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. 2020 Sep 25;20(19):5494.
doi: 10.3390/s20195494.

A Magnetoelectric Automotive Crankshaft Position Sensor

Roman Petrov  1 , Viktor Leontiev  1 , Oleg Sokolov  1 , Mirza Bichurin  1 , Slavcho Bozhkov  2 , Ivan Milenov  3 , Penko Bozhkov  4
Affiliations

A Magnetoelectric Automotive Crankshaft Position Sensor

Roman Petrov et al. Sensors (Basel). .

Abstract

The paper is devoted to the possibility of using magnetoelectric materials for the production of a crankshaft position sensor for automobiles. The composite structure, consisting of a PZT or LiNbO3 piezoelectric with a size of 20 mm × 5 mm × 0.5 mm, and plates of the magnetostrictive material Metglas of the appropriate size were used as a sensitive element. The layered structure was made from a bidomain lithium niobate monocrystal with a Y + 128° cut and amorphous metal of Metglas. Various combinations of composite structures are also investigated; for example, asymmetric structures using a layer of copper and aluminum. The output characteristics of these structures are compared in the resonant and non-resonant modes. It is shown that the value of the magnetoelectric resonant voltage coefficient was 784 V/(cm·Oe), and the low-frequency non-resonant magnetoelectric coefficient for the magnetoelectric element was about 3 V/(cm·Oe). The principle of operation of the position sensor and the possibility of integration into automotive systems, using the CAN bus, are examined in detail. To obtain reliable experimental results, a special stand was assembled on the basis of the SKAD-1 installation. The studies showed good results and a high prospect for the use of magnetoelectric sensors as position sensors and, in particular, of a vehicle's crankshaft position sensor.

Keywords: automotive sensor; crankshaft position sensor; magnetoelectric effect; magnetoelectric sensor; magnetoelectric structure.

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Conflict of interest statement

The authors declare no conflict of interest.

Figures

Figure 1
Figure 1
The asymmetrical ME structures.
Figure 2
Figure 2
ME coefficient of the multiferroic layered structure based on LiNbO3/Metglas. The solid lines are theoretical curves, and the dots are experimental data (blue—symmetrical; red—asymmetrical with Cu; and black—asymmetrical with Al).
Figure 3
Figure 3
Sensor design: 1 is the sensor casing, 2 is the supporting bar, 3 is the PCB of the comparator, 4 is the ME element, and 5 is the permanent magnet.
Figure 4
Figure 4
Schematic diagram of the signal processing.
Figure 5
Figure 5
Principle of the operation of the ME CKP. (a) ME sensor is located above the tooth; (b) ME sensor is located between the teeth in the gap.
Figure 6
Figure 6
The measurement stand. (a) general view of the stand; (b) ME CKP and the crankshaft pulley.
Figure 7
Figure 7
Form of the signals of the CKP sensors. (a) Metglas/PZT/Metglas; (b) Metglas/LiNbO3/Al.
See this image and copyright information in PMC

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