EP1706603A1 - Method and device for determining an internal combustion engine phase - Google Patents
Method and device for determining an internal combustion engine phaseInfo
- Publication number
- EP1706603A1 EP1706603A1 EP05813508A EP05813508A EP1706603A1 EP 1706603 A1 EP1706603 A1 EP 1706603A1 EP 05813508 A EP05813508 A EP 05813508A EP 05813508 A EP05813508 A EP 05813508A EP 1706603 A1 EP1706603 A1 EP 1706603A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- phase
- gas
- tract
- detected
- intake
- 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
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 43
- 238000000034 method Methods 0.000 title claims abstract description 17
- 238000012937 correction Methods 0.000 claims abstract description 19
- 238000005259 measurement Methods 0.000 claims abstract description 12
- 239000007789 gas Substances 0.000 claims description 93
- 239000000446 fuel Substances 0.000 claims description 12
- 238000001514 detection method Methods 0.000 abstract description 3
- 238000010992 reflux Methods 0.000 abstract 1
- 230000010349 pulsation Effects 0.000 description 9
- 239000001301 oxygen Substances 0.000 description 7
- 229910052760 oxygen Inorganic materials 0.000 description 7
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 6
- 238000002347 injection Methods 0.000 description 5
- 239000007924 injection Substances 0.000 description 5
- 238000004364 calculation method Methods 0.000 description 4
- 230000001419 dependent effect Effects 0.000 description 4
- 230000006870 function Effects 0.000 description 4
- 238000012360 testing method Methods 0.000 description 4
- 238000012545 processing Methods 0.000 description 3
- 239000000523 sample Substances 0.000 description 3
- 238000004088 simulation Methods 0.000 description 3
- 239000003344 environmental pollutant Substances 0.000 description 2
- 231100000719 pollutant Toxicity 0.000 description 2
- 230000032683 aging Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 150000002926 oxygen Chemical class 0.000 description 1
- 230000035484 reaction time Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
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
- F01L1/34—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
- F01L1/3442—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 hydraulic chambers with variable volume to transmit the rotating force
-
- 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
Definitions
- Method and device for determining a phase of an internal combustion engine having an intake tract, an exhaust tract and at least one camshaft, which acts on gas exchange valves and whose phase is adjustable to a crankshaft by means of a phase adjusting device.
- the object of the invention is to provide a method and a device for determining a phase of an internal combustion engine, which enables a precise determination of the phase.
- the invention is characterized by a method and a corresponding device for determining a phase of a Internal combustion engine having an intake tract, an exhaust tract and at least one camshaft, which acts on gas exchange valves and whose phase is adjustable to a crankshaft by means of a phase adjustment, with at least one sensor, depending on the measurement signal, a determined phase is determined.
- the phase adjustment device is controlled so long as in the sense of adjusting the phase of the camshaft until a backflow of gas from the outlet tract is detected in the intake.
- a correction value is determined. In the following operation, the respectively determined phase is corrected depending on the correction value.
- the phase is representative of an angle between each reference mark on the respective camshaft and the crankshaft in, for example, a predetermined angular position of the crankshaft, which may be, for example, a top dead center upon ignition of a piston of a cylinder, but also any other predetermined angular position of the crankshaft can.
- the one or more sensors, depending on their measurement signal, the determined phase is determined are often incremental sensors, such as Hall sensors, with a gear as a donor. Tolerances in the arrangement of the sensor or sensors, wear and / or aging of the adjusting device lead to an inaccurate or altered assignment of the measuring signal (s) of the sensor or sensors and thus to errors in the determined phase.
- an operating point of the internal combustion engine can be achieved, in which a return flow of gas from the outlet tract into the intake tract takes place.
- the backflow of the gas is to be understood as meaning that gas present in the outlet tract flows back from the outlet tract into the intake tract during the working cycle of the internal combustion engine.
- the invention uses the knowledge that the phase at which this backflow begins to occur is known for the respective internal combustion engine or the respective type of internal combustion engine. Thus, with the detection of the return flow, a correct phase, the default phase, can be assigned.
- a correction value can be determined and so in the following operation, if otherwise controlling the phase adjustment, then each determined phase depending on the Correction value to be corrected. This then allows a very precise control of the internal combustion engine.
- the backflow of the gas is detected by the outlet tract in the intake tract depending on a intake manifold pressure.
- the return flow from the outlet tract into the intake tract is recognized when the intake manifold pressure exceeds a predefinable intake manifold pressure threshold under predetermined operating conditions.
- the predetermined operating conditions are preferably predetermined so that the intake manifold pressure before and during the backflow of the gas is sufficiently precisely determined and preferably does not change significantly without backflow.
- the predetermined operating conditions include, for example, a stationary operating state of the internal combustion engine.
- the return flow from the outlet tract in the Suction tract detected when an amplitude of pulsation of the intake manifold pressure exceeds a predetermined pulsation threshold Ü.
- the pulsation is a vibration of the intake manifold pressure with a frequency that depends on the speed and the number of cylinders. This approach is based on the finding that such a pulsation occurs during the backflow and thus the backflow can be detected in a particularly precise manner in this way.
- the backflow of the gas is detected by the exhaust tract in the intake tract, depending on a temperature of the gas in the intake tract.
- a temperature sensor possibly present anyway for other purposes can thus be used in the intake tract for the purpose of detecting the backflow of the gas from the outlet tract into the intake tract.
- the return flow from the outlet tract into the intake tract is recognized when the temperature of the gas in the intake tract exceeds a predefinable temperature threshold value.
- a predefinable temperature threshold value e.g. a predefinable temperature threshold value
- the backflow of the gas is detected by the Auslass Dimension in the intake tract depending on a temperature of the gas in the Auslass Dimension.
- the return flow is detected when, during an operating condition of the internal combustion engine without metering fuel, the detected temperature is of a value representative of the absence of fuel Exhaust gases, changed to a value that is representative of the presence of exhaust gases.
- the backflow of the gas from the outlet tract into the intake tract is detected when the temperature of the gas in the outlet tract exceeds a predeterminable further temperature threshold value.
- the internal combustion engine is assigned a gas-type sensor in the outlet tract, whose measurement signal is representative of the presence or absence of exhaust gases in the region of the gas-type sensor.
- the return flow is detected when, during an operating condition of the internal combustion engine without
- the gas sensor sensor For metering fuel, the gas sensor sensor's measurement signal from a measurement signal value representative of the absence of exhaust gases changes to a measurement signal value representative of the presence of exhaust gases.
- the gas sensor can, for. B. a lambda probe, namely a two-point or a linear lambda probe.
- a gas sensor that is, in particular a lambda sensor, is generally present anyway in internal combustion engines for a lambda control and can thus be easily used for the purpose of detecting the backflow of the gas from the outlet tract into the intake tract.
- FIG. 2 shows a further view of parts of the internal combustion engine according to FIG. 1,
- FIG. 3 shows a flow diagram of a first program for determining a determined phase
- FIG. 4 shows a flow chart of a second program for determining the determined phase
- Figure 5 is a flowchart of a third program for determining the determined phase.
- An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
- the intake tract 1 preferably comprises a throttle valve 5, furthermore a collector 6 and an intake manifold 7, which leads to a cylinder Z1 via an intake passage in the
- Engine block 2 is guided.
- the engine block 2 further includes a crankshaft 8, which is coupled via a connecting rod 10 with the piston 11 of the cylinder Zl.
- the cylinder head 3 comprises a valve drive with gas exchange valves, which are gas inlet valves 12 and gas outlet valves 13, and associated valve actuators 14, 15.
- a camshaft 18 is provided which comprises a cam 16 which acts on the gas inlet valve 12.
- a phase adjusting device 20 (FIG. 2) is provided, by means of which a phase between the crankshaft 8 and the camshaft 18 can be adjusted. This adjustment of the phase can for example be done by increasing a hydraulic pressure in high-pressure chambers of the phase-adjusting device 20 and lowering the corresponding pressure, depending on the direction in which the adjustment of the phase is to take place.
- a possible adjustment range of the phase is indicated by an arrow 21.
- At least two camshafts 18, 18 ⁇ are preferably provided, wherein a first camshaft 18 is assigned to the respective gas inlet valves 12 and a second camshaft 18 ⁇ to the respective gas outlet valves 13.
- the second camshaft 18 ⁇ may be coupled in a simple embodiment with a fixed phase to the crankshaft 8 with this mechanically. However, it can also be coupled to the crankshaft 8 via a corresponding phase adjustment device. In this case, then the phase of the second camshaft 18 ⁇ can be changed.
- the valve overlap of the gas inlet valve 12 and the gas outlet valve 13 can be varied, that is, the crankshaft angle range during which both an inlet and an outlet of the cylinder Zl is released.
- the phase adjustment device 20 and also the valve lift adjustment device 19 can also be designed in any other manner known to the person skilled in the art.
- the cylinder head 3 further comprises an injection valve 22 and a spark plug 23.
- the injection valve 22 may also be arranged in the intake manifold 7.
- a control device 25 is provided which is associated with sensors which detect different measured variables and in each case determine the value of the measured variable.
- the control device 25 determines dependent on at least one of the measured variables manipulated variables, which are then converted into one or more actuating signals for controlling the actuators by means of corresponding actuators.
- the control device 25 can also be used as a tion for controlling the internal combustion engine or as a device for determining the phase of the internal combustion engine.
- the sensors are a pedal position sensor 26 that detects an accelerator pedal position of an accelerator pedal 27, an air mass sensor 28 that detects an air mass flow upstream of the throttle 5, a throttle position sensor 30 that detects an opening degree of a throttle, a first temperature sensor 32 that detects a temperature T_IM of the gas In the intake tract 1, an intake manifold pressure sensor 34, which detects an intake manifold pressure P IM in the accumulator 6, detects a crankshaft angle sensor 36, which detects a crankshaft angle CRK, which is then assigned a rotational speed. Further, a camshaft angle sensor 39 is provided, which detects a camshaft angle CAM.
- each camshaft is preferably associated with a camshaft angle sensor 39, 40.
- a gas sensor in particular a lambda probe 42 is provided, which detects an oxygen content of the gas in the exhaust tract and the measurement signal is characteristic of the air / fuel ratio in the cylinder Zl, when in the cylinder, a combustion of fuel.
- a separate sensor for detecting the detected phase PH_E can also be provided.
- the at least one sensor for detecting the determined phase PH E is preferably formed by the camshaft angle sensor 39, 40 and / or the crankshaft angle sensor 36.
- any subset of said sensors may be present, or additional sensors may be present.
- the actuators are, for example, the throttle valve 5, the gas inlet and gas outlet valves 12, 13, the phase adjustment device 20, the injection valve 22 or the spark plug 23.
- cylinders Z2 to Z4 are preferably also provided, which are then also assigned corresponding actuators and possibly sensors.
- a program for determining the phase of the internal combustion engine is stored in a program memory of the control device 25 and can be executed during the operation of the internal combustion engine.
- a first such program is started in a step Sl (FIG. 3). If necessary, variables are initialized in step S1.
- a step S2 the intake manifold pressure P_IM is detected.
- an intake manifold pressure threshold value is preferably determined by the intake manifold pressure P_IM and possibly further operating variables of the internal combustion engine. Operating variables of the internal combustion engine include measured variables and variables derived therefrom.
- the intake manifold pressure threshold value is preferably determined by means of a corresponding characteristic curve or a characteristic field which has been determined in advance by tests on an engine test bench or simulations.
- the intake manifold pressure threshold TDH_P_IM can also be fixed.
- predetermined operating conditions BB G are present.
- the predetermined operating conditions may include, for example, a largely stationary operating state and / or an operating state BZ NF without metering of fuel, such.
- B a pushing operation of the internal combustion engine, in which no fuel is metered through the injection valves 22 in the cylinder Zl to Z4.
- the predetermined operating conditions BB G are chosen that an adjustment of the phase of the first camshaft 18 as possible an insignificant influence on the running of the internal combustion engine and thus in particular the torque generated by it and optionally has the pollutant emissions generated by them.
- the predetermined operating conditions BB G include time or driving distance dependent conditions. These may be, for example, that the condition of step S6 is met only so often that only once per engine run a correction value KOR E of the phase of the first camshaft is determined per engine run or within a different time interval or even within a predetermined driving distance of a vehicle, in which the internal combustion engine is arranged.
- step S8 a control signal SG_E for the phase adjustment device 20 is increased by an incrementation value D SG.
- a corresponding lowering of the control signal SG E for the phase adjusting device 20 can also take place here.
- the phase adjusting device 20 is then controlled in the sense of this changed control signal SG E.
- the intake manifold pressure P_IM is detected again at a step S10.
- a plurality of individual measured values of the intake manifold pressure are preferably detected and averaged.
- step S12 the determined phase PH_E of the first camshaft 18 is then determined as a function of crankshaft angle CRK and camshaft angle CAM detected after the execution of step S8.
- step S14 it is then checked whether the intake manifold pressure P_IM detected in step S10 is greater than the intake manifold pressure threshold value THD P IM.
- the Saugrohr horr- threshold THD_P_IM is suitably specified so that at is exceeded in step S14 there is a back flow of gas from the Auslassschreib in the intake tract. If the condition of step S14 is not satisfied, the processing in step S2 is continued. However, it can also be continued directly in step S6 in an optionally alternative embodiment.
- step S14 the correction value KOR_E of the phase of the first camshaft 18 is determined in a step Sl6 as a function of the determined phase PH E of the first camshaft 18 and a default phase PH_G.
- the default phase is stored in a data memory of the control device 25 and is the substantially correct value of an actual phase of the first Nockenwel- Ie 18 when the return flow due to the adjustment of the
- Phase is just beginning to occur or just by the procedure of steps S6 to S14 can be detected.
- the default phase PH G is determined in advance by appropriate calculations, simulations or tests on an engine test bench.
- the determination of the correction value KOR_E of the phase of the first camshaft 18 takes place in step S16 by means of a suitable calculation rule.
- a suitable calculation rule may also include an arbitrary weighting of the difference of the determined phase PH_E and the default phase PH G or also an inclusion of a correction value KOR E of the phase of the first camshaft 18 determined in a preceding run of the program in step S6.
- the program is preferably continued in step S2. Alternatively, however, it may also be continued directly in a step S18.
- step S6 If the condition of step S6 is not fulfilled, the phase PH_E of the first camshaft 18 is canceled in step S18. dependent on the crankshaft angle CRK, the camshaft angle CAM and the correction value KOR E determined. In this way, the phase of the first camshaft can be determined very precisely in each case by means of the determined phase PH E in step S18, and thus a precise control of the internal combustion engine can be ensured.
- the step S18 is preferably, at least when the predetermined operating conditions BB G of step S6 not present, during operation of the internal combustion engine at predetermined time intervals or in each case after expiration of a predetermined crankshaft angle CRK again processed.
- the pulsation threshold THD PULS can also be fixed.
- a step S14 'can also be provided in which it is checked whether an amplitude P PULS of the pulsation of the intake manifold pressure P_IM is greater than the pulsation threshold value THD_PULS.
- the pulsation amplitude P_PULS is preferably determined by correspondingly evaluating a plurality of individual measured values of the intake manifold pressure P_IM detected in step S10.
- the Pulsationsschwellenwert THD_PULS is preferably suitably selected so that when it exceeds a back flow of gas from the Auslass Install is present in the intake.
- the step S14 if the condition of the step S14 'is met, the step S16 is executed and, if not satisfied, the step S2 or S6 is executed.
- the conditions of step S14 and S14 'can also be tested in a suitable combination.
- a second program for determining the phase of the internal combustion engine is started in a step S20 (FIG. 4) in which variables are initialized if necessary.
- the second program and one below with reference to FIG 5 even closer The third program to be explained can be executed alternatively to the first program or also in each case in addition to one another or can also be combined with one another. In the following, the differences in comparison to the steps of the first program are essentially explained.
- a step S22 the temperature T_IM of the gas in the intake tract 1 is determined.
- a step S24 a temperature threshold value THD_T_IM is subsequently determined analogously to the step S4.
- a step S26 it is checked in step S6 whether the predetermined operating conditions BB G exist. If the condition of step S26 is not satisfied, a step S38 is executed, which corresponds to step S18. On the other hand, if the condition of step S26 is met, a step S28 is executed, which corresponds to step S8.
- the temperature T_IM of the gas in the intake tract 1 is then determined. This can be done analogously to the step S10.
- a step S32 corresponds to a step S12.
- a step S34 it is checked in analogy to step S14 whether the temperature T IM of the gas in the intake tract is greater than the temperature threshold THD_T_IM. If the condition of the step S34 is not satisfied, the processing corresponding to the step S14 is continued either in the step S22 or in the step S26. On the other hand, if the condition of the step S34 is satisfied, a step S36 corresponding to the step S16 is executed.
- a start takes place in a step S40.
- a step S42 it is checked whether the operating state BZ corresponds to an operating state without fuel metering BZ NF and, if appropriate, a renewed determination of the correction value KOR_E due to the lapse of time or driving distance conditions is desired.
- the condition of step S42 is checked so frequently that it satisfies the first time suitably shortly after the beginning of ingesting the operating state BZ_NF without fuel metering is. It is then preferably fulfilled for the first time when an oxygen content O 2 in the exhaust tract determined in the following step S 44 is representative of the absence of exhaust gases in the region of the gas sensor 42.
- the gas sensor 22 After switching off the metering of fuel by the injection valves 22, no combustion takes place in the exhaust gas each cylinder Zl to Z4 of the internal combustion engine and fresh air is pumped from the intake tract in the exhaust tract. Depending on a reaction time duration of the gas sensor, the gas sensor 22 then detects an oxygen content 02_1 which is representative of the absence of exhaust gases in the area of the gas sensor 42. This oxygen content 02_1 is detected by the gas sensor 42 in a step S44.
- step S46 the control signal SG E for the phase adjustment device 20 is subsequently changed in accordance with step S8.
- step S48 another oxygen content O2_2 is detected again by the gas-type sensor 42.
- step S50 the detected phase corresponding to the step S12 is determined.
- step S52 it is then checked whether the first oxygen content 02 1 is representative of the absence of exhaust gases in the area of the gas sensor 42 and the second oxygen content O2_2 is representative of the presence of exhaust gases in the area of the gas sensor. If the condition of step S52 is not satisfied, the processing is preferably continued directly again in step S46. If, on the other hand, the condition of step S52 is fulfilled, the correction value KOR_E for the phase of the first camshaft 18 is determined in a step S54 in accordance with the procedure of step S16.
- steps S46 to S52 By suitably short succession of the repeated executions of steps S46 to S52, it can be ensured that, when the backflow of gases or gas from the outlet tract 4 towards the intake tract 1 due to the adjustment of the phase adjusts exhaust gas is still in the exhaust tract and this is then sucked back into the region in which the gas sensor 42 is arranged.
- the default phase PH_G is then suitably determined by experiments, calculations or simulations to represent the actual phase of the first camshaft 18 when the condition of step S52 has occurred.
- steps and in particular the conditions of steps S14, S34 and S52 can be combined with each other as desired. If, alternatively, only the second camshaft is assigned the phase adjusting device 20, then suitable programs for the second camshaft can be provided.
- both the first and the second camshaft are assigned corresponding phase adjusting devices 20, then for each of the camshafts 18, 18 'own correction values are determined by means of corresponding programs. For this purpose, in each case the respectively the other camshaft 18, 18 'associated phase-adjusting device in a reference position, such as in a mechanical stop.
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004062406A DE102004062406B4 (en) | 2004-12-23 | 2004-12-23 | Method and device for determining a phase of an internal combustion engine |
PCT/EP2005/056284 WO2006069871A1 (en) | 2004-12-23 | 2005-11-28 | Method and device for determining an internal combustion engine phase |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1706603A1 true EP1706603A1 (en) | 2006-10-04 |
EP1706603B1 EP1706603B1 (en) | 2007-10-17 |
Family
ID=35840625
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05813508A Active EP1706603B1 (en) | 2004-12-23 | 2005-11-28 | Method and device for determining an internal combustion engine phase |
Country Status (7)
Country | Link |
---|---|
US (1) | US7469676B2 (en) |
EP (1) | EP1706603B1 (en) |
JP (1) | JP4262752B2 (en) |
KR (1) | KR101210430B1 (en) |
CN (1) | CN100410500C (en) |
DE (2) | DE102004062406B4 (en) |
WO (1) | WO2006069871A1 (en) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102007036084A1 (en) | 2007-08-01 | 2009-02-05 | Man Turbo Ag | Method for determining emission values of a gas turbine and apparatus for carrying out the method |
CN101787933B (en) * | 2010-01-21 | 2013-01-09 | 上海交通大学 | Atkinson cycle engine control system and control method thereof |
JP5364061B2 (en) * | 2010-09-08 | 2013-12-11 | 本田技研工業株式会社 | General-purpose engine stroke discrimination device |
DE102011081928A1 (en) * | 2011-08-31 | 2013-02-28 | Man Diesel & Turbo Se | Method for monitoring check valves arranged in gas supply lines of a gas engine |
US9791343B2 (en) * | 2015-02-12 | 2017-10-17 | General Electric Company | Methods and systems to derive engine component health using total harmonic distortion in a knock sensor signal |
DE102016219582B3 (en) * | 2016-10-10 | 2017-06-08 | Continental Automotive Gmbh | A method of combined identification of intake valve lift phase difference and exhaust valve lift phase difference of an internal combustion engine by means of equal amplitude lines |
JP6941078B2 (en) * | 2018-06-13 | 2021-09-29 | 日立Astemo株式会社 | Variable valve timing mechanism control device and control method |
DE102020207172B3 (en) * | 2020-06-09 | 2021-07-01 | Volkswagen Aktiengesellschaft | Method for determining a camshaft position of an internal combustion engine |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
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US5495830A (en) | 1995-04-05 | 1996-03-05 | General Motors Corporation | Variable valve timing |
DE19638010A1 (en) * | 1996-09-18 | 1998-03-19 | Bosch Gmbh Robert | Method for determining the phase position in a 4-stroke internal combustion engine |
JP3799851B2 (en) | 1999-01-11 | 2006-07-19 | 株式会社日立製作所 | Diagnostic method for internal combustion engine |
JP2002089324A (en) * | 2000-09-18 | 2002-03-27 | Mitsubishi Electric Corp | Fuel injection control device of cylinder injection engine |
DE10230899B4 (en) * | 2002-07-09 | 2007-11-22 | Siemens Ag | Method for diagnosing a faulty valve lift position of an internal combustion engine |
DE10231143B4 (en) * | 2002-07-10 | 2004-08-12 | Siemens Ag | Method for controlling the valve lift of discretely adjustable intake valves of a multi-cylinder internal combustion engine |
JP4007123B2 (en) | 2002-08-26 | 2007-11-14 | トヨタ自動車株式会社 | Control device for internal combustion engine |
JP4154972B2 (en) | 2002-09-19 | 2008-09-24 | 日産自動車株式会社 | Internal EGR amount estimation device for internal combustion engine |
DE10258802B4 (en) * | 2002-12-16 | 2005-04-14 | Siemens Ag | Method for controlling an HCCI internal combustion engine in exceptional situations |
DE10344759B4 (en) * | 2003-09-26 | 2005-10-06 | Siemens Ag | Method and device for controlling an internal combustion engine |
DE10356257B4 (en) * | 2003-12-02 | 2007-08-09 | Siemens Ag | Method and device for controlling an internal combustion engine |
-
2004
- 2004-12-23 DE DE102004062406A patent/DE102004062406B4/en not_active Expired - Fee Related
-
2005
- 2005-11-26 US US10/589,793 patent/US7469676B2/en active Active
- 2005-11-28 EP EP05813508A patent/EP1706603B1/en active Active
- 2005-11-28 DE DE502005001729T patent/DE502005001729D1/en active Active
- 2005-11-28 CN CNB2005800051318A patent/CN100410500C/en active Active
- 2005-11-28 JP JP2006552638A patent/JP4262752B2/en active Active
- 2005-11-28 WO PCT/EP2005/056284 patent/WO2006069871A1/en active IP Right Grant
-
2006
- 2006-08-17 KR KR1020067016512A patent/KR101210430B1/en active IP Right Grant
Non-Patent Citations (1)
Title |
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See references of WO2006069871A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO2006069871A1 (en) | 2006-07-06 |
US20070233356A1 (en) | 2007-10-04 |
KR101210430B1 (en) | 2012-12-10 |
DE102004062406B4 (en) | 2007-08-09 |
JP4262752B2 (en) | 2009-05-13 |
CN1922390A (en) | 2007-02-28 |
DE502005001729D1 (en) | 2007-11-29 |
DE102004062406A1 (en) | 2006-07-13 |
JP2007522381A (en) | 2007-08-09 |
CN100410500C (en) | 2008-08-13 |
EP1706603B1 (en) | 2007-10-17 |
KR20070085064A (en) | 2007-08-27 |
US7469676B2 (en) | 2008-12-30 |
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