EP1809866B1 - Vorrichtung zum einstellen der drehwinkellage der nockenwelle einer hubkolben-verbrennungsmaschine relativ zur kurbelwelle - Google Patents

Vorrichtung zum einstellen der drehwinkellage der nockenwelle einer hubkolben-verbrennungsmaschine relativ zur kurbelwelle Download PDF

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Publication number
EP1809866B1
EP1809866B1 EP05780533.5A EP05780533A EP1809866B1 EP 1809866 B1 EP1809866 B1 EP 1809866B1 EP 05780533 A EP05780533 A EP 05780533A EP 1809866 B1 EP1809866 B1 EP 1809866B1
Authority
EP
European Patent Office
Prior art keywords
sensor
motor vehicle
combustion engine
internal combustion
control unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP05780533.5A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1809866A1 (de
Inventor
Holger Stork
Heiko Dell
Minh Nam Nguyen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP1809866A1 publication Critical patent/EP1809866A1/de
Application granted granted Critical
Publication of EP1809866B1 publication Critical patent/EP1809866B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines

Definitions

  • the invention relates to a device for adjusting the rotational angle position of the camshaft of a reciprocating internal combustion engine relative to the crankshaft in a motor vehicle, wherein the device comprises a variable speed, which is designed as a three-shaft gear with a crankshaft fixed drive shaft, a camshaft fixed output shaft and an adjusting that with an electric motor is in drive connection, which is positionable by means of a control device, wherein the ignition of the internal combustion engine via an ignition switch with the battery of the motor vehicle is connectable, and wherein the motor vehicle also has at least one adjustable by a user of the motor vehicle device.
  • Such a device is known in practice. It allows during operation of the internal combustion engine, an adjustment of the phase angle of the camshaft relative to the driving crankshaft. Compared to an internal combustion engine, which is operated with a constant phase position, this adjustment of the phase position better cylinder filling of the internal combustion engine can be achieved, whereby fuel can be saved, reduces the pollutant emissions and / or the output line of the internal combustion engine can be increased.
  • the control unit is switched on together with the ignition of the internal combustion engine via an ignition switch with the aid of an ignition key. After switching on the ignition, a microcontroller integrated into the control unit is first of all started up, wherein, among other things, various test routines are run through and storage locations in a volatile semiconductor memory of the control unit are occupied with start values.
  • the rotor of the electric motor is positioned in a predetermined position relative to the stator.
  • the amount of time it takes the controller to power up until it is ready is about 50 to 150 milliseconds.
  • the driver of the motor vehicle feels this time as disturbing because the internal combustion engine can not start immediately after switching on the ignition, but is first waited until the boot process is completed.
  • WO 21004 / 038200A shows a device according to the preamble of claim 1. Further devices of the type mentioned go out FR 2 724 693 A and DE 199 06 950 A1 out.
  • the device has a monitoring circuit with at least one sensor for detecting a change in state of the at least one device, and that the monitoring circuit with the control unit switched off in such a way with the controller in connection that this is turned on detecting the change of state.
  • this makes it possible to turn on the control unit already before the driver actuates the ignition switch of the motor vehicle, so that the camshaft adjusting device is then ready for operation when pressing the ignition switch and the internal combustion engine can be started immediately.
  • the monitoring circuit has a timer for measuring the past time duration since the detection of the last state change of the user-adjustable device and an input for an operating state signal of the internal combustion engine, wherein the monitoring circuit is designed such that when the control unit is switched on Power supply to the controller is interrupted when the internal combustion engine is turned off and the time exceeds a predetermined value. If, therefore, the user should operate the device once without then starting the internal combustion engine within the predetermined period of time, the control device is thus switched off again in order to protect the battery of the motor vehicle.
  • the senor is designed to monitor the position of an actuating element of the motor vehicle.
  • the actuating element is selected such that it is normally actuated only by the driver of the motor vehicle, such.
  • the senor for detecting a change in position of the body of the motor vehicle is formed.
  • the sensor may be, for example, a wheel speed sensor, which may possibly also be used for an anti-lock braking system, traction control and / or electronic stabilization of the driving state (ESP, DSC) of the motor vehicle.
  • the sensor may also include a motion sensor for detecting the position of the vehicle body or an associated part relative to a hinged chassis part (suspension arm, push rod, tie rod etc.). If necessary, the motion sensor can also be used for an anti-theft alarm device and / or a device for reducing vehicle rolling motion.
  • the sensor can also be designed to monitor the seat occupancy of the driver's seat of the motor vehicle.
  • a sensor may be, for example, a pressure-sensitive sensor mat mounted in or on the seat pad of the driver's seat, which is actuated by the weight of the driver.
  • the sensor can also be an optical sensor such.
  • seat occupancy sensors are already known in vehicles that are equipped with a passenger airbag, but are usually installed there only on the passenger seat so that in the event of an accident, the passenger airbag only triggered when a passenger is detected.
  • the senor is designed to monitor the operating state of a communication device of the motor vehicle.
  • the sensor can be designed, for example, for detecting a telephone card in an in-vehicle telephone.
  • the sensor detects the connection of a mobile phone with an in-vehicle handsfree device, the connection can optionally also be done via radio, for example via a Bluetooth interface.
  • the senor is designed to monitor the operating state and / or an operating state change of a locking device and / or a theft monitoring device of the vehicle.
  • the sensor may for example be part of a central locking, preferably a radio receiver for detecting an electronic key carried by the driver (radio remote control, keyless go, etc.).
  • the sensor can also be a key contact in the steering wheel lock of the vehicle, which already detects an ignition key before the driver turns on the ignition with the ignition key or starts the engine.
  • the operating state change detected by the sensor may also include the deactivation of an in-vehicle anti-theft alarm system.
  • a arranged in a motor vehicle adjusting device for adjusting the rotational angle or phase angle of the camshaft 1 of a reciprocating internal combustion engine relative to the crankshaft 2 has an adjusting 3, which as a three-shaft transmission with a crankshaft fixed drive shaft, a camshaft fixed output shaft and with the rotor of an electric motor 4 in Drive connection standing adjusting shaft is formed.
  • the device For determining the rotational angle position of the crankshaft 2, the device has an inductive detector 5 which registers the tooth flanks of a toothed ring 6 made of a magnetically conductive material and arranged on the crankshaft 2.
  • One of the tooth gaps or teeth of the toothed rim 6 has a greater width than the other tooth gaps or teeth and serves as a reference mark.
  • the measured value for the crankshaft rotation angle is set to a starting value. Thereafter, the measured value is updated until the reference mark is passed by the sensor 5 each time a tooth flank is detected.
  • the tracking of the measured value for the crankshaft angle takes place with the aid of a control device 7, in whose operating program an interrupt is triggered in each case when a tooth flank is detected.
  • an EC motor which has a rotor, on the circumference of a series of magnet sections alternately magnetized in opposite directions is arranged, which interact magnetically in a conventional manner via an air gap with teeth of a stator.
  • the teeth are wound with a winding which is energized by the control unit 7.
  • the position of the magnet segments relative to the stator and thus the Verstellwellenenburnwinkel is detected by means of a measuring device having a plurality of magnetic field sensors 8 on the stator, which are arranged offset to one another in the circumferential direction of the stator, that at a Drehb Gay of the rotor, a digital sensor signal is generated which passes through a sequence of sensor signal states. At each occurrence of a change in the sensor signal state, an interrupt is triggered in the control unit 7, in which a position measured value is tracked.
  • a value for the phase position is determined with the aid of a known stationary gear ratio of the three-shaft transmission.
  • a camshaft-synchronous trigger signal is generated, which defines times at which a cyclical interrupt is triggered in the control unit 7, in which the phase position is determined from the measured values for the rotor position and the crankshaft rotation angle.
  • the phase position is compared in the control unit 7 with a desired value and when a deviation occurs, the position of the rotor is changed by the control unit 7 such that the deviation is reduced.
  • the ignition of the internal combustion engine is switched on by the driver by means of an ignition switch 10 arranged on the dashboard, which can be actuated, for example, by means of an ignition key.
  • the control unit 7 is connected via a monitoring circuit 11 to the battery 12 of the motor vehicle.
  • the monitoring circuit 11 has a first input 14, which is connected to a sensor 15 for detecting a change in state of a brake pedal.
  • a second input 13 of the monitoring circuit 11 is connected to the ignition switch 10.
  • the sensor 15 may be, for example, an electrical switch which is in operative connection with the brake pedal directly or via an intermediate hydraulic line.
  • the motor vehicle also has a start switch (not shown in detail in the drawing) for electrically actuating a starter of the internal combustion engine.
  • a start switch (not shown in detail in the drawing) for electrically actuating a starter of the internal combustion engine.
  • a locking device is provided which blocks the actuation of the starter when the brake pedal is not depressed. The driver must therefore first press the brake pedal to start the internal combustion engine and then press the start switch while the brake pedal is depressed.
  • the monitoring circuit 11 is designed as a wake-up circuit which monitors the state of the brake pedal when the control unit 7 is switched off and the control unit 7 switches on when a change in state is detected.
  • the monitoring circuit 11 applies to the first input 14 to a corresponding wake-up signal.
  • a semiconductor switch or relay is closed, which is arranged in a power supply line connecting the control unit 7 to the battery 12.
  • the control unit 7 is thus already turned on when pressing the brake pedal.
  • the controller 7 is booted, performing a system check in which various test routines undergo verification of functions of the controller and stored in a semiconductor memory starting values for recording the actual operation of the device.
  • the rotor of the electric motor is positioned in a predetermined starting position and then the starting of the internal combustion engine is released.
  • the amount of time that the controller is required to startup is such that it is less than the amount of time that typically elapses between the actuation of the brake pedal and the actuation of the start switch for the starter with an average driver.
  • the control unit is thus started up before the driver actuates the starter, so that he does not notice the startup.
  • the startup time may be reduced by minimizing the number and overhead of internal system checks and the number of variables to be initialized.
  • the start values are initially not yet read from an EEprom after sounding in of the controller 7, but default values are used as start values. The EEprom will be read out afterwards, during the first few seconds of operation.
  • the monitoring circuit 11 has a timer (not shown in detail in the drawing) for measuring the time since the last state change of the brake pedal has been detected. If the driver does not switch on the ignition within this period of time, the power supply to the control unit 7 is interrupted again. While the ignition is on, the controller is always on.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP05780533.5A 2004-09-24 2005-09-16 Vorrichtung zum einstellen der drehwinkellage der nockenwelle einer hubkolben-verbrennungsmaschine relativ zur kurbelwelle Not-in-force EP1809866B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004046463 2004-09-24
PCT/DE2005/001625 WO2006032242A1 (de) 2004-09-24 2005-09-16 Vorrichtung zum einstellen der drehwinkellage der nockenwelle einer hubkolben-verbrennungsmaschine relativ zur kurbelwelle

Publications (2)

Publication Number Publication Date
EP1809866A1 EP1809866A1 (de) 2007-07-25
EP1809866B1 true EP1809866B1 (de) 2013-05-01

Family

ID=35148783

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05780533.5A Not-in-force EP1809866B1 (de) 2004-09-24 2005-09-16 Vorrichtung zum einstellen der drehwinkellage der nockenwelle einer hubkolben-verbrennungsmaschine relativ zur kurbelwelle

Country Status (7)

Country Link
US (1) US7640903B2 (zh)
EP (1) EP1809866B1 (zh)
JP (1) JP4443606B2 (zh)
KR (1) KR101208791B1 (zh)
CN (1) CN100538021C (zh)
DE (1) DE112005002921A5 (zh)
WO (1) WO2006032242A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015217291A1 (de) 2015-09-10 2016-10-20 Schaeffler Technologies AG & Co. KG Nockenwellenversteller

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008059005A1 (de) * 2008-11-25 2010-05-27 Schaeffler Kg Verstellvorrichtung zur Verstellung einer relativen Drehwinkellage zweier Wellen und Verfahren zum Betrieb eines Aktuators, insbesondere einer solchen Verstellvorrichtung
JP5600332B2 (ja) * 2012-03-29 2014-10-01 富士重工業株式会社 運転支援装置
DE102013221638A1 (de) * 2013-10-24 2015-04-30 Volkswagen Aktiengesellschaft Nockenwellenanordnung einer Hubkolbenrennkraftmaschine sowie Hubkolbenbrennkraftmaschine mit einer solchen Nockenwellenanordnung
DE102019118689A1 (de) * 2019-07-10 2021-01-14 Schaeffler Technologies AG & Co. KG Verbrennungsmotor und Verfahren zum Betrieb eines elektromechanischen Nockenwellenverstellers

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DE4121520C2 (de) * 1990-07-07 2003-02-13 Volkswagen Ag Schaltungsanordnung zum Vorwärmen von Zündeinrichtungen nach Art von Glühkerzen für eine ein Kraftfahrzeug antreibende Brennkraftmaschine
DE4331285A1 (de) * 1993-09-15 1995-03-16 Bosch Gmbh Robert Vorrichtung zum Steuern eines Heizelements in einem Kraftfahrzeug
FR2724693B1 (fr) 1994-09-21 1997-01-17 Renault Procede de commande des bougies de prechauffage d'un moteur diesel
US5680837A (en) * 1996-09-17 1997-10-28 General Motors Corporation Planetary cam phaser with worm electric actuator
DE19906950C2 (de) 1999-02-19 2002-10-24 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ansteuerung von wenigstens einem Heizelement
JP2001214768A (ja) * 2000-02-03 2001-08-10 Fuji Heavy Ind Ltd 可変バルブタイミング機構付エンジンの制御装置
JP3988540B2 (ja) * 2002-01-11 2007-10-10 株式会社デンソー 車両用エンジン制御装置、車両用イグニッションスイッチ装置、車両用エンジン制御システム、携帯機
KR100507074B1 (ko) * 2002-07-31 2005-08-08 현대자동차주식회사 엔진의 연속 가변 밸브 타이밍 장치 제어방법
JP4123005B2 (ja) 2003-02-24 2008-07-23 株式会社デンソー 内燃機関の可変バルブタイミング制御装置
US7107951B2 (en) * 2002-10-25 2006-09-19 Denso Corporation Variable valve timing control device of internal combustion engine
DE10317653B4 (de) * 2003-04-17 2011-05-05 Robert Bosch Gmbh Initialisierung eines Steuergerätes

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015217291A1 (de) 2015-09-10 2016-10-20 Schaeffler Technologies AG & Co. KG Nockenwellenversteller

Also Published As

Publication number Publication date
WO2006032242A1 (de) 2006-03-30
KR101208791B1 (ko) 2012-12-05
KR20070054743A (ko) 2007-05-29
JP4443606B2 (ja) 2010-03-31
CN100538021C (zh) 2009-09-09
US20080245329A1 (en) 2008-10-09
JP2008514843A (ja) 2008-05-08
DE112005002921A5 (de) 2007-08-30
EP1809866A1 (de) 2007-07-25
US7640903B2 (en) 2010-01-05
CN101052785A (zh) 2007-10-10

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