Wheel Speed Sensor - Special Purpose Speed Sensors - Rotary Speed Sensors For Motors - Bearingless Motor Speed Sensors

Bearingless Motor Speed Sensors

Although rail vehicles occasionally do use drives without sensors, most need a rotary speed sensor for their regulator system. The most common type is a two-channel sensor that scans a toothed wheel on the motor shaft or gearbox and therefore does not require a bearing of its own.

The target wheel can be provided especially for this purpose or may be already present in the drive system. Modern sensors of this type make use of the principle of magnetic field modulation and are suitable for ferromagnetic target wheels with a module between m =1 and m = 3.5 (D.P.=25 to D.P.=7). The form of the teeth is of secondary importance; target wheels with involute or rectangular toothing can be scanned. Depending on the diameter and teeth of the wheel it is possible to get between 60 and 300 pulses per revolution, which is sufficient for drives of lower and medium traction performance.

This type of sensor normally consists of two hall effect sensors, a rare earth magnet and appropriate evaluation electronics. The field of the magnet is modulated by the passing target teeth. This modulation is registered by the Hall sensors, converted by a comparator stage to a square wave signal and amplified in a driver stage.

Unfortunately, the Hall effect varies greatly with temperature. The sensors’ sensitivity and also the signal offset therefore depend not only on the air gap but also on the temperature. This also very much reduces the maximum permissible air gap between the sensor and the target wheel. At room temperature an air gap of 2 to 3 mm can be tolerated without difficulty for a typical target wheel of module m = 2, but in the required temperature range of from −40°C to 120°C the maximum gap for effective signal registration drops to 1.3 mm. Smaller pitch target wheels with module m = 1 are often used to get a higher time resolution or to make the construction more compact. In this case the maximum possible air gap is only 0.5 to 0.8 mm.

For the design engineer, the visible air gap that the sensor ends up with is primarily the result of the specific machine design, but is subject to whatever constraints are needed to register the rotary speed. If this means that the possible air gap has to lie within a very small range, then this will also restrict the mechanical tolerances of the motor housing and target wheels to prevent signal dropouts during operation. This means that in practice there may be problems, particularly with smaller pitched target wheels of module m = 1 and disadvantageous combinations of tolerances and extreme temperatures. From the point of view of the motor manufacturer, and even more so the operator, it is therefore better to look for speed sensors with a wider range of air gap.

The primary signal from a Hall sensor loses amplitude sharply as the air gap increases. For sensor manufacturers this means that they need to provide maximum possible compensation for the Hall signal’s physically induced offset drift. The conventional way of doing this is to measure the temperature at the sensor and use this information to compensate the offset, but this fails for two reasons: firstly because the drift does not vary linearly with the temperature, and secondly because not even the sign of the drift is the same for all sensors.

For a new sensor generation it was therefore necessary to find another way: an integrated signal processor now corrects the offset and amplitude of the Hall sensor signals. This correction is so effective that one can almost double the maximum permissible air gap at the speed sensor. On a module m = 1 target wheel these new sensors can tolerate an air gap of 1.4 mm, which is wider than that for conventional speed sensors on module m = 2 target wheels. On a module m = 2 target wheel the new speed sensors can tolerate gap of as much as 2.2 mm. It has also been possible to markedly increase the signal quality. Both the duty cycle and the phase displacement between the two channels is at least three times as stable in the face of fluctuating air gap and temperature drift.

In addition, in spite of the complex electronics it has also been possible to increase the MTBF for the new speed sensors by a factor of three to four. So they not only provide more precise signals, their signal availability is also significantly better.

These new sensors, still with the familiar appearance, thus open up whole new possibilities for the designers of drives for rolling stock. The sensors are attractively priced and operate without wear and tear.

Read more about this topic:  Wheel Speed Sensor, Special Purpose Speed Sensors, Rotary Speed Sensors For Motors

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