EP1521901A1 - Structure de regulation pour le servomoteur d'un dispositif de reglage d'arbre a came electrique - Google Patents

Structure de regulation pour le servomoteur d'un dispositif de reglage d'arbre a came electrique

Info

Publication number
EP1521901A1
EP1521901A1 EP03740391A EP03740391A EP1521901A1 EP 1521901 A1 EP1521901 A1 EP 1521901A1 EP 03740391 A EP03740391 A EP 03740391A EP 03740391 A EP03740391 A EP 03740391A EP 1521901 A1 EP1521901 A1 EP 1521901A1
Authority
EP
European Patent Office
Prior art keywords
speed
adjustment
camshaft
control
controller
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
EP03740391A
Other languages
German (de)
English (en)
Other versions
EP1521901B1 (fr
Inventor
Jens Schäfer
Martin Steigerwald
Martin Overberg
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
INA Schaeffler KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by INA Schaeffler KG filed Critical INA Schaeffler KG
Publication of EP1521901A1 publication Critical patent/EP1521901A1/fr
Application granted granted Critical
Publication of EP1521901B1 publication Critical patent/EP1521901B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/022—Chain drive
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/024—Belt drive
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1418—Several control loops, either as alternatives or simultaneous
    • F02D2041/1419—Several control loops, either as alternatives or simultaneous the control loops being cascaded, i.e. being placed in series or nested
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/2101—Cams
    • Y10T74/2102—Adjustable

Definitions

  • the invention relates to a control structure for achieving the target adjustment speed of an adjustment motor of an electric adjustment device of the camshaft of an internal combustion engine, in particular according to the preamble of patent claim 1.
  • camshaft adjuster One of the main requirements for an ideal camshaft adjuster is to ensure that the camshaft is adjusted to the desired angle. In reality, however, there are deviations between the target and the actual adjustment angle curve. These are due to mechanical and electrical inertia and the influence of disturbance variables such as camshaft torque.
  • a reduction in the deviations from the target adjustment angle curve of the camshaft leads to a reduction in pollutant emissions and fuel consumption, an increase in engine power and torque as well as a reduction in the electrical system load and the high emission values in the starting phase.
  • the latter assumes that the camshaft adjuster can be controlled before or during engine start. This requirement is only through one electrical camshaft adjuster, because hydraulic adjusters are inoperable before and during the starting phase due to a lack of lubricating oil pressure.
  • An electric camshaft adjuster requires minimal energy consumption of the electric variable motor by appropriately training the controller.
  • the quality of the controlled system is determined by the target-actual adjustment angle curve of the camshaft. It is increased by minimizing the deviations from the target adjustment angle.
  • US Pat. No. 5,787,848 B1 discloses a control structure for reaching the target adjustment speed of an adjustment motor of an electrical adjustment device of the camshaft of an internal combustion engine, the camshaft adjuster having at least one controller which generates control signals for the adjustment motor from measurement signals of the internal combustion engine.
  • This pressure step is about controlling an internal exhaust gas recirculation by changing the valve timing.
  • the exhaust gas recirculation reduces the torque of the internal combustion engine.
  • a low-pass filter is provided in the controller, by means of which a partial overshoot or undershoot of the original torque curve is to be avoided.
  • the invention has for its object to provide a control structure for the electric adjustment motor of a camshaft adjuster, which has the smallest possible deviation of the actual adjustment angle from the desired adjustment angle of the camshaft and a low power consumption of the adjustment motor in the entire operating range of the internal combustion engine.
  • the object is achieved by the features of patent claim 1. Since the input signal is a differential signal, it approaches size 0 with increasing agreement between the actual value and the setpoint. This also applies to the output signal, which supplies a regulated setpoint speed of the servomotor, which then comes to a standstill. However, if the camshaft is to be held in a certain angle of rotation, the adjustment motor must rotate at the camshaft speed. A stationary adjustment motor leads to an adjustment of the angular position of the camshaft, the adjustment speed of which increases with the speed of the internal combustion engine.
  • the required target speed is predetermined for the adjusting motor during the operating time of the internal combustion engine.
  • a position control which relates to the camshaft adjustment angle
  • a speed control which relates to the adjustment motor speed
  • P, PI, PID, prediction or observer controllers can be used as controllers for position and speed control. Combinations of the above-mentioned controllers depending on the operating point are also possible. For example, a Pl controller is advantageous in the case of small setpoint / actual adjustment angle deviations and a P controller in the case of large setpoint / actual adjustment angle deviations. Fuzzy logic controllers are also conceivable.
  • One advantage of the prediction controller is that, depending on the respective adjustment angle jump of the camshaft, this adjustment speed is just decelerable by the adjustment motor in the period available for this pretends. In this way, the overshoot of the angle of rotation of the camshaft is avoided and adjustment energy is saved.
  • the prediction controller of the position control and the PID controller of the speed control are used individually or in series.
  • An advantageous embodiment of the invention consists in that when the prediction controller is in position control, the difference signal between an actual adjustment angle and a set adjustment angle of the camshaft as the input signal and a regulated set adjustment speed for the adjustment motor as the output signal, and that the added speed is the camshaft speed.
  • the added-up camshaft speed prevents the servomotor from coming to a standstill in the entire operating range of the internal combustion engine and thus prevents faulty control.
  • the PID controller has as input signal the difference signal between an actual adjustment speed and a target adjustment speed of the adjustment motor and as an output signal a regulated set adjustment speed for the adjustment motor in the form of a voltage value or a duty cycle modulated voltage, and that the added speed is the unregulated and voltage-converted setpoint speed of the variable motor.
  • the added, uncontrolled setpoint adjustment speed of the adjustment motor, in which the camshaft speed is contained prevents the adjustment motor from coming to a standstill and the associated faulty regulation.
  • An advantageous development of the invention consists in the fact that when the prediction controller and the PID controller are connected in series, the output signal of the Prediction controller with added camshaft speed in voltage-converted form also serves as an activation signal for the output signal of the PID controller. Since the camshaft speed is added to the output signals of both controllers, standstill of the servomotor is also reliably prevented in this case.
  • the PID controller of the speed control has a current limiting function, preferably a two-point current controller.
  • the current regulator takes back the voltage or the duty cycle-modulated voltage, as a result of which the current drops. If the current falls below the current limit, the current control acts in the opposite direction.
  • a cost saving results from the fact that the angular position of the camshaft cannot be measured by a camshaft sensor but by a Hall sensor of the variable motor. Since the stator of a brushless DC motor has at least one Hall sensor anyway, a special camshaft sensor is therefore unnecessary.
  • Figure 1 is a schematic of an electrical camshaft adjuster with control electronics and separate camshaft sensor
  • FIG. 2 shows the diagram from FIG. 1, but with a Hall sensor of the adjusting motor instead of the camshaft sensor;
  • FIG. 3 shows a camshaft adjuster with a stator of the electric adjusting motor fixed to the housing;
  • FIG. 4 shows a control structure of a position control with a PID controller and an addition of the camshaft speed to its output signal;
  • FIG. 5 shows the control structure of a position control with a prediction controller and an addition of the camshaft speed to its output signal
  • FIG. 6 shows a control structure of a speed control with a PID controller and the addition of a voltage or duty cycle-modulated voltage of a non-regulated target adjustment speed of the adjustment motor to the output signal of the PID controller;
  • Figure 7 shows a control structure of a position and speed control with a
  • Figure 8 is a flow chart for engine start and driving.
  • an internal combustion engine 1 is shown schematically. Its crankshaft 2 drives a camshaft drive wheel 4 of a commercial vehicle via a crankshaft drive wheel 3 by means of a chain or a toothed belt (not shown)
  • Camshaft 5 in a 2: 1 ratio has an nNW electric camshaft adjuster 6 with an adjustment gear 7 and an electric adjustment motor 8.
  • the angular position of the crankshaft 2 is measured by means of a crankshaft sensor 9, and the angular position of the camshaft 5 is measured by means of a camshaft sensor 10.
  • Control unit 10 reach a via a control unit 11 of the internal combustion engine 1
  • FIG. 2 shows the diagram of the internal combustion engine 1 from FIG. 1, but the camshaft sensor 10 has been replaced by a Hall sensor 13 of the adjusting motor 8 which is present in any case in the case of brushless DC motors.
  • the camshaft adjuster 6 is shown schematically.
  • the adjusting gear 7 is designed as a three-shaft gear, with an input shaft connected to the camshaft drive wheel 4, an output shaft connected to the camshaft 5 and an adjusting shaft 14 which are connected in a rotationally fixed manner to a rotor 15 of the adjusting motor 8.
  • the adjusting motor 8 has a stator 16 which is designed to be fixed to the housing.
  • FIG. 4 shows the control structure according to the invention.
  • a difference signal 17 ⁇ 18 of an actual adjustment angle 17 and a target adjustment angle 18 between the crankshaft 2 and the camshaft 5 is the input signal of a PID controller 19.
  • Its output signal 20 contains a regulated target adjustment speed for the Adjusting motor 8.
  • the difference signal 17 + 18 approaches the value 0.
  • the output signal 20 and thus the regulated target adjustment speed of the servomotor 8 also approaches this value.
  • the camshaft speed 21 is added to the output signal 20 of the controller 19 and is thus given to the adjusting motor 8 as the target adjusting speed 20 + 21.
  • the adjusting motor 8 rotates at least at the camshaft speed 21, as a result of which the control position of the camshaft 5 is maintained.
  • FIG. 5 shows in the control structure of a position control. Depending on the jump size of the adjustment angle, this specifies an adjustment speed that is just decelerable in the available time by the adjustment motor 8.
  • the size of the input signal 17 ⁇ 18 of the prediction controller 22 corresponds to the difference between the actual adjustment angle 17 and the target adjustment angle 18 in FIG. 4.
  • the prediction controller 22 specifies that regulated target adjustment speed as the output signal 20 ′ . which can be decelerated by the adjusting motor 8 within the available time in order to overcome the predetermined angular deviation.
  • the current camshaft speed 21 is applied to the output signal 20 'of the prediction controller 22 and the sum 20 ' + 21 is given to the servo motor 8 as the target adjustment speed.
  • the overshoot of the actual adjustment angle is avoided by the prediction controller 22 and at the same time the power consumption of the adjustment motor 8 is considerably reduced.
  • the regulators 19, 22 described above are used to control the position of the camshaft 5. For optimal control results, an inner control circuit with a speed control or alternatively a current or torque control of the adjusting motor 8 is also necessary.
  • the relevant control structure is shown in FIG. 6.
  • the input signal of the PID controller 19 ' is the difference signal 23 + 24 between a target adjustment speed 24 and an actual adjustment speed 23 of the adjustment motor 8.
  • a voltage is obtained as the output signal 20 " which is used to control the adjustment motor 8
  • the voltage corresponding to the target adjusting speed 24 of the adjusting motor 8 is added to the output signal 20 " via a voltage converter 25. This ensures that the actuator 8 is always given a voltage corresponding to the target adjustment speed 24 during operation.
  • P, Pl and prediction controllers can also be used as controllers.
  • FIG. 7 shows the control structure of a complete control system for the adjustment motor 8 with a position control according to FIG. 4 and a speed control according to FIG. 6 connected in series.
  • the position control has a prediction controller 22, the input signal as a difference signal 17 ⁇ 18 between the actual adjustment angle 17 and the setpoint Adjustment angle 18 is formed and processed to the output signal 20 'of a regulated target adjustment speed.
  • the camshaft speed 21 is added to this, which together form the target adjustment speed 20 ′ + 21 of the adjustment motor 8.
  • the difference signal 20 ′ + 21 + 23 from the target adjusting speed 20 ′ + 21 and the actual adjusting speed 23 forms the input signal of the PID controller 19 ′ of the speed control, the output signal 20 ′′ of which is added to the target adjusting speed 20 converted in a voltage converter 25 ' + 21 is processed to the voltage 20 " + 20 ' + 21 which drives the adjusting motor 8.
  • the prediction and PID controllers 22, 19 'shown other controllers such as P and PI controllers can also be used.
  • a current limiting function for example a two-point current regulator, into the PID controller 19 'of the speed control to protect the adjusting motor 8 and control electronics, which reduces the voltage or the duty cycle when the predetermined current limit value is exceeded.
  • FIG. 8 shows a flow diagram in which it is shown how the adjustment motor 8 is regulated when the internal combustion engine 1 starts and when it is operated.
  • position 26 the ignition lock is actuated, in position 27 the starter starts and ends the starting process.
  • position 28 the angular position of the camshaft 5 is recognized, in position 29 the adjustment angle comparison is made, the result of which leads to the actuation of the adjustment motor 8 in position 30.
  • Driving can mean stopping according to position 31, early adjustment according to position 32 or late adjustment according to position 33. The respective result is reported back to position 28 via the return line 34, with which a new run begins.
  • Target adjustment angle 19 ' PID controller, 20 ' , 20 " controlled output signal

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne une structure de régulation pour le servomoteur (8) d'un dispositif de réglage d'arbre à cames (6) d'un moteur à combustion interne (1), qui comprend un régulateur (19) qui traite des signaux de mesure du moteur à combustion interne (1) pour les transformer en données de commande destinées au servomoteur (8). On obtient un régulateur (19), qui même pour une valeur zéro du signal différentiel d'entrée présente des valeurs significatives pour le nombre de tours de réglage de consigne du servomoteur (8), par le fait que le signal d'un nombre de tours non régulé (21) est ajouté au signal de départ (20) d'un nombre de tours de consigne régulé.
EP03740391.2A 2002-07-11 2003-07-01 Structure de regulation pour le servomoteur d'un dispositif de reglage d'arbre a came electrique Expired - Lifetime EP1521901B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10231225 2002-07-11
DE10231225 2002-07-11
PCT/EP2003/006956 WO2004007919A1 (fr) 2002-07-11 2003-07-01 Structure de regulation pour le servomoteur d'un dispositif de reglage d'arbre a came electrique

Publications (2)

Publication Number Publication Date
EP1521901A1 true EP1521901A1 (fr) 2005-04-13
EP1521901B1 EP1521901B1 (fr) 2015-04-15

Family

ID=30009886

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03740391.2A Expired - Lifetime EP1521901B1 (fr) 2002-07-11 2003-07-01 Structure de regulation pour le servomoteur d'un dispositif de reglage d'arbre a came electrique

Country Status (6)

Country Link
US (2) US7059285B2 (fr)
EP (1) EP1521901B1 (fr)
JP (1) JP4662765B2 (fr)
AU (1) AU2003280981A1 (fr)
DE (1) DE10251347A1 (fr)
WO (1) WO2004007919A1 (fr)

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EP1605140B1 (fr) * 2004-06-09 2016-11-02 Schaeffler Technologies AG & Co. KG Déphaseur d'arbre à cames
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JP4600935B2 (ja) * 2006-08-30 2010-12-22 株式会社デンソー 内燃機関の可変バルブタイミング制御装置
JP4641985B2 (ja) * 2006-08-30 2011-03-02 株式会社デンソー 内燃機関の可変バルブタイミング制御装置
WO2008070066A2 (fr) * 2006-12-05 2008-06-12 The Timken Company Structure de contrôle four un dispositif de déphasage d'arbre à cames électromécanique
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US8523803B1 (en) 2012-03-20 2013-09-03 Medtronic Minimed, Inc. Motor health monitoring and medical device incorporating same
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JP4662765B2 (ja) 2011-03-30
US20050103298A1 (en) 2005-05-19
US20060124095A1 (en) 2006-06-15
US7059285B2 (en) 2006-06-13
JP2005532502A (ja) 2005-10-27
DE10251347A1 (de) 2004-03-11
WO2004007919A1 (fr) 2004-01-22
US7152561B2 (en) 2006-12-26
AU2003280981A1 (en) 2004-02-02
EP1521901B1 (fr) 2015-04-15

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