EP1802851B1 - Procede pour regler la position d'angle de rotation de l'arbre a cames d'un moteur a combustion interne a piston alternatif, par rapport au vilebrequin - Google Patents

Procede pour regler la position d'angle de rotation de l'arbre a cames d'un moteur a combustion interne a piston alternatif, par rapport au vilebrequin Download PDF

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Publication number
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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EP05791470A
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German (de)
English (en)
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EP1802851A1 (fr
Inventor
Minh Nam Nguyen
Holger Stork
Heiko Dell
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IHO Holding GmbH and Co KG
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Schaeffler KG
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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un procédé pour régler la position d'angle de rotation de l'arbre à cames (3) d'un moteur à combustion interne à piston alternatif, par rapport au vilebrequin (5). Selon le procédé de l'invention, le vilebrequin est relié à l'arbre à cames (3) du point de vue de l'entraînement, par un mécanisme de réglage (1) qui se présente sous la forme d'un mécanisme à trois arbres comprenant un arbre d'entrée solidaire du vilebrequin, un arbre de sortie solidaire de l'arbre à cames et un arbre de réglage, un signal d'angle de phase (epsilon réel) représentant la position d'angle de rotation de l'arbre à cames par rapport au vilebrequin, étant détecté. Un mouvement de butée s'exécute, ce mouvement correspondant au déplacement d'un élément de butée (6) relié à l'arbre d'entrée, vers un élément de contre-butée (7) relié à l'arbre à cames, alors que l'arrivée à une position de butée est surveillée. Lorsque la position de butée est détectée, une valeur de phase de butée (epsilon butée) est déterminée. Le signal d'angle de phase est réglé sur un signal d'angle de phase théorique (epsilon théorique) mis à disposition. Une plage d'angles de phase adjacente à ou voisine de la valeur d'angle de phase de butée, est associée à la valeur d'angle de phase de butée, et le signal d'angle de phase est comparé avec la plage d'angles de phase. Dans le cas où le signal d'angle de phase théorique se trouve dans la plage d'angles de phase, le réglage du signal d'angle de phase est interrompu sur le signal d'angle de phase théorique, afin d'exécuter un autre mouvement de butée. Pour cela, l'élément de butée est déplacé vers l'élément de contre-butée, alors que l'arrivée dans la position de butée est surveillée. Lorsque l'arrivée dans la position de butée est détectée, la valeur d'angle de phase de butée est à nouveau déterminée, puis le réglage du signal d'angle de phase se poursuit sur le signal d'angle de phase théorique.

Claims (9)

  1. Procédé pour régler la position d'angle de rotation de l'arbre à cames (3) d'un moteur à combustion interne à piston alternatif par rapport au vilebrequin (5), dans lequel le vilebrequin (5) est en liaison d'entraînement avec l'arbre à cames (3) au moyen d'une transmission de réglage (1), qui est une transmission à trois arbres avec un arbre d'entraînement solidaire du vilebrequin, un arbre de sortie solidaire de l'arbre à cames et un arbre de réglage, dans lequel on détecte un signal d'angle de phase (εréel) pour la position d'angle de rotation de l'arbre à cames (3) par rapport au vilebrequin (5), dans lequel on effectue une course de butée au cours de laquelle un élément de butée (6) solidaire de l'arbre d'entraînement est déplacé vers un élément de contre-butée (7) solidaire de l'arbre à cames tandis que l'on surveille l'arrivée à une position de butée, dans lequel on détermine une valeur d'angle de phase de butée (εbutée) lorsque l'on détecte la position de butée, et dans lequel on produit un signal d'angle de phase de consigne (εcons) et on régule le signal d'angle de phase (εréel) sur le signal d'angle de phase de consigne (εcons), caractérisé en ce que l'on associe à l'angle de phase de butée (εbutée) une plage d'angles de phase adjacente à celui-ci ou voisine de celui-ci et on compare le signal d'angle de phase (εréel) à la plage d'angles de phase, et en ce que, dans le cas où le signal d'angle de phase de consigne (εcons) se situe à l'intérieur de la plage d'angles de phase, on interrompt la régulation du signal d'angle de phase (εréel) sur le signal d'angle de phase de consigne (εcons) et on effectue une autre course de butée au cours de laquelle on déplace l'élément de butée (6) vers l'élément de contre-butée (7) tandis que l'on surveille l'arrivée à une position de butée, en ce que l'on détermine de nouveau la valeur de l'angle de phase de butée (εbutée) lorsque l'on détecte la position de butée et en ce que l'on poursuit ensuite la régulation du signal d'angle de phase (εréel) sur le signal d'angle de phase de consigne (εcons).
  2. Procédé selon la revendication 1, caractérisé en ce que l'on compare le signal d'angle de phase de consigne (εcons) avec la plage d'angles de phase pendant la course de butée, et en ce que, dans le cas où le signal d'angle de phase de consigne (εcons) quitte la plage d'angles de phase, on interrompt la course de butée et on exécute de nouveau la régulation du signal d'angle de phase (εréel) sur le signal d'angle de phase de consigne (εcons).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que l'on mesure le temps qui s'est écoulé depuis la dernière course de butée et on le compare avec une durée minimale prédéterminée, et en ce que l'on supprime l'exécution d'une autre course de butée, aussi longtemps que la durée minimale n'est pas encore atteinte.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'on détecte au moins une grandeur de l'état de fonctionnement du moteur à combustion interne, en particulier sa température de fonctionnement et/ou la vitesse de rotation du vilebrequin, en ce que l'on effectue des courses de butée pour différents états de fonctionnement, en ce que l'on enregistre dans une mémoire de données les valeurs d'angle de phase de butée (εbutée) déterminées chaque fois pour les divers états de fonctionnement, et en ce que l'on détermine ensuite une valeur d'angle de phase de butée (εbutée) pour un état de fonctionnement, en lisant dans la mémoire de données une valeur d'angle de phase de butée (εbutée) en fonction de l'au moins une grandeur de l'état de fonctionnement et en l'utilisant pour limiter le signal d'angle de phase (εréel) et/ou le signal d'angle de phase de consigne (εcons) et/ou comme point de référence pour le signal d'angle de phase (εréel).
  5. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'on détecte un signal de vitesse de phase pour la variation de l'angle de phase, et en ce que l'on régule le signal de vitesse de phase sur un signal de vitesse de phase de consigne prédéterminé pendant la course de butée.
  6. Procédé selon l'une quelconque des revendications 1 à 5, caractérisé en ce que l'on régule l'angle de phase pendant la course de butée.
  7. Procédé selon l'une quelconque des revendications 1 à 6, caractérisé en ce que l'on détermine la différence entre le signal d'angle de phase (εréel) et la valeur d'angle de phase de butée (εbutée), et en ce que l'on fait varier le signal de vitesse de phase de consigne en fonction de la différence et en particulier on le réduit lorsque la différence diminue.
  8. Procédé selon l'une quelconque des revendications 1 à 7, caractérisé en ce qu'on limite la vitesse de rotation de l'arbre de réglage pendant la course de butée.
  9. Procédé selon l'une quelconque des revendications 1 à 8, caractérisé en ce qu'il est prévu un moteur électrique pour l'arbre de réglage, et en ce qu'on limite le courant de fonctionnement et/ou la tension de fonctionnement du moteur électrique pendant la course de butée.
EP05791470A 2004-10-20 2005-09-28 Procede pour regler la position d'angle de rotation de l'arbre a cames d'un moteur a combustion interne a piston alternatif, par rapport au vilebrequin Active EP1802851B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004051000 2004-10-20
PCT/DE2005/001720 WO2006042494A1 (fr) 2004-10-20 2005-09-28 Procede pour regler la position d'angle de rotation de l'arbre a cames d'un moteur a combustion interne a piston alternatif, par rapport au vilebrequin

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EP1802851A1 EP1802851A1 (fr) 2007-07-04
EP1802851B1 true EP1802851B1 (fr) 2008-02-27

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US (1) US7451730B2 (fr)
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DE10307307B4 (de) 2003-02-20 2005-09-22 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine
EP1605140B1 (fr) * 2004-06-09 2016-11-02 Schaeffler Technologies AG & Co. KG Déphaseur d'arbre à cames

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WO2006042494A1 (fr) 2006-04-27
EP1802851A1 (fr) 2007-07-04
DE502005003033D1 (de) 2008-04-10
US7451730B2 (en) 2008-11-18
US20070245989A1 (en) 2007-10-25
DE112005003247A5 (de) 2007-09-27

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