EP0957239A1 - Arrangement pour la commande d'un dispositif de variation de la levée d'une soupape de moteur à combustion interne pour la circulation des gaz d'admission ou d'échappement - Google Patents

Arrangement pour la commande d'un dispositif de variation de la levée d'une soupape de moteur à combustion interne pour la circulation des gaz d'admission ou d'échappement Download PDF

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Publication number
EP0957239A1
EP0957239A1 EP99109119A EP99109119A EP0957239A1 EP 0957239 A1 EP0957239 A1 EP 0957239A1 EP 99109119 A EP99109119 A EP 99109119A EP 99109119 A EP99109119 A EP 99109119A EP 0957239 A1 EP0957239 A1 EP 0957239A1
Authority
EP
European Patent Office
Prior art keywords
camshaft
rotation
angle
valve
drv
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP99109119A
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German (de)
English (en)
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EP0957239B1 (fr
Inventor
Achim Koch
Bernhard Klingseis
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
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Siemens AG
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Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP0957239A1 publication Critical patent/EP0957239A1/fr
Application granted granted Critical
Publication of EP0957239B1 publication Critical patent/EP0957239B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F01L13/0047—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction the movement of the valves resulting from the sum of the simultaneous actions of at least two cams, the cams being independently variable in phase in respect of each other

Definitions

  • the invention relates to a device for controlling a Device for adjusting a valve stroke curve of a gas exchange valve an internal combustion engine according to the preamble of Claim 1.
  • DE 42 44 550 A1 describes a device for adjustment the valve stroke curve of a gas exchange valve of an internal combustion engine known, preferably for choke-free Load control of gasoline engines is used.
  • the device has two counter-rotating camshafts, which over a rocker arm act on the gas exchange valve.
  • One of the Camshafts determines the opening function and the other camshaft determines the closing function of the gas exchange valve.
  • the valve lift curve of the gas exchange valve, i.e. H. of the Stroke and opening time can be changed in wide areas are caused by a relative rotation of the two camshafts against each other by means of a four-wheel coupling gear.
  • the four-wheel coupling gear has a drive wheel that works with the first camshaft driven by the crankshaft is connected, and an output gear connected to the second camshaft is firmly connected.
  • the drive and driven gear are in engagement with each other via two intermediate gears, that by a rotating on the paddocks Adjustment a rolling of the idler wheels on the on and Output wheels and thus a relative rotation of the both camshafts are reached against each other.
  • An internal combustion engine 1 has, preferably in a cylinder head, a device 11 for adjusting the valve lift a gas exchange valve 12.
  • the device 11 comprises a first camshaft 111, which is mechanical with a crankshaft 13, for example via a chain drive, not shown, is coupled.
  • a second camshaft 112 is mechanical with the first camshaft 111 via a coupling gear coupled, the coupling 113 and a first gear 114 and includes a second gear 115.
  • An actuator 116 is provided who has an engine that is preferably as simple Synchronous motor 1161 designed with an electronic commutation is.
  • the actuator also includes a drive shaft 1162 which does not have a worm wheel 1163 with one shown eccentric, which is coaxial with the second camshaft 112 is arranged and with the second camshaft 112 is firmly connected. Rotation of the drive shaft 1162 will transferred to the eccentric wheel via the worm wheel 1163. By rotating the eccentric wheel there is a change the position of the second camshaft 112 with respect to the first Camshaft 111, in the direction shown by the arrow.
  • the first camshaft 111 and the second camshaft 112 have cams 1111 and 1121 (FIG. 2), respectively.
  • the cams act via a transmission link 117, which acts as a tappet, Rocker arm, rocker arm or other known transmission link can be formed on the gas exchange valve 12 on.
  • the stroke of the first camshaft 111 starts the valve stroke given. Through the stroke of the second Camshaft 112 is the end of the valve stroke.
  • the stroke course the first or second camshaft 111, 112 is through the contour of a perpendicular to the axis of rotation of the camshaft Section through the first or second camshaft 111, 112 certainly.
  • the course of the stroke is predetermined by the distance between the Dots on the surface of the first camshaft 111 or second camshaft 112 to the respective axis of rotation.
  • the first camshaft 111 is followed by an adjustment of the phase of the second camshaft 112 relative to the first camshaft 111.
  • the phase is determined by an angle between one Vector perpendicular to the axis of rotation of the first camshaft lies and whose base is the axis of rotation and its end point is a predetermined point on the circumference of the camshaft, and another vector that is perpendicular to the axis of rotation of the second camshaft, whose base is in the axis of rotation of the second camshaft 112 and its end point specified point on the circumference of the second camshaft with one of the vectors for determining the phase in parallel is shifted so that its base point with the base point of the further vector coincides.
  • the transmission member 117 is designed so that it the stroke course the first camshaft 111 and the second camshaft 112 only transfers to the gas exchange valve 12 when at de cams 1111, 1121 simultaneously on the transmission member 117 act.
  • the phase of the second Camshaft 112 to first camshaft 111 may be the valve lift end can be varied.
  • the phase is adjusted such that the Valve stroke start is variable.
  • a control device 2 (FIG. 1) is assigned to the device 11, which depend on an angle of rotation DRV of the drive shaft 1162, which is detected by an actuator sensor 3, an angle of rotation CRK of the crankshaft 112, which is from a crankshaft sensor 4 is detected, an angle of rotation CAM of the second Camshaft 112, which is detected by a camshaft sensor 5 and preferably other operating variables of the internal combustion engine a control signal for the synchronous motor 1161 determined.
  • the actuator also Functions for monitoring the actuator sensor 3 of the crankshaft sensor 4 and the camshaft sensor 5 processed.
  • the control device 2 is preferably also for controlling the injection valves and a throttle valve, not shown the internal combustion engine.
  • the actuator 116 can be particularly space-saving be when from the detected by the actuator sensor 3 Angle of rotation DRV additionally a signal for commutating the Current generated by the armature winding of the synchronous motor 1161 becomes.
  • the actuator sensor 3 can then directly in the Synchronous motor 1161 can be arranged.
  • FIG. 3 shows a flow diagram of a function for determining of the angle of rotation DRV of the drive shaft 1162, which in the Control device 2 is processed.
  • the actuator sensor 3 comprises a magnetic wheel arranged on the drive shaft with a predetermined number of pole pairs (e.g. 32) and one predetermined number (e.g. 2) of Hall elements that are out of phase arranged in the housing of the electric motor 1161 are.
  • Step S2 checks whether the measurement signal of the first Hall element of the actuator sensor 3 has a flank. Is this If this is not the case, the Processing continued in step S2. However, if this is the case If so, in a step S3 by evaluating the Measuring signals of the first and second Hall elements the direction of rotation the drive shaft 1162 determined. Is the direction of rotation the drive shaft 1162 a predetermined direction of rotation, so in step S4 the counter i increments. However, it is not the case, the counter i is decremented in a step S5.
  • a step S6 it is checked whether the counter i has a maximum value imax according to the number of pole pairs of the magnetic wheel has (e.g. 32). If this is the case, one will Step S7 increments the counter k.
  • the counter k is on Measure of the number of revolutions of the drive shaft 1162 to a reference angle. This reference angle can depending on the design of the device 11, the angle of rotation Drive shaft 1162, in which the phase of the second crankshaft 112 relative to the first crankshaft a minimum or has maximum value.
  • the Counter i reset e.g. B. assigned the value zero.
  • a step S8 a is checked whether the counter i the negative Has maximum value imax. If this is the case, then in one Step S8b the counter k is decremented and in one step S8c the counter i reset.
  • a step S9 the angle of rotation DRV of the drive shaft 1162 determined depending on the counters i and k.
  • the value of the Counter k corresponds to the number of revolutions of the drive shaft 1162 related to the reference point and the counter k corresponds to the angle during a rotation of the drive shaft with a resolution that depends on the number of pole pairs.
  • the variables k and i in the data memory saved. Steps S1 to S9 are preferred executed in the form of an interrupt routine.
  • a step S10 (FIG. 4), the start of a second one Program part that processed in the control device 2 becomes.
  • a step S11 it is checked whether the measurement signal of the camshaft sensor 5 has an edge.
  • the camshaft sensor 5 is preferably a simple Hall sensor with a two-pole magnetic wheel formed on the second Camshaft 112 is arranged. The measurement signal from the camshaft sensor 5 therefore supplies two signal edges per revolution the second camshaft 112.
  • the first value VHB_A is preferably dependent on a first characteristic determined by the angle of rotation DRV of the drive shaft 1162.
  • a step S16 becomes a second value VHB_B of the beginning of the valve lift depending on the angle of rotation CAM of the second camshaft and the angle of rotation CRK of the crankshaft 13 and preferably from a first map depending on the Angle of rotation CAM, CRK.
  • a step S17 it is checked whether the first value VHB_A less than a predetermined value from the second value VHB_B SW threshold differs. If this is the case, then one is correct operation of the actuator sensor 3 closed and in a step S18 the operating state BZ normal TAKEN NORM.
  • the operating state BZ Normal NORM the start of the valve lift VHB depends on the angle of rotation DRV Drive shaft 1162 determined and preferably again the first characteristic.
  • the valve lift start VHB is the valve lift curve of the Gas exchange valve 12 characterizing size. More the Values that characterize the course of the valve stroke are, for example the valve stroke end, if the valve stroke end is variably adjustable is, or one over the entire opening period of the Gas exchange valve 12 during a working cycle of the internal combustion engine integrated opening area.
  • a step S19 can an adaptation of the angle of rotation at predetermined time intervals CAM, which is detected by the camshaft sensor 5, and the Angle of rotation CRK, which is detected by the Kurbeiwelleensensor 4 will be done.
  • the angle of rotation DRV of the actuator shaft 1162 considering the translation of the Worm gear and the current angle of rotation CRK Crankshaft 13 in a target value of the rotation angle CAM second camshaft 112 converted. From the setpoint and the from the camshaft sensor 5 determined angle of rotation DRV a correction value is then determined for second camshaft 112, with which the angle of rotation detected by the camshaft sensor 5 CAM is corrected.
  • step S19 also depends on a target value of the angle of rotation of the crankshaft 13 from the angle of rotation DRV of the drive shaft 1162 and the Rotation angle CAM of the second camshaft 112 can be determined.
  • a target value of the angle of rotation of the crankshaft 13 from the angle of rotation DRV of the drive shaft 1162 and the Rotation angle CAM of the second camshaft 112 can be determined.
  • the crankshaft sensor 4 detected rotation angle CRK of the crankshaft 13 becomes a correction value determined with which the angle of rotation CRK of the crankshaft is corrected. So inaccuracies can easily when installing the camshaft sensor 5 or the crankshaft sensor and manufacturing inaccuracies of the crankshaft sensor 4 and the camshaft sensor 5 can be compensated.
  • step S17 If, in step S17, the first value VHB_A of the start of the valve lift deviates more than the predetermined threshold value SW from the second value VHB_B of the start of the valve lift, a check is carried out in a step S20 to determine whether the internal combustion engine is in the state of the start BKSTART. If this is the case, the value of the counter k is determined in a step S21 as a function of the angle of rotation CRK of the crankshaft 13 and the angle of rotation CAM of the second camshaft 112. The counter is then set to this value, i.e. initialized. It can thus easily be avoided that the drive shaft 1162 of the actuator 116 must be moved to the predetermined reference point after the internal combustion engine has started. This is particularly advantageous if the stored values of the variables i and k result from a voltage loss or a Reset "of the control device 2 is lost. This ensures a high level of driving comfort of a motor vehicle in which the control device 2 is arranged.
  • step S20 the Operating state of the BZ of the emergency run NL assumed.
  • the start of the valve stroke VHB then becomes dependent on the rotation angles CAM, CRK of the second camshaft 112 and the crankshaft 13 determined and preferably from the first map.
  • the load control of the internal combustion engine then takes place via a load actuator, for example a throttle valve is.
  • the actuator 16 is then operated by the control device 2 is no longer activated because the angle of rotation DRV the drive shaft is no longer error-free from the actuator sensor 3 is detected and thus timely commutation the armature current is no longer guaranteed.
  • Valve stroke start VHB From the Valve stroke start VHB is then the valve stroke of the Gas exchange valve characterizing size determined that then as a correction value when determining a steep signal is taken into account for the load actuator. So that's one Guaranteed comfortable emergency running, in which the driver's request a driver of the motor vehicle with the control device 2 exactly in a corresponding one to be delivered by the internal combustion engine Torque can be implemented.
  • the invention is not based on the exemplary embodiment described here limited. So instead of starting the valve stroke VHB also another the valve lift course of the gas exchange valve 12 characterizing size can be determined and then the processing of steps S15 to S22 based on this Size.
  • crankshaft sensor can also be used be monitored with the camshaft sensor. So it's just necessary, exactly one camshaft sensor for both Provide camshafts.
  • Characteristic curves or maps are through investigations on one Engine test bench or determined by driving tests.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP99109119A 1998-05-12 1999-05-07 Arrangement pour la commande d'un dispositif de variation de la levée d'une soupape de moteur à combustion interne pour la circulation des gaz d'admission ou d'échappement Expired - Lifetime EP0957239B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19821241 1998-05-12
DE19821241 1998-05-12

Publications (2)

Publication Number Publication Date
EP0957239A1 true EP0957239A1 (fr) 1999-11-17
EP0957239B1 EP0957239B1 (fr) 2005-02-09

Family

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EP99109119A Expired - Lifetime EP0957239B1 (fr) 1998-05-12 1999-05-07 Arrangement pour la commande d'un dispositif de variation de la levée d'une soupape de moteur à combustion interne pour la circulation des gaz d'admission ou d'échappement

Country Status (3)

Country Link
US (1) US6119641A (fr)
EP (1) EP0957239B1 (fr)
DE (1) DE59911574D1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1146405A2 (fr) * 2000-04-12 2001-10-17 Bayerische Motoren Werke Aktiengesellschaft Méthode de contrôle
US7424872B2 (en) 2004-01-14 2008-09-16 Toyota Jidosha Kabushiki Kaisha Failure diagnostic apparatus for variable valve mechanism of internal combustion engine and failure diagnostic method for variable valve mechanism

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10028995B4 (de) * 2000-06-16 2005-10-27 Siemens Ag Verfahren zur Bewertung der Phasenlage einer Nockenwelle eines Verbrennungsmotors, insbesondere für ein Kraftfahrzeug
JP4269169B2 (ja) * 2004-08-31 2009-05-27 株式会社デンソー 内燃機関の回転状態検出装置
JP2006226226A (ja) * 2005-02-18 2006-08-31 Toyota Motor Corp 内燃機関の制御装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4244550A1 (de) 1992-12-30 1994-07-07 Meta Motoren Energietech Vorrichtung zur Verdrehung von Nockenwellen von Brennkraftmaschinen
DE19501386A1 (de) * 1995-01-18 1996-08-01 Meta Motoren Energietech Verfahren zum Steuern einer fremdgezündeten, mit einer Kraftstoffeinspritzanlage ausgerüsteten Kolbenbrennkraftmaschine
FR2756627A1 (fr) * 1996-12-04 1998-06-05 Bosch Gmbh Robert Installation pour detecter l'angle de rotation et la course de soupapes d'un moteur a combustion interne a plusieurs cylindres
WO1999009303A1 (fr) * 1997-08-14 1999-02-25 Siemens Aktiengesellschaft Procede d'ajustement de la levee d'une soupape

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DE3217203A1 (de) * 1981-05-15 1982-12-02 Honda Giken Kogyo K.K., Tokyo Variable ventilsteuerung
GB9018558D0 (en) * 1990-08-23 1990-10-10 Ricardo Group Plc Valve gear for internal combustion engines
US5052350A (en) * 1990-11-02 1991-10-01 King Brian T Device to combine the motions of two camlobes differentially phased
AU664547B2 (en) * 1991-04-24 1995-11-23 Donald Charles Wride Valve control mechanism
SE513062C2 (sv) * 1992-06-30 2000-06-26 Fanja Ltd Förfarande för styrning av arbetsförloppet i en förbränningskolvmotor samt motor för genomförande av förfarandet
WO1994016203A1 (fr) * 1992-12-30 1994-07-21 Meta Motoren- Und Energie-Technik Gmbh Dispositif permettant de commander les soupapes de moteurs a combustion, et notamment de commander sans papillon le circuit de puissance de moteurs a essence
DE4301453C2 (de) * 1993-01-20 1995-01-05 Meta Motoren Energietech Variable Ventilsteuerung von Brennkraftmaschinen
DE4322480C2 (de) * 1993-07-06 1996-05-02 Meta Motoren Energietech Vorrichtung zur variablen Ventilsteuerung von Brennkraftmaschinen
DE19547101A1 (de) * 1995-12-16 1997-06-19 Bosch Gmbh Robert Vorrichtung zum Verstellen einer Nockenwelle einer Brenkraftmaschine
DE19701202A1 (de) * 1997-01-15 1998-07-23 Daimler Benz Ag Variable Ventilsteuerung für Brennkraftmaschinen
DE19747031A1 (de) * 1997-10-24 1999-04-29 Daimler Chrysler Ag Variable Ventilsteuerung für Brennkraftmaschinen

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4244550A1 (de) 1992-12-30 1994-07-07 Meta Motoren Energietech Vorrichtung zur Verdrehung von Nockenwellen von Brennkraftmaschinen
DE19501386A1 (de) * 1995-01-18 1996-08-01 Meta Motoren Energietech Verfahren zum Steuern einer fremdgezündeten, mit einer Kraftstoffeinspritzanlage ausgerüsteten Kolbenbrennkraftmaschine
FR2756627A1 (fr) * 1996-12-04 1998-06-05 Bosch Gmbh Robert Installation pour detecter l'angle de rotation et la course de soupapes d'un moteur a combustion interne a plusieurs cylindres
WO1999009303A1 (fr) * 1997-08-14 1999-02-25 Siemens Aktiengesellschaft Procede d'ajustement de la levee d'une soupape

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1146405A2 (fr) * 2000-04-12 2001-10-17 Bayerische Motoren Werke Aktiengesellschaft Méthode de contrôle
EP1146405A3 (fr) * 2000-04-12 2002-03-06 Bayerische Motoren Werke Aktiengesellschaft Méthode de contrôle
US6541934B1 (en) 2000-04-12 2003-04-01 Bayerische Motoren Werke Aktiengesellschaft Electric drive control
US7424872B2 (en) 2004-01-14 2008-09-16 Toyota Jidosha Kabushiki Kaisha Failure diagnostic apparatus for variable valve mechanism of internal combustion engine and failure diagnostic method for variable valve mechanism
DE102005001454B4 (de) * 2004-01-14 2014-08-07 Toyota Jidosha Kabushiki Kaisha Fehlerdiagnosevorrichtung für einen veränderlichen Ventilmechanismus eines Verbrennungsmotors und Fehlerdiagnoseverfahren für einen veränderlichen Ventilmechanismus

Also Published As

Publication number Publication date
EP0957239B1 (fr) 2005-02-09
US6119641A (en) 2000-09-19
DE59911574D1 (de) 2005-03-17

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