EP1521901B1 - Regelstruktur für den verstellmotor eines elektrischen nockenwellenverstellers - Google Patents

Regelstruktur für den verstellmotor eines elektrischen nockenwellenverstellers Download PDF

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Publication number
EP1521901B1
EP1521901B1 EP03740391.2A EP03740391A EP1521901B1 EP 1521901 B1 EP1521901 B1 EP 1521901B1 EP 03740391 A EP03740391 A EP 03740391A EP 1521901 B1 EP1521901 B1 EP 1521901B1
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EP
European Patent Office
Prior art keywords
controller
rotational speed
adjustment
camshaft
control structure
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.)
Expired - Lifetime
Application number
EP03740391.2A
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German (de)
English (en)
French (fr)
Other versions
EP1521901A1 (de
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
Schaeffler Technologies AG and Co 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
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Publication of EP1521901A1 publication Critical patent/EP1521901A1/de
Application granted granted Critical
Publication of EP1521901B1 publication Critical patent/EP1521901B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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 desired adjustment speed of an adjusting motor of an electric adjusting device of the camshaft of an internal combustion engine according to the preamble of patent claim 1.
  • a major requirement of an ideal camshaft adjuster is to ensure an exact compliance with the desired Verstellwinkelverlaufs the camshaft. In reality, however, there are deviations between the desired and the actual Verstellwinkelverlauf. These are due to mechanical and electrical inertia as well as the influence of disturbances such as the camshaft torque.
  • a reduction in the deviations from the desired displacement curve of the camshaft leads to a reduction in pollutant emissions and fuel consumption, to increase engine power and torque and to a reduction of the on-board network load and the high emission values in the starting phase.
  • the latter requires that the camshaft adjuster is adjustable before or during engine start. This requirement can only be met by an electric camshaft adjuster, since hydraulic adjusters are inoperative before and during the starting phase for lack of lubricating oil pressure.
  • the quality of the regulated system is determined by the Target-actual displacement curve of the camshaft determined. It is increased by minimizing the deviations from the desired adjustment angle.
  • a control structure according to the preamble of claim 1 is in DE 100 38 354 A1 disclosed.
  • the invention has for its object to provide a control structure for the electric variable displacement motor of a camshaft adjuster, which has a lowest possible deviation of the actual adjustment angle of the target 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 input signal is a difference signal, it approaches the actual and setpoint of size 0 with increasing agreement. This also applies for the output signal, which supplies a controlled setpoint adjustment speed of the variable displacement motor, which then comes to a standstill.
  • the variable displacement motor must rotate with the camshaft speed.
  • a stationary adjusting motor leads to an adjustment of the rotational angle position of the camshaft whose adjusting speed increases with the rotational speed of the internal combustion engine.
  • the required setpoint speed is predetermined to the adjusting motor during the operating time of the internal combustion engine by adding up the uncontrolled speed signal, which is thus independent of the differential signal.
  • the position of the camshaft can be held to the crankshaft.
  • a position control which relates to the camshaft adjustment angle
  • a speed control which refers to the variable engine speed
  • controller for the speed control, inter alia, P, PI, PID, prediction or observer controller.
  • the position control is performed by a prediction controller.
  • PI controller for small target-Ist-Verstellwinkelabweichitch a PI controller and for large target-Ist-Verstellwinkelabweichitch a P controller advantageous. Fuzzy logic controllers are also conceivable.
  • the advantage of the prediction controller is that, depending on the respective displacement angle jump of the camshaft, it predetermines an adjustment speed which can be delayed by the adjusting motor in the period available for this purpose. In this way, the overshooting of the angle of rotation of the camshaft is avoided and thereby saves adjustment energy.
  • 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 is that with position control of the prediction as an input signal, the difference signal between an actual displacement and a target displacement angle of the camshaft and output as a controlled target adjustment speed for the adjusting and that the added speed is the camshaft speed.
  • the added camshaft speed prevents the entire operating range of the engine standstill of the variable displacement motor and thus a faulty control.
  • the PID controller has as input signal the difference signal between an actual adjustment speed and a desired adjustment speed of the adjustment motor and as output signal a regulated desired adjustment speed for the adjustment motor in the form of a voltage value or a duty-modulated voltage the added speed is the uneven and spannunsgeterte desired adjustment speed of the variable displacement motor.
  • the added up unregulated desired adjustment speed of the adjusting motor in which the camshaft speed is included, prevents a stoppage of the adjusting motor and the associated faulty control.
  • An advantageous development of the invention is that, when the prediction controller and the PID controller are connected in series, the output signal of the prediction controller with added camshaft rotational speed in voltage-converted form also serves as a connection signal for the output signal of the PID controller. Since the output signals of both controllers, the camshaft speed In this case, a standstill of the adjusting motor is reliably prevented even in this case.
  • the PID controller of the speed control has a current limiting function, preferably a two-point current regulator.
  • the current regulator decreases the voltage or the duty cycle modulated voltage, as a result of which the current drops.
  • the current limit value is undershot, the current regulation acts in the reverse direction.
  • a cost saving results from the fact that the angular position of the camshaft is not measured by a camshaft sensor but by a Hall sensor of the adjusting motor. Since the stator of a brushless DC motor anyway has at least one Hall sensor, thus eliminating a special camshaft sensor.
  • FIG. 1 an internal combustion engine 1 is shown schematically.
  • the camshaft 5 has an electrical camshaft adjuster 6 with an adjusting gear 7 and an electric adjusting motor 8.
  • the rotational angle position of the crankshaft 2 is measured by means of a crankshaft sensor 9, the rotational angle position of the camshaft 5 by means of a camshaft sensor 10.
  • the signals of the sensors 9, 10 pass through a control unit 11 of the internal combustion engine 1 to a control unit 12 of the adjusting motor 8. There they are converted into control signals for the adjusting motor 8.
  • FIG. 2 shows the diagram of the internal combustion engine 1 of FIG. 1
  • the camshaft sensor 10 has been replaced by an existing in brushless DC motors without Hall sensor 13 of the adjusting motor 8.
  • the camshaft adjuster 6 is shown schematically.
  • the adjusting 7 is designed as a three-shaft gear, with a drive shaft connected to the Nockenwellenantriebsrad 4, an output shaft connected to the camshaft 5 and a Verstellwelle 14, which are rotatably connected to a rotor 15 of the adjusting 8.
  • the adjusting motor 8 has a stator 16 is formed on the housing fixed.
  • FIG. 4 A differential signal 17 ⁇ 18 of an actual displacement angle 17 and a desired displacement angle 18 between the crankshaft 2 and the camshaft 5 is the input signal of a PID controller 19. Its output signal 20 includes a controlled Sollverstellitchiere for the adjusting motor eighth ,
  • the difference signal 17 ⁇ 18 approaches the value 0.
  • the output signal 20 and thus the controlled setpoint adjustment speed of the adjustment motor 8 also approaches this value.
  • the rotor 15 of the adjusting motor 8 must rotate at camshaft speed. Deviations from this speed affect, especially at higher speeds of the internal combustion engine 1 as significant rule position deviations.
  • the camshaft speed 21 is added to the output signal 20 of the controller 19 and set as the setpoint speed 20 + 21 the adjusting motor 8, in this way, the adjusting motor 8 rotates at least with the camshaft speed 21, whereby the control position the camshaft 5 is maintained.
  • FIG. 5 in the rule structure of a position control shows. This is dependent on the jump size of the adjustment angle of the adjusting motor 8 in the available time just delayable adjustment speed.
  • 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 desired adjustment angle 18 of FIG. 4 , Depending on this Verstellwinkelsprung is given by the prediction controller 22 as an output signal 20 'that regulated target adjustment speed, which can be delayed to overcome the predetermined angular deviation within the available time of the adjusting motor 8.
  • the output signal 20 'of the prediction controller 22 the current camshaft speed 21 is switched on and the sum 20' + 21 set as the desired adjustment speed to the adjusting motor 8.
  • the prediction controller 22 the overshooting of the actual adjustment angle is avoided and thereby at the same time the power consumption of the adjusting motor 8 is lowered considerably.
  • the previously described regulators 19, 22 serve to control the position of the camshaft 5. For optimum control results, an inner control loop with a speed control of the adjusting motor 8 is still necessary.
  • the relevant rule structure shows FIG. 6 ,
  • the input signal of the PID controller 19 ' is the difference signal 23 ⁇ 24 between a setpoint adjustment speed 24 and an actual adjustment speed 23 of the adjustment motor 8.
  • the output signal 20 " is a voltage which serves to control the adjustment motor 8. To prevent this . that a voltage 0 is specified if the setpoint and actual adjustment speeds 24, 23 are in agreement, the voltage corresponding to the setpoint adjustment speed 24 of the adjustment motor 8 is added to the output signal 20 "via a voltage converter 25. This ensures that the adjustment motor 8 in FIG Operation always a voltage is specified according to the target adjustment speed 24.
  • FIG. 7 shows the control structure of a complete control system for the adjusting motor 8 with series connection of a position control accordingly FIG. 4 and a speed control accordingly FIG. 6 ,
  • the position control has a prediction controller 22 whose input signal is formed as a difference signal 17 ⁇ 18 between the actual displacement angle 17 and the desired displacement angle 18 and processed to the output signal 20 'of a controlled target adjustment speed. This is added to the camshaft speed 21, which together form the desired adjustment speed 20 '+ 21 of the adjusting motor 8.
  • the difference signal 20 '+ 21 ⁇ 23 from the target adjustment speed 20' + 21 and actual adjustment speed 23 forms the input signal of the PID controller 19 'of the speed control, the output signal 20 "with the added, in a voltage converter 25 voltage-converted desired adjustment speed 20th '+ 21 to the adjusting motor 8-driving voltage 20 "+ 20' + 21 is processed.
  • other controllers such as P and PI controllers can also be used.
  • FIG. 8 a flowchart is shown in which it is shown how the control of the adjusting 8 takes place at the start of the internal combustion engine 1 and during its operation.
  • the ignition switch is actuated, in position 27, the starter is running high and thus ends the starting process.
  • the rotational angle position of the camshaft 5 is detected, in position 29 of the Verstellwinkel document is made, the result leads to driving the Verstellmotors 8 in position 30.
  • Activation may mean holding according to item 31, advancing according to item 32 or retarding according to item 33.
  • the respective result is returned via the return line 34 to position 28, whereby a new pass begins.
EP03740391.2A 2002-07-11 2003-07-01 Regelstruktur für den verstellmotor eines elektrischen nockenwellenverstellers Expired - Lifetime EP1521901B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10231225 2002-07-11
DE10231225 2002-07-11
PCT/EP2003/006956 WO2004007919A1 (de) 2002-07-11 2003-07-01 Regelstruktur für den verstellmotor eines elektrischen nockenwellenverstellers

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

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EP03740391.2A Expired - Lifetime EP1521901B1 (de) 2002-07-11 2003-07-01 Regelstruktur für den verstellmotor eines elektrischen nockenwellenverstellers

Country Status (6)

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

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DE10251347A1 (de) 2004-03-11
US7152561B2 (en) 2006-12-26
US20060124095A1 (en) 2006-06-15
US7059285B2 (en) 2006-06-13
JP2005532502A (ja) 2005-10-27
AU2003280981A1 (en) 2004-02-02
WO2004007919A1 (de) 2004-01-22
US20050103298A1 (en) 2005-05-19
JP4662765B2 (ja) 2011-03-30
EP1521901A1 (de) 2005-04-13

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