EP0870905A1 - Current control process for an electromagnetically operated lift valve of an internal combustion engine - Google Patents
Current control process for an electromagnetically operated lift valve of an internal combustion engine Download PDFInfo
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- EP0870905A1 EP0870905A1 EP98100651A EP98100651A EP0870905A1 EP 0870905 A1 EP0870905 A1 EP 0870905A1 EP 98100651 A EP98100651 A EP 98100651A EP 98100651 A EP98100651 A EP 98100651A EP 0870905 A1 EP0870905 A1 EP 0870905A1
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- Prior art keywords
- armature
- current
- solenoid
- current level
- magnet coil
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
Definitions
- the invention relates to a current control method for an electromagnetically actuated lift valve of an internal combustion engine, which is oscillatingly moved by an armature plate arranged between alternately energized solenoid coils, against the force of a return spring, starting from the first end position of the armature, in which the armature is at the first is applied with a holding current, the low holding current of the first solenoid is first switched off, and then the second solenoid is first subjected to a high catching current and then the holding current, in order to first attract the armature and then the one connected to the solenoid Hold anchor.
- the object of the present invention is to provide a remedial measure for this problem.
- the solution to this problem is characterized in that in the second solenoid, a change is made to a landing current level that is lower than the catching current level when the armature is still spaced from this second solenoid.
- the distance of the armature from the second magnet coil is preferably measured.
- the switchover from the catching current level to the landing current level can take place depending on the size of this measured distance.
- Advantageous further developments are the content of the further subclaims.
- the suitably guided armature (and of course the internal combustion engine lift valve mechanically connected to it) starts to move under the influence of the force of the return spring, namely towards the second solenoid.
- the spring force of the second return spring is effective, so that additional forces have to be applied by the second magnet coil in order to attract the armature.
- the second solenoid coil is excited with a relatively high current, the so-called capture current.
- the holding current level is denoted by I H and the catching current level by I F.
- the holding current I H flows in the first magnet coil and is switched off at time t 1 . As described, this causes the armature to move and cover the distance s over time t.
- the armature is approximately in the middle between the two solenoids, i. h He has covered half the distance s h .
- the second solenoid coil is initially subjected to the catch current level I F , which is reached only after a delay due to the magnetic conditions.
- the armature After the armature has covered the full distance s v , and is therefore in contact with the second solenoid, it is possible to transition from the catch current level I F to the holding current level I H in this second solenoid, which occurs here at time t 6 . Due to the magnetic conditions in the magnetic coil, the value I H of the holding current is reached only after a delay. The time t 6 is later than the time t 5 at which the armature hits the solenoid for the first time. This ensures that the armature is held securely on the magnetic coil, even if it bounces off briefly after the first impact or moves back a minimal distance.
- the respective distance of the armature from the second magnet coil can be measured over time t.
- the changeover from the catch current level I F to the landing current level I A is preferably carried out as a function of the size of this distance, in particular when the armature is still more than 5% of the total distance s v between the two magnetic coils away from the magnetic coil is.
- the difference (s v - s a ) is therefore more than 5% of the total distance s v .
- the touchdown current level I A can be anywhere in the range between the catch current level I F and the holding current level I H , but should achieve the desired effect, namely with regard to a soft impact or touchdown of the armature on the second solenoid are significantly below the catch current level I F.
- the boost current level I A is preferably in the order of magnitude of the single to double holding current level I H.
- this point in time t 2 lies in the distance s h , that is to say when the armature is approximately half, more precisely 60% of the distance between the two magnet coils from the second magnet coil.
- this, as well as a large number of further details, can be designed quite differently from the exemplary embodiment shown, without leaving the content of the patent claims.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
- Magnetically Actuated Valves (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
Die Erfindung betrifft ein Stromsteuerverfahren für ein elektromagnetisch
betätigtes Hubventil einer Brennkraftmaschine, welches durch eine zwischen
alternierend mit Strom beaufschlagten Magnetspulen angeordnete Ankerplatte
jeweils gegen die Kraft einer Rückstellfeder schwingend oszillierend
bewegt wird, wobei ausgehend von der ersten Endlage des Ankers, in welcher
dieser an der ersten mit einem Haltestrom beaufschlagten Magnetspule
anliegt, zunächst der betragsmäßig niedrige Haltestrom der ersten Magnetspule
abgeschaltet wird, und wobei anschließend die zweite Magnetspule
zunächst mit einem betragsmäßig hohen Fangstrom und danach mit dem
Haltestrom beaufschlagt wird, um zunächst den Anker anzuziehen und danach
den an der Magnetspule anliegenden Anker zu halten.
Zum technischen Umfeld wird beispielshalber auf die DE 38 26 978 A1 sowie
die DE 195 30 394 verwiesen, wobei die erstgenannte Schritt einen
möglichen Aufbau einer elektromagnetischen Betätigungsvorrichtung für ein
Brennkraftmaschinen-Hubventil zeigt, während die zweitgenannte Schritt
Informationen über den sog. Fangstrom sowie den sog. Haltestrom enthält. The invention relates to a current control method for an electromagnetically actuated lift valve of an internal combustion engine, which is oscillatingly moved by an armature plate arranged between alternately energized solenoid coils, against the force of a return spring, starting from the first end position of the armature, in which the armature is at the first is applied with a holding current, the low holding current of the first solenoid is first switched off, and then the second solenoid is first subjected to a high catching current and then the holding current, in order to first attract the armature and then the one connected to the solenoid Hold anchor.
Regarding the technical environment, reference is made, for example, to DE 38 26 978 A1 and DE 195 30 394, the first step showing a possible construction of an electromagnetic actuating device for an internal combustion engine lift valve, while the second step provides information about the so-called catch current and the so-called Contains holding current.
Grundsätzlich sind elektromagnetische Betätigungsvorrichtungen für Brennkraftmaschinen-Hubventile von immensem Vorteil, da hiermit die sogenannten Ventilsteuerzeiten, d. h. die jeweiligen Öffnungs- und Schließzeitpunkte des Hubventiles den jeweiligen Anforderungen entsprechend frei eingestellt werden können. Nachteilig ist bislang jedoch unter anderem das hohe Geräuschniveau, das sich an einem elektromagnetisch betätigten Brennkraftmaschinen-Hubventil einstellt. Eine wesentliche Geräuschquelle ist dabei unter anderem das Auftreffen des Ankers auf die jeweilige Magnetspule.Basically, electromagnetic actuation devices for internal combustion engine lift valves of immense advantage, since the so-called Valve timing, d. H. the respective opening and closing times of the globe valve freely set according to the respective requirements can be. So far, the high noise level has been a disadvantage, that is on an electromagnetically actuated internal combustion engine lift valve sets. A major source of noise is there among other things the impact of the armature on the respective solenoid.
Eine Abhilfemaßnahme für diese Problematik aufzuzeigen, ist Aufgabe der
vorliegenden Erfindung.
Die Lösung dieser Aufgabe ist dadurch gekennzeichnet, daß in der zweiten
Magnetspule bereits dann auf ein gegenüber dem Fangstrom-Niveau niedrigeres
Aufsetzstrom-Niveau übergegangen wird, wenn der Anker noch von
dieser zweiten Magnetspule beabstandet ist. Bevorzugt wird hierzu der Abstand
des Ankers von der zweiten Magnetspule gemessen. Dann kann
die Umschaltung vom Fangstrom-Niveau auf das Aufsetzstrom-Niveau in
Abhängigkeit von der Größe dieses gemessenen Abstandes erfolgen. Insbesondere
kann in der zweiten Magnetspule vom höheren Fangstrom-Niveau
auf das niedrigere Aufsetzstrom-Niveau umgeschaltet werden, solange
der Anker noch mehr als 5% des Abstandes zwischen den beiden Magnetspulen
von der zweiten Magnetspule entfernt ist.
Vorteilhatte Weiterbildungen sind Inhalt der weiteren Unteransprüche.The object of the present invention is to provide a remedial measure for this problem.
The solution to this problem is characterized in that in the second solenoid, a change is made to a landing current level that is lower than the catching current level when the armature is still spaced from this second solenoid. For this purpose, the distance of the armature from the second magnet coil is preferably measured. Then the switchover from the catching current level to the landing current level can take place depending on the size of this measured distance. In particular, it is possible to switch from the higher capture current level to the lower landing current level in the second magnet coil as long as the armature is still more than 5% of the distance between the two magnet coils from the second magnet coil.
Advantageous further developments are the content of the further subclaims.
Näher erläutert wird die Erfindung anhand der beigefügten Diagrammdarstellung, in welcher über der Zeit t sowohl der Weg s des Ankers zwischen den beiden Magnetspulen, als auch der Strom I, mit dem die beiden Magnetspulen beaufschlagt werden, dargestellt ist. Dabei ist der Weg s strichliert und der der Strom I in dicken Linien dargestellt. The invention is explained in more detail with reference to the attached diagram, in which over time t both the path s of the anchor between the two solenoids, as well as the current I with which the two solenoids are applied, is shown. The path is dashed and s the current I is shown in thick lines.
Grundsätzlich ist der Aufbau einer elektromagnetischen Betätigungsvorrichtung für ein Brennkraftmaschinen-Hubventil dem Fachmann bekannt, so daß hierauf an dieser Stelle nicht näher eingegangen wird. Stets wird dabei entsprechend den Merkmalen im Oberbegriff des Anspruchs 1 ein Anker zwischen zwei voneinander beabstandeten Magentspulen schwingend oszillierend bewegt, wobei in jeder Bewegungsrichtung jeweils eine Rückstellfeder vorgesehen ist. Nun liege zunächst der Anker an der ersten Magnetspule an, wo er gegen die Kraft der dann wirkenden Rückstellfeder durch Magnetkraft gehalten wird. Hierzu fließt in dieser ersten Magnetspule ein sogenannter Haltestrom.Basically, the structure of an electromagnetic actuator for an internal combustion engine lift valve known to those skilled in the art, so that this will not be discussed in more detail here. It is always appropriate the features in the preamble of claim 1 an anchor between two spaced apart magnetic coils oscillating moves, with a return spring in each direction of movement is provided. Now the anchor is first on the first solenoid where it counteracts the force of the return spring then acting by magnetic force is held. For this purpose, a so-called flows in this first magnet coil Holding current.
Wird anschließend dieser Haltestrom abgeschaltet, so setzt sich der geeignet
geführte Anker (und selbstverständlich auch das mit diesem mechanisch
verbundene Brennkraftmaschinen-Hubventil) unter Einfluß der Kraft der
Rückstellfeder in Bewegung, und zwar zur zweiten Magnetspule hin. Nach
einer gewissen Wegstrecke wird jedoch die Federkraft der zweiten Rückstellfeder
wirksam, so daß durch die zweite Magnetspule zusätzliche Kräfte
aufgebracht werden müssen, um den Anker anzuziehen. Hierzu wird die
zweite Magnetspule erregt, und zwar mit einem betragsmäßig relativ hohen
Strom, dem sogenannten Fangstrom.
Ist der Anker schließlich auf der Magnetspule aufgetroffen, so kann vom betragsmäßig
hohen Fangstrom-Niveau auf das bereits im Zusammenhang mit
der ersten Magnetspule erläuterte niedrigere Haltestrom-Niveau umgeschaltet
werden, da nunmehr der Anker lediglich an der Magnetspule gehalten,
nicht jedoch gegen Federkraft zu ihr hin beschleunigt werden muß.
Anschließend erfolgt der Vorgang in der umgekehrten Richtung, d. h. die in
der bisherigen Schilderung zweite Magnetspule wird dann die erste Magnetspule,
während die eingangs genannte erste Magnetspule die Funktion der
zweiten Magnetspule übernimmt. If this holding current is subsequently switched off, the suitably guided armature (and of course the internal combustion engine lift valve mechanically connected to it) starts to move under the influence of the force of the return spring, namely towards the second solenoid. After a certain distance, however, the spring force of the second return spring is effective, so that additional forces have to be applied by the second magnet coil in order to attract the armature. For this purpose, the second solenoid coil is excited with a relatively high current, the so-called capture current.
If the armature finally strikes the solenoid, it is possible to switch from the magnitude of the high capture current level to the lower holding current level already explained in connection with the first solenoid, since the armature is now only held on the solenoid, but not against spring force to it must be accelerated.
The process then takes place in the opposite direction, ie the second magnet coil in the previous description then becomes the first magnet coil, while the first magnet coil mentioned at the outset takes over the function of the second magnet coil.
Im beigefügten Diagramm ist das Haltestrom-Niveau mit IH bezeichnet und
das Fangstrom-Niveau mit IF Zum Zeitpunkt t0 fließt, wie ersichtlich, in der
ersten Magnetspule der Haltestrom IH, der zum Zeitpunkt t1 abgeschaltet
wird. Hierdurch setzt sich, wie beschrieben, der Anker in Bewegung und legt
über der Zeit t den Weg s zurück.
Zum Zeitpunkt t2 befindet sich der Anker in etwa in der Mitte zwischen den
beiden Magnetspulen, d. h er hat die halbe Wegstrecke sh zurückgelegt.
Nun wird die zweite Magnetspule zunächst mit dem Fangstrom-Niveau IF
beaufschlagt, welches aufgrund der magnetischen Verhältnisse erst verzögert
erreicht wird.
Nachdem der Anker die volle Wegstrecke sv, zurückgelegt hat und somit an
der zweiten Magnetspule anliegt, kann in dieser zweiten Magnetspule vom
Fangstrom-Niveau IF auf das Haltestrom-Niveau IH übergegangen werden,
was hier zum Zeitpunkt t6 erfolgt. Aufgrund der magnetischen Verhältnisse in
der Magnetspule wird der Wert IH des Haltestromes jedoch erst verzögert
erreicht. Der Zeitpunkt t6 liegt dabei später als der Zeitpunkt t5, zu welchem
der Anker erstmalig auf die Magnetspule auftrifft. Hierdurch ist sichergestellt,
daß der Anker sicher an der Magnetspule gehalten wird, auch wenn er nach
dem erstmaligen Auftreffen kurz abprallt bzw. sich um eine minimale Wegstrecke
wieder zurück bewegt.In the attached diagram, the holding current level is denoted by I H and the catching current level by I F. At time t 0 , as can be seen, the holding current I H flows in the first magnet coil and is switched off at time t 1 . As described, this causes the armature to move and cover the distance s over time t.
At time t 2 , the armature is approximately in the middle between the two solenoids, i. h He has covered half the distance s h . Now the second solenoid coil is initially subjected to the catch current level I F , which is reached only after a delay due to the magnetic conditions.
After the armature has covered the full distance s v , and is therefore in contact with the second solenoid, it is possible to transition from the catch current level I F to the holding current level I H in this second solenoid, which occurs here at time t 6 . Due to the magnetic conditions in the magnetic coil, the value I H of the holding current is reached only after a delay. The time t 6 is later than the time t 5 at which the armature hits the solenoid for the first time. This ensures that the armature is held securely on the magnetic coil, even if it bounces off briefly after the first impact or moves back a minimal distance.
Um nun ein möglichst sanftes Auftreffen des Ankers auf der zweiten Magnetspule
zu erzielen, wird in dieser zweiten Magnetspule bereits dann, -
nämlich zum Zeitpunkt t3, - auf ein gegenüber dem Fangstrom-Niveau IF
niedrigeres Aufsetzstrom-Niveau IA übergegangen, wenn der Anker noch
von dieser zweiten Magnetspule beabstandet ist. Aufgrund der magnetischen
Verhältnisse in der Magnetspule wird der tatsächliche Stromwert IA
jedoch erst zum Zeitpunkt t4 erreicht, der aber noch deutlich vor dem Auftreffzeitpunkt
t5 des Ankers auf der Magnetspule liegt.
Im Umschaltzeitpunkt t3 hat der Anker den Weg sa zurückgelegt. Auf seiner
letzten Wegstrecke, die durch den Abstand zwischen sa und sv definiert ist,
wird der Anker somit durch die zweite Magnetspule nunmehr deutlich verringert
beschleunigt, so daß er dementsprechend sanfter auf die zweite Magnetspule
auftrifft.In order to achieve the smoothest possible impact of the armature on the second magnet coil, a transition to a landing current level I A which is lower than the catching current level I F is already made in this second magnet coil, namely at time t 3 , when the Armature is still spaced from this second solenoid. Due to the magnetic conditions in the magnet coil, however, the actual current value I A is only reached at time t 4 , which is, however, clearly before the point of impact t 5 of the armature on the magnet coil.
At the changeover time t 3 , the armature covered the path s a . On its last path, which is defined by the distance between s a and s v , the armature is thus now accelerated significantly reduced by the second solenoid, so that it accordingly hits the second solenoid more gently.
Um feststellen zu können, wann der jeweils günstigste Zeitpunkt t3 für die Umschaltung vom Fangstrom-Niveau IF auf das Aufsetzstrom-Niveau IA ist, kann über der Zeit t der jeweilige Abstand des Ankers von der zweiten Magnetspule gemessen werden. Bevorzugt erfolgt die Umschaltung vom Fangstrom Niveau IF auf das Aufsetzstrom-Niveau IA in Abhängigkeit von der Größe dieses Abstandes, und zwar insbesondere dann, wenn der Anker noch mehr als 5 % des gesamten Abstandes sv zwischen den beiden Magnefspulen von der Magnetspule entfernt ist. Die Differenz (sv - sa) beträgt somit mehr als 5 % der gesamten Strecke sv.In order to be able to determine when the most favorable time t 3 for the switchover from the catching current level I F to the landing current level I A is, the respective distance of the armature from the second magnet coil can be measured over time t. The changeover from the catch current level I F to the landing current level I A is preferably carried out as a function of the size of this distance, in particular when the armature is still more than 5% of the total distance s v between the two magnetic coils away from the magnetic coil is. The difference (s v - s a ) is therefore more than 5% of the total distance s v .
Das Aufsetzstrom-Niveau IA kann irgendwo im Bereich zwischen dem Fangstrom-Niveau IF und dem Haltestrom-Niveau IH liegen, sollte jedoch zur Erzielung des gewünschten Effektes, nämlich im Hinblick auf ein weiches Auftreffen bzw. Aufsetzen des Ankers auf der zweiten Magnetspule signifikant unterhalb dem Fangstrom-Niveau IF liegen. Bevorzugt liegt das Aufsetzstrom-Niveau IA in der Größenordnung des einfachen bis doppelten HaItestrom-Niveaus IH.The touchdown current level I A can be anywhere in the range between the catch current level I F and the holding current level I H , but should achieve the desired effect, namely with regard to a soft impact or touchdown of the armature on the second solenoid are significantly below the catch current level I F. The boost current level I A is preferably in the order of magnitude of the single to double holding current level I H.
Als weiterhin äußerst vorteilhaft im Hinblick auf die Erzielung eines sanften Auftreffens des Ankers auf der zweiten Magnetspule hat sich erweisen, wenn diese zweite Magnetspule bereits relativ frühzeitig mit dem Fangstrom IF beaufschlagt wird. Unter energetischen Gesichtspunkten wäre es unter Beachtung der magnetischen Effekte günstig, die zweite Magnetspule so spät als möglich mit dem Fangstrom-Niveau IF zu beaufschlagen, jedoch resultiert dies wiederum in einem harten Auftreffen des Ankers auf dieser Magnetspule. Daher wird vorgeschlagen, die zweite Magnetspule bereits dann, nämlich zum Zeitpunkt t2, mit dem Fangstrom IF zu beaufschlagen, wenn der Anker noch um mehr als 40 % des Abstandes sv zwischen den beiden Magnetspulen von der zweiten Magnetspule entfernt ist. Bei der Diagrammdarstellung, die selbstverständlich nur ein bevorzugtes Ausführungsbeispiel darstellt, liegt dieser Zeitpunkt t2 bei der Wegstrecke sh, d. h. wenn der Anker in etwa um die Hälfte, genauer um 60% des Abstandes der beiden Magnetspulen von der zweiten Magnetspule entfernt ist. Jedoch kann dies, sowie eine Vielzahl weiterer Details durchaus abweichend vom gezeigten Ausführungsbeispiel gestaltet sein, ohne den Inhalt der Patentansprüche zu verlassen.As a further extremely advantageous with respect to achieving a gentle impingement of the armature on the second magnetic coil has prove if this second magnet coil is already relatively early stage supplied with the attraction current I F. From an energetic point of view, taking into account the magnetic effects, it would be favorable to apply the capture current level I F to the second magnet coil as late as possible, but this in turn results in the armature hitting this magnet coil hard. It is therefore proposed to apply the catch current I F to the second magnet coil, namely at time t 2 , when the armature is still more than 40% of the distance s v between the two magnet coils from the second magnet coil. In the diagram representation, which of course only represents a preferred exemplary embodiment, this point in time t 2 lies in the distance s h , that is to say when the armature is approximately half, more precisely 60% of the distance between the two magnet coils from the second magnet coil. However, this, as well as a large number of further details, can be designed quite differently from the exemplary embodiment shown, without leaving the content of the patent claims.
Claims (5)
wobei ausgehend von der ersten Endlage des Ankers, in welcher dieser an der ersten mit einem Haltestrom (IH) beaufschlagten Magnetspule anliegt, zunächst der betragsmäßig niedrige Haltestrom (IH) der ersten Magnetspule abgeschaltet wird,
und wobei anschließend die zweite Magnetspule zunächst mit einem betragsmäßig hohen Fangstrom (IF) und danach mit dem Haltestrom (IH) beaufschlagt wird,
um zunächst den Anker anzuziehen und danach den an der Magnetspule anliegenden Anker zu halten,
dadurch gekennzeichnet, daß in der zweiten Magnetspule bereits dann auf ein gegenüber dem Fangstromniveau (IF) niedrigeres Aufsetz-Stromniveau (IA) übergegangen wird, wenn der Anker noch von dieser zweiten Magnetspule beabstandet ist. Current control method for an electromagnetically operated lift valve of an internal combustion engine, which is oscillatingly oscillating against the force of a return spring by an armature plate arranged between alternating current solenoids,
starting from the first end position of the armature, in which it rests on the first magnet coil to which a holding current (I H ) is applied, the holding current (I H ) of the first magnet coil, which is of low magnitude, is first switched off,
and then the second magnetic coil is first subjected to a high capture current (I F ) and then the holding current (I H ),
to first pull the armature and then hold the armature against the solenoid,
characterized in that in the second solenoid, the current level (I A ) is lower than the catching current level (I F ) when the armature is still spaced from this second solenoid.
dadurch gekennzeichnet, daß der Abstand (sv - sa)des Ankers von der zweiten Magnetspule gemessen wird und die Umschaltung vom Fangstrom-Niveau (IF) auf das Aufsetzstrom-Niveau (IA) in Abhänigkeit von der Größe dieses gemessenen Abstandes (sv - sa)erfolgt.Current control method according to claim 1,
characterized in that the distance (s v - s a ) of the armature from the second solenoid is measured and the switchover from the catching current level (I F ) to the landing current level (I A ) as a function of the size of this measured distance ( s v - s a ) takes place.
dadurch gekennzeichnet, daß die Umschaltung vom höheren Fangstrom-Niveau (IF) auf das niedrigere Aufsetz-Strom-Niveau (IA) in der zweiten Magnetspule erfolgt, solange der Anker noch mehr als 5% des Abstandes (sv) zwischen den beiden Magnetspulen von der zweiten Magnetspule entfernt ist.Current control method according to claim 1 or 2,
characterized in that the switchover from the higher capture current level (I F ) to the lower landing current level (I A ) takes place in the second solenoid, as long as the armature is still more than 5% of the distance (s v ) between the two Solenoid coils is removed from the second solenoid.
dadurch gekennzeichnet, daß das Aufsatz-Stromniveau (IA) in der Größenordnung des einfachen bis doppelten Haltestrom-Niveaus (IH) liegt.Current control method according to one of the preceding claims,
characterized in that the top current level (I A ) is in the order of magnitude of the single to double holding current level (I H ).
dadurch gekennzeichnet, daß die zweite Magnetspule bereits dann mit dem Fangstrom (IF) beaufschlagt wird, wenn der Anker noch um mehr als 40% des Abstandes (sv) zwischen den beiden Magnetspulen von der zweiten Magnetspule entfernt ist.Current control method according to one of the preceding claims,
characterized in that the catch current (I F ) is already applied to the second magnet coil when the armature is still more than 40% of the distance (s v ) between the two magnet coils away from the second magnet coil.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19714518 | 1997-04-08 | ||
| DE19714518A DE19714518A1 (en) | 1997-04-08 | 1997-04-08 | Current control method for an electromagnetically operated lift valve of an internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0870905A1 true EP0870905A1 (en) | 1998-10-14 |
| EP0870905B1 EP0870905B1 (en) | 2002-09-04 |
Family
ID=7825820
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP98100651A Expired - Lifetime EP0870905B1 (en) | 1997-04-08 | 1998-01-15 | Current control process for an electromagnetically operated lift valve of an internal combustion engine |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0870905B1 (en) |
| JP (1) | JPH10288015A (en) |
| DE (2) | DE19714518A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7165518B2 (en) | 2005-02-01 | 2007-01-23 | Ford Global Technologies, Llc | Adjusting valve lash for an engine with electrically actuated valves |
| US7204210B2 (en) | 2005-02-01 | 2007-04-17 | Ford Global Technologies, Llc | Reducing power consumption and noise of electrically actuated valves |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3846070B2 (en) | 1998-10-29 | 2006-11-15 | トヨタ自動車株式会社 | Control device for electromagnetically driven valve |
| DE19852169C1 (en) * | 1998-11-12 | 2000-03-09 | Daimler Chrysler Ag | Actuator operating method for electromagnetic valve in internal combustion engine with power requirement during one operating cycle controlling electrical operating power for next operating cycle |
| DE19860272B4 (en) * | 1998-12-24 | 2005-03-10 | Conti Temic Microelectronic | Method and device for reducing noise in electromagnetically actuated devices |
| DE10012988A1 (en) | 2000-03-16 | 2001-09-20 | Bayerische Motoren Werke Ag | Method for operating an electromagnetic actuator |
| DE102005012184B4 (en) * | 2005-03-14 | 2007-04-12 | Schatz, Oskar, Dr. | Method for operating a high-speed electromagnetic adjustment device and adjusting device suitable for its use |
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| DE3611220A1 (en) * | 1985-04-25 | 1987-01-02 | Kloeckner Wolfgang Dr | Method and device for operating an internal combustion engine |
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| EP0662697A1 (en) * | 1994-01-07 | 1995-07-12 | Automobiles Peugeot | Method for controlling a bistable electromagnetic actuator and device to carry out such method |
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| DE3733704A1 (en) * | 1986-10-13 | 1988-04-14 | Meyer Hans Wilhelm | Method for the operation of an internal combustion engine |
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| DE19529151A1 (en) * | 1995-08-08 | 1997-02-13 | Fev Motorentech Gmbh & Co Kg | Method of switching an electromagnetic actuator |
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| DE19530798A1 (en) * | 1995-08-22 | 1997-02-27 | Fev Motorentech Gmbh & Co Kg | Controlling electromagnetic actuator with electromagnet(s) and armature |
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1997
- 1997-04-08 DE DE19714518A patent/DE19714518A1/en not_active Withdrawn
-
1998
- 1998-01-15 DE DE59805369T patent/DE59805369D1/en not_active Expired - Fee Related
- 1998-01-15 EP EP98100651A patent/EP0870905B1/en not_active Expired - Lifetime
- 1998-03-18 JP JP10068478A patent/JPH10288015A/en active Pending
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| DE3611220A1 (en) * | 1985-04-25 | 1987-01-02 | Kloeckner Wolfgang Dr | Method and device for operating an internal combustion engine |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7165518B2 (en) | 2005-02-01 | 2007-01-23 | Ford Global Technologies, Llc | Adjusting valve lash for an engine with electrically actuated valves |
| US7204210B2 (en) | 2005-02-01 | 2007-04-17 | Ford Global Technologies, Llc | Reducing power consumption and noise of electrically actuated valves |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0870905B1 (en) | 2002-09-04 |
| DE19714518A1 (en) | 1998-10-15 |
| DE59805369D1 (en) | 2002-10-10 |
| JPH10288015A (en) | 1998-10-27 |
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