DE102007024416A1 - Method for detecting current and future turning parameter of crankshaft of combustion engine, involves determining rotating parameter of camshaft from control unit that obtains signal from camshaft sensor - Google Patents

Abstract

The method involves determining a rotating parameter of a camshaft from a control unit. A rotating parameter of the crankshaft (100) is detected by an opposite functional connection of the rotating parameter of the camshaft with the rotating parameter of the crankshaft. The control unit obtains a signal from a camshaft sensor, which cooperates with a camshaft sensor wheel formed as teeth wheel. An independent claim is also included for a device for detecting a current and a future turning parameter of a crankshaft of a combustion engine.

Description

The The invention relates to a method for determining and a device to identify a current and / or a future one Drehparameters a crankshaft of an internal combustion engine.

The Speed or the position of the crankshaft is one of the elementary sizes in the engine control modern Internal combustion engines. Injection, ignition (gasoline engines) as well as a multiplicity of further functions are directly to the Crankshaft speed and the crankshaft position coupled.

at Internal combustion engines usually become the intake and exhaust valves of the cylinders by a camshaft mechanically coupled to the crankshaft opened and closed again. The injectors for the fuel, as well as an existing in gasoline engines ignition however, are generally not mechanically but electronically an engine control unit (ECU = Engine Control Unit) controlled. To the injection times and important for gasoline engines Ignition times for the respective cylinder To be able to calculate, the engine control must be at any time be known a rotational position of the crankshaft. Furthermore, at a start of the engine initially a current crankshaft position be determined before a first ignition can take place.

In the prior art, a position and speed detection of the crankshaft with a 60-2 Zähnerad (Kurbelwellengeberrad) takes place on the crankshaft, and a crankshaft sensor, which operates mostly inductively or according to the Hall principle. See also 3 and the associated section in the figure description, wherein in 3 For clarity, less than 60-2 teeth are shown on Kurbelwellengeberrad.

in this connection 60 teeth are evenly over distributed a circumference of the Kurbelwellengeberrads, the missing Both teeth form a reference gap, the one Reference to top dead center (TDC) of cylinder one of the internal combustion engine create. In order to distinguish between 4-stroke engines, whether it is an ignition TDC or a charge exchange OT is, a camshaft sensor is installed on the camshaft, in cooperation with a Nockenwellengeberrad on the camshaft over it Information gives. The camshaft sensor wheel for detecting the crankshaft position is designed as a so-called half moon construction, so that the per revolution of the camshaft only one rising and one falling edge of the crescent construction to be detected, which meets the technical requirements, however.

By the 60-2 toothed wheel on the crankshaft is a resolution the crankshaft position up to about 6 ° possible. By an interpolation and / or an extrapolation can be a resolution of the crankshaft position up to about 0.1 ° without To reach big mistakes, what the technical requirements in terms of injection and ignition (gasoline engines) in the rule is enough.

in the The prior art is a detection of a rotation parameter (u. Speed, angular position) of a crankshaft technically complex and a facility needed for this cramped conditions in an internal combustion engine relative lots of space. In addition, these systems are due technically more susceptible to the use of two wave sensors against failures and comparatively expensive in the manufacture, installation and maintenance.

It An object of the invention is an improved method for determining a current and / or a future rotation parameter a crankshaft of an internal combustion engine available to deliver. Furthermore, it is an object of the invention to provide a device to specify. The invention The method should at least have sufficient accuracy in determining a rotational parameter of the crankshaft. Furthermore, the should On the one hand, the method can be implemented inexpensively and On the other hand, a device for carrying out the method require little space and a low number of components include, so by the inventive method and the inventive device cost advantages during manufacture, assembly and maintenance.

The The object of the invention is achieved by a method and a device to identify a current and / or a future one Drehparameters a crankshaft of an internal combustion engine according to claim 1 or solved according to claim 31.

The device according to the invention makes do without a crankshaft sensor wheel and without a crankshaft sensor, as well as devices connected thereto, so that a determination of a rotational parameter of the crankshaft takes place indirectly via a camshaft. Here, according to the invention on the camshaft of the internal combustion engine designed as a Zähnerad Nockenwellengeberrad is provided that is scanned by a camshaft sensor. A signal of the camshaft sensor is provided to a control device of the internal combustion engine which determines from the signals of the camshaft sensor a rotational parameter of the camshaft and therefrom a rotational parameter of the crankshaft, or directly from the signals of the camshaft sensor a rotational parameter of the crankshaft. Ie. According to the invention, a rotational parameter of the crankshaft is recorded indirectly via a Rotational parameters of the camshaft determined.

This is possible because it has a given, functional Relationship of a rotational parameter of the camshaft with a rotational parameter the crankshaft gives. This given functional relationship between a rotational parameter of the camshaft and a rotational parameter of Crankshaft is almost always on a fixed assignment of the crankshaft to the camshaft in the speed ratio of 2: 1 given.

Under Circumstances can at certain times this ratio vary slightly, being for one Case a phase adjustment between crankshaft and camshaft is provided, by means of which a phase between the crankshaft and the camshaft is adjustable. Such a phase adjustment works preferably hydraulically, wherein by varying the phase between the crankshaft and the camshaft a valve overlap an intake valve with an exhaust valve changed can be.

has the internal combustion engine on two camshafts, with only one means the phase adjustment is adjustable, it is preferred the device according to the invention on the camshaft provided without Phasenverstelleinrichtung. Furthermore, the inventive Device preferably provided on that camshaft, which has a lower tendency to torsional vibrations; usually is this is the camshaft for the intake valves.

One Rotational parameter of the crankshaft or a rotational parameter of the camshaft can z. B. a respective speed, a respective rotational / angular position, a respective instantaneous position, a respective angular velocity, a respective angular acceleration and / or a change be a respective angular acceleration.

In a preferred embodiment of the invention is the Camshaft sensor designed as an inductive sensor with a gear consisting preferably made of iron interacts. The tooth flanks The teeth are preferably radially from the Nockenwellengeberrad from. In another preferred embodiment of the invention the camshaft sensor is designed as a Hall sensor with a Nockenwellengeberrad preferably designed as a diaphragm rotor interacts.

by virtue of structural conditions and a temporal resolution Currently, the camshaft sensor wheel may not be like the crankshaft encoder wheel 60-2 teeth are formed. Therefore, the camshaft sensor wheel has preferably at least about 8 and currently at most about 25 to 30 teeth on. In particular, the Nockenwellengeberrad as a gear or Aperture rotor formed and in current applications in internal combustion engines equipped with 16-1 teeth. Depending on the future Applications (available space, resolution of the camshaft sensor), it is of course possible any number of teeth on the camshaft sensor wheel provided. As long as a signal quality of the camshaft sensor not suffering too much from it, it is preferable as possible many teeth (> 30) to provide on Nockenwellengeberrad.

Around at least the same or a similar accuracy in Determining a rotational parameter of the crankshaft to be obtained According to the invention additional, available standing signals for a course determination of a rotary parameter used. With a course of a rotation parameter is here its behavior meant, which begins in a past and in a predicated - predicted - future ends. Preference is given to a relation to the present short-term course of a rotary parameter, for a short term - in the future lying -prädiziert. That is, that z. B. due to an (interpolated) past a future period of extrapolation is extrapolated additional information available is modified. Ie. the period of time which starts from the present lying in a short-term future is predicated.

The additional information available can z. B. from a speed signal, an ABS signal (Wheel speed sensor ABS), an accelerator pedal signal, a throttle signal, an air mass signal, an intake manifold pressure signal, a brake signal, a clutch signal and / or other signals. Furthermore, a signal of a combustion exposure detection (Misfire detection) for a prediction according to the invention be used.

Further is preferred for each time a rotation parameter of Camshaft or the crankshaft based on the signals of the camshaft sensor formed, which preferably by an interpolation and / or extrapolation the signals is reached. This can be z. B. linear or non-linear respectively. So z. B. an interpolation polynomial, a piecewise (linear) interpolation, Hermite interpolation, trigonometric Interpolation and / or logarithmic interpolation applicable.

In this case, the camshaft signals of the camshaft sensor are analyzed accordingly, wherein preferably a time span of two registered by the camshaft sensor tooth flanks of the Nockenwellengeberrads is received. Such a period of time is referred to as tooth time, wherein the rotational parameters of at least one tooth period and give the geometric dimensions of the Nockenwellengeberrads.

Especially is inventively used to determine a current or a future rotary parameter a history of the Course of this or another rotational parameter of the crankshaft or the camshaft for estimating about a future course of a rotational parameter used. This is due to the camshaft signals and / or due to the additional information.

at the method according to the invention are on the one hand two operating modes of the internal combustion engine and on the other hand two prediction modes distinguished. Here is an operating mode of the internal combustion engine a stationary operation and another an unsteady operation. A prediction mode is a primary prediction and another a secondary prediction, where the primary prediction prefers the additional information and the secondary prediction prefers the information processed the camshaft sensor. However, it is also possible additionally in the primary prediction the Signals of the camshaft sensor and / or in the secondary prediction in addition to the camshaft signals at least partially to process the additional information.

in the Stationary operation of the internal combustion engine becomes a turning parameter by a temporal interpolation of the signals of the camshaft sensor educated. Ie. a primary prediction takes place here preferably does not take place, but it is done by the controller prefers exclusively a secondary prediction.

in the Instationärbetrieb the internal combustion engine come - apart exceptions such as disengaged gear train, low speed, Start - both the primary prediction as well as the secondary prediction (make up together a parameter course prediction) is used.

In a preferred embodiment of the invention flow the findings of primary prediction and the Findings of secondary prediction are not equal Part in determining a rotation parameter in this one. Ie. it finds a weight between primary prediction and secondary prediction instead. Preferably, the Weighting based on a currently available information density of the Primary prediction information and a current one existing information density of the secondary prediction information calculated. In this case, the one prediction gets higher trust, which a higher information density includes.

in this connection the respective information density can be linear or not linear (overweight or underweight) in the determination of a Incorporate rotational parameters. Furthermore, it is preferred that Weighting of a speed or a vehicle speed to make dependent, in which the relevant internal combustion engine installed with the device according to the invention is and performs the inventive method.

As a general rule It can be said that at a high speed of the camshaft High information density in secondary prediction is and over the primary prediction is prioritized. At a comparatively low speed of Camshaft is analogous to the primary prediction prioritized over the secondary prediction.

In preferred embodiments of the invention are the Signals of the camshaft sensor and the additional information by means of processed by a fuzzy logic.

In A preferred embodiment of the invention is a Rotation parameters of the camshaft and / or crankshaft free of Torsional vibration shares. Stir the torsional vibration components of torsional vibrations of the camshaft ago, since these at different Rotary positions of a different mechanical stress is exposed.

It are basically two torsional vibration parts of the camshaft from each other to distinguish. On the one hand result torsional vibrations of the camshaft of structural conditions of the internal combustion engine. These torsional vibration parts are fix given and can be done easily considered in the determination of a rotational parameter become. On the other hand, torsional vibration components in the relevant Rotational parameters depending on a speed of the camshaft and / or a load of the internal combustion engine. These proportions are experimental determined, stored in the controller and when Predict considered a rotational parameter. It is also possible Torsional components via a frequency analysis or a Minimize or eliminate FFT analysis.

Prefers work in embodiments of the invention to each a certain proportion of the primary prediction and the secondary prediction when determining a rotation parameter together. However, it is preferred that in the disengaged state, in Idle, at a low speed the secondary prediction exclusively or almost exclusively comes. Furthermore, it is preferable to use the secondary prediction always to be considered when determining a rotation parameter.

The big advantage of the invention Method of the invention or device is that despite the elimination of the Kurbelwellengeberrads and the crankshaft sensor, an exact determination of a rotational parameter of the crankshaft, in particular a crankshaft position and an engine speed (= crankshaft speed) is possible. There are no restrictions on the operation of the internal combustion engine, but according to the invention, there is a clear (cost) saving potential since components and their installation and maintenance can be dispensed with. These include the crankshaft sensor, the Kurbelwellengeberrad and a wiring for this, an input circuit on the control unit including a pinned, etc. Furthermore, there is a smaller footprint in the inventive device. Furthermore, the method according to the invention is suitable for so-called limp home operation, ie emergency operation.

Further is it possible, the inventive Method for a direct determination of a rotational parameter of the crankshaft apply. Here is for the camshaft sensor a Kurbelwellengeberrad, which is now designed as a crankshaft sensor Camshaft sensor is scanned. From the camshaft signal is then a crankshaft signal. By this alternative of the invention a very exact rotational parameter determination of the crankshaft is realized where a crankshaft position resolved too far below 0.1 ° can be. A distinction between the ignition TDC and the TDC preferably takes place by means of the conventional crescent construction instead of.

additional Embodiments of the invention will become apparent from the others dependent claims.

The Invention will be described below with reference to exemplary embodiments explained in more detail with reference to the schematic drawing. In the drawing show:

1 in a side view of an internal combustion engine of a motor vehicle;

2 a detailed view of the 1 in an area of an engine block and a cylinder head of the internal combustion engine;

3 a device according to the prior art (index: ') for determining a rotational parameter of a crankshaft;

4 a device according to the invention for the indirect determination of a rotational parameter of the crankshaft;

5 a detailed view of the 4 in the range of a camshaft sensor according to the invention;

6 a schematic diagram of a prediction according to the invention of a speed curve of the crankshaft;

7 the prediction according to the invention in a reduction of a speed of the motor vehicle;

8th the prediction according to the invention when driving through a gradient;

9 a control device for determining a rotational parameter of the crankshaft with its input (left) and output signals (right);

10 a diagram with torsional vibration and torsional vibration-corrected camshaft signals;

11 a camshaft and a speed or ABS wheel speed signal for explaining an information density of the respective signal

12 an alternative of the invention, wherein a rotational parameter of the crankshaft is determined directly; and

13 Alternatives for determining tooth times of different donor wheels.

The inventive method and the invention Furnishings are mainly based on a indirect rotation parameter determination of a crankshaft of an internal combustion engine (Diesel or gasoline engine) for a motor vehicle closer explained. It is possible, however, by means of Device according to the invention a Drehparameterermittlung to realize another wave. It is also possible the inventive method not only on internal combustion engines for motor vehicles but generally applicable. this applies in particular for an inventive Primary and secondary prediction, which It allows additional information in a determination a rotation parameter of a shaft, so as to obtain a rotation parameter more accurate than was previously possible to determine. So is it z. B. possible, the inventive method and the device according to the invention on electric motors and / or gas turbines. In particular, by means of the method according to the invention also a direct determination of a rotational parameter of the crankshaft possible (see below).

Further, if in the following of a rotational parameter is mentioned, it should be a speed, a rotational / angular position, an instantaneous position, an angular velocity, an angular acceleration and / or a change of an angular acceleration, wherein a respective parameter is a crankshaft (index: 100 ) or a camshaft (index: 200 ). Between a rotational parameter of the crankshaft and a rotational parameter of the camshaft can be based on a substantially fixed ratio of 2: 1 (for a phase shift between the crankshaft and the camshaft, see above); ie also that a statement regarding a rotational parameter of the crankshaft applies analogously to the camshaft and vice versa.

A Marking of the prior art finds in the drawing and the figure description by a superscript (') instead.

The 1 shows an internal combustion engine 1 with four cylinders 40 , which is an intake tract 2 , an engine block 3 , a cylinder head 4 and an exhaust tract 5 includes. The intake tract 2 preferably has a throttle valve 20 , a collector 21 and a suction tube 22 on that via an intake port in the engine block 3 to a cylinder 40 is guided. The engine block 3 also has a crankshaft 100 on that over a connecting rod 42 with a piston 41 a cylinder 40 is mechanically coupled. The cylinder head 4 includes a valve train with gas exchange valves 30 . 31 - Preferably at least one inlet valve 30 and preferably at least one exhaust valve 31 -, as well as these associated valve actuators 250 , each as a cam 250 a camshaft 200 (see in addition also 2 ) are formed. In a combustion chamber 50 the internal combustion engine 1 protrudes an injection valve 32 for injecting fuel into it. Is the internal combustion engine 1 designed as a gasoline engine, so this also has a in the combustion chamber 50 protruding spark plug 33 on. For a diesel engine, the spark plug is missing 33 Therefore, the apt reference number is in 1 shown in parentheses.

2 shows a slightly more detailed section of the internal combustion engine 1 in the area of their engine block 3 and her cylinder head 4 , wherein the internal combustion engine 1 with two overhead camshafts 200 is trained. However, it is also possible to have a different number of camshafts 200 to provide in the invention. Of course, this also applies to a number of cylinders 40 the internal combustion engine 1 ,

The 3 shows a device 10 ' according to the prior art for determining a rotational speed N ₁₀₀ . and / or a rotational position P ₁₀₀ , the crankshaft 100 , This device 10 ' According to the prior art is designed as an incremental pickup system and points to the crankshaft 100 a crankshaft sensor wheel 110 ' on, which is designed as Zähnerad. The crankshaft sensor wheel 110 ' has 60-2 teeth 212 ' (in the 3 are less teeth for clarity 212 ' shown), the flanks of which from a crankshaft sensor 301 ' be detected and as a crankshaft signal KW 'a control device 400 , z. B. a motor controller 400 , to provide. By an interpolation of the crankshaft signals KW 'can thus achieve a resolution accuracy of the crankshaft position P ₁₀₀ to 0.1 °.

To an ignition TDC of a charge exchange TDC when setting up 10 ' to be able to distinguish according to the prior art, receives the control device 400 further information from a camshaft sensor 300 ' that with one on the camshaft 200 provided half segment disc 210 ' interacts. This can be due to the half speed of the camshaft 200 opposite the crankshaft 100 the ignition OT certainly differ from the charge change OT. For this purpose, the control device receives 400 from the camshaft sensor 300 ' a corresponding camshaft signal NW '.

4 and 5 show a device according to the invention 10 for determining a rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 , Here, the corresponding rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ indirectly via a camshaft sensor device 300 determined; that is, via a determination of a rotational parameter N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α _{200 of} the camshaft 200 ,

For this purpose, the control device receives 400 a corresponding camshaft signal NW from the camshaft sensor device 300 ,

According to the invention, the crankshaft sensor 301 ' and on the crankshaft sensor wheel 110 ' waived. [In an alternative method of the invention (see below), however, they find an application]. The crescent construction 210 ' on the camshaft 200 is extended to a toothed wheel. According to the invention, a detection of a rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft takes place 100 on the camshaft 200 , For this purpose, the corresponding rotational parameters N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α _{200 of} the camshaft 200 certainly. This is possible because of a camshaft drive 190 (Timing belt, timing chain, king shaft, gear set, etc.) a fixed assignment (f) of the crankshaft 100 to the camshaft 200 in the speed ratio of substantially 2: 1 is given. Should a phase adjustment between crankshaft 100 and camshaft 200 be provided: see above. According to the invention, the camshaft sensor transmits 300 no longer just a single rising or a single falling edge of the half segment disc 210 ' per revolution hung, but sends the rising and falling flanks 211 . 213 or tooth information or tooth times Δt _n (see also 11 ) of a Nockenwellengeberrads 210 to the controller 400 which derives information about a rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 determined (see also 9 ).

It is again expressly pointed out at this point that the rotational parameters N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 with the rotational parameters N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α _{200 of} the camshaft 200 This means that it ultimately does not matter whether a respective rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 only via a calculation of a rotational parameter N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α _{200 of} the camshaft 200 is determined, or whether a respective rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 directly from the camshaft signal NW of the camshaft sensor device 300 is determined.

An installation space in the area of the camshaft sensor wheel 210 is usually limited so that a maximum diameter of the Nockenwellengeberrads 210 is limited. However, since in the circumferential direction of the Nockenwellengeberrads 210 a minimum width of a tooth 212 of the camshaft sensor wheel 210 must be given to a safe detection of a camshaft sensor 300 passing tooth 212 to ensure a maximum number of teeth is limited 212 on the camshaft sensor wheel 210 (please refer 5 ).

In the present example, the camshaft sensor wheel 210 as a toothed wheel with 16-1 teeth 212 trained, with 16 teeth 212 evenly distributed around the circumference (spaces between 214 between two adjacent teeth 212 in the circumferential direction the same size) and a tooth 212 is omitted (218) or two teeth 212 be bridged ( 219 ); ie there are 15 teeth 212 on the camshaft sensor wheel 210 , Another number of teeth 212 is of course possible, and this also preferably uniformly on the circumference of the Nockenwellengeberrads 210 are arranged distributed.

By only half the rotational frequency of the camshaft 200 opposite the crankshaft 100 if a further distinction of an ignition TDC from a charge exchange TDC is no longer necessary. The detection of the ignition OT or of the charge exchange OT results from the missing tooth 218 or a closed tooth gap 219 on the camshaft sensor wheel 210 , It is of course possible more than just a missing tooth 218 or more than just a closed tooth gap 219 on the camshaft sensor wheel 210 provided. These 218 . 218 ; 219 . 219 do not necessarily have to be directly adjacent to each other. Furthermore, it is conceivable, at least one missing tooth 218 and at least one closed tooth gap 219 on the camshaft sensor wheel 210 provided.

The camshaft sensor wheel 210 is z. B. as a gear 210 formed, which with a preferred inductive camshaft sensor 300 interacts. Furthermore, the Nockenwellengeberrad 210 z. B. as a diaphragm rotor 210 be formed, which preferably with a designed as a Hall sensor camshaft sensor 300 cooperates. It is of course possible to use the invention with a different configuration of camshaft encoder wheel 210 and camshaft sensor 300 form so long as a rotational parameter N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α _{200 of} the camshaft 200 is detectable.

By a smaller number of teeth 212 of the camshaft sensor wheel 210 over a conventional Kurbelwellengeberrad 110 ' and a merely half rotational frequency of the camshaft 200 opposite the crankshaft 100 Loses the system according to the invention in signal quality (information density ID, see below), including z. B. an accuracy of a position determination P _{100 of} the crankshaft 100 suffers. This loss of information should be compensated, since otherwise basic functions such. As an ignition (gasoline engine) or an injection of fuel, only insufficiently accurate can be displayed and so there is a risk, thereby a performance and emission behavior of the internal combustion engine 1 deteriorate.

According to the invention, this is intended between two operating states or operating modes of the internal combustion engine 1 namely a stationary operation SS (steady state) and a transient operation TS (transient state).

For the stationary operation SS provides the device according to the invention 10 or the inventive method is no limitation compared to the prior art. If the engine speed (crankshaft speed N ₁₀₀ ) is constant, so can from the engine control 400 (ECU) a camshaft position P ₂₀₀ and thus a crankshaft position P ₁₀₀ by a temporal interpolation of at least two successive teeth 212 or tooth flanks 211 . 211 ; 212 . 212 ; 211 . 212 ; 212 . 211 (Tooth time .DELTA.t _n ) are accurately detected. See also 11 ,

The situation is different in the instationary mode TS of the internal combustion engine 1 So when accelerating or decelerating a with the inventive device 10 equipped vehicle. Ie. the rotational parameters N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 or the rotational parameters N ₂₀₀ , P ₂₀₀ , ω ₁₀₀ , α _{100 of} the camshaft 200 change. It is possible that the existing number of teeth 212 on the camshaft sensor wheel 210 in Connection with a comparatively "slow" camshaft 200 (low speed N ₂₀₀ ) is not sufficient to z. B. a current rotational position P _{100 of} the crankshaft 100 be able to determine sufficiently accurately. Thus, additional information is necessary to obtain an accuracy of a rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 to increase.

This information is obtained in two ways. On the one hand, use is made of an availability of further sensor signals, wherein a speed signal V is preferred, which is also present in simple engine control systems (eg via a tachometer or an ABS wheel speed sensor). The signal V of a speed v of the vehicle in conjunction with a knowledge of an engaged gear (gear), is a safe measure of a rotational parameter N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ , in particular for a rotational speed N ₁₀₀ , the crankshaft 100 , However, a prerequisite for this is an engaged gear train. On the other hand, one looks at a (Drehparameter-) history and makes an estimate of their future course.

6 shows a basic approach of the method according to the invention on the basis of a constant acceleration a by analysis of a driven speed v. An analysis of the speed signal V (speed v) determines whether and how much the vehicle is decelerating or accelerating. Since a velocity profile due to a vehicle mass is subject to a certain inertia, it is well suited for a prediction of a rotational parameter N _100/200 , P _100/200 , ω _100/200 , α _100/200 , z. B. of in 6 shown course of the speed N ₁₀₀ .

The course prediction can be refined and improved with the help of further available signals. So z. B. an inclusion of an accelerator pedal signal PV (see also 7 and 8th ) important information about a future course. If the driver leaves the gas (accelerator signal PV decreases), the vehicle will be decelerated. If the accelerator pedal signal PV increases, an acceleration is to be expected.

In this case, it may be advantageous to further differentiate the prediction by means of an analysis of a driving or driver behavior in conjunction with a topography. If the vehicle speed v initially changes and, in response thereto, a change in the accelerator pedal signal PV occurs, the vehicle travels up an incline or downhill. Responds to the driver on how it z. In 8th is shown, is to be expected at a constant speed v (time t ₁ ). If the speed v of the vehicle changes as a result of a change in the accelerator pedal signal PV, as occurs, for example, in FIG. In 7 is shown, the driver acts and there is an acceleration a or, in the case of 7 , a delay a predicts.

Similar information as the accelerator pedal signal PV provides z. As a throttle angle (throttle signal TPS) or a sucked air quantity (air quantities or mass air flow signal MAF) or one of a Saugrohrdrucksensor 23 determined intake manifold pressure (intake manifold pressure signal MAP). Other signals to be included include a brake light switch (brake signal BLS) and a clutch switch (clutch signal CS).

The individual signal information is preferably treated according to the rules of the fuzzy technique, ie, tendencies (better, worse, more, less, etc.) are primarily formed. From all this information, a primary prediction PP of an expected course of a rotational parameter N _100/200 , P _100/200 , ω _100/200 , α _{100/200 is} formed. The signals NW of the camshaft sensor 300 consider separately in a secondary prediction SP.

This is schematically in 9 shown in which the control device 400 input side (left with respect to 9 ) receives the signals NW, V, ABS, TPS, MAF, MAP, BLS, CS, Z, LS, which are possible for the prediction, and a respective rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 determined. This can be done indirectly via one or more parameters N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α _{200 of} the camshaft 200 be done directly from the relevant signals NW, V, ABS, TPS, MAF, MAP, BLS, CS, Z, LS itself.

Which Signals NW, V, ABS, TPS, MAF, MAP, BLS, CS, Z, LS for the Prediction used depends on their suitability from. It is not necessary to read all signals NW, V, ABS, TPS, MAF, MAP, BLS, To process CS, Z, LS; Part of it can be completely perfect be enough. Preferably, the inventive process Predict the speed signal V / ABS in the primary prediction PP and the cam signal NW in the secondary prediction SP.

Further shows 9 On the input side, a signal LS of a combustion exposure detection, which is generated due to a lambda probe, a temperature sensor and / or a NO _x sensor (see below). In addition, other signals Z can be used for the prediction according to the invention.

The control device preferably calculates 400 a respective rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 from a functional relationship f of this rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ with a rotational parameter N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α _{200 of} the camshaft 200 , preferably with a corresponding rotational parameter N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α _{200 of} the camshaft 200 , The latter is called z. B. that the speed N ₁₀₀ crankshaft 100 from the speed N _{200 of} the camshaft 200 is determined. So z. For example: f: N ₁₀₀ = N ₂₀₀ x 2, where at certain times or periods a phase shift between the camshaft 200 and the crankshaft 100 can be taken into account.

In the secondary prediction SP, for example, a factor is formed from a ratio of two preceding tooth times Lt ₁ , Δt ₂ , this factor multiplied by the last tooth time Litt and from this a follow-up tooth time Δt ₃ calculated. In this case, several previous tooth times Δt can be taken into account.

The problem with the method according to the invention can be torsional vibrations of the camshaft 200 be. Press a cam 250 a gas exchange valve 30 . 31 against a valve spring force, so the rotational movement of the camshaft 200 braked. When closing the gas exchange valve 30 . 31 becomes the camshaft 200 by a in the respective return spring 34 . 35 stored energy in turn accelerates. Additionally act by a combustion in the combustion chambers 50 Gas forces, contrary to which the gas exchange valve in question 30 . 31 must be opened. The torsional vibrations are dependent, inter alia, on an engine speed (N ₁₀₀ ), a load, a number of cylinders, a valve spring constant, a valve lift, a timing belt and other engine design parameters such. Whether it is a V or in-line engine and a number of the camshafts 200 and valves 30 . 31 ,

Since a large part of these dependencies is fixed, remain as variabilities essentially a speed N _{200 of} the camshaft 200 or a rotational speed N _{100 of} the crankshaft 100 and the load of the internal combustion engine. Depending on these two variables, the torsional vibrations of frequency, amplitude and phase z. B. to determine experimentally. In the engine control 400 Correction thermals are then stored to the z. B. a current crankshaft position P _{100 is} corrected. Analogously, the other rotational parameters N ₁₀₀ , ω ₁₀₀ , α _{100 are} traversed. The torsional vibrations resulting from the fixed dependencies are modeled according to their dependencies and taken into account when determining the corresponding rotary parameters N _100/200 , P _100/200 , ω _100/200 , α _100/200 .

Another solution to counteract the torsional vibrations is to subject the camshaft signal NW online a frequency or an FFT analysis. The torsional vibration components are thereby determined and a relevant turning parameter N _100/200 , P _100/200 , ω _100/200 , α _100/200 corrected. Modern processors are quite capable of doing this.

10 shows exemplary of the camshaft signal NW the torsional vibration correction according to the invention for a constant travel and an accelerated ride.

For a further optimization of the device according to the invention 10 or of the method according to the invention, preference is given to a weighting and / or speed-dependent weighting of the primary PP and the secondary prediction SP. Of course, it is also possible according to the invention to use additional information (signals TPS, MAF, MAP, BLS, CS, Z, LS) in addition to the vehicle speed and / or speed-dependent information, or also any suitable signals NW, V, ABS, TPS , MAF, MAP, BLS, CS, Z, LS or any combination of these signals NW, V, ABS, TPS, MAF, MAP, BLS, CS, Z, LS.

In this case, that prediction PP, SP whose information density ID is greater, is correspondingly preferred. Ie. there is a weighting of primary PP and secondary prediction SP in the entire parameter course prediction. This is taken into account in a weighting factor X, wherein the relevant information density ID _PP , ID _{SP can be divided} according to their proportion linearly or nonlinearly to the relevant prediction PP, SP.

In the following, the prediction PP, SP according to the invention is explained in more detail by means of an example with the aid of an ABS wheel speed sensor from an antilock braking system which provides an ABS signal ABS which represents a measure of a driving speed v of the vehicle. See also 9 and 11 ,

With a tire size of 195 / 65-15 a tire circumference is about 1.99 m. At a driving speed v of 100 km / h, the wheel rotates about 14 times per second. That corresponds to a speed of 834 l / min. An equipped with 100 teeth ABS encoder wheel thus provides just as many information signals (ABS signal ABS), as a conventional crankshaft sensor 301 ' Coming with a crankshaft sensor wheel equipped with 60-2 teeth 110 ' cooperates at 1,400 l / min. Assuming an engine speed N ₁₀₀ of 2,800 l / min at 100 km / h, this indeed means a halving of the information, but also at the same time a significant increase in information compared to the camshaft sensor 300 Coming with a 16-1 tooth camshaft sensor wheel 210 interacts (60/16 · 2 = 7.5).

Tire size tolerances (different makes), tread wear, various wheel / tire combinations (195/65, 205/60 or 225/50) and / or fluctuating tire inflation pressure result in different speeds of travel v at the same engine speed N ₁₀₀ . This is countered by a comparison between the vehicle speed v (ABS signal) calculated from the ABS system and the vehicle speed v calculated from the engine speed N ₁₀₀ , preferably during a constant travel, in particular a fast constant travel. Ie. at certain intervals, z. B. at every start of the engine 1 and a subsequent constant travel or each constant travel, the vehicle speed v determined from the ABS signal ABS is compared with the vehicle speed v determined from the camshaft signal NW, and the vehicle speed v or the ABS signal itself determined from the ABS signal ABS corrected by a correction factor. The greater confidence in this case therefore has the camshaft signal NW. At a start of the internal combustion engine 1 the last determined correction factor is preferably used. An analogous procedure is z. B. by means of the speed signal V possible, the z. B. can come from the speedometer or a measuring device for the speedometer.

A another special feature is cornering. As a curve inside Wheel turns slower than an outside wheel, theoretically, two different speeds v are determined. ABS systems However, they are able to compare and average two and more speed signals (ABS signals ABS) an average vehicle speed v to calculate. The situation is similar with slip. Here is the signal of the non-driven for speed determination Wheels used.

In the present example, there is equality of information density if: N 100 · 16/2 = N wheel · 100th

Gearbox i _G and differential ratio i _D are to be considered as follows: N 100 = N wheel · i G · i D ,

In order to can for each gear a "motor speed limit" be calculated.

At higher engine speed N ₁₀₀ , the secondary prediction SP is prioritized (> 1: 1) and at lower engine speed N ₁₀₀ the primary prediction PP (<1: 1). It is advantageous to adhere to certain limits when weighting or prioritizing. Thus, the primary prediction PP should only come into play above a certain minimum driving speed (eg 20 km / h). Thus, vibrations of a drive train during the starting process have no negative influence. On the other hand, the secondary prediction SP should never be dispensed with altogether, even at high driving speeds, since it still provides reliable information about the engine speed N ₁₀₀ and the crankshaft position P ₁₀₀ .

If the driver steps on the clutch pedal (CS), only the secondary prediction SP is considered, as there is no longer a fixed coupling between vehicle speed v and engine speed N ₁₀₀ . In order to eliminate oscillations of the drive train even during switching operations, in particular after reconnection, the primary prediction PP is hidden for a certain period of time.

Particular attention is paid to idling the engine 1 to. Because modern internal combustion engines 1 are extremely friction-optimized, it requires only low disturbance torques to influence the idle. So as not to have to accept any restrictions on the idling quality, all parameters determining and influencing the momentum become each camshaft tooth 212 calculated and updated.

Mention should be made in this context, a so-called combustion misfire detection, z. B. using a lambda probe, a temperature sensor or a NO _x sensor. The combustion misfire detection is usually based on a comparison of consecutive segment times; ie the raw signals for this provides the speed or position sensor according to the invention 210 . 300 . 400 (10), or the inventive method. If, therefore, a desired accuracy can not be achieved with the above, a further signal LS is available by means of the combustion misfire identification, by means of which the method according to the invention can be supplemented.

In this context, on the DE 10 2005 020 139 A1 (Misfire detection from control difference of a lambda control or a temporal gradient of this size), the DE 10 2006 031 081 A1 (Misfire detection from an exhaust gas temperature, or from a combination of the exhaust gas temperature and a lambda deviation) and on the DE 199 13 746 C2 (Method for detecting exhaust gas deteriorating and catalyst-damaging dropouts in internal combustion engines) referenced.

Regarding 11 becomes an example of a determination of the rotational speed N _{100 of} the crankshaft 100 given. For this purpose, the camshaft signal NW and the speed signal V and the ABS signal ABS is used.

The information density of the cam signal NV results in: ID northwest = N 100 * 16/2.

The information density of the ABS signal ABS results in: ID SECTION = N wheel · 100 = [N 100 / (I G · D )] X 100, where i _{G is} a transmission and i _{D is} a differential ratio.

The weighting factor X is also calculated as: X = ID northwest / ID SECTION ,

It is preferred that the weighting factor X does not fall below a certain value. Ie. If, in the above formula, a value smaller than X _min results, it is set to X _min . The value for X _min is preferably between 0.1 and 0.25, in particular the value for X _min is 0.2.

It is of course also possible, the weighting factor X in another way, with the primary PP or the secondary prediction SP. or undervalued. This can be z. B. then be useful if a prediction PP / SP always a higher information density ID as another prediction SP / PP, or the Information density ID within a prediction SP, PP constant is. This is especially true for applications that are not refer to motor vehicles.

According to the invention, the rotational speed N _{100 of} the crankshaft is calculated in one embodiment of the invention 100 of the motor vehicle to: N 100, predicted = X · N predicted NW, + (1-X) * N predicted ABS, ,

So z. B. at a rotational speed N _{100 of} the crankshaft of 3,000 l / min (determined from the camshaft signal NW) and a wheel speed of N _wheel = 600 l / min (determined from the ABS signal ABS, where i _total = 5) an information density ID _{NW of} the cam signal to ID _NW = 400 (secondary prediction SP) and an information density ID _{ABS of} the ABS signal to ID _ABS = 1000 (primary prediction PP). From this, the weighting factor X is calculated to be X = 0.4. Substituted in the above equation this means: N 100, predicted = 0.4 · N predicted NW, + 0.6 · N predicted ABS, ,

Of course, it is also possible to carry out a weighting of the respective information density ID _PP , ID _SP other than a percentage proportional weighting. This can be z. B. also take place only for a certain period of time, while in turn for a different period on the proportionate weighting of the respective information density ID _PP , ID _SP is used.

in the The following explains when the primary prediction PP in addition to the secondary prediction SP Use and how high their influence.

is the vehicle speed v of the vehicle is smaller than a certain one Value, preferably less than 15-25 km / h, in particular smaller than 20 km / h, then preferably only the secondary prediction takes place SP and additionally prefers the torsional vibration correction instead of.

is the transmission of the vehicle in the disengaged state (CS = 1), then finds the secondary prediction SP and preferred additionally the torsional vibration correction takes place.

If the gearbox is in the engaged state (CS = 0) and there is a time interval Δt _NW (see 11 ) is smaller than a certain limit Δt _{NW, limit} and is a period Δt _{V / ABS} (see 11 ) Also smaller than a certain limit .DELTA.t _{V / ABS, limit} , so the vehicle is in steady state operation SS and again it is preferred only the secondary prediction SP and preferably additionally the torsional vibration correction takes place.

For all other cases, the corresponding rotation parameter N _100/200 , P _100/200 , ω _100/200 , α _100/200 results from a weighted primary PP and secondary prediction SP, wherein in turn preferably the torsional vibration correction takes place.

12 shows an application of the invention to a direct determination of a rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 ,

Here is a Kurbelwellengeberrad 110 [formerly camshaft encoder wheel 210 ] on the crankshaft 100 [formerly camshaft 200 ] provided by a crankshaft sensor 301 [formerly camshaft sensor 300 ] is scanned. Here is the Kurbelwellengeberrad 110 preferred as a Kurbelwellengeberrad formed according to the prior art. The crankshaft sensor device 301 sends a crank signal KW [formerly camshaft signal NW] to the controller 400 , A distinction of the ignition TDC from the charge cycle TDC preferably takes place as in the prior art via the half segment disc and a camshaft sensor cooperating therewith.

According to the invention, the method is now used for the course prediction of a rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 on this in 12 illustrated device 10 transfer. This makes it possible according to the invention, a Rotation parameters N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 resolve more accurately than was previously possible in the prior art. For this purpose, again the inventive primary prediction PP and / or the secondary prediction SP according to the invention are used for the respective operating modes SS, TS.

By such an embodiment according to the invention, a high information density ID of a respective rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 obtained, which in turn allows a precise course prediction of the relevant speed parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ .

For this alternative of the invention, only the top of the camshaft 200 Said, analogous to the crankshaft 100 be transmitted. Ie. from the camshaft 200 becomes the crankshaft 100 , from the camshaft sensor 300 becomes the crankshaft sensor 301 , from the camshaft sensor wheel 210 becomes the crankshaft sensor wheel 110 , from the camshaft signal NW, the crankshaft signal NW.

The above-mentioned functional relationship f between a rotational parameter N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 of} the crankshaft 100 and a rotational parameter N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α _{200 of} the camshaft 200 then results accordingly to 1: 1.

13 shows alternatives compared to 11 when determining tooth times Δt. In one embodiment of the invention according to 11 (above, determination of Δt _NW ) is in each case an incoming tooth flank 211 a tooth 212 detected and the time interval .DELTA.t measured between these two events. This period Δt forms a basis for interpolation.

13 now shows other events that can be used for interpolation. This becomes exemplary for the camshaft sensor wheel according to the invention 210 explained, but of course can be applied to other donor wheels. This is to be understood by the parenthesized reference numerals ( 211 ) 213 ) be clarified. So it is z. B. in reverse 11 possible, instead of the incoming tooth flanks 211 the leaking tooth flanks ( 213 ) to detect ( 13 , above). Furthermore, both tooth flanks ( 211 ) 213 ) are detected ( 13 , Middle); this is particularly advantageous if a respective interdental space ( 214 ) at least in the circumferential direction the same dimensions as a tooth ( 212 ) owns. Furthermore, the durations of the tooth times Δt may partially overlap ( 13 , below). Any other combinations are applicable here.

It must be ensured that an incoming edge ( 211 ) of a tooth ( 212 ) mostly a falling signal edge (NW) and an outgoing edge ( 213 ) of a tooth ( 212 ) usually corresponds to a rising signal edge (NW).

1

Internal combustion engine

2

intake system

3

block

4

cylinder head

5

outlet zone

10

Device for determining a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of a crankshaft 100 , Wellensensoreinrichtung, cam or indirect (not prior art) crankshaft sensor device, incremental pickup system

20

throttle

21

collector

22

suction tube

23

intake manifold pressure sensor

30

Inlet valve, (Gas exchange) valve

31

exhaust valve, (Gas exchange) valve

32

Injector (Petrol / diesel)

33

spark plug (Otto motor)

34

Valve spring, Return spring

35

Valve spring, Return spring

40

cylinder

41

piston

42

connecting rod

50

combustion chamber

100

crankshaft

110 '

Generator gear, Crankshaft generator gear; designed as a 60-2 toothed wheel (only State of the art)

190

Camshaft drive; Timing belt, timing chain, king shaft, gear set

200

Camshaft, preferred camshaft for intake valves [alternative of Invention: Crankshaft]

210 '

Half segment disk, Crescent construction (state of the art only)

210

Shaft encoder wheel, camshaft gear wheel (toothed wheel); trained z. B. as a gear (preferably in inductive camshaft sensor 300 ) or as a diaphragm rotor (preferably in a trained as a Hall sensor camshaft sensor 300 ) [Alternative to the invention: crankshaft sensor wheel]

211

incoming flank of the tooth 212 ; In electronic processing, this usually corresponds to the falling signal edge

212

Tooth, should also include the term aperture

213

expiring flank of the tooth 212 ; In electronic processing, this usually corresponds to the rising signal edge

214

Space between two directly adjacent teeth 212

218

missing Tooth, missing teeth

219

closed Tooth gap, closed tooth gaps

250

Cam, valve drive

300

Camshaft sensor, Wave sensor; preferably Hall sensor or inductive sensor [alternative of the Invention: Crankshaft Sensor]

301 '

Crankshaft sensor, Shaft sensor (state of the art only)

400

Controller, Engine control, ECU

N

Turning parameters: Speed of the crankshaft 100 /Camshaft 200 ; N ₁₀₀ also engine speed

P

Turning parameters: rotary / angular position, instantaneous position of the crankshaft 100 /Camshaft 200

ω

Rotation parameters: Angular velocity of the crankshaft 100 /Camshaft 200

α

Rotation parameters: Angular acceleration of the crankshaft 100 /Camshaft 200

U ₀

electrical supply voltage of the camshaft sensor 300

U _S

electrical sensor voltage of the camshaft sensor 300

i _G

gear ratio

i _d

differential ratio

Δt _n

Time to pass two or more teeth 212 or tooth flanks 211 . 211 ; 212 . 212 ; 211 . 212 ; 212 ; 211 of the camshaft sensor wheel 210 ; dental time

t

Time

v

speed of the vehicle

a

Acceleration / deceleration of the vehicle

f

functional relationship between a rotational parameter N, P, ω, α (index: 200 ) of the camshaft 200 with a rotation parameter N, P, ω, α (index: 100 ) of the crankshaft 100 , z. B. f: N ₁₀₀ = N ₂₀₀ x 2, possibly taking into account a partial phase shift between the camshaft 200 and crankshaft 100 at certain times / points

PP

Primärprädiktion, ((Parameter) progression) prediction, prediction mode

SP

Sekundärprädiktion, ((Parameter) progression) prediction, prediction mode

SS

Stationary operation (Steady State), operating mode of the internal combustion engine 1

TS

Transient state, operating mode of the internal combustion engine 1

ID

information density

X

weighting factor between the camshaft signal and at least one further signal V, ABS, PV, TPS, MAF, MAP, BLS, CS, Z

northwest

camshaft signal [Alternate Invention: Crankshaft Signal]

V

speed signal

SECTION

ABS signal, ABS wheel speed signal

PV

Accelerator pedal signal

TPS

throttle signal

MAF

Air mass signal

MAP

Saugrohrdrucksignal

BLS

brake signal

CS

clutch signal

LS

Signal of combustion exposure detection due to z. B. a lambda probe, a temperature sensor, a NO _x sensor

Z

other signals

KW '

crankshaft signal (only state of the art)

'

Labelling of the prior art

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• DE 102005020139 A1 [0096]
• DE 102006031081 A1 [0096]
• - DE 19913746 C2 [0096]

Claims (39)

Method for determining a current and / or a future rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of a crankshaft ( 100 ) an internal combustion engine ( 1 ), whereby a control device ( 400 ) a rotational parameter (N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) of a camshaft ( 200 ) and over a given functional relationship (f) of a rotational parameter (N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) of the camshaft ( 200 ) with a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of the crankshaft ( 100 ), at least one rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of the crankshaft ( 100 ) is determined. Method according to claim 1, wherein the control device ( 400 ) a signal (NW) from a camshaft sensor ( 300 ) equipped with a Zähnenerad Nockenwellengeberrad ( 210 ) cooperates. Method according to claim 1 or 2, wherein determining a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of the crankshaft ( 100 ), without directly determining a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of the crankshaft ( 100 ) he follows. Method according to one of claims 1 to 3, wherein the determination of a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) of the crankshaft ( 100 ) or the camshaft ( 200 ) by an analysis of the camshaft signals (NW) of the camshaft sensor ( 300 ), wherein a tooth time (At _n ) of at least two on the camshaft sensor ( 300 ) passing, successive teeth ( 212 ) or tooth flanks ( 211 . 211 ; 212 . 212 ; 211 . 212 ; 212 . 211 ) of the camshaft sensor wheel ( 210 ) is taken into account. Method according to one of claims 1 to 4, wherein the determination of a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) takes place such that from a history of a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) of the crankshaft ( 100 ) or the camshaft ( 200 ) an estimation over a course of a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of the crankshaft ( 100 ) he follows. Method according to one of claims 1 to 5, wherein the determination of a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) further takes place such that additional, available information into the estimate of a profile of a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ). Method according to one of claims 1 to 6, wherein in an operating mode (SS, TS) of the internal combustion engine ( 1 ), in particular in a stationary mode (SS), a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) from the control device (SS) 400 ) is determined by temporal interpolation of at least one tooth time (At _n ). Method according to one of claims 1 to 7, wherein in an operating mode (SS, TS) of the internal combustion engine ( 1 ), in particular in an instationary operation (TS), the determination of a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) is carried out by a parameter course prediction (PP, SP) the camshaft signals (NW) and / or at least one additional signal (V, ABS, PV, TPS, MAF, MAP, BLS, CS, Z) are processed, which of the control device ( 400 ) is available. Method according to one of claims 1 to 8, wherein in the context of a primary prediction (PP) by the control device ( 400 ) the additional signals (V, ABS, PV, TPS, MAF, MAP, BLS, CS, Z) are processed, and a profile of a rotational speed parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) is determined. A method according to claim 8 or 9, where the primary prediction (PP) is a speed signal (V) and / or an ABS signal (ABS) processed. Method according to one of the claims 8 to 10, wherein the primary prediction (PP) a Accelerator pedal signal (PV), a throttle signal (TPS), an air mass signal (MAF), an intake manifold pressure signal (MAP), a brake signal (BLS) Clutch signal (CS) and / or other signals (Z) processed. Method according to one of the claims 8 to 11, wherein the primary prediction (PP) a Driver behavior and / or a topography considered. Method according to one of claims 1 to 12, wherein in the context of a secondary prediction (SP) by the control device ( 400 ) the camshaft signals (NW) are processed, and a course of a rotational speed parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) is determined. Method according to claim 13, wherein the secondary prediction (SP) from a ratio of at least two temporally preceding tooth times (Δt ₁ , Δt ₂ , ..., Δt _n ) forms a factor that multiplies by the last tooth time (Δt _n ), at least one first following tooth time (.DELTA.t _{n + 1} ) determined. A method according to any one of claims 1 to 14, wherein a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) of torsional vibrations of the camshaft 200 is cleaned up. Method according to one of claims 1 to 15, wherein the torsional vibrations of the camshaft ( 200 ) depending on at least one of the fol ing parameters of the internal combustion engine ( 1 ): • a number of cylinders, • a valve spring constant, • a valve lift, • a timing chain or toothed belt design, and / or • design parameters, in particular an engine design, a number of camshafts ( 200 ) and / or a number of valves ( 30 . 31 ). Method according to one of claims 1 to 16, wherein the rotational parameters (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) and / or a load of the internal combustion engine ( 1 ) resulting torsional vibrations of the camshaft ( 200 ), preferably in advance experimentally determined, and in the control device ( 400 ) are stored as correction terms, the control device ( 400 ) in the operation of the internal combustion engine ( 1 ) corrects a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) accordingly. Method according to one of claims 1 to 17, wherein the torsional vibration components in a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) are determined by an FFT analysis. Method according to one of claims 1 to 18, wherein the control device ( 400 ) the torsional vibration parts of the camshaft ( 200 ) in the rotation parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) are corrected for frequency, amplitude and / or phase angle. Method according to one of claims 1 to 19, wherein in determining a rotation parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) a weighting (X) of secondary prediction (SP) and of primary prediction (PP). Method according to one of the claims 1 to 20, where the weighting (X) depends on an available information density (ID) in the secondary prediction (SP) and determined in the primary prediction (PP). Method according to one of claims 1 to 21, wherein said prediction (SP, PP) experiences a greater weighting (X), which has a greater information density (ID _SP , ID _PP ). Method according to one of the claims 1 to 22, wherein the weighting (X) driving speed and / or is gear level dependent. Method according to one of claims 1 to 23, wherein at a comparatively high rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) the secondary prediction (SP) and at a comparatively low Rotation parameters (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ , N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) primary prediction (PP) is prioritized. Method according to one of the claims 1 to 24, wherein the primary prediction (PP) only comes from a minimum driving speed of a vehicle to wear the minimum driving speed preferably being between 5 and 35 km / h is and preferably 10 ± 2 km / h, in particular 20 ± 5 km / h. Method according to one of the claims 1 to 25, wherein in the disengaged state (CS = 1) of the vehicle only secondary prediction (SP) comes to bear. Method according to one of claims 1 to 26, wherein, in particular at idle of the internal combustion engine ( 1 ), all moment-determining and influencing variables for each tooth ( 212 ) of the camshaft ( 200 ) are determined and updated. Method according to one of the claims 1 to 27, wherein the primary prediction (PP) a Signal (LS) of a combustion exposure detection considered. Method according to one of the claims 1 to 28, wherein the processing of the information of the signals (NW; V, ABS, PV, TPS, MAF, MAP, BLS, CS, LS, Z) by fuzzy logic is carried out. Method according to one of claims 6 to 29, wherein the method is based on a direct determination of a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of the crankshaft ( 100 ) is applied, wherein the camshaft sensor wheel ( 210 ) on the crankshaft ( 100 ) and by the control device ( 400 ) a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of the crankshaft shaft ( 200 ) is determined directly. Device for determining a current and / or a future rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of a crankshaft ( 100 ) an internal combustion engine ( 1 ), with a Zähnenerrad trained Nockenwellengeberrad ( 210 ) and a cooperating camshaft sensor ( 300 ), a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of a camshaft ( 200 ) and over a given functional relationship (f) of a rotational parameter (N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) of the camshaft ( 200 ) with a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of the crankshaft ( 100 ), at least one rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α _{100 ) of} the crankshaft ( 100 ) can be determined. Device according to claim 31, wherein a control device ( 400 ) a signal (NW) from the camshaft sensor ( 300 ), and the tax direction ( 400 ) from the signal (NW) of the camshaft sensor ( 300 ) on the functional relationship (f) of a rotational parameter (N ₂₀₀ , P ₂₀₀ , ω ₂₀₀ , α ₂₀₀ ) of the camshaft ( 200 ) with a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of the crankshaft ( 100 ), at least one rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of the crankshaft ( 100 ). Device according to claim 31 or 32, wherein the device ( 10 ) for determining a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of the crankshaft ( 100 ) no crankshaft sensor wheel ( 110 ' ) and no crankshaft sensor ( 301 ' ) having. Device according to one of claims 31 to 33, wherein the Nockenwellengeberrad about 10 to about 30 teeth ( 212 ) having. Device according to one of claims 31 to 34, wherein the camshaft sensor wheel ( 210 ) about 12-1, preferably about 14-1, in particular about 16-1, particularly preferably about 18-1 and especially particularly preferably about 20-1, or about 22-1 teeth ( 212 ) having. Device according to one of claims 31 to 35, wherein the camshaft sensor wheel ( 210 ) as a gear ( 210 ) or as a diaphragm rotor ( 210 ) is trained. Device according to one of claims 31 to 36, wherein the camshaft sensor ( 300 ) as inductive sensor ( 300 ) or Hall sensor ( 300 ) is trained. Device according to one of claims 31 to 37, wherein the device ( 10 ) performs a method according to any one of claims 1 to 30. Internal combustion engine with a device ( 10 ) for determining a rotational parameter (N ₁₀₀ , P ₁₀₀ , ω ₁₀₀ , α ₁₀₀ ) of a crankshaft ( 100 ) according to any one of claims 31 to 38.