low costs, in particular when the control device to be implemented is also used for other tasks and is therefore already present. Suitable data carriers for supplying the computer program are, in particular, magnetic, optical and electrical memories, for example hard disks, flash memories, EEPROMs, DVDs etc. It is also possible to download the program via a computer network (internet, intranet, etc.).
Further advantages and embodiments of the invention result from the description and the drawings.
The invention is illustrated schematically by means of embodiments in the drawings and will be described hereinafter with reference to the drawings.
Drawings
Fig. 1 schematically shows a system consisting of a motor, a rectifying and voltage control circuit, a battery and a computing unit, which can be the basis of a preferred embodiment of the method according to the invention.
Fig. 2 schematically shows a characteristic field of the rotor angle of the electrical machine, as it can be determined during the course of a preferred embodiment of the method according to the invention.
Fig. 3 schematically shows a characteristic field of the rotor angle of the electrical machine, as it can be determined during the course of a preferred embodiment of the method according to the invention.
Detailed Description
Fig. 1 schematically shows a system 100 made up of an electric motor 110, a rectifier and voltage control circuit 120, a battery 140 and a computing unit 150, which is provided for carrying out a preferred embodiment of the method according to the invention.
The electric machine 110 is in particular designed as a generator in a motor vehicle, for example as a three-phase alternator (drehstromlichchmaschine) or as a so-called starter generator (starter generator), and is coupled to the crankshaft of a vehicle internal combustion engine, which is not explicitly shown in fig. 1 for the sake of clarity. For example, the motor 110 can be configured as a two-phase permanent magnet motor in which two voltage signals are induced that are 180 ° out of phase with each other. The battery 140 is in particular designed as a motor vehicle battery and can be part of the onboard electrical system.
The rectifier and voltage control circuit or voltage controller 120 has a plurality of switches, which are in this case designed as diodes 121, 122, 123, 124, by means of which the multiphase output voltage of the electric machine 110 can be rectified and made available to the vehicle battery 140 or the vehicle electrical system. For controlling the vehicle electrical system voltage, a (simpler) controller is provided, which has two further diodes 125, 126 and a switch 130, which is designed here as a MOSFET and by means of which a short circuit of the rectifying and voltage control circuit 120 can be generated.
The rectifier and voltage control circuit 120 or the switch 130 is operated together in a pulsed manner with a duty cycle dc in the course of pulse width modulation. For example, a high frequency switching signal between 10kHz and 100kHz is applied to the switch 130, causing the switch to switch the rectifying and voltage control circuit 120 back and forth with a rapid transition between the state of charge and the short circuit state of the battery 140. By pulse width modulation, a constant voltage is set at the output of the rectifying and voltage control circuit 120, independently of the subsequent state of charge of the battery 140.
In general, the quotient of the pulse duration (pulsedauer) of a pulse and the period duration (perioddendauer) between two pulses is referred to as the duty cycle dc (english) of the pulse width modulation. In the present example, the duty cycle dc is, inter alia, the ratio of the time that the rectification and voltage control circuit 120 is in the charging state to the sum of the times of the two states (i.e., the charging state and the short-circuit state).
The output voltage at the output of the motor is marked U in fig. 1out. The voltage drop at each diode and at the MOSFET130 is marked UDiodeAnd UMosfet. The voltage of the battery 140 is marked as UBat。
The computation unit 150 is formed at the control device and serves, in particular, to control the rectifier and voltage control circuit 120, in particular, to control the internal combustion engine. The control unit 150 is furthermore provided for determining the rotor angle and, as a function thereof, the rotational angle position of the crankshaft of the internal combustion engine. For this purpose, the control device 150 is provided, in particular, in terms of program technology, for carrying out a preferred embodiment of the method according to the invention.
To determine the current rotor angle θ, the voltage U is outputoutAt least one signal is determined as a function of the motor 110, each signal having one or more characteristicsA characteristic value, which occurs at least once per rotation of the rotor. These characteristic values are in particular zero crossings (for example, in this case rising or falling edges) of the output voltage and, in addition, each determine a time difference Δ t between two successive edges of the output voltage. The current value of the rotor angle θ is determined from the time difference Δ t and the duty cycle dc.
For this purpose, a characteristic field of the rotor angle θ with respect to the time difference Δ t and the duty ratio dc is stored in the control device 150. Such a characteristic field is schematically shown in fig. 2 and is labeled 200. The time difference or edge time shown is based on an edge interval of 30 ° KW (° CA, crank angle). Because of the output voltage UoutAnd at the output voltage UoutIs normally determined for the operation of the internal combustion engine, the current value of the rotor angle theta can be read from these values by means of the characteristic field 200.
Alternatively, the rotational speed n of the electrical machine 100 can also be determined, for example, as a time difference, and the current value of the rotor angle θ can be determined from the rotational speed n and from the duty cycle dc. For this purpose, a corresponding characteristic field of the rotor angle θ in relation to the rotational speed n and the duty cycle dc can be stored in the control device 150, as is schematically illustrated in fig. 3 and referenced 300.
Such a characteristic field 200 or 300 for determining the rotor angle can be determined, in particular, during a setup phase or a production process of the electric motor 110 and stored in the control device 150.
The crank angle position determined according to one of the above-described methods is then used in particular for controlling an internal combustion engine, wherein for example an injection time, an ignition time and a top dead center are determined as a function of the determined angle position, and a speed-and position-based control function is calculated and implemented.
Claims (13)
1. Method for determining the rotor angle (theta) of an electric machine (110) comprising a rotor and a stator, which electric machine is coupled directly or variably to the crankshaft of an internal combustion engine, wherein a rectifying and voltage control circuit (120) and a battery (140) are connected downstream of the electric machine (110),
wherein the rectifying and voltage control circuit (120) is switched back and forth between a charging state and a short-circuit state in a pulsed manner with a duty cycle in order to influence its output voltage, and
wherein at least one signal of the electric machine (110) has in each case one or more characteristic values which occur in each case at least once per revolution of the rotor,
it is characterized in that the preparation method is characterized in that,
the current value of the rotor angle (theta) is determined from the time difference (delta t) between two characteristic values of at least one signal and from the duty cycle (dc).
2. A method according to claim 1, wherein the current value of the rotor angle (θ) is determined from the time difference (Δ t) or the rotational speed (n) and from the duty cycle (dc) by means of a characteristic field (200, 300) of the rotor angle.
3. The method according to claim 2, wherein the property field (200, 300) is determined by means of measurement data.
4. A method according to claim 2 or 3, wherein the characteristic field (200, 300) is determined by means of simulation.
5. The method according to any one of claims 2-4, wherein the characteristic field (200, 300) is determined by means of measurement data and the control points in the characteristic field (200, 300) are determined by means of simulation.
6. The method according to one of the preceding claims, wherein the rectification and voltage control circuit (120) is controlled in pulses such that at least two control cycles are carried out in the time difference (Δ t) between two characteristic values of at least one signal.
7. The method according to one of the preceding claims, wherein the rectification and voltage control circuit (120) is controlled in a pulsed manner during pulse width modulation.
8. The method according to any one of the preceding claims, wherein a rotational speed signal of the electric motor (110) and/or an output voltage at an output of the electric motor (110) is determined as the at least one signal.
9. A method according to any one of the foregoing claims, in which the angular position of the crankshaft is determined as a function of the current value of the rotor angle (Θ).
10. Method according to any of the preceding claims, wherein the internal combustion engine is operated according to the determined rotational angle position of the crankshaft.
11. A computing unit (150) provided for implementing all method steps of the method according to any one of the preceding claims.
12. Computer program causing a computing unit (150) to carry out all method steps of the method according to any one of claims 1-10, when executed on the computing unit (150).
13. A machine-readable storage medium having stored thereon a computer program according to claim 12.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018217109.2 | 2018-10-05 | ||
| DE102018217109.2A DE102018217109B4 (en) | 2018-10-05 | 2018-10-05 | Method for determining a pole wheel angle of an electrical machine |
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| Publication Number | Publication Date |
|---|---|
| CN111007275A true CN111007275A (en) | 2020-04-14 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201910949109.2A Pending CN111007275A (en) | 2018-10-05 | 2019-10-08 | Method for determining a rotor angle of an electric machine |
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| CN (1) | CN111007275A (en) |
| DE (1) | DE102018217109B4 (en) |
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| DE102017222841A1 (en) * | 2017-12-15 | 2019-06-19 | Robert Bosch Gmbh | Method for determining a rotational angle position of a crankshaft of an internal combustion engine |
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Also Published As
| Publication number | Publication date |
|---|---|
| DE102018217109B4 (en) | 2021-05-20 |
| DE102018217109A1 (en) | 2020-04-09 |
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