EP1527258B1 - Control device for adjusting the angle of rotation of a camshaft - Google Patents

Control device for adjusting the angle of rotation of a camshaft Download PDF

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Publication number
EP1527258B1
EP1527258B1 EP03790671A EP03790671A EP1527258B1 EP 1527258 B1 EP1527258 B1 EP 1527258B1 EP 03790671 A EP03790671 A EP 03790671A EP 03790671 A EP03790671 A EP 03790671A EP 1527258 B1 EP1527258 B1 EP 1527258B1
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EP
European Patent Office
Prior art keywords
camshaft
crankshaft
recess
stop
control device
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
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EP03790671A
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German (de)
French (fr)
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EP1527258A1 (en
Inventor
Detlef Axmacher
Massimiliano Gasparro
Dirk Neubauer
Frank Pachan
Lars PFÜTZENREUTER
Markus Dr. Wilke
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Schaeffler Engineering GmbH
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AFT Atlas Fahrzeugtechnik GmbH
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Publication of EP1527258A1 publication Critical patent/EP1527258A1/en
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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
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/04—Sensors
    • F01L2820/041—Camshafts position or phase sensors

Definitions

  • the invention relates to a control device for adjusting the angle of rotation of a camshaft according to the preamble of patent claim 1.
  • a control device for adjusting the rotational angle of a camshaft relative to the rotational angle of a crankshaft is described.
  • a hub connected to the crankshaft and a hub connected to the camshaft are meshed with each other via a swash plate of a swash plate gear.
  • the hub of the crankshaft and the hub of the camshaft to a different number of teeth, which creates an offset in the rotation angle between the two hubs at a tumble rotation of the swash plate generated by a drive.
  • the offset between the angle of rotation of the crankshaft and the angle of rotation of the camshaft must not exceed a limit, since the internal combustion engine can no longer operate reliably according to the four-stroke principle.
  • the pistons can hit the open gas exchange valves and thereby destroy the cylinder head.
  • a rotation range limit preferably between a driven end part and an outer stator closure cover form a rotation range limit.
  • This comprises two radially outwardly projecting end part abutment surfaces which each have a stator abutment surface is assigned so that the adjustment is possible only within a predetermined rotation angle range.
  • the invention has for its object to provide a control device for adjusting the angle of rotation of the camshaft according to the preamble of patent claim 1, wherein the rotational angle, which can be rotated relative to the crankshaft, the camshaft is limited.
  • additional functionalities are to be integrated into the control device, as a result of which the control device has a more compact design, can be manufactured more cost-effectively and becomes more powerful.
  • a sensor device for determining the position of the stop and for determining the position of the recess is arranged within the wobble plate gear.
  • the maximum camshaft and the crankshaft can be adjusted against each other.
  • This sensor device is advantageously designed as a side sensor of the recess of the hub and the outer edges of the stop of the camshaft wheel sensing Hall sensor.
  • Such a sensor device for determining the position of the recess and the stop can also be used to determine the position of the camshaft and the crankshaft.
  • the position of the camshaft for example, be determined by the center between the outer edges of the recess of the turntable is determined. Accordingly, the position of the crankshaft is determined by determining the midpoint between the second flanks of the stop of the camshaft sprocket.
  • Fig. 1 is a part of the connected via a timing chain with the crankshaft camshaft 1 and part of the hub 2 bearing camshaft shown.
  • the turntable 2 can either be made in one piece with the camshaft or be connected by screws to the camshaft, for example.
  • the camshaft 1 and the hub 2 are non-positively connected by the swash plate not visible in this illustration.
  • a recess 3 is formed on the hub 2 of the camshaft, into which protrudes a formed on the camshaft 1 stop 4.
  • the recess 3 and the stop 4 are dimensioned so that the frictional connection between the crankshaft and the camshaft can be made via the stop 4.
  • the recess on the turntable can occupy an angular segment of 40 to 70 degrees.
  • the respective positions of the recess 3 and the stop 4 during operation of the internal combustion engine are sensed by a sensor device which has a Hall sensor 5 as a sensor.
  • the side edges 3a and 3d of the recess 3 as well as the outer edges 3b and 3c of the stop 4 are sensed by the Hall sensor 5.
  • Fig. 2 is in a sectional view, the position of the Hall sensor 5 relative to the stop 4 of the camshaft 1 and with respect to the recess 3 of the hub 2 of the camshaft shown.
  • the stop 4 can be incorporated and screwed into the camshaft 1, or be made by milling integral with the camshaft 1.
  • the signals sensed by the Hall sensor are plotted against the angle of rotation w.
  • the recess 3 appears as a low signal level between the edges 6a and 6d. Outside the flanks 6a and 6d, the Hall sensor 5 senses a high signal level, which is caused by the wall of the turntable 2.
  • the stopper 4 appears within the flanks 6a and 6d of the recess 3 as a high signal level of small width with the flanks 6b and 6c.
  • the Fig. 3a shows the characterized by the edges 6b and 6c position of the stop 4 of the camshaft 1, the speed curve of the camshaft lags.
  • the Fig. 3b shows the characterized by the flanks 6b and 6c position of the stop 4 of the camshaft 1, which runs along with the speed curve of the camshaft.
  • the gas exchange valves open in the working cycle as in a normal internal combustion engine.
  • the Fig. 3c shows the characterized by the flanks 6b and 6c position of the stop 4 of the camshaft 1, which precedes the speed curve of the camshaft.
  • the position of the crankshaft and the camshaft can be determined, which makes it possible to dispense with the otherwise customary in an internal combustion engine devices for determining the position of the crankshaft and the camshaft.
  • the center points of the flanks 6a and 6d of the recess 3 of the turntable 2 and of the flanks 6b and 6c of the stop 4 are advantageously determined.
  • more recesses can be introduced, by which the position of the turntable can be determined with a higher resolution.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

The invention relates to a control device for adjusting the angle of rotation of a camshaft (2) relative to the angle of rotation of a crankshaft by means of a swashplate mechanism that is disposed between the camshaft (2) and the crankshaft and is provided with mechanical means which limit the adjustment of the angle of rotation and are arranged between the crankshaft and the camshaft.

Description

Die Erfindung betrifft eine Steuereinrichtung zum Verstellen des Drehwinkels einer Nockenwelle gemäß dem Oberbegriff des Patentanspruchs 1.The invention relates to a control device for adjusting the angle of rotation of a camshaft according to the preamble of patent claim 1.

In der gattungsbildenden Druckschrift DE 100 38 354 ist eine Steuereinrichtung zum Verstellen des Drehwinkels einer Nockenwelle gegenüber dem Drehwinkel einer Kurbelwelle beschrieben. Bei dieser Steuereinrichtung sind eine mit der Kurbelwelle verbundene Drehscheibe und eine mit der Nockenwelle verbundene Drehscheibe über eine Taumelscheibe eines Taumelscheibengetriebes miteinander verzahnt. Dabei weisen die Drehscheibe der Kurbelwelle und die Drehscheibe der Nockenwelle eine unterschiedliche Zahnzahl auf, wodurch zwischen den beiden Drehscheiben bei einer von einem Antrieb erzeugten Taumeldrehung der Taumelscheibe ein Versatz im Drehwinkel entsteht.In the generic document DE 100 38 354 a control device for adjusting the rotational angle of a camshaft relative to the rotational angle of a crankshaft is described. In this control device, a hub connected to the crankshaft and a hub connected to the camshaft are meshed with each other via a swash plate of a swash plate gear. In this case, the hub of the crankshaft and the hub of the camshaft to a different number of teeth, which creates an offset in the rotation angle between the two hubs at a tumble rotation of the swash plate generated by a drive.

Der Versatz zwischen dem Drehwinkel der Kurbelwelle und dem Drehwinkel der Nockenwelle darf einen Grenzwert nicht überschreiten, da die Brennkraftmaschine sonst nicht mehr zuverlässig nach dem Viertaktprinzip arbeiten kann. Bei einem extremen Versatz, beispielsweise bei einem Defekt des Antriebes der Taumelscheibe, können die Kolben auf die geöffneten Gaswechselventile schlagen und dabei den Zylinderkopf zerstören.The offset between the angle of rotation of the crankshaft and the angle of rotation of the camshaft must not exceed a limit, since the internal combustion engine can no longer operate reliably according to the four-stroke principle. At an extreme offset, for example, in a defect of the drive of the swash plate, the pistons can hit the open gas exchange valves and thereby destroy the cylinder head.

Für Anwendungen bei denen die Drehlagenverstellung auf einen vorgegebenen Winkelbereich beschränkt ist, wird in der WO 01/11201 vorgeschlagen, vorzugsweise zwischen einem Abtriebsabschlussteil und einem äußeren Stator-Verschlußdeckel eine Drehbereichsbegrenzung auszubilden. Diese umfasst zwei radial nach außen vorstehende Abschlussteil-Anschlagsflächen denen je eine Stator-Anschlagsfläche so zugeordnet ist, dass die Verstellung nur innerhalb eines vorgegebenen Drehwinkelbereichs möglich ist.For applications in which the rotational position adjustment is limited to a predetermined angular range, is in the WO 01/11201 proposed, preferably between a driven end part and an outer stator closure cover form a rotation range limit. This comprises two radially outwardly projecting end part abutment surfaces which each have a stator abutment surface is assigned so that the adjustment is possible only within a predetermined rotation angle range.

Der Erfindung liegt die Aufgabe zugrunde, eine Steuereinrichtung zum Verstellen des Drehwinkels der Nockenwelle gemäß dem Oberbegriff des Patentanspruchs 1 anzugeben, bei der der Drehwinkel, den die Nockenwelle gegenüber der Kurbelwelle verdreht werden kann, begrenzt ist. Zusätzlich sollen weitere Funktionalitäten in die Steuereinrichtung integriert werden, wodurch die Steuereinrichtung kompakter gestaltet, insgesamt kostengünstiger hergestellt werden kann und leistungsfähiger wird.The invention has for its object to provide a control device for adjusting the angle of rotation of the camshaft according to the preamble of patent claim 1, wherein the rotational angle, which can be rotated relative to the crankshaft, the camshaft is limited. In addition, additional functionalities are to be integrated into the control device, as a result of which the control device has a more compact design, can be manufactured more cost-effectively and becomes more powerful.

Diese Aufgabe wird erfindungsgemäß durch das Merkmal im Kennzeichen des Patentanspruchs 1 gelöst, wonach zwischen der Kurbelwelle und der Nockenwelle mechanische Mittel zur Begrenzung der Verstellung des Drehwinkels angeordnet sind. Ist das Taumelscheibengetriebe so ausgebildet, dass die Kurbelwelle über einen Primärtrieb mit einem auf der Nockenwelle drehbar gelagerten Nockenwellenrad verbunden ist, und dass mit der Nockenwelle eine Drehscheibe verbunden ist, wobei das Nockenwellenrad und die Drehscheibe durch die Taumelscheibe des Taumelscheibengetriebes verzahnt sind, dann ist als mechanisches Mittel zur Begrenzung der Verstellung des Drehwinkels an der Drehscheibe eine Aussparung ausgebildet, in die ein am Nockenwellenrad ausgebildeter Anschlag eingreift.This object is achieved by the feature in the characterizing part of patent claim 1, which are arranged between the crankshaft and the camshaft mechanical means for limiting the adjustment of the angle of rotation. If the swash plate mechanism is configured such that the crankshaft is connected via a primary drive to a camshaft wheel rotatably mounted on the camshaft, and that a hub is connected to the camshaft, wherein the camshaft gear and the hub are toothed by the swash plate of the swashplate gear, then mechanical means for limiting the adjustment of the angle of rotation on the hub formed a recess into which engages a formed on the camshaft stop.

In einer weiteren Weiterbildung der Erfindung ist vorgesehen, dass innerhalb des Taumelscheibengetriebes eine Sensorvorrichtung zur Bestimmung der Position des Anschlages und zur Bestimmung der Position der Aussparung angeordnet ist.In a further development of the invention, it is provided that a sensor device for determining the position of the stop and for determining the position of the recess is arranged within the wobble plate gear.

Durch die Breite der Aussparung und durch Breite des Anschlages ist der Drehwinkel bestimmt, den die Nockenwelle und die Kurbelwelle maximal gegeneinander verstellt werden kann.Due to the width of the recess and the width of the stop the angle of rotation is determined, the maximum camshaft and the crankshaft can be adjusted against each other.

Diese Sensorvorrichtung ist vorteilhaft als ein die Seitenflanken der Aussparung der Drehscheibe und die Außenflanken des Anschlags des Nockenwellenrades sensierender Hallsensor ausgebildet.This sensor device is advantageously designed as a side sensor of the recess of the hub and the outer edges of the stop of the camshaft wheel sensing Hall sensor.

Eine derartige Sensorvorrichtung zur Bestimmung der Position der Aussparung und des Anschlages kann zudem zur Bestimmung der Position der Nockenwelle und der Kurbelwelle verwendet werden.Such a sensor device for determining the position of the recess and the stop can also be used to determine the position of the camshaft and the crankshaft.

Dabei kann die Position der Nockenwelle beispielsweise bestimmt werden, indem der Mittelpunkt zwischen den Außenflanken der Aussparung der Drehscheibe bestimmt wird. Entsprechend wird die Position der Kurbelwelle bestimmt, indem der Mittelpunkt zwischen den zweiten Flanken des Anschlages des Nockenwellenrades bestimmt wird.In this case, the position of the camshaft, for example, be determined by the center between the outer edges of the recess of the turntable is determined. Accordingly, the position of the crankshaft is determined by determining the midpoint between the second flanks of the stop of the camshaft sprocket.

Im folgenden soll die erfindungsgemäße Steuereinrichtung zum Versteifen des, Drehwinkels einer Nockenwelle anhand von einem Ausführungsbeispiel im Zusammenhang mit drei Figuren beschrieben und erläutert werden.In the following, the control device according to the invention for stiffening the rotation angle of a camshaft will be described and explained with reference to an embodiment in conjunction with three figures.

Es zeigen:

Figur 1
eine Darstellung der eine Aussparung aufweisenden Drehscheibe der Kurbelwelle und des an dem Nockenwellenrad ausgebildeten Anschlages,
Figur 2
ein Schnittbild durch das Nockenwellenrad und die Nockenwelle,
Figur 3a - 3c
drei Diagramme mit von einem Hallsensor durch die Flanken der Aussparung und den Flanken des Anschlages sensierten Signalen.
Show it:
FIG. 1
a representation of the recess having a turntable of the crankshaft and formed on the camshaft stop,
FIG. 2
a sectional view through the camshaft and the camshaft,
Figure 3a - 3c
three diagrams with sensed by a Hall sensor through the edges of the recess and the edges of the stop signals.

In der Fig. 1 ist ein Teil des über eine Steuerkette mit der Kurbelwelle verbundenen Nockenwellenrades 1 und ein Teil der die Drehscheibe 2 tragenden Nockenwelle dargestellt. Die Drehscheibe 2 kann entweder einstöckig mit der Nockenwelle hergestellt worden sein oder beispielsweise durch Schrauben mit der Nockenwelle verbunden sein. Das Nockenwellenrad 1 und die Drehscheibe 2 sind durch die in dieser Darstellung nicht sichtbare Taumelscheibe kraftschlüssig miteinander verbunden.In the Fig. 1 is a part of the connected via a timing chain with the crankshaft camshaft 1 and part of the hub 2 bearing camshaft shown. The turntable 2 can either be made in one piece with the camshaft or be connected by screws to the camshaft, for example. The camshaft 1 and the hub 2 are non-positively connected by the swash plate not visible in this illustration.

Zur Vermeidung eines zu großen Versatzes zwischen der Kurbelwelle und der Nockenwelle ist an der Drehscheibe 2 der Nockenwelle eine Aussparung 3 ausgebildet, in die ein am Nockenwellenrad 1 ausgebildeter Anschlag 4 hineinragt. Die Aussparung 3 und der Anschlag 4 sind dabei so dimensioniert, dass der Kraftschluss zwischen der Kurbelwelle und der Nockenwelle über den Anschlag 4 erfolgen kann.
Zur Beeinflussung der Öffnungszeiten der Gaswechselventile kann die Aussparung an der Drehscheibe ein Winkelsegment von 40 bis 70 Grad einnehmen.
Die jeweilige Positionen der Aussparung 3 und des Anschlages 4 beim Betrieb der Brennkraftmaschine werden durch eine Sensorvorrichtung sensiert, die als Sensor einen Hallsensor 5 aufweist. Bei der Drehung der Nockenwelle werden von dem Hallsensor 5 die Seitenkanten 3a und 3d der Aussparung 3 sowie die Aussenkanten 3b und 3c des Anschlages 4 sensiert.In order to avoid an excessive offset between the crankshaft and the camshaft, a recess 3 is formed on the hub 2 of the camshaft, into which protrudes a formed on the camshaft 1 stop 4. The recess 3 and the stop 4 are dimensioned so that the frictional connection between the crankshaft and the camshaft can be made via the stop 4.
To influence the opening times of the gas exchange valves, the recess on the turntable can occupy an angular segment of 40 to 70 degrees.
The respective positions of the recess 3 and the stop 4 during operation of the internal combustion engine are sensed by a sensor device which has a Hall sensor 5 as a sensor. During the rotation of the camshaft, the side edges 3a and 3d of the recess 3 as well as the outer edges 3b and 3c of the stop 4 are sensed by the Hall sensor 5.

In der Fig. 2 ist in einem Schnittbild die Position des Hallsensors 5 gegenüber dem Anschlag 4 des Nockenwellenrades 1 und gegenüber der Aussparung 3 der Drehscheibe 2 der Nockenwelle dargestellt. Der Anschlag 4 kann in das Nockenwellenrad 1 eingearbeitet und verschraubt sein, oder durch Fräsen einstöckig mit dem Nockenwellenrad 1 hergestellt sein.In the Fig. 2 is in a sectional view, the position of the Hall sensor 5 relative to the stop 4 of the camshaft 1 and with respect to the recess 3 of the hub 2 of the camshaft shown. The stop 4 can be incorporated and screwed into the camshaft 1, or be made by milling integral with the camshaft 1.

In den Fig. 3a bis Fig. 3c sind die von dem Hallsensor sensierten Signale über dem Drehwinkel w aufgetragen. Dabei erscheint die Aussparung 3 als geringer Signalpegel zwischen den Flanken 6a und 6d. Außerhalb der Flanken 6a und 6d sensiert der Hallsensor 5 einen hohen Signalpegel, der von der Wandung der Drehscheibe 2 verursacht wird. Der Anschlag 4 erscheint innerhalb der Flanken 6a und 6d der Aussparung 3 als hoher Signalpegel geringer Breite mit den Flanken 6b und 6c. So kann durch Auswertung dieses Signalverlaufes die Position des Anschlages 4 innerhalb des Aussparung 3 der Drehscheibe 2 bestimmt werden, wodurch der aktuelle Versatzes zwischen der Kurbelwelle und der Nockenwelle bestimmt werden kann.In the Fig. 3a to Fig. 3c the signals sensed by the Hall sensor are plotted against the angle of rotation w. The recess 3 appears as a low signal level between the edges 6a and 6d. Outside the flanks 6a and 6d, the Hall sensor 5 senses a high signal level, which is caused by the wall of the turntable 2. The stopper 4 appears within the flanks 6a and 6d of the recess 3 as a high signal level of small width with the flanks 6b and 6c. Thus, by evaluating this waveform, the position of the stop 4 can be determined within the recess 3 of the hub 2, whereby the current offset between the crankshaft and the camshaft can be determined.

Die Fig. 3a zeigt die durch die Flanken 6b und 6c charakterisierte Position des Anschlages 4 des Nockenwellenrades 1, der dem Drehzahlverlauf der Nockenwelle nachläuft. Bei einem derartigen Versatz zwischen der Kurbelwelle und der Nockenwelle öffnen sich die Gaswechselventile im Arbeitsspiel früher als bei einer normalen Brennkraftmaschine mit einer starrer Verbindung zwischen der Kurbelwelle und der Nockenwelle.The Fig. 3a shows the characterized by the edges 6b and 6c position of the stop 4 of the camshaft 1, the speed curve of the camshaft lags. With such an offset between the crankshaft and the camshaft, the gas exchange valves open in the cycle earlier than in a normal internal combustion engine with a rigid connection between the crankshaft and the camshaft.

Die Fig. 3b zeigt die durch die Flanken 6b und 6c charakterisierte Position des Anschlages 4 des Nockenwellenrades 1, der mit dem Drehzahlverlauf der Nockenwelle mitläuft. Dabei öffnen sich die Gaswechselventile im Arbeitsspiel wie bei einer normalen Brennkraftmaschine.The Fig. 3b shows the characterized by the flanks 6b and 6c position of the stop 4 of the camshaft 1, which runs along with the speed curve of the camshaft. The gas exchange valves open in the working cycle as in a normal internal combustion engine.

Die Fig. 3c zeigt die durch die Flanken 6b und 6c charakterisierte Position des Anschlages 4 des Nockenwellenrades 1, der dem Drehzahlverlauf der Nockenwelle vorläuft. Bei einem derartigen Versatz zwischen der Kurbelwelle und der Nockenwelle öffnen sich die Gaswechselventile im Arbeitsspiel später als bei einer normalen Brennkraftmaschine.The Fig. 3c shows the characterized by the flanks 6b and 6c position of the stop 4 of the camshaft 1, which precedes the speed curve of the camshaft. With such an offset between the crankshaft and the camshaft, the gas exchange valves open later in the working cycle than in a normal internal combustion engine.

Zudem kann durch Auswertung des Signalverlaufes die Position der Kurbelwelle und der Nockenwelle bestimmt werden, wodurch auf die sonst bei einer Brennkraftmaschine üblichen Vorrichtungen zur Bestimmung der Position der Kurbelwelle und der Nockenwelle verzichtet werden kann. Dabei werden vorteilhaft die Mittelpunkte der Flanken 6a und 6d der Aussparung 3 der Drehscheibe 2 sowie der Flanken 6b und 6c des Anschlages 4 bestimmt. Zudem können in die Drehscheibe 2 weitere Aussparungen eingebracht werden, durch welche die Position der Drehscheibe mit einer höheren Auflösung bestimmt werden kann.In addition, by evaluating the signal curve, the position of the crankshaft and the camshaft can be determined, which makes it possible to dispense with the otherwise customary in an internal combustion engine devices for determining the position of the crankshaft and the camshaft. In this case, the center points of the flanks 6a and 6d of the recess 3 of the turntable 2 and of the flanks 6b and 6c of the stop 4 are advantageously determined. In addition, in the turntable 2 more recesses can be introduced, by which the position of the turntable can be determined with a higher resolution.

Durch die Aussparung 3 der Drehscheibe 2 des Nockenwellenrades und den am Nockenwellenrad 1 ausgebildeten Anschlag 4 werden Schäden an der Brennkraftmaschine durch einen zu großen Versatz im Drehwinkel zwischen der Kurbelwelle und der Nockenwelle vermieden.Through the recess 3 of the hub 2 of the camshaft sprocket and the stopper 4 formed on the camshaft wheel 1 damage to the internal combustion engine can be avoided by a large offset in the rotational angle between the crankshaft and the camshaft.

Claims (5)

  1. Control device for adjusting the rotational angle of a camshaft relative to the rotational angle of a crankshaft by means of a swash plate mechanism disposed between the camshaft and the crankshaft, wherein the crankshaft is connected by a primary drive to the camshaft, on the camshaft there is disposed a rotatably mounted camshaft gearwheel (1) connected to the primary drive, to the camshaft there is connected a rotary disc (2), and the camshaft gearwheel (1) and the rotary disc (2) are connected by the swash plate of the swash plate mechanism, characterized in that between the crankshaft and the camshaft (2) there are arranged mechanical means for limiting the adjustment of the rotational angle, wherein the mechanical means are configured in such a form that a recess (3) is formed on the rotary disc (2) and that on the camshaft gearwheel (1) a stop (4) is formed which reaches into the recess (3) of the rotary disc (2), and wherein within the swash plate mechanism a sensor apparatus is provided for determining the position of the stop (4) and for determining the position of the recess (3).
  2. Control device according to Claim 1, characterized in that, by the width of the recess (3) and by the width of the stop (4), the rotational angle is determined by which the camshaft and the crankshaft can be maximally mutually adjusted.
  3. Control device according to Claim 1, characterized in that the sensor apparatus is configured as a Hall sensor (5), which senses the side flanks (3a, 3d) of the recess (3) of the rotary disc (2) and which senses the outer flanks (3b, 3c) of the stop (4) of the camshaft gearwheel (1).
  4. Method for operating the control device according to Claim 1 or 3, characterized in that the sensor apparatus for determining the position of the recess (3) and of the stop (4) is used also to determine the position of the camshaft and of the crankshaft.
  5. Method according to Claim 4, characterized in that the position of the camshaft is determined by determining the midpoint between the side flanks (3a, 3d) of the recess (3) of the rotary disc (2), and in that the position of the crankshaft is determined by determining the midpoint between the outer flanks (3b, 3c) of the stop (4) of the camshaft gearwheel (1).
EP03790671A 2002-08-09 2003-08-04 Control device for adjusting the angle of rotation of a camshaft Expired - Lifetime EP1527258B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10236507A DE10236507A1 (en) 2002-08-09 2002-08-09 Controller for adjusting camshaft rotation angle relative to crankshaft, has mechanical arrangement for limiting adjustment of rotation angle arranged between crankshaft and camshaft
DE10236507 2002-08-09
PCT/DE2003/002607 WO2004020794A1 (en) 2002-08-09 2003-08-04 Control device for adjusting the angle of rotation of a camshaft

Publications (2)

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EP1527258A1 EP1527258A1 (en) 2005-05-04
EP1527258B1 true EP1527258B1 (en) 2008-09-03

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EP03790671A Expired - Lifetime EP1527258B1 (en) 2002-08-09 2003-08-04 Control device for adjusting the angle of rotation of a camshaft

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US (1) US6997151B2 (en)
EP (1) EP1527258B1 (en)
DE (2) DE10236507A1 (en)
ES (1) ES2312846T3 (en)
WO (1) WO2004020794A1 (en)

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US7451730B2 (en) 2004-10-20 2008-11-18 Schaeffler Kg Method for adjusting the position of the angle of rotation of the camshaft of a reciprocating piston internal combustion engine in relation to the crankshaft
WO2006053513A1 (en) * 2004-11-16 2006-05-26 Schaeffler Kg Process for adjusting the angular position of the camshaft of a reciprocating internal combustion engine relative to the crankshaft
DE102004062072A1 (en) * 2004-12-23 2006-07-06 Schaeffler Kg Device for changing the timing of an internal combustion engine
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US20110048350A1 (en) * 2006-08-25 2011-03-03 Borgwarner Inc. Variable force solenoid with integrated position sensor
US8555836B2 (en) * 2010-12-10 2013-10-15 Delphi Technologies, Inc. Electric drive camshaft phaser with torque rate limit at travel stops
US20150033906A1 (en) * 2013-08-01 2015-02-05 Delphi Technologies, Inc. Axially compact electrically driven camshaft phaser
DE102019113300B3 (en) 2019-05-20 2020-07-09 Schaeffler Technologies AG & Co. KG Method for operating an electromechanical camshaft adjuster
DE102019118689A1 (en) 2019-07-10 2021-01-14 Schaeffler Technologies AG & Co. KG Internal combustion engine and method for operating an electromechanical camshaft adjuster
DE102021134044B3 (en) 2021-12-21 2023-03-16 Schaeffler Technologies AG & Co. KG Internal combustion engine and method for operating an internal combustion engine

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DE10236507A1 (en) 2004-02-19
DE50310441D1 (en) 2008-10-16
US6997151B2 (en) 2006-02-14
ES2312846T3 (en) 2009-03-01
US20050211208A1 (en) 2005-09-29
EP1527258A1 (en) 2005-05-04
WO2004020794A1 (en) 2004-03-11

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