DE202014004327U1 - Means for determining an association between a crankshaft angle size and a piston position size - Google Patents

Abstract

Means for determining an association (X) between at least one value (φ _TDC ) of a crankshaft angle _size (φ) of a crankshaft (2) of an internal combustion engine for a motor vehicle and a value (x _TDC ) of a piston position variable (x) of a cylinder arrangement of the internal combustion engine, the at least a with the crankshaft (2) coupled to the piston (3), with
A means (1.1) for determining an actual torque allocation (T) between actual values (t _i ) of a torque quantity (t) of the crankshaft (2) and actual values (φ _i ) of the crankshaft angle size (φ);
A means (1.2) for determining a deviation (Δ) between this determined actual torque allocation (T) and a predetermined desired torque allocation (T ') between values of the torque magnitude (t) and values of the crankshaft angle size (φ) ; and
A means (1.3) for calibrating a predetermined desired allocation (X ') between at least one value (φ _TDC ) of the crankshaft angle _size (φ) and a value (x _TDC ) of the piston position variable (x) on the basis of this determined deviation (Δ) ,

Description

The present invention relates to determining an association between a crankshaft angle size and a piston position size, in particular a means configured for this purpose or an arrangement arranged therefor.

An internal combustion engine of a motor vehicle has a crankshaft and a cylinder arrangement with one or more pistons coupled to the crankshaft. Rotation of the crankshaft in the cylinder or cylinders respectively causes a stroke of a piston between a top dead center and a bottom dead center.

If an actual relationship between an angular position of the crankshaft and the position of the piston (s) is known and an actual angular position of the crankshaft is detected during operation of the internal combustion engine, the actual position of the piston (s) can be determined therefrom. This can make it possible in one embodiment to better control the internal combustion engine, in particular to optimize valve opening times or the like.

According to in-house practice, the relationship between the angular position of the crankshaft and the position of the piston and / or the piston on the basis of a kinematic model is theoretically determined theoretically and based on this theoretical or target relationship in operation. However, it has been found that the actual or actual relationship between the angular position of the crankshaft and the position of the piston or of the theoretical or target relationship deviates. Thus varies in an embodiment in real internal combustion engines of a series that are theoretically identical and thus have the same theoretical or desired relationship between the angular position of the crankshaft and the position of the piston or the actual or actual relationship between the angular position of the Crankshaft and the position of the piston or against the theoretical or target relationship by about ± 1 °. If such a real internal combustion engine is controlled on the basis of a theoretical or desired relationship between the angular position of its crankshaft and the position of its piston or its piston, which deviates from the actual or actual connection, this can be disadvantageous in one embodiment lead to a deteriorated operation, in particular an undesirable increase in an operating temperature of an exhaust gas turbocharger of the internal combustion engine.

An object of an embodiment of the present invention is to improve the operation of an internal combustion engine of a motor vehicle.

This object is achieved, in particular, by an apparatus having the features of claim 1. Claim 10 protects an arrangement with a corresponding means. Advantageous embodiments of the invention are the subject of the dependent claims.

According to one aspect of the present invention, in particular by means arranged for this purpose, an assignment X, in particular an actual assignment X, between one or more values φ _i , a crankshaft angle φ of a crankshaft of an internal combustion engine for a motor vehicle or of a motor vehicle and assigned values x _{i of} a piston position variable x of a cylinder arrangement of the internal combustion engine with one or more pistons coupled to the crankshaft, in particular for one or more cylinders of the cylinder arrangement each an assignment X between a value x _TDC the piston position size, the top dead center of a Piston of the cylinder corresponds, and a value associated thereto φ _TDC the crankshaft angle _size , thus indicating the top dead center of the piston. Accordingly, one aspect of the present invention relates to a means configured for this purpose, in particular a device configured for this purpose, in particular in terms of programming and signaling technology.

In one embodiment, the piston position variable x depends on a piston position of a piston of at least one cylinder of the cylinder arrangement in this cylinder, in a further development it indicates this. It may be scaled in one embodiment between an upper and lower dead center of the piston in the cylinder, for example between 0 (= bottom dead center) and 1 (= top dead center) or the like.

The crankshaft angle size φ depends in one embodiment on a rotational or angular position or rotation of the crankshaft, in particular with respect to a predetermined reference position, preferably a defined zero position, in a further development it indicates this. It can be normalized in one embodiment, for example, between 0 ° and 720 ° or modulo 4π (re), since two full revolutions of the crankshaft to the four Working cycles of an internal combustion engine or two complete strokes of the piston between top and bottom dead center correspond.

The assignment X between values of the crankshaft angle variable φ and associated values of the piston position variable x can in particular be a relation, in particular function or illustration, of the shape X: φ → x or X: x → φ be. It is or is stored in one embodiment, in particular in a table, by a characteristic field, parameters, in particular support points, a function, in particular an interpolation function, or the like.

In one embodiment, in particular by a means configured for this purpose, first, in particular actual or real, actual torque allocation T between, in particular detected, values t _{i of} a torque magnitude t of the crankshaft and, in particular, detected associated values φ _i, Crankshaft angle determined, especially in unfired internal combustion engine and forcibly or externally rotated crankshaft. Accordingly, in one embodiment, the means or the device has a means for determining this assignment.

This actual torque allocation T between, in particular detected, actual values of the crankshaft angle variable φ and associated, in particular detected, actual values of the torque magnitude t can in particular be a relation, in particular function, of the form T: φ → t or T: t → φ be. It is or is stored in one embodiment, in particular in a table, by a characteristic field, parameters, in particular support points, a function, in particular an interpolation function, or the like. Detected actual values can be or are processed in one embodiment, in particular filtered, scaled or the like.

According to one aspect of the present invention, an arrangement for determining the, in particular actual, actual assignment between at least one value of a crankshaft angle size and the associated value of the piston position size comprises a detection means for detecting the actual values t _{i of} the torque magnitude and a detection means for Detecting the actual values φ _{i of} the crankshaft angle size.

The detection means for detecting the actual values φ _{i of} the crankshaft angle size comprises in one embodiment a, in particular magnetic, angle-coded body, in particular a disc which is non-rotatably connected to the crankshaft, and a sensor for detecting the angle-coded body, which is non-rotatable relative to a bearing of the crankshaft.

The detecting means for detecting the actual values t _{i of} the torque quantity has, in an embodiment, a torque sensor for detecting a torque acting on or in the crankshaft. Accordingly, in one embodiment, the torque magnitude depends on a torque acting in or on the crankshaft, in a further development it indicates this.

According to one aspect of the present invention, it has been recognized that a deviation between the sought-after correlation between the actual allocation T between the crankshaft angle size and the torque magnitude and a theoretical assignment T 'between the crankshaft angle size and the torque magnitude, in particular linear Actual assignment X between the crankshaft angle size and the piston position size and a predetermined theoretical or desired assignment X 'between the crankshaft angle size and the piston position size can be determined. In this way, with knowledge of this deviation Δ, a theoretical or desired assignment X 'between the crankshaft angle variable and the piston position variable can be calibrated, in particular simply and / or precisely calibrated, in particular, based on this deviation.

Accordingly, in one embodiment, in particular by means arranged for this purpose, a deviation Δ between the determined actual torque allocation T and a predefined setpoint torque allocation T 'is determined between values of the torque magnitude t and values of the crankshaft angle size φ. Accordingly, in one embodiment, the means or the device has a means for determining this deviation.

Then, in one embodiment, in particular by means arranged for this purpose, a predetermined desired assignment X 'between values of the crankshaft angle variable φ and associated values of the piston position variable x, in particular for one or more cylinders of the cylinder arrangement, respectively, a desired assignment X' between a target Value x ' _{TDC of} the piston position magnitude corresponding to a top dead center of a piston of the cylinder and a target value φ' _{TDC of} the crankshaft _{angle magnitude associated} therewith, thus indicating the top dead center of the piston based on this determined deviation Δ between the actual piston Torque assignment T and the predetermined target torque allocation T 'calibrated, in particular corrected. The thus calibrated nominal assignment X is determined as (actual) actual allocation X between at least one value of the crankshaft angle size and an associated value of the piston position variable. Accordingly, in one embodiment, the means or device comprises means for calibrating the desired allocation X '.

In one embodiment, the thus determined actual allocation X is stored. In particular, it can be stored in tabular form or by value pairs (φ _i , x _i ) of values of the crankshaft angle size and values of the (actual or actual) piston position variable, in particular a pair of values (φ _TDC , x _TDC ) for top dead center x _{TDC of} at least one cylinder and the corresponding actual or actual rotational position φ _{TDC of} the crankshaft, in particular in tabular form, are or are stored. Equally, the desired allocation X ', in particular by parameters, in particular support points, a function, in particular interpolation function, and the deviation Δ stored and when using the stored desired assignment X' this be or be corrected with the stored deviation Δ.

The predetermined desired assignment X 'is or is determined in an embodiment based on a theoretical, in particular kinematic, model. In particular, a top dead center position of at least one piston may be determined on the basis of a model of the crankshaft, the cylinder arrangement, and optionally the detection means for detecting the values of the crankshaft angle magnitude. Thus, in one embodiment, a particularly precise desired assignment X 'can advantageously be determined or be. Likewise, the predetermined desired allocation X 'can be determined on the basis of a real reference internal combustion engine. Thus, in one embodiment, advantageously, the desired allocation X 'can be determined particularly simply and / or reliably.

The predetermined target torque allocation T 'is or is determined in an embodiment based on a theoretical, in particular kinetic, model. In particular, a zero crossing of a torque of the crankshaft may be determined on the basis of a theoretical, in particular kinetic, model of the crankshaft, the cylinder arrangement and optionally the detection means for detecting the values of the torque magnitude. Thus, in one embodiment advantageously a particularly precise desired torque allocation T 'can be determined or be. Likewise, the predetermined target torque allocation T 'can be determined on the basis of a real reference internal combustion engine. Thus, in one embodiment, advantageously, the desired torque allocation T 'can be determined particularly simply and / or reliably.

In one embodiment, the predetermined setpoint assignment X 'is offset by the determined deviation Δ in the crankshaft angle variable φ, in particular by the means for calibrating arranged for this purpose. Accordingly, in one embodiment, the means for calibrating is adapted to offset the predetermined target assignment X 'by the determined deviation Δ. In particular, the determined or calibrated assignment can therefore differ from the desired assignment X 'by the offset or offset Δ = φ ₀ -φ' ₀ . x = X '(φ - Δ) = X (φ).

Correspondingly, in one embodiment, the calibrated nominal assignment or the determined actual assignment X has an offset with respect to the predefined setpoint assignment X 'in the crankshaft angle variable φ, which depends on the determined deviation Δ, in particular corresponds to this.

In one embodiment, the determined deviation Δ depends on a deviation between an actual characteristic value φ _{0 of} the crankshaft angle variable φ, which is assigned by the actual torque allocation T to a predefined characteristic value t _{0 of} the torque magnitude t, and a desired characteristic value φ ' ₀ the crankshaft angle size φ, which is assigned to the predetermined characteristic value t _{0 of} the torque quantity t by the desired torque allocation T ', in a development, the determined deviation Δ indicates this deviation between the actual and desired characteristic values. In this way, by determining an actual and a corresponding desired characteristic value of the crankshaft angle variable φ for the same predetermined characteristic value t _{0 of} the torque quantity t based on the actual or desired torque allocation in one embodiment can be determined simply and / or precisely a deviation between these torque allocations.

In a further development, the actual characteristic value φ ₀ depends on a passage or intersection of a, in particular rising, edge of the actual torque allocation T by the predetermined characteristic value t _{0 of} the torque magnitude t and / or the desired characteristic value φ ' ₀ of one Passage or intersection of a, in particular rising, edge of the desired torque allocation T 'by the predetermined characteristic value t _{0 of} the torque magnitude t ab, in particular, the actual or desired characteristic value indicate this passage or intersection. As a result, in one embodiment, advantageously, a deviation between the torque allocations can be determined even more simply and / or precisely.

The predefined characteristic value t _{0 of} the torque quantity t can be, in particular, a constant value, in particular equal to zero. According to the actual characteristic value can φ ₀ and / or the desired characteristic value φ _'0 on the basis of a zero crossing of an edge of the actual or nominal torque map are determined or to be. Such a zero crossing can advantageously be determined particularly simply and / or precisely in one embodiment

In one embodiment, the arrangement has a means for impressing a rotation of the crankshaft of the uncontrolled internal combustion engine, in particular a further, fired internal combustion engine or an electric motor, which is rotatably coupled to the crankshaft of the non-combustible internal combustion engine, in particular coupled. As a result, in one embodiment, the actual assignment between the crankshaft angle and piston position variables can advantageously be determined in advance and stored in a memory of a control means for the internal combustion engine.

A means in the sense of the present invention may be designed in terms of hardware and / or software, in particular a data or signal-connected, preferably digital, processing, in particular microprocessor unit (CPU) and / or a memory and / or bus system or multiple programs or program modules. The CPU may be configured to execute instructions implemented as a program stored in a memory system, to capture input signals from a data bus, and / or to output signals to a data bus. A storage system may comprise one or more, in particular different, storage media, in particular optical, magnetic, solid state and / or other non-volatile media. The program may be such that it is capable of embodying or executing the methods described herein, so that the CPU may perform the steps of such methods and thus, in particular, determine the allocation.

Further advantageous developments of the present invention will become apparent from the dependent claims and the following description of preferred embodiments. This shows, partially schematized:

1 an arrangement with a device according to an embodiment of the present invention; and

2 an association between a crankshaft angle size and a piston position and a torque magnitude.

1 shows an arrangement with a device in the form of a programmer computer 1.1 - 1.3 According to an embodiment of the present invention for determining an actual actual assignment X between a value φ _TDC a crankshaft angle size φ of a crankshaft 2 an internal combustion engine for a motor vehicle and an associated value x _TDC a piston position size x of a cylinder assembly of the internal combustion engine with at least one cylinder 3 with a piston 4 that with the crankshaft 2 is coupled.

The assembly includes means for imparting rotation of the crankshaft 2 Unfired internal combustion engine in the form of another internal combustion engine with an output shaft 5 on that with the crankshaft 2 rotatably coupled.

The arrangement further comprises a detection means in the form of a torque sensor 6 for detecting values t _{i of} a torque quantity in the form of a measured torque t, which is the crankshaft 2 on the output shaft 5 imprints or by the output shaft 5 imprinted rotation as resistance opposes.

The arrangement further comprises a detection means with an angle sensor 7 for detecting values φ _{i of} a crankshaft angle size in the form of a rotational or angular position φ of a magnetically angle-coded disc 8th on, the rotation with the crankshaft 2 connected is.

As in 1 indicated by dash-dotted lines, transmit the detection means 6 . 7 the values t _i , φ _{i of} the torque or crankshaft angle size to the computer 1.1 - 1.3 , Moreover, in 1 the piston position size in the form of a coordinate x indicated that a piston position of the piston 4 in the cylinder 3 indicates. In this case, x _TDC denotes a top dead center of the piston 4 in the cylinder 3 (see. 2 ).

The computer 1.1 - 1.3 is programmatically set up, the below using the 2 to explain explained methods.

First, a program-wise set up means determined 1.1 of the computer from the torque sensor 6 captured and to the computer 1.1 - 1.3 transmitted actual values t _{i of} the torque magnitude t of the crankshaft 2 and the angle sensor 7 captured and to the computer 1.1 - 1.3 transmitted actual values φ _i the crankshaft angle size φ of the crankshaft 2 an actual torque allocation T between these values, which in 2 is shown pulled out.

In one embodiment, the actual values φ _{i of} the crankshaft angle variable φ may be encoded by a square-wave signal in which a sector of the magnetically angle-coded slice passes 8th on the sensor 7 a rising or falling edge corresponds (not shown). If the resolution of the detected values t _{i of} the torque quantity t is greater than the resolution of the detected values φ _{i of} the crankshaft angle size φ, the computer may 1.1 - 1.3 interpolate accordingly.

Subsequently, a program-wise set up means determined 1.2 the computer has a deviation Δ = φ ₀ - φ ' ₀ between this determined actual torque allocation T and a predetermined desired torque allocation T' between values of the torque magnitude t and values of the crankshaft angle size φ.

This predetermined desired torque allocation T 'is determined on the basis of a theoretical model or empirically based on a real reference internal combustion engine. In 2 is this theoretical or desired assignment T 'between the crankshaft angle size φ and the torque magnitude t indicated dotted.

As in 2 indicated by an arrow, determines the passage of the rising edge F 'of the theoretical or desired assignment T' by a predetermined constant characteristic value t ₀ a target characteristic value φ ' _0th In an analogous manner, the passage of the rising edge F of the actual torque allocation T by this predetermined characteristic value t _{0 determines} an actual characteristic value φ ₀ , which is in 2 also indicated by an arrow.

The predetermined constant characteristic value t ₀ can in particular be equal to zero, the actual or desired characteristic value can be determined correspondingly by the zero crossing of the rising edge of the actual or desired torque allocation.

The difference φ ₀ - φ ' ₀ between the actual and the desired characteristic value φ ₀ , φ' ₀ defines a deviation Δ between the determined actual torque allocation T and the predefined setpoint torque assignment T ', likewise in FIG 2 indicated.

Subsequently, a program-wise set up means calibrated 1.3 of the computer a predetermined desired allocation X 'between the crankshaft angle size φ and the piston position size x on the basis of this determined deviation Δ.

The predetermined target assignment X 'is in 2 indicated by dotted lines. It is determined on the basis of a kinematic model. By way of example only, for example, the falling edge of the fourteenth tooth of a rectangular signal, the angle sensor 7 transmitted to the computer, or a desired crankshaft angle size φ ' _TDC of 0 ° top dead center of the piston 4 correspond (X ': φ' _TDC → x _TDC ).

In a real internal combustion engine, the actual crankshaft angle _size φ _TDC , which is actually the top dead center of the piston 4 corresponding to this target crankshaft angle size φ ' _{TDC be} on the order of about 1 °.

Therefore, the means offset 1.3 the predetermined target assignment X 'by the determined deviation Δ and stores this corrected assignment as determined actual or actual assignment X from. This is in 2 shown pulled out. The actual assignment X thus has an offset or offset, which corresponds to the determined deviation Δ, in relation to the predetermined desired assignment X 'in the crankshaft angle variable φ.

If, during operation of the internal combustion engine, this actual or actual assignment X determined in this way, in particular for controlling or regulating the internal combustion engine, is used, the operation of the internal combustion engine can thereby be improved.

Although exemplary embodiments have been explained in the foregoing description, it should be understood that a variety of modifications are possible. It should also be noted that the exemplary embodiments are merely examples that are not intended to limit the scope, applications and construction in any way. Rather, the expert is given by the preceding description, a guide for the implementation of at least one exemplary embodiment, with various changes, in particular with regard to the function and arrangement of the components described, can be made without departing from the scope, as it turns out according to the claims and these equivalent combinations of features. LIST OF REFERENCE NUMBERS 1.1 Means for determining assignment T (computer) 1.2 Means for determining the actual characteristic φ ₀ (computer) 1.3 Means for determining the deviation Δ (computer) 2 crankshaft 3 cylinder 4 piston 5 Output shaft (further internal combustion engine) 6 Torque sensor (detection means) 7 Angle sensor (detection means) 8th angle-coded slice (detection means) φ Crankshaft angle size t of torque x Piston position size T Assignment between t and φ X Assignment between x and φ F flank ' theoretically or ₀ ISIN _TDC top dead center (Top Dead Center)

Claims (11)

Means for determining an association (X) between at least one value (φ _TDC ) of a crankshaft angle _size (φ) of a crankshaft ( 2 ) of an internal combustion engine for a motor vehicle and a value (x _TDC ) of a piston position variable (x) of a cylinder arrangement of the internal combustion engine, the at least one with the crankshaft ( 2 ) coupled pistons ( 3 ), having - a means ( 1.1 ) for determining an actual torque allocation (T) between actual values (t _i ) of a torque variable (t) of the crankshaft ( 2 ) and actual values (φ _i ) of the crankshaft angle quantity (φ); - a means ( 1.2 ) for determining a deviation (Δ) between this determined actual torque allocation (T) and a predetermined desired torque allocation (T ') between values of the torque magnitude (t) and values of the crankshaft angle size (φ); and - a means ( 1.3 ) for calibrating a predetermined target assignment (X ') between at least one value (φ _TDC ) of the crankshaft angle _size (φ) and a value (x _TDC ) of the piston position variable (x) on the basis of this determined deviation (Δ). Means according to the preceding claim, wherein the piston position (x) from a piston position of a piston ( 4 ) of at least one cylinder ( 3 ) The cylinder arrangement depends, in particular this indicates. Means according to one of the preceding claims, wherein the crankshaft angle size (φ) of a rotational position of the crankshaft ( 2 ), in particular indicates this. Means according to one of the preceding claims, wherein the torque magnitude (t) of one in the crankshaft ( 2 ) acting torque depends, in particular this indicates. Means according to one of the preceding claims, wherein the deviation of a deviation between an actual characteristic value (φ ₀ ) of the crankshaft angle variable (φ), by the actual torque allocation (T) a predetermined characteristic value (t ₀ ) of the torque magnitude (t) is assigned, and a desired characteristic value (φ ' ₀ ) of the crankshaft angle size (φ) corresponding to the predetermined torque value (t ₀ ) of the torque magnitude (t) is assigned by the desired torque allocation (T'). Means according to the preceding claim, wherein the actual characteristic value (φ ₀ ) of a passage of an edge (F) of the actual torque allocation (T) by the predetermined characteristic value (t ₀ ) of the torque magnitude (t) and / or the target Characteristic (φ ' ₀ ) of a passage of an edge (F') of the desired torque allocation (T ') by the predetermined characteristic value (t ₀ ) of the torque magnitude (t) depends, in particular this indicates. Means according to one of the preceding claims, wherein the predetermined desired allocation (X ') between the crankshaft angle size (φ) and the piston position variable (x) on the basis of a theoretical model or a real reference internal combustion engine is determined. Means according to one of the preceding claims, wherein the predetermined target torque allocation (T ') is determined on the basis of a theoretical model or a real reference internal combustion engine. Means according to one of the preceding claims, wherein the calibrated desired assignment (X) with respect to the predetermined desired assignment (X ') in the crankshaft angle size (φ) has an offset which depends on the determined deviation (Δ), in particular corresponds thereto. Arrangement for determining an actual allocation (X) between at least one value (φ _TDC ) of a crankshaft angle _variable (φ) of a crankshaft ( 2 ) of an internal combustion engine for a motor vehicle and an associated value (x _TDC ) of a piston position variable (x) of a cylinder arrangement of the internal combustion engine, the at least one with the crankshaft ( 2 ) coupled pistons ( 3 ), having - a means ( 1.1 - 1.3 ) according to one of the preceding claims, - a detection means ( 6 ) for detecting the actual values (t _i ) of the torque quantity (t); and a detection means ( 7 . 8th ) for detecting the actual values (φ _i ) of the crankshaft angle quantity (φ). Arrangement according to the preceding claim, with a means ( 5 ) for impressing a rotation of the crankshaft ( 2 ) of the unburned internal combustion engine.

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