EP1802851B1 - 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 - Google Patents
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 Download PDFInfo
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- EP1802851B1 EP1802851B1 EP05791470A EP05791470A EP1802851B1 EP 1802851 B1 EP1802851 B1 EP 1802851B1 EP 05791470 A EP05791470 A EP 05791470A EP 05791470 A EP05791470 A EP 05791470A EP 1802851 B1 EP1802851 B1 EP 1802851B1
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- Prior art keywords
- phase angle
- stop
- angle signal
- signal
- camshaft
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- ZUXNHFFVQWADJL-UHFFFAOYSA-N 3,4,5-trimethoxy-n-(2-methoxyethyl)-n-(4-phenyl-1,3-thiazol-2-yl)benzamide Chemical compound N=1C(C=2C=CC=CC=2)=CSC=1N(CCOC)C(=O)C1=CC(OC)=C(OC)C(OC)=C1 ZUXNHFFVQWADJL-UHFFFAOYSA-N 0.000 abstract description 2
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Classifications
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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
- 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
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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
- F01L2800/00—Methods of operation using a variable valve timing mechanism
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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
- 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 method for adjusting the rotational angular position of the camshaft of a reciprocating internal combustion engine relative to the crankshaft, wherein the crankshaft via a variable speed drive with the camshaft in drive connection, which is designed as a three-shaft gear with a crankshaft fixed drive shaft, a camshaft fixed output shaft and an adjusting shaft, wherein detects a phase angle signal for the rotational position of the camshaft relative to the crankshaft, wherein a stop travel is performed, in which a stop element connected to the drive shaft is moved towards a counter-stop element connected to the camshaft, while the reaching of a stop position is monitored, upon detecting the stop position determining a stop phase angle value, and providing a target phase angle signal and controlling the phase angle signal to the target phase angle signal.
- the stop position when starting the internal combustion engine is not yet known, during the starting process of the internal combustion engine is a stop drive carried out, in which the stop element is moved by corresponding rotation of the adjusting shaft on the counter-stop element until the stop element comes to rest against the counter-stop element.
- the reaching of the stop position is monitored by sensors.
- the stop position is assigned a phase angle value. This can be done, for example, in such a way that the phase angle signal is read out at the stop position and the corresponding measured value is used as the phase angle value for the stop position. But it is also possible to set the phase angle signal to zero when the stop position is reached. In this case, the stop position forms the reference point for the phase angle signal.
- the desired phase angle signal is provided by an engine control unit which controls the reciprocating internal combustion engine.
- the desired phase angle signal is chosen as a function of the operating state of the internal combustion engine such that a favorable fuel consumption and a low pollutant emissions of the reciprocating internal combustion engine results.
- the phase angle signal is controlled by the Verstellwelle is rotated in the occurrence of a deviation between the phase angle signal and the desired phase angle signal so that the deviation is reduced.
- the desired phase angle signal is limited in response to the stop phase angle value such that during normal operation of the internal combustion engine a collision of the stop element with the counter stop element is avoided.
- the stop position can change during operation of the reciprocating internal combustion engine, so that it no longer coincides with the stop phase angle value determined during the starting process.
- a certain safety distance to the stop phase angle value must be maintained in the limitation of the phase angle, whereby the setting the phase position available adjustment can not be fully utilized.
- This object is achieved by assigning an adjacent or adjacent phase angle range to the stop phase angle value and comparing the phase angle signal with the phase angle range and, in the event that the desired phase angle signal should be within the phase angle range, controlling the phase angle signal to the desired phase angle signal is interrupted and a further stop travel is performed, wherein the stop element is moved towards the counter-stop member, while the achievement of the stop position is monitored, that upon detection of the stop position, the stop phase angle value is redetermined and that thereafter, the control of the phase angle signal is continued to the desired phase angle signal ,
- this makes it possible to redetermine the stop phase angle value during normal operation of the reciprocating internal combustion engine in order to adapt it, for example, to changed operating conditions of the internal combustion engine.
- the stop travel is carried out when the desired phase angle signal is in the vicinity of an earlier time, for example, at the last stop travel determined stop phase angle value, so that only a relatively small deviation of the phase angle signal from the target phase angle signal occurs during the stop travel and thus the stop travel practically does not affect the fuel consumption, pollutant emissions or other performance of the reciprocating internal combustion engine.
- the stop travel is thus carried out without the user of the combustion engine noticing this.
- the stop phase angle value can be used as a reference point for the phase angle signal and / or during the control of the phase angle signal for limiting the phase angle.
- the target phase angle signal is compared during stop travel with the phase angle range, wherein in the event that the desired phase angle signal should leave the phase angle range, stop travel is stopped and the control of the phase angle signal is resumed on the target phase angle signal.
- stop travel is stopped and the control of the phase angle signal is resumed on the target phase angle signal.
- the time that has elapsed since the last stop travel measured and compared with a predetermined minimum time duration, wherein the performance of another stop travel is suppressed as long as the minimum time has not yet been reached. It is assumed that no significant change in the stop position is to be expected within the minimum period of time. Unnecessary stop rides are thus avoided.
- At least one operating state variable of the internal combustion engine in particular its operating temperature and / or crankshaft speed is detected when stop rides are carried out at different operating conditions, when the stop phase angle values respectively determined for the individual operating states are stored in a data memory, and then after determining an operating state of a stopper phase angle value by reading out a stopper phase angle value from the data memory and using it to limit the phase angle signal and / or the reference phase angle signal and / or as the reference point for the phase angle signal, depending on the at least one operating state variable.
- a map is learned, which may have, for example as a parameter, the cooling water and / or oil temperature of the internal combustion engine and / or the crankshaft speed.
- the stop phase angle value can be easily adapted to a change in the operating state of the internal combustion engine without the need for a stop travel again.
- the map is stored in a non-volatile memory, such as a non-volatile memory.
- an EEProm stored so that it is still available after a restart of the internal combustion engine.
- the data memory may be preset with default values.
- the difference between the phase angle signal and the stop phase angle value is determined, wherein the desired phase velocity signal is changed in dependence on the difference and in particular reduced with a decrease of the difference.
- the rotational speed of the adjusting shaft can be limited during stop travel. This measure is especially considered when the phase angle is within a predetermined environment of the stop phase angle value.
- an electric motor is provided for driving the adjusting shaft, wherein during the stop travel the operating current and / or the operating voltage of the electric motor is (are) limited. Also by this measure damage to the stop and / or counter-stop element can be avoided.
- the operating current and / or the operating voltage of the electric motor can be limited by pulse width modulation.
- An adjusting device for the rotational angle position of the camshaft 3 relative to the crankshaft 5 of a reciprocating internal combustion engine has according to Fig. 1 an adjusting 1, which is designed as a three-shaft gear with a crankshaft fixed drive shaft, a camshaft fixed output shaft and an adjusting shaft.
- the adjusting mechanism may be a planetary gear, preferably a planetary gear.
- the drive shaft is rotatably connected to a camshaft gear 2, which is in a conventional manner via a chain or a toothed belt with a rotatably mounted on the crankshaft 5 of the engine crankshaft gear in drive connection.
- the output shaft is rotatably connected to the camshaft 3.
- the adjusting is rotatably connected to the rotor of an electric motor 4.
- the adjusting gear 1 is integrated in the hub of the camshaft gear 2.
- the adjusting device has a fixed to the drive shaft of the variable-speed transmission 1 stop element 6 and a counter-stop element 7, which is non-rotatably connected to the camshaft 3 and comes in the position of use in a stop position on the stop element 4 to the plant.
- a magnetic detector 8 which detects the tooth flanks of a toothed ring 9 consisting of a magnetically conductive material and arranged on the crankshaft 5.
- a toothed ring 9 consisting of a magnetically conductive material and arranged on the crankshaft 5.
- One of the tooth gaps or teeth of the toothed rim 9 has a greater width than the other tooth gaps or teeth and marks a reference rotational angle position of the crankshaft 5.
- a reference mark is generated in the sensor signal of the magnetic detector 8, which is also referred to below as the crankshaft sensor signal. This is achieved in that the crankshaft sprocket 9 at the reference angular position has a larger gap than between its other teeth.
- a rotation angle measurement signal is set to a value associated with the reference rotation angle position. Thereafter, the rotational angle measuring signal is tracked with each change in the state of the crankshaft sensor signal by triggering an interrupt in an operating program of a control device, in which the rotational angle measurement signal is incremented.
- an EC motor which has a rotor, on the circumference of a series of magnet sections alternately magnetized in opposite directions is arranged, which has an air gap with teeth of a stator interact magnetically.
- the teeth are wound with a winding, which is energized via a drive device.
- the position of the magnet segments relative to the stator and thus the Verstellwellenen loftwinkel is detected by means of a measuring device having a plurality of magnetic field sensors 10 which are arranged offset to one another in the circumferential direction of the stator such that per revolution of the rotor, a number of magnetic segment sensor Combinations will go through.
- the magnetic field sensors 10 generate a digital sensor signal that passes through an order of sensor signal states that repeats as often as the measuring device 10 has magnetic field sensors 10 during a mechanical rotation of the rotor. This sensor signal is also referred to below as Verstellwellen sensor signal.
- a Hall sensor 11 As a reference signal generator for the camshaft rotation angle, a Hall sensor 11 is provided, which cooperates with a arranged on the camshaft 3 trigger wheel 12. Upon reaching a predetermined angular position of the camshaft 3, a flank is generated in a camshaft reference signal. If the Hall sensor 11 detects the edge, an interrupt is triggered in an operating program of a control unit, in which the crankshaft rotation angle and the Verstellwellenen loftwinkel for the control of the phase angle are cached for further processing. This interrupt will also be referred to as a camshaft interrupt below. Finally, in the operating program of the control unit, a time-sliced interrupt is also triggered, which is referred to below as a cyclic interrupt.
- the phase angle signal ⁇ is thus, starting from a reference rotational angle value, tracked in a change in state of the crankshaft sensor signal and / or the Verstellwellen sensor signal.
- the phase angle signal thus calculated is ⁇ ⁇ is intended to a setpoint phase angle signal regulated, which is-provided by a motor control unit.
- a stop travel is first carried out, in which the stop element 6 is moved toward the counter-stop element 7 by appropriate activation of the electric motor 4 until the stop position is reached.
- the phase velocity is ⁇ by the phase angle signal is determined and one of the stop position occurring decrease in the phase velocity is detected.
- the further phase angle signal ⁇ is measured relative to the reference mark and the camshaft edge.
- a greater accuracy of measurement is achieved in comparison to the phase angle measurement related to the stop position, which may have measurement errors, for example with tolerances in the chain or toothed belt and / or a chain or toothed belt tensioner of the camshaft drive.
- tolerances are dependent inter alia on the operating temperature of the internal combustion engine (thermal change in length of the chain or the toothed belt) and the speed of the crankshaft, which influences the centrifugal forces on the chain or the toothed belt.
- phase angle signal ⁇ is limited in response to the stop phase angle ⁇ stop such that during normal operation of the internal combustion engine, a collision of the stop element 6 is avoided with the counter-stop element 7.
- the stop phase angle value ⁇ stop is assigned a phase angle range which is adjacent to the stop phase angle value ⁇ stop .
- this phase angle range is marked by a double arrow 13.
- the desired phase angle signal ⁇ soll provided by the engine control unit is compared with the phase angle range.
- the regulation of the phase angle signal ⁇ to ⁇ to the setpoint phase angle signal is interrupted and performed a further stop driving until the motor control it allows.
- the stop element 6 is moved toward the counter-stop element 7.
- the electric motor 4 is driven at the stop movement such magnitude increases, the phase velocity is starting ⁇ of the designated A point of the phase angle signal first and then ⁇ stop decreases again when approaching the stop phase angle value until the stop element 6 on the B point at the counter-stop element 7 comes to rest.
- the reaching of the stop position is again monitored by detecting a decrease in the phase velocity occurring at the stop position, while the electric motor continues to be energized in the direction of the counter-stop element 7.
- the regulation of the phase angle signal Eact to the desired phase angle signal ⁇ soll is resumed. It is clearly seen that the phase velocity is starting ⁇ from the designated with C instead of the phase angle signal initially increases in magnitude and will then ⁇ in approximation to the setpoint phase angle signal decreases again, until the phase angle signal is ⁇ should ⁇ with the setpoint phase angle signal at the point marked D site. matches.
- the phase angle signal ⁇ is the phase angle range marked with the double arrow 13 during a stop travel.
- the desired phase angle signal ⁇ soll is constantly compared with the phase angle range and after each comparison, it is checked whether the desired phase angle signal ⁇ soll is still within the phase angle range and thus the stop travel is still permissible. If it is determined during the review that the setpoint phase angle signal ⁇ to outside the Phase angle range, the stop movement is canceled and the regulation of the phase angle signal ⁇ to ⁇ to the setpoint phase angle signal resumes.
- the phase angle signal ⁇ is again removed from the stop phase angle value ⁇ stop from the point in time designated t abort before the stop position has been reached.
- the measured stop phase angle values ⁇ stop are stored in the form of a characteristic field in a data memory.
- the operating state variables of which the characteristic map is dependent are determined at each stop travel, and depending on the operating state variables, a memory location in the data memory is allocated to the relevant stop phase angle value ⁇ stop , in which the stop phase angle value ⁇ stop is stored. If the measured stop phase angle value ⁇ stop is not plausible, the storage of the stop phase angle value ⁇ Anshlag is suppressed.
- a timer which measures the time which has elapsed since the last stop travel is reset. Before a further stop travel is carried out, the time measured by the timer is first read out and compared with a predetermined minimum time duration. As long as the minimum period has not been reached, the execution of another stop travel is suppressed.
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- Engineering & Computer Science (AREA)
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- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Die Erfindung betrifft ein Verfahren zum Einstellen der Drehwinkellage der Nockenwelle einer Hubkolben-Verbrennungsmaschine relativ zur Kurbelwelle, wobei die Kurbelwelle über ein Verstellgetriebe mit der Nockenwelle in Antriebsverbindung steht, das als Dreiwellengetriebe mit einer kurbelwellenfesten Antriebwelle, einer nockenwellenfesten Abtriebswelle und einer Verstellwelle ausgebildet ist, wobei ein Phasenwinkelsignal für die Drehwinkellage der Nockenwelle relativ zur Kurbelwelle erfasst wird, wobei eine Anschlagfahrt durchgeführt wird, bei der ein mit der Antriebwelle verbundenes Anschlagelement auf ein mit der Nockenwelle verbundenes Gegenanschlagelement zubewegt wird, während das Erreichen einer Anschlagposition überwacht wird, wobei beim Detektieren der Anschlagposition ein Anschlag-Phasenwinkelwert ermittelt wird, und wobei ein Sollphasenwinkelsignal bereitgestellt und das Phasenwinkelsignal auf das Sollphasenwinkelsignal geregelt wird.The invention relates to a method for adjusting the rotational angular position of the camshaft of a reciprocating internal combustion engine relative to the crankshaft, wherein the crankshaft via a variable speed drive with the camshaft in drive connection, which is designed as a three-shaft gear with a crankshaft fixed drive shaft, a camshaft fixed output shaft and an adjusting shaft, wherein detects a phase angle signal for the rotational position of the camshaft relative to the crankshaft, wherein a stop travel is performed, in which a stop element connected to the drive shaft is moved towards a counter-stop element connected to the camshaft, while the reaching of a stop position is monitored, upon detecting the stop position determining a stop phase angle value, and providing a target phase angle signal and controlling the phase angle signal to the target phase angle signal.
Ein derartiges Verfahren ist aus der Praxis bekannt (siehe
Da die Lage der Anschlagposition beim Starten der Verbrennungsmaschine zunächst noch nicht bekannt ist, wird während des Startvorgangs der Verbrennungsmaschine eine Anschlagfahrt durchgeführt, bei der das Anschlagelement durch entsprechendes Verdrehen der Verstellwelle auf das Gegenanschlagelement zubewegt wird, bis das Anschlagelement an dem Gegenanschlagelement zur Anlage kommt. Dabei wird das Erreichen der Anschlagposition sensorisch überwacht. Sobald detektiert wird, dass das Anschlagelement gegen das Gegenanschlagselement positioniert ist, wird der Anschlagposition eine Phasenwinkelwert zugeordnet. Dies kann z.B. in der Weise erfolgen, dass das Phasenwinkelsignal an der Anschlagposition ausgelesen und der entsprechende Messwert als Phasenwinkelwert für die Anschlagposition verwendet wird. Es besteht aber auch die Möglichkeit, das Phasenwinkelsignal auf Null zu setzen, wenn die Anschlagposition erreicht ist. In diesem Fall bildet die Anschlagposition den Bezugspunkt für das Phasenwinkelsignal.Since the position of the stop position when starting the internal combustion engine is not yet known, during the starting process of the internal combustion engine is a stop drive carried out, in which the stop element is moved by corresponding rotation of the adjusting shaft on the counter-stop element until the stop element comes to rest against the counter-stop element. The reaching of the stop position is monitored by sensors. As soon as it is detected that the stop element is positioned against the counter-stop element, the stop position is assigned a phase angle value. This can be done, for example, in such a way that the phase angle signal is read out at the stop position and the corresponding measured value is used as the phase angle value for the stop position. But it is also possible to set the phase angle signal to zero when the stop position is reached. In this case, the stop position forms the reference point for the phase angle signal.
Das Sollphasenwinkelsignal wird von einem Motorsteuergerät bereitgestellt, welches die Hubkolben-Verbrennungsmaschine steuert. Das Sollphasenwinkelsignal wird in Abhängigkeit von dem Betriebszustand der Verbrennungsmaschine derart gewählt, dass sich ein günstiger Kraftstoffverbrauch und ein geringer Schadstoffausstoß der Hubkolben-Verbrennungsmaschine ergibt. Auf dieses Sollphasenwinkelsignal wird das Phasenwinkelsignal geregelt, indem die Verstellwelle beim Auftreten einer Abweichung zwischen dem Phasenwinkelsignal und dem Sollphasenwinkelsignal so verdreht wird, dass sich die Abweichung reduziert. Das Sollphasenwinkelsignal wird in Abhängigkeit von dem Anschlag-Phasenwinkelwert derart begrenzt, dass während des normalen Betriebs der Verbrennungsmaschine eine Kollision des Anschlagelements mit dem Gegenanschlagselement vermieden wird. In der Praxis hat sich jedoch gezeigt, dass sich während des Betriebs der Hubkolben-Verbrennungsmaschine die Anschlagposition verändern kann, so dass diese dann nicht mehr mit dem beim Startvorgang ermittelten Anschlag-Phasenwinkelwert übereinstimmt. Um dennoch bei den im normalen Betrieb auftretenden Betriebszuständen eine Kollision des Anschlagelements mit dem Gegenanschlagselement und somit die Gefahr einer Beschädigung der entsprechenden Teile zu vermeiden, muss bei der Begrenzung des Phasenwinkels ein gewisser Sicherheitsabstand zu dem Anschlag-Phasenwinkelwert eingehalten werden, wodurch der für die Einstellung der Phasenlage zur Verfügung stehende Verstellbereich nicht vollständig genutzt werden kann.The desired phase angle signal is provided by an engine control unit which controls the reciprocating internal combustion engine. The desired phase angle signal is chosen as a function of the operating state of the internal combustion engine such that a favorable fuel consumption and a low pollutant emissions of the reciprocating internal combustion engine results. In this target phase angle signal, the phase angle signal is controlled by the Verstellwelle is rotated in the occurrence of a deviation between the phase angle signal and the desired phase angle signal so that the deviation is reduced. The desired phase angle signal is limited in response to the stop phase angle value such that during normal operation of the internal combustion engine a collision of the stop element with the counter stop element is avoided. In practice, however, it has been shown that the stop position can change during operation of the reciprocating internal combustion engine, so that it no longer coincides with the stop phase angle value determined during the starting process. In order nevertheless to avoid a collision of the stop element with the counter-stop element and thus the risk of damage to the corresponding parts in the operating conditions occurring during normal operation, a certain safety distance to the stop phase angle value must be maintained in the limitation of the phase angle, whereby the setting the phase position available adjustment can not be fully utilized.
Es besteht deshalb die Aufgabe, ein Verfahren der eingangs genannten Art zu schaffen, das es ermöglicht, den Anschlag-Phasenwinkelwert an Veränderungen des Betriebszustands der Verbrennungsmaschine anzupassen.It is therefore the object to provide a method of the type mentioned, which makes it possible to adapt the stop phase angle value to changes in the operating state of the internal combustion engine.
Diese Aufgabe wird dadurch gelöst, dass dem Anschlag-Phasenwinkelwert ein daran angrenzender oder dazu benachbarter Phasenwinkelbereich zugeordnet und das Phasenwinkelsignal mit dem Phasenwinkelbereich verglichen wird, und dass für den Fall, dass das Sollphasenwinkelsignal innerhalb des Phasenwinkelbereichs liegen sollte, die Regelung des Phasenwinkelsignals auf das Sollphasenwinkelsignal unterbrochen und eine weitere Anschlagfahrt durchgeführt wird, bei der das Anschlagelement auf das Gegenanschlagelement zubewegt wird, während das Erreichen der Anschlagposition überwacht wird, dass beim Detektieren der Anschlagposition der Anschlag-Phasenwinkelwert neu ermittelt wird und dass danach die Regelung des Phasenwinkelsignals auf das Sollphasenwinkelsignal fortgesetzt wird.This object is achieved by assigning an adjacent or adjacent phase angle range to the stop phase angle value and comparing the phase angle signal with the phase angle range and, in the event that the desired phase angle signal should be within the phase angle range, controlling the phase angle signal to the desired phase angle signal is interrupted and a further stop travel is performed, wherein the stop element is moved towards the counter-stop member, while the achievement of the stop position is monitored, that upon detection of the stop position, the stop phase angle value is redetermined and that thereafter, the control of the phase angle signal is continued to the desired phase angle signal ,
In vorteilhafter Weise ist es dadurch möglich, während des normalen Betriebs der Hubkolben-Verbrennungsmaschine den Anschlag-Phasenwinkelwert neu zu ermitteln, um ihn beispielsweise an veränderte Betriebsbedingungen der Verbrennungsmaschine anzupassen. Dabei wird die Anschlagfahrt durchgeführt, wenn das Sollphasenwinkelsignal in der Nähe eines zu einem früheren Zeitpunkt, beispielsweise bei der letzten Anschlagfahrt ermittelten Anschlag-Phasenwinkelwerts liegt, so dass während der Anschlagfahrt nur eine relativ geringe Abweichung des Phasenwinkelsignals von dem Sollphasenwinkelsignal auftritt und sich die Anschlagfahrt somit praktisch nicht auf den Kraftstoffverbrauch, den Schadstoffausstoß oder das sonstige Betriebsverhalten der Hubkolben-Verbrennungsmaschine auswirkt. Die Anschlagfahrt wird also durchgeführt, ohne dass der Benutzer der Verbrennungsmaschine dies bemerkt. Der Anschlag-Phasenwinkelwert kann als Bezugspunkt für das Phasenwinkelsignal und/oder während der Regelung des Phasenwinkelsignals zur Begrenzung des Phasenwinkels verwendet werden.Advantageously, this makes it possible to redetermine the stop phase angle value during normal operation of the reciprocating internal combustion engine in order to adapt it, for example, to changed operating conditions of the internal combustion engine. In this case, the stop travel is carried out when the desired phase angle signal is in the vicinity of an earlier time, for example, at the last stop travel determined stop phase angle value, so that only a relatively small deviation of the phase angle signal from the target phase angle signal occurs during the stop travel and thus the stop travel practically does not affect the fuel consumption, pollutant emissions or other performance of the reciprocating internal combustion engine. The stop travel is thus carried out without the user of the combustion engine noticing this. The stop phase angle value can be used as a reference point for the phase angle signal and / or during the control of the phase angle signal for limiting the phase angle.
Bei einer vorteilhaften Ausführungsform der Erfindung wird das Sollphasenwinkelsignal während der Anschlagfahrt mit dem Phasenwinkelbereich verglichen, wobei für den Fall, dass das Sollphasenwinkelsignal den Phasenwinkelbereich verlassen sollte, die Anschlagfahrt abgebrochen und die Regelung des Phasenwinkelsignals auf das Sollphasenwinkelsignal wieder aufgenommen wird. Beim Auftreten einer Abweichung zwischen dem Sollphasenwinkelsignal dem Phasenwinkelbereich wird diese also durch Wiederaufnahme der Phasenwinkelregelung sofort kompensiert. Dabei wird ein Abbruch der Anschlagfahrt in Kauf genommen. Diese kann dann gegebenenfalls zu einem späteren Zeitpunkt nachgeholt werden, wenn sich das das Sollphasenwinkelsignal wieder innerhalb des Phasenwinkelbereichs befindet.In an advantageous embodiment of the invention, the target phase angle signal is compared during stop travel with the phase angle range, wherein in the event that the desired phase angle signal should leave the phase angle range, stop travel is stopped and the control of the phase angle signal is resumed on the target phase angle signal. When a deviation between the desired phase angle signal and the phase angle range occurs, it is thus immediately compensated by resuming the phase angle control. In this case, a demolition of the stop drive is accepted. This can then be made up at a later time, if necessary, when the desired phase angle signal is again within the phase angle range.
Bei einer zweckmäßigen Ausgestaltung der Erfindung wird die Zeit, die seit der letzten Anschlagfahrt verstrichen ist, gemessen und mit einer vorgegebenen Mindestzeitdauer verglichen, wobei das Durchführen einer weiteren Anschlagfahrt unterdrückt wird, solange die Mindestzeitdauer noch nicht erreicht ist. Dabei wird davon ausgegangen, dass innerhalb der Mindestzeitdauer keine wesentliche Veränderung der Anschlagposition zu erwarten ist. Unnötige Anschlagfahrten werden also vermieden.In an expedient embodiment of the invention, the time that has elapsed since the last stop travel, measured and compared with a predetermined minimum time duration, wherein the performance of another stop travel is suppressed as long as the minimum time has not yet been reached. It is assumed that no significant change in the stop position is to be expected within the minimum period of time. Unnecessary stop rides are thus avoided.
Besonders vorteilhaft ist, wenn mindestens eine Betriebszustandsgröße der Verbrennungsmaschine, insbesondere deren Betriebstemperatur und/oder Kurbelwellendrehzahl erfasst wird, wenn bei unterschiedlichen Betriebszuständen Anschlagfahrten durchgeführt werden, wenn die für die einzelnen Betriebszustände jeweils ermittelten Anschlag-Phasenwinkelwerte in einem Datenspeicher abgelegt werden, und wenn danach für einen Betriebszustand ein Anschlag-Phasenwinkelwert ermittelt wird, indem in Abhängigkeit von der mindestens einen Betriebszustandsgröße ein Anschlag-Phasenwinkelwert aus dem Datenspeicher ausgelesen und zum Begrenzen des Phasenwinkelsignals und/oder Sollphasenwinkelsignals und/oder als Bezugspunkt für das Phasenwinkelsignal verwendet wird. Es wird also ein Kennfeld gelernt, das beispielsweise als Parameter die Kühlwasser- und/oder Öltemperatur der Verbrennungsmaschine und/oder die Kurbelwellendrehzahl aufweisen kann. Mit Hilfe der auf diese Weise gelernten Anschlag-Phasenwinkelwerte kann der Anschlag-Phasenwinkelwert auf einfache Weise an eine Veränderung des Betriebszustands der Verbrennungsmaschine angepasst werden, ohne dass dazu erneut eine Anschlagfahrt durchgeführt werden muss. Zweckmäßigerweise wird das Kennfeld in einem nichtflüchtigen Datenspeicher, wie z.B. einem EEProm abgelegt, damit es nach einem Neustart der Verbrennungsmaschine weiterhin zur Verfügung steht. Bei der Erstinbetriebnahme der Verbrennungsmaschine kann der Datenspeicher mit Standardwerten vorbesetzt sein.It is particularly advantageous if at least one operating state variable of the internal combustion engine, in particular its operating temperature and / or crankshaft speed is detected when stop rides are carried out at different operating conditions, when the stop phase angle values respectively determined for the individual operating states are stored in a data memory, and then after determining an operating state of a stopper phase angle value by reading out a stopper phase angle value from the data memory and using it to limit the phase angle signal and / or the reference phase angle signal and / or as the reference point for the phase angle signal, depending on the at least one operating state variable. Thus, a map is learned, which may have, for example as a parameter, the cooling water and / or oil temperature of the internal combustion engine and / or the crankshaft speed. With the aid of the stop phase angle values learned in this way, the stop phase angle value can be easily adapted to a change in the operating state of the internal combustion engine without the need for a stop travel again. Conveniently, the map is stored in a non-volatile memory, such as a non-volatile memory. an EEProm stored so that it is still available after a restart of the internal combustion engine. During initial startup of the internal combustion engine, the data memory may be preset with default values.
Bei einer bevorzugten Ausführungsform der Erfindung wird die Differenz zwischen dem Phasenwinkelsignal und dem Anschlag-Phasenwinkelwert ermittelt, wobei das Sollphasengeschwindigkeitssignal in Abhängigkeit von der Differenz verändert und insbesondere bei einer Abnahme der Differenz reduziert wird. Dadurch wird bei der Anschlagfahrt ein Verscheiß an dem Anschlagelement und dem Gegenanschlagelement weitestgehend vermieden. Dennoch kann die Anschlagposition schnell aufgefunden werden.In a preferred embodiment of the invention, the difference between the phase angle signal and the stop phase angle value is determined, wherein the desired phase velocity signal is changed in dependence on the difference and in particular reduced with a decrease of the difference. As a result, a verißiß on the stop element and the counter-stop element is largely avoided in the stop travel. Nevertheless, the stop position can be found quickly.
Zum Schutz des Anschlag- und Gegenanschlagelements vor Beschädigung kann während der Anschlagfahrt die Drehzahl der Verstellwelle begrenzt werden. Diese Maßnahme kommt vor allem dann in Betracht, wenn sich der Phasenwinkel innerhalb einer vorgegebenen Umgebung des Anschlag-Phasenwinkelwerts befindet.To protect the stop and counter stop element against damage, the rotational speed of the adjusting shaft can be limited during stop travel. This measure is especially considered when the phase angle is within a predetermined environment of the stop phase angle value.
Vorzugsweise ist zum Antreiben der Verstellwelle ein Elektromotor vorgesehen, wobei während der Anschlagfahrt der Betriebsstrom und/oder die Betriebsspannung des Elektromotors begrenzt wird (werden). Auch durch diese Maßnahme kann eine Beschädigung des Anschlag- und/oder Gegenanschlagelements vermieden werden. Der Betriebsstrom und/oder die Betriebsspannung des Elektromotors kann durch Pulsweitenmodulation begrenzt werden.Preferably, an electric motor is provided for driving the adjusting shaft, wherein during the stop travel the operating current and / or the operating voltage of the electric motor is (are) limited. Also by this measure damage to the stop and / or counter-stop element can be avoided. The operating current and / or the operating voltage of the electric motor can be limited by pulse width modulation.
Nachfolgend ist ein Ausführungsbeispiel der Erfindung anhand der Zeichnung näher erläutert. Es zeigen:
- Fig. 1
- eine schematische Teildarstellung einer Hubkolben-Verbrennungsmaschine, die eine Einrichtung zum Einstellen der Phasenlage der Nockenwelle relativ zur Kurbelwelle aufweist,
- Fig. 2
- eine Nockenwellen-Verstellvorrichtung,
- Fig. 3
- eine graphische Darstellung eines Phasenwinkelsignals und eines Sollphasenwinkelsignal während einer Anschlagfahrt, wobei auf der Abszisse die Zeit in Sekunden und auf der Ordinate die Signalamplitude aufgetragen sind, und
- Fig. 4
- Darstellung ähnlich
Fig. 3 , wobei jedoch die Anschlagfahrt vorzeitig abgebrochen wird.
- Fig. 1
- FIG. 2 is a partial schematic illustration of a reciprocating internal combustion engine having means for adjusting the phasing of the camshaft relative to the crankshaft; FIG.
- Fig. 2
- a camshaft adjusting device,
- Fig. 3
- a graphical representation of a phase angle signal and a reference phase angle signal during a stop travel, wherein the abscissa time in seconds and the ordinate the signal amplitude are plotted, and
- Fig. 4
- Representation similar
Fig. 3 , however, the stop drive is prematurely terminated.
Eine Verstellvorrichtung für die Drehwinkellage der Nockenwelle 3 relativ zur Kurbelwelle 5 einer Hubkolben-Verbrennungsmaschine weist gemäß
Die Antriebwelle ist drehfest mit einem Nockenwellenzahnrad 2 verbunden, das in an sich bekannter Weise über eine Kette oder einen Zahnriemen mit einem auf der Kurbelwelle 5 des Verbrennungsmotors drehfest angeordneten Kurbelwellenzahnrad in Antriebsverbindung steht. Die Abtriebwelle ist drehfest mit der Nockenwelle 3 verbunden. Die Verstellwelle ist drehfest mit dem Rotor eines Elektromotors 4 verbunden. Das Verstellgetriebe 1 ist in der Nabe des Nockenwellenzahnrads 2 integriert.The drive shaft is rotatably connected to a
Damit im Falle einer Störung in der Ansteuerung des Elektromotors 4 der Verdrehwinkel zwischen der Nockenwelle 3 und der Kurbelwelle 5 begrenzt und somit eine Kollision der Ventile mit den Hubkolben sicher vermieden wird, weist die Verstellvorrichtung ein fest mit der Antriebwelle des Verstellgetriebes 1 verbundenes Anschlagelement 6 und ein Gegenanschlagelement 7 auf, das drehfest mit der Nockenwelle 3 verbundenen ist und in Gebrauchsstellung in einer Anschlagposition an dem Anschlagelement 4 zur Anlage kommt.Thus, in the event of a fault in the control of the
In
Beim Erreichen der Referenz-Drehwinkellage wird in dem Sensorsignal des Magnetdetektors 8, das nachstehend auch als Kurbelwellen-Sensorsignal bezeichnet wird, eine Referenzmarke erzeugt. Dies wird dadurch erreicht, dass der Kurbelwellen-Zahnkranz 9 an der Referenz-Drehwinkellage eine größere Lücke aufweist als zwischen seinen übrigen Zähnen. Sobald die Referenzmarke in dem Kurbelwellen-Sensorsignal detektiert wird, wird ein Drehwinkelmesssignal auf einen der Referenz-Drehwinkellage zugeordneten Wert gesetzt. Danach wird das Drehwinkelmesssignal bei jeder Änderung des Zustands des Kurbelwellen-Sensorsignals nachgeführt, indem in einem Betriebsprogramm eines Steuergeräts ein Interrupt ausgelöst, bei dem das Drehwinkelmesssignal inkrementiert wird.Upon reaching the reference rotational angular position, a reference mark is generated in the sensor signal of the magnetic detector 8, which is also referred to below as the crankshaft sensor signal. This is achieved in that the crankshaft sprocket 9 at the reference angular position has a larger gap than between its other teeth. As soon as the reference mark is detected in the crankshaft sensor signal, a rotation angle measurement signal is set to a value associated with the reference rotation angle position. Thereafter, the rotational angle measuring signal is tracked with each change in the state of the crankshaft sensor signal by triggering an interrupt in an operating program of a control device, in which the rotational angle measurement signal is incremented.
Als Elektromotor 4 ist ein EC-Motor vorgesehen, der einen Läufer aufweist, an dessen Umfang eine Reihe von abwechselnd in zueinander entgegengesetzte Richtungen magnetisierten Magnetsegmenten angeordnet ist, die über einen Luftspalt mit Zähnen eines Stators magnetisch zusammenwirken. Die Zähne sind mit einer Wicklung bewickelt, die über eine Ansteuereinrichtung bestromt wird.As an
Die Lage der Magnetsegmente relativ zum Stator und damit der Verstellwellendrehwinkel wird mit Hilfe einer Messeinrichtung detektiert, die an dem Stator mehrere Magnetfeldsensoren 10 aufweist, die derart in Umfangsrichtung des Stators zueinander versetzt angeordnet sind, dass pro Umdrehung des Rotors eine Anzahl von Magnetsegment-Sensor-Kombinationen durchlaufen wird. Die Magnetfeldsensoren 10 erzeugen ein digitales Sensorsignal, das eine Reihenfolge von Sensorsignal-Zuständen durchläuft, die sich bei einer mechanischen Volldrehung des Rotors so oft wiederholt, wie die Messeinrichtung Magnetfeldsensoren 10 aufweist. Dieses Sensorsignal wird nachfolgend auch als Verstellwellen-Sensorsignal bezeichnet.The position of the magnet segments relative to the stator and thus the Verstellwellenendrehwinkel is detected by means of a measuring device having a plurality of
Beim Starten des Verbrennungsmotors wird - unabhängig von der Position, in der sich der Rotor bzw. die Verstellwelle gerade befindet - ein Lagemesssignal auf einen Lagemesssignal-Startwert gesetzt. Dann wird die Verstellwelle verdreht, wobei bei jedem Zustandswechsel des Verstellwellen-Sensorsignals in dem Betriebsprogramm des Steuergeräts ein Interrupt ausgelöst wird, bei dem das Lagemesssignal nachgeführt wird.When starting the internal combustion engine is - regardless of the position in which the rotor or the adjusting shaft is currently - a position measurement signal set to a position measurement signal start value. Then, the adjusting shaft is rotated, wherein at each state change of Verstellwellen sensor signal in the operating program of the control unit an interrupt is triggered, in which the position measurement signal is tracked.
Als Referenzsignalgeber für den Nockenwellendrehwinkel ist ein Hall-Sensor 11 vorgesehen, der mit einem auf der Nockenwelle 3 angeordneten Triggerrad 12 zusammenwirkt. Beim Erreichen einer vorgegebenen Drehwinkellage der Nockenwelle 3 wird in einem Nockenwellen-Referenzsignal eine Flanke erzeugt. Wenn der Hall-Sensor 11 die Flanke detektiert, wird in einem Betriebsprogramm eines Steuergeräts ein Interrupt ausgelöst, bei dem der Kurbelwellendrehwinkel und der Verstellwellendrehwinkel für die Regelung des Phasenwinkels zur weiteren Verarbeitung zwischengespeichert werden. Dieser Interrupt wird nachstehend auch als Nockenwellen-Interrupt bezeichnet. Schließlich wird in dem Betriebsprogramm des Steuergeräts auch noch ein zeitscheibengesteuerter Interrupt ausgelöst, der nachfolgend als zyklischer Interrupt bezeichnet wird.As a reference signal generator for the camshaft rotation angle, a
Mit Hilfe des Kurbelwellen-Drehwinkelmesssignals, des Lagemesssignals und einer Getriebekenngröße, nämlich der Übersetzung, die das Verstellgetriebe 1 bei stillstehender Antriebswelle zwischen der Verstellwelle und der Nockenwelle 3 aufweist, wird der aktuelle Phasenwinkel εist(t) berechnet:
Dabei sind
- ϕEm,ICyc = ϕEm(tICyc) der Drehwinkel des Rotors des
Elektromotors 4 von der letzten erkannten Kurbelwellen-Referenzmarke bis zum aktuellen zyklischen Interrupt, - ϕCnk,ICyc = ϕCnk(tICyc) der Drehwinkel der Kurbelwelle 5 von der letzten erkannten Kurbelwellen-Referenzmarke bis zum aktuellen zyklischen Interrupt,
- ϕEm,ICam der Drehwinkel des Rotors des
Elektromotors 4 von der letzten erkannten Kurbelwellen-Referenzmarke bis zum letzten Nockenwellen-Interrupt, - ϕCnk,ICam der Drehwinkel der Kurbelwelle 5 von der letzten erkannten Kurbelwellen-Referenzmarke bis zum letzten Nockenwellen-Interrupt,
- εAbs der absolute Phasenwinkel, der bei jedem Nockenwellen-Interrupt durch Messung ermittelt wird und gleich dem Kurbelwellendrehwinkel ϕCnk,ICyc zu diesem Zeitpunkt ist.
- φ Em, ICyc = φ Em (t ICyc ) the rotational angle of the rotor of the
electric motor 4 from the last detected crankshaft reference mark to the current cyclic interrupt, - φ Cnk, ICyc = φ Cnk (t ICyc ) the rotational angle of the crankshaft 5 from the last detected crankshaft reference mark to the current cyclic interrupt,
- φ Em, ICam the angle of rotation of the rotor of the
electric motor 4 from the last detected crankshaft reference mark to the last camshaft interrupt, - φ Cnk, ICam the angle of rotation of the crankshaft 5 from the last detected crankshaft reference mark to the last camshaft interrupt,
- Abs is the absolute phase angle determined by measurement at each camshaft interrupt and equal to the crankshaft rotational angle φ Cnk, ICyc at this time.
Das Phasenwinkelsignal εist wird also, ausgehend von einem Referenzdrehwinkelwert, bei einer Zustandsänderung des Kurbelwellen-Sensorsignals und/oder des Verstellwellen-Sensorsignals nachgeführt. Das so ermittelte Phasenwinkelsignal εist wird auf ein Sollphasenwinkelsignal εsoll geregelt, das von einem Motorsteuergerät bereitgestelltes wird.The phase angle signal ε is thus, starting from a reference rotational angle value, tracked in a change in state of the crankshaft sensor signal and / or the Verstellwellen sensor signal. The phase angle signal thus calculated is ε ε is intended to a setpoint phase angle signal regulated, which is-provided by a motor control unit.
Nach dem Starten der Verbrennungsmaschine dauert es zunächst eine gewisse Zeit, bis die Referenzmarke in dem Kurbelwellen-Sensorsignal erkannt und in dem Nockenwellen-Referenzsignal eine Flanke detektiert wird. Um dennoch für das Phasenwinkelsignal εist möglichst frühzeitig einen Referenzdrehwinkelwert ermitteln zu können, wird zunächst eine Anschlagfahrt durchgeführt, bei der das Anschlagelement 6 durch entsprechendes Ansteuern des Elektromotors 4 auf das Gegenanschlagelement 7 zubewegt wird, bis die Anschlagposition erreicht ist. Während der Anschlagfahrt wird das Erreichen der Anschlagposition überwacht, indem mit Hilfe des Phasenwinkelsignals εist die Phasengeschwindigkeit bestimmt und eine an der Anschlagposition auftretende Abnahme der Phasengeschwindigkeit detektiert wird. Sobald der Phasenwinkelwert εAnschlag für die Anschlagposition bekannt ist, wird das Phasenwinkelsignal εist in Bezug zu diesem Phasenwinkel gemessen und auf das Sollphasenwinkelsignal εsoll geregelt.After starting the internal combustion engine, it first takes a certain time until the reference mark is detected in the crankshaft sensor signal and an edge is detected in the camshaft reference signal. Nevertheless, in order to be able to determine a reference rotational angle value as early as possible for the phase angle signal ε , a stop travel is first carried out, in which the
Nachdem die Referenzmarke in dem Kurbelwellen-Sensorsignal sicher erkannt und die Flanke in dem Nockenwellen-Referenzsignal sichert detektiert wurde, wird das weitere Phasenwinkelsignal εist in Bezug zu der Referenzmarke und der Nockenwellenflanke gemessen. Dadurch wird im Vergleich zu der auf die Anschlagposition bezogenen Phasenwinkelmessung, die beispielsweise bei Toleranzen in der Kette bzw. dem Zahnriemen und/oder einem Ketten- bzw. Zahnriemenspanner des Nockenwellenantriebs Messfehler aufweisen kann, eine größere Messgenauigkeit erreicht. Diese Toleranzen sind unter anderem von der Betriebstemperatur der Verbrennungsmaschine (thermische Längenänderung der Kette bzw. des Zahnriemens) und der Drehzahl der Kurbelwelle, welche die Fliehkräfte an der Kette bzw. dem Zahnriemen beeinflusst, abhängig.After the reference mark has been reliably detected in the crankshaft sensor signal and the edge in the camshaft reference signal has been detected, the further phase angle signal ε is measured relative to the reference mark and the camshaft edge. As a result, a greater accuracy of measurement is achieved in comparison to the phase angle measurement related to the stop position, which may have measurement errors, for example with tolerances in the chain or toothed belt and / or a chain or toothed belt tensioner of the camshaft drive. These tolerances are dependent inter alia on the operating temperature of the internal combustion engine (thermal change in length of the chain or the toothed belt) and the speed of the crankshaft, which influences the centrifugal forces on the chain or the toothed belt.
Um den Verschleiß an dem Anschlagelement 6 und dem Gegenanschlagelement 7 zu reduzieren, wird das Phasenwinkelsignal εist in Abhängigkeit von dem Anschlag-Phasenwinkelwert εAnschlag derart begrenzt, dass während des normalen Betriebs der Verbrennungsmaschine eine Kollision des Anschlagelements 6 mit dem Gegenanschlagselement 7 vermieden wird.In order to reduce the wear on the
Damit der vorhandene Phasenwinkelverstellbereich der Verstellvorrichtung möglichst gut ausgenutzt werden kann, wird für den Anschlag-Phasenwinkelwert εAnschlag während des Betriebs der Verbrennungsmaschine ein Kennfeld gelernt und in einem Datenspeicher abgelegt, in dem für unterschiedliche Betriebstemperaturen und/oder Kurbelwellendrehzahlen jeweils ein Anschlag-Phasenwinkelwert εAnschlag gespeichert ist. Mit Hilfe des Kennfelds wird dann jeweils in Abhängigkeit von der Betriebstemperatur und/oder Kurbelwellendrehzahl ein Anschlag-Phasenwinkelwert εAnschlag ermittelt und zur Begrenzung des Phasenwinkelsignals εist verwendet. Durch das Lernen des Kennfelds werden auch verschleißbedingte Veränderungen in dem Kurbeltrieb, wie z.B. eine Dehnung der Kette oder des Zahnriemens oder eine Abnahme der Ketten- oder Zahnriemenspannung bei der Messung des Anschlag-Phasenwinkelwerts εAnschlag berücksichtigt.So that the existing Phasenwinkelverstellbereich the adjustment can be utilized as well as possible, is learned for the stop phase angle ε stop during operation of the internal combustion engine, a map and stored in a data memory in which for different operating temperatures and / or crankshaft speeds in each case a stop phase angle ε stop is stored. Using the map, a stop phase angle value is determined ε stop then in each case depending on the operating temperature and / or crankshaft speed and ε for limiting the phase angle signal is used. By learning the map also wear-related changes in the crank mechanism, such as an elongation of the chain or the toothed belt or a decrease in the chain or toothed belt tension in the measurement of the stop phase angle ε stop are taken into account.
Damit durch das Lernen des Kennfelds der Betrieb der Verbrennungsmaschine praktisch nicht beeinträchtigt wird, wird dem Anschlag-Phasenwinkelwert εAnschlag ein Phasenwinkelbereich zugeordnet, der zu dem Anschlag-Phasenwinkelwert εAnschlag benachbart ist. In
Für den Fall, dass das Sollphasenwinkelsignal εsoll - wie dies in
Während der Anschlagfahrt wird das Erreichen der Anschlagposition wiederum überwacht, indem eine an der Anschlagposition auftretende Abnahme der Phasengeschwindigkeit detektiert wird, während der Elektromotor weiterhin in Richtung auf das Gegenanschlagelement 7 bestromt wird. Sobald der neue Phasenwinkelwert εAnschlag bekannt ist, wird die Regelung des Phasenwinkelsignals Eist auf das Sollphasenwinkelsignal εsoll wieder aufgenommen. Deutlich ist erkennbar, dass die Phasengeschwindigkeit ausgehend von der mit C bezeichneten Stelle des Phasenwinkelsignals εist zunächst betragsmäßig ansteigt und danach bei Annäherung an das Sollphasenwinkelsignal εsoll wieder abnimmt, bis das Phasenwinkelsignal εist an der mit D bezeichneten Stelle mit dem Sollphasenwinkelsignal εsoll. übereinstimmt.During the stop travel, the reaching of the stop position is again monitored by detecting a decrease in the phase velocity occurring at the stop position, while the electric motor continues to be energized in the direction of the counter-stop element 7. As soon as the new phase angle value ε stop is known, the regulation of the phase angle signal Eact to the desired phase angle signal ε soll is resumed. It is clearly seen that the phase velocity is starting ε from the designated with C instead of the phase angle signal initially increases in magnitude and will then ε in approximation to the setpoint phase angle signal decreases again, until the phase angle signal is ε should ε with the setpoint phase angle signal at the point marked D site. matches.
Bei dem in
Wie bereits erwähnt wurde, werden die gemessenen Anschlag-Phasenwinkelwerte εAnschlag in Form eines Kennfelds in einem Datenspeicher abgelegt. Dazu werden bei jeder Anschlagfahrt jeweils die Betriebszustandsgrößen, von denen das Kennfeld abhängig ist, ermittelt und in Abhängigkeit von den Betriebszustandsgrößen wird dem betreffenden Anschlag-Phasenwinkelwert εAnschlag ein Speicherplatz in dem Datenspeicher zugewiesen, in welchem der Anschlag-Phasenwinkelwert εAnschlag abgelegt wird. Wenn der gemessene Anschlag-Phasenwinkelwerte εAnschlag nicht plausibel ist, wird das Abspeichern des Anschlag-Phasenwinkelwerts εAnshlag unterdrückt.As already mentioned, the measured stop phase angle values ε stop are stored in the form of a characteristic field in a data memory. For this purpose, the operating state variables of which the characteristic map is dependent are determined at each stop travel, and depending on the operating state variables, a memory location in the data memory is allocated to the relevant stop phase angle value ε stop , in which the stop phase angle value ε stop is stored. If the measured stop phase angle value ε stop is not plausible, the storage of the stop phase angle value ε Anshlag is suppressed.
Nach jeder Anschlagfahrt, bei der ein plausibler Anschlag-Phasenwinkelwert εAnschlag gemessen wurde, wird ein Zeitgeber, der die Zeit, die seit der letzten Anschlagfahrt verstrichen ist, misst, zurückgesetzt. Bevor eine weitere Anschlagfahrt durchgeführt wird, wird zunächst die von dem Zeitgeber gemessene Zeit ausgelesen und mit einer vorgegebenen Mindestzeitdauer verglichen. Solange die Mindestzeitdauer noch nicht erreicht ist wird, wird das Durchführen einer weiteren Anschlagfahrt unterdrückt.After every stop travel in which a plausible stop phase angle value ε stop has been measured, a timer which measures the time which has elapsed since the last stop travel is reset. Before a further stop travel is carried out, the time measured by the timer is first read out and compared with a predetermined minimum time duration. As long as the minimum period has not been reached, the execution of another stop travel is suppressed.
- 11
- Verstellgetriebevariator
- 22
- Nockenwellenzahnradcamshaft gear
- 33
- Nockenwellecamshaft
- 44
- Elektromotorelectric motor
- 55
- Kurbelwellecrankshaft
- 66
- Anschlagelementstop element
- 77
- GegenanschlagelementCounter-stop element
- 88th
- Magnetdetektormagnetic detector
- 99
- Zahnkranzsprocket
- 1010
- Magnetfeldsensormagnetic field sensor
- 1111
- Hall-SensorHall sensor
- 1212
- Triggerradtrigger wheel
- 1313
- Doppelpfeildouble arrow
- εist ε is
- PhasenwinkelsignalPhase angle signal
- εsoll ε should
- SollphasenwinkelsignalSetpoint phase angle signal
- εAnschlag ε stop
- Anschlag-PhasenwinkelwertStop phase angle value
Claims (9)
- Method for adjusting the rotary-angle position of the camshaft (3) of a reciprocating piston internal combustion engine in relation to the crankshaft (5), wherein the crankshaft (5) has a drive connection to the camshaft (3) via an adjustable gear mechanism (1) which is embodied as a three-shaft gear mechanism with a drive shaft which is fixed to the crankshaft, an output shaft which is fixed to the camshaft and an adjustment shaft, wherein a phase angle signal (εact) is sensed for the rotary-angle position of the camshaft (3) in relation to the crankshaft (5), wherein travel up to a stop is carried out during which a stop element (6) which is connected to the drive shaft is moved to a counter-stop element (7) which is connected to the camshaft, while the attainment of a stop position is monitored, wherein, when the stop position is detected, a stop phase angle value (εstop) is determined, and wherein a setpoint phase angle signal (εsetp) is made available and the phase angle signal (εact) is adjusted to the setpoint phase angle signal (εsetp), characterized in that the stop phase angle value (εstop) is assigned a phase angle range which adjoins the latter or is adjacent to it, and the phase angle signal (εact) is compared with the phase angle range, and in that if the setpoint phase angle signal (εsetp) is to lie within the phase angle range, the adjustment of the phase angle signal (εact) to the setpoint phase angle signal (εsetp) is interrupted and further travel up to a stop is carried out during which the stop element (6) is moved towards the counter-stop element (7) while the attainment of the stop position is monitored, in that, when the stop position is detected, the stop phase angle value (εstop) is newly determined, and in that afterwards the adjustment of the phase angle signal (εact) to the setpoint phase angle signal (εsetp) is continued.
- Method according to Claim 1, characterized in that the setpoint phase angle signal (εsetp) is compared with the phase angle range during the travel up to a stop, and in that if the setpoint phase angle signal (εsetp) is to be able to leave the phase angle range, the travel up to a stop is aborted and the adjustment of the phase angle signal (εact) to the setpoint phase angle signal (εsetp) is resumed.
- Method according to Claim 1 or 2, characterized in that the time which has passed since the last travel up to a stop is measured and is compared with a predefined minimum time period, and in that the execution of further travel up to a stop is suppressed until the minimum time period is reached.
- Method according to one of Claims 1 to 3, characterized in that at least one operating state variable of the internal combustion engine, in particular its operating temperature and/or crankshaft rotational speed, is sensed, in that stop journeys are carried out in different operating states, in that the stop phase angle values (εstop) which are respectively determined for the individual operating states are stored in a data memory, and in that a stop phase angle value (εstop) is then determined for an operating state by reading out a stop phase angle value (εstop) from the data memory as a function of the at least one operating state variable, and said stop phase angle value (εstop) is used to limit the phase angle signal (εact) and/or setpoint phase angle signal (εsetp) and/or as a reference point for the phase angle signal (εact).
- Method according to one of Claims 1 to 4, characterized in that a phase speed signal for changing the phase angle is sensed, and in that the phase speed signal is adjusted to a predefined setpoint phase speed signal during the travel up to a stop.
- Method according to one of Claims 1 to 5, characterized in that the phase angle is adjusted during the travel up to a stop.
- Method according to one of Claims 1 to 6, characterized in that the difference between the phase angle signal (εact) and the stop phase angle value (εstop) is determined, and in that the setpoint phase speed signal is changed as a function of the difference and is reduced, in particular, when the difference decreases.
- Method according to one of Claims 1 to 7, characterized in that the rotational speed of the adjustment shaft is limited during the travel up to a stop.
- Method according to one of Claims 1 to 8, characterized in that an electric motor is provided for driving the adjustment shaft, and in that the operating current and/or the operating voltage of the electric motor is (are) limited during the travel up to a stop.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004051000 | 2004-10-20 | ||
PCT/DE2005/001720 WO2006042494A1 (en) | 2004-10-20 | 2005-09-28 | 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 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1802851A1 EP1802851A1 (en) | 2007-07-04 |
EP1802851B1 true EP1802851B1 (en) | 2008-02-27 |
Family
ID=35448190
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05791470A Active EP1802851B1 (en) | 2004-10-20 | 2005-09-28 | 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 |
Country Status (4)
Country | Link |
---|---|
US (1) | US7451730B2 (en) |
EP (1) | EP1802851B1 (en) |
DE (2) | DE502005003033D1 (en) |
WO (1) | WO2006042494A1 (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN101035967B (en) * | 2004-10-06 | 2010-06-09 | 谢夫勒两合公司 | Method for adjusting the rotational angle position of the camshaft of a reciprocating internal combustion engine in relation to the crankshaft |
JP4948831B2 (en) * | 2005-12-13 | 2012-06-06 | ヤマハ発動機株式会社 | Variable valve operating apparatus and engine system and vehicle including the same |
DE102009002403A1 (en) * | 2008-04-17 | 2009-10-22 | Denso Corporation, Kariya-City | Valve timing control device and valve timing control device |
DE102008039007A1 (en) * | 2008-08-21 | 2010-02-25 | Schaeffler Kg | Method for adjusting a crankshaft of an internal combustion engine, camshaft adjusting system and engine with adjustable crankshaft |
US9488498B2 (en) * | 2014-03-21 | 2016-11-08 | Infineon Technologies Ag | Cam shaft rotation sensor |
US10222234B2 (en) | 2014-06-17 | 2019-03-05 | Infineon Technologies Ag | Rotation sensor |
US11125768B2 (en) | 2014-06-17 | 2021-09-21 | Infineon Technologies Ag | Angle based speed sensor device |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5289805A (en) * | 1992-03-05 | 1994-03-01 | Borg-Warner Automotive Transmission & Engine Components Corporation | Self-calibrating variable camshaft timing system |
DE10038354C2 (en) | 2000-08-05 | 2003-03-20 | Atlas Fahrzeugtechnik Gmbh | Control device for adjusting the angle of rotation of a camshaft |
JP4011282B2 (en) * | 2000-11-24 | 2007-11-21 | 株式会社日立製作所 | Control device for electromagnetic variable valve timing device |
US6609498B2 (en) * | 2001-07-02 | 2003-08-26 | General Motors Corporation | Target wheel tooth detection |
DE10229029A1 (en) * | 2002-06-28 | 2004-01-29 | Robert Bosch Gmbh | Method for operating an internal combustion engine, control device for carrying out the method and internal combustion engine |
DE10236507A1 (en) * | 2002-08-09 | 2004-02-19 | Aft Atlas Fahrzeugtechnik Gmbh | Controller for adjusting camshaft rotation angle relative to crankshaft, has mechanical arrangement for limiting adjustment of rotation angle arranged between crankshaft and camshaft |
DE10244540A1 (en) * | 2002-09-25 | 2004-04-08 | Robert Bosch Gmbh | Regulating position of hydraulic camshaft adjuster for internal combustion engine involves determining control parameters for PID regulator depending on hydraulic liquid state parameter(s) |
DE10307307B4 (en) * | 2003-02-20 | 2005-09-22 | Siemens Ag | Method for controlling an internal combustion engine |
EP1605140B1 (en) * | 2004-06-09 | 2016-11-02 | Schaeffler Technologies AG & Co. KG | Camshaft phaser |
-
2005
- 2005-09-28 US US11/577,619 patent/US7451730B2/en active Active
- 2005-09-28 DE DE502005003033T patent/DE502005003033D1/en active Active
- 2005-09-28 WO PCT/DE2005/001720 patent/WO2006042494A1/en active IP Right Grant
- 2005-09-28 EP EP05791470A patent/EP1802851B1/en active Active
- 2005-09-28 DE DE112005003247T patent/DE112005003247A5/en not_active Withdrawn
Also Published As
Publication number | Publication date |
---|---|
US7451730B2 (en) | 2008-11-18 |
EP1802851A1 (en) | 2007-07-04 |
US20070245989A1 (en) | 2007-10-25 |
WO2006042494A1 (en) | 2006-04-27 |
DE502005003033D1 (en) | 2008-04-10 |
DE112005003247A5 (en) | 2007-09-27 |
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