EP1915516B1 - Moteur a combustion interne a pistons alternatifs et procede de determination de l'usure d'un element de transmission dispose entre le vilebrequin et l'arbre a cames - Google Patents

Moteur a combustion interne a pistons alternatifs et procede de determination de l'usure d'un element de transmission dispose entre le vilebrequin et l'arbre a cames Download PDF

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Publication number
EP1915516B1
EP1915516B1 EP06775685.8A EP06775685A EP1915516B1 EP 1915516 B1 EP1915516 B1 EP 1915516B1 EP 06775685 A EP06775685 A EP 06775685A EP 1915516 B1 EP1915516 B1 EP 1915516B1
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EP
European Patent Office
Prior art keywords
camshaft
crankshaft
transmission element
value
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP06775685.8A
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German (de)
English (en)
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EP1915516A1 (fr
Inventor
Heiko Dell
Jens Schäfer
Thomas Pfund
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication of EP1915516A1 publication Critical patent/EP1915516A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • 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
    • F01L1/02—Valve drive
    • F01L1/024—Belt drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • 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
    • 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
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals

Definitions

  • the invention relates to a method for determining a wear value for a transmission element arranged between a crankshaft and a camshaft of a reciprocating internal combustion engine, in particular a timing chain or a toothed belt, wherein the camshaft is driven by a drive part, such as a drive train. a camshaft gear, is driven by the transmission element.
  • the invention relates to a reciprocating internal combustion engine with a crankshaft, at least one camshaft and at least one transmission element connecting them to each other, in particular a timing chain or a toothed belt, wherein the transmission element via a drive part, such. a camshaft gear, is in drive connection with the camshaft.
  • Such a reciprocating internal combustion engine with a crankshaft and two camshafts which control intake and exhaust valves is known in practice.
  • a non-rotatably connected thereto crankshaft gear is arranged, which drives a timing chain.
  • Each camshaft is associated with a respective camshaft gear, which is rotatably connected to the respective camshaft and has twice the diameter of the crankshaft gear.
  • the timing chain is engaged with external gears of the camshaft gears and transmits and thereby the rotational movement of the crankshaft with a speed ratio of 2: 1 on the camshafts.
  • timing chain especially at high speeds relatively large tensile forces occur because the timing chain drives not only their associated camshaft but also operated by the camshaft valves and valve springs.
  • wear occurs, in particular at the individual bearing points of the chain links of the timing chain.
  • the length of the timing chain increases and the phase angle of the camshaft relative to the crankshaft is adjusted, which adversely affects the performance of the internal combustion engine and results in an increase in fuel consumption and / or a decrease in engine performance.
  • the condition of the timing chain is therefore regularly checked to replace the timing chain if necessary, when a predetermined wear limit is reached.
  • checking the timing chain is relatively expensive because parts of a control box of the reciprocating internal combustion engine and possibly other components, such as an air filter, an alternator, an engine cowling or the like must be removed to get access to the timing chain.
  • the wear of the timing chain is through Measuring the distance between the tensile and the free strand and / or determined by determining the position of a clamping element of an adjustable chain tensioner when the internal combustion engine is stationary. For a precise check of the wear on the timing chain, it is even necessary to remove the timing chain.
  • a further disadvantage is that the intervals within which the timing chain must be checked must be designed for the most unfavorable operating conditions of the internal combustion engine, so that even under the most unfavorable operating conditions reaching the wear limit of the timing chain detected in time and the timing chain can be replaced.
  • the US 5,733,214 shows a device for automatically tensioning a timing belt of an internal combustion engine.
  • a drive-side detection device measures the rotational state of a drive wheel, which is driven by the timing belt.
  • a control unit measures the phase difference between the driven wheel and the drive wheel.
  • a belt tensioner can then be readjusted quickly and precisely.
  • the US 5,689,067 discloses a device for monitoring the wear of a drive chain. By two sensors, the angular positions of two sprockets are determined and compared with a predetermined value. Deviating from a target value, a signal is generated indicating unacceptable elongation of the chain.
  • this makes it possible to check the wear of the transmission element during operation of the reciprocating internal combustion engine, so that a time-consuming and expensive disassembly of a control box and / or other components of the internal combustion engine can be saved.
  • the transmission element only needs to be serviced when the wear limit has actually been reached.
  • the maintenance costs are reduced and the availability of the internal combustion engine increases.
  • the camshaft connected via an adjusting rotatably connected to the drive part, wherein the adjusting device is set such that it is arranged when detecting the measured values for the phase position in a predetermined Verstelllage, wherein for the rotational position of the crankshaft, a crankshaft Sensor signal is detected, wherein the camshaft is driven via the transmission element in such a manner by the crankshaft and rotated relative to the drive member, that the camshaft at least two spaced apart points in time each passes through a camshaft reference position, wherein the passage of the camshaft reference position respectively detected is to the camshaft reference position based on the crankshaft sensor signal to assign a crankshaft angle value, and wherein the wear value is determined with these crankshaft angle values as measured values for the phase position.
  • the opening and / or closing times of the valves can be adapted in a manner known per se to the respective operating state of the internal combustion engine, for example to the crankshaft speed and / or the operating temperature.
  • the crankshaft sensor signal required for controlling the adjustment device and a measurement signal for the camshaft reference position can be used both to control the phase position to a desired value and to determine the wear value of the transmission element.
  • the camshaft is rotatably connected to the drive part via the adjusting device, wherein the adjusting device is set such that it is arranged in detecting the measured values for the phase position in a predetermined adjustment, wherein for the rotational position of the camshaft, a camshaft Sensor sensor is detected, wherein the camshaft is driven via the transmission element in such a way by the crankshaft, that at least two spaced apart points in time each passes through a crankshaft reference position, wherein the passage of the crankshaft reference position is detected in each case based on the crankshaft reference position the camshaft sensor signal to assign a camshaft angle value and wherein the wear value is determined with these camshaft angle values as measured values for the phase position.
  • the wear value can be determined in a simple manner.
  • the wear value is compared with a limit value, and if an error condition is detected when the limit value is exceeded.
  • the reaching of the limit value can then be communicated to the user of the combustion engine, for example by means of a corresponding indication.
  • the rotational angle position of the camshaft is adjusted in dependence on the wear value relative to the transmission element such that the influence of the wear of the transmission element on the phase angle between the camshaft and crankshaft is at least partially compensated.
  • a slight wear of the transmission element can be compensated for, so that the valve control times practically do not change as a result of the wear and the internal combustion engine retains its full capacity over its entire service life.
  • the measured values for the phase position are therefore indirectly determined from the measured values of the second rotational angle measuring signal, the position measuring signal and a transmission parameter, such as, for example, the stationary gear ratio of the three-shaft transmission determined.
  • a transmission parameter such as, for example, the stationary gear ratio of the three-shaft transmission determined.
  • the above-mentioned object is achieved in that the reciprocating internal combustion engine has a measuring device for the phase position of the drive part relative to the crankshaft, that the measuring device is connected to a data memory having at least one memory location in which a measured value is stored for the phase position, and that the measuring device is connected to an evaluation device, which is designed to determine a wear value for the Obertragungselement from at least two detected at different times phase position measured values.
  • the drive member for changing the phase position of the camshaft relative to the crankshaft via an adjusting rotatable and rotationally fixed in different rotational positions with the camshaft connectable.
  • the opening and / or closing times of the valves can be adapted to the respective operating state of the internal combustion engine.
  • a crankshaft sensor required for controlling the adjusting device and a sensor for detecting the camshaft reference position can be used both for regulating the phase position to a desired value and for determining the wear value of the transmission element.
  • the adjusting device is designed as a three-shaft transmission with a transmission element-fixed drive shaft, a camshaft-fixed output shaft and an adjusting shaft driven by an electric motor.
  • the phase angle between the camshaft and crankshaft can then be adjusted electrically with great precision.
  • the adjusting device has limit stops for limiting the adjustment angle between the drive shaft and the output shaft.
  • the adjusting device can then be positioned against the limit stops in order to clamp the drive part in a defined angular position with the camshaft.
  • An in Fig. 1 schematically illustrated reciprocating internal combustion engine 1 has a crankshaft 2, a camshaft 3 and a transmission element 4, which may be a timing chain or a timing belt.
  • a crankshaft gear 5 is arranged, which is non-rotatably connected to the crankshaft 2 and is in engagement with the transmission element 4.
  • a camshaft gearwheel is provided as the drive part 6, which is in drive connection with the camshaft 3.
  • the transmission element 4 is guided over the crankshaft gear 5 and the drive part 6 is in engagement with these.
  • a clamping device 7 is provided which a pressure element, such as a roller or a slide rail, which acts against the restoring force of a spring on the outer peripheral side of the transmission element 4.
  • the adjusting device 8 is designed as a three-shaft transmission with a drive shaft 6 rotatably connected to the drive shaft, a camshaft-fixed output shaft and an adjusting shaft.
  • the adjusting mechanism may be a planetary gear, preferably a planetary gear.
  • the adjusting is rosest connected to the rotor of an electric motor 9.
  • the adjusting mechanism is integrated in a hub of the drive part 6:
  • the adjusting device 8 has a fixedly connected to the drive shaft stop member 10 and a counter-stop member 11 which is rotatably connected to the camshaft 3 and comes to rest in the use position in a stop position on the stop element 10.
  • a magnet detector 12 is provided for measuring the crankshaft rotation angle, which detects the tooth flanks of a toothed ring 13 which is made of a magnetically conductive material and is arranged on the crankshaft 2.
  • One of the tooth gaps or teeth of the ring gear 13 has a greater width than the other tooth gaps or teeth and marks a crankshaft reference position.
  • a reference mark is generated in the sensor signal of the magnetic detector 12, which will also be referred to as a crankshaft sensor signal hereinafter. This is achieved in that the crankshaft sprocket 13 at the crankshaft reference 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 of the state of the crankshaft sensor signal by an interrupt in an operating program of a Verstellwinkel-control device 14 is triggered, in which the rotation 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 control device 16 integrated in a motor controller 15.
  • the position of the magnetic 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 17 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 17 generate a digital sensor signal which passes through an order of sensor signal states which repeats as often as the measuring device has magnetic field sensors 17 during a mechanical full rotation of the rotor. This sensor signal is also referred to below as Verstellwellen sensor signal.
  • a Hall sensor 18 As a reference signal generator for the camshaft rotation angle, a Hall sensor 18 is provided which cooperates with a arranged on the camshaft 3 trigger 19. Upon reaching a predetermined angular position of the camshaft 3, a flank is generated in a camshaft reference signal.
  • an interrupt is triggered in the operating program of the adjustment angle control device 14, in which the crankshaft rotation angle and the Verstellwellenenburnwinkel for the control of the phase angle are cached for further processing. This interrupt will also be referred to as a camshaft interrupt below.
  • a time-slice-controlled 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 thus determined phase angle signal is controlled to a target phase angle signal provided by the motor controller 15.
  • a wear value which is a measure of a wear-related elongation of the transmission element 4 occurring during operation of the internal combustion engine 1
  • the crankshaft 2 drives the camshaft 3 via the transmission element 4, initially for different operating states of the internal combustion engine, such as different crankshaft speed and / or different operating temperatures, in each case a first measured value for the phase position of the drive part 6 relative to the crankshaft 2 detected.
  • first the drive member 6 is brought into a predetermined adjustment position relative to the camshaft 3, for example in the already mentioned stop position or an emergency running position, which is controlled by means of the electric motor 9.
  • phase velocity and / or the current consumption of the electric motor 9 can be checked, in each case - as described above - the absolute phase angle between the camshaft 3 and the crankshaft 2 is measured.
  • the measured values for the phase angles can be determined, for example, on an engine test bench. They are stored in a non-volatile data memory.
  • the crankshaft speed is kept substantially constant in order to avoid a sensor drift, as can occur, for example, in speed ramps.
  • the torque of the crankshaft 2 is as far as possible not changed during the measured value acquisition, so that no phase shifts occur when changing between a tensile and a pushing phase. Disturbances in the phase angle measurement signal caused by vibrations of the timing drive can be removed by filtering the measurement signal.
  • the wear value is then compared to a limit or allowable range. If the wear value exceeds the limit value or is outside the permitted range, an error condition is detected and a corresponding error message is entered in the data memory. If necessary, the fault condition can be displayed by means of a display device, for example on the dashboard of a motor vehicle.
  • a repeated or constant measurement of the wear value even a failure of the clamping device can be determined when a sudden change in the wear value, which exceeds a certain value, is detected. It is even possible to trigger an emergency operation strategy in which selected phase angles are set and maintained.
  • the failure of the tensioning device can also be transmitted from the adjustment angle control unit 14 to the engine control 15, for example via a CAN-BUS 20.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)

Claims (9)

  1. Procédé de détermination de la valeur d'usure d'un élément de transfert (4), notamment d'une chaîne de commande ou d'une courroie crantée, disposé entre le vilebrequin (2) et l'arbre à cames (3) d'un moteur (1) à combustion interne et pistons, dans lequel l'arbre à cames (3) est entraîné par l'élément de transfert (4) par l'intermédiaire d'une pièce d'entraînement (6), par exemple un pignon d'arbre à cames,
    caractérisé en ce que
    au moins une valeur de mesure du déphasage de la pièce d'entraînement (6) par rapport au vilebrequin (2) est saisie en des instants distincts les uns des autres auxquels le vilebrequin (2) entraîne l'arbre à cames (3),
    en ce que la valeur de l'usure est déterminée à partir de la différence entre ces valeurs de mesure,
    en ce que l'arbre à cames (3) est raccordé à rotation à la pièce d'entraînement (6) par l'intermédiaire d'un dispositif d'ajustement (8),
    en ce que le dispositif d'ajustement (8) est réglé de manière à être placé en une position d'ajustement prédéterminée lors de la saisie des valeurs de mesure du déphasage,
    en ce qu'un signal de capteur de vilebrequin est saisi pour déterminer la position en rotation du vilebrequin (2),
    en ce que l'arbre à cames (3) est entraîné par le vilebrequin (2) par l'intermédiaire de l'élément de transfert (4) et est tourné par rapport à la pièce d'entraînement (6) de telle sorte que l'arbre à cames (3) passe en au moins deux instants distincts l'un de l'autre par une position de référence d'arbre à cames,
    en ce que chaque passage de l'arbre à cames par la position de référence est détecté pour associer la position de référence de l'arbre à cames à une valeur angulaire de vilebrequin à l'aide du signal de capteur de vilebrequin et
    en ce que la valeur d'usure est déterminée à partir de ses valeurs angulaires de vilebrequin qui servent de valeurs de mesure du déphasage.
  2. Procédé selon la revendication 1, caractérisé en ce que
    l'arbre à cames (3) est raccordé à rotation à la pièce d'entraînement (6) par l'intermédiaire du dispositif d'ajustement (8),
    en ce que le dispositif d'ajustement (8) est réglé de telle sorte qu'il soit disposé en une position d'ajustement prédéterminée lors de la saisie des valeurs de mesure du déphasage,
    en ce qu'un signal de capteur d'arbre à cames est saisi pour la position en rotation de l'arbre à cames (3),
    en ce que l'arbre à cames (3) est entraîné par le vilebrequin (2) par l'intermédiaire de l'élément de transfert (4) de telle sorte que le vilebrequin passe par une position de référence en au moins deux instants distincts l'un de l'autre,
    en ce que chaque passage du vilebrequin par la position de référence est détecté pour associer une valeur angulaire de l'arbre à cames à la position de référence du vilebrequin à l'aide du signal de capteur d'arbre à cames et
    en ce que la valeur d'usure est déterminée à partir de ces valeurs angulaires d'arbre à cames servant de valeurs de mesure du déphasage.
  3. Procédé selon l'une des revendications 1 et 2, caractérisé en ce que la valeur d'usure est comparée à une valeur limite et en ce qu'un état défectueux est détecté en cas de dépassement de la valeur limite.
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que la position angulaire en rotation de l'arbre à cames (3) par rapport à l'élément de transfert (4) est ajustée en fonction de la valeur d'usure de telle sorte que l'influence de l'usure de l'élément de transfert (4) soit au moins partiellement compensée par l'angle de déphasage entre l'arbre à cames (3) et le vilebrequin (2).
  5. Procédé selon l'une des revendications 1 à 4, caractérisé en ce que plusieurs valeurs d'usure sont déterminées pour différents états de fonctionnement du moteur (1) à combustion interne et pistons, en particulier pour différentes températures de fonctionnement et/ou pour différentes vitesses de rotation du vilebrequin, et sont conservées temporairement et en ce que la position angulaire en rotation de l'arbre à cames (3) par rapport à l'élément de transfert (4) est ajustée de préférence en fonction de la valeur d'usure associée à l'état de fonctionnement en cours du moteur (1) à combustion interne et pistons.
  6. Procédé selon l'une des revendications 2 à 5, caractérisé en ce que le dispositif d'ajustement (8) présente une transmission d'ajustement qui est configurée comme transmission à trois arbres présentant un arbre d'entraînement fixe par rapport à l'élément de transfert, un arbre entraîné fixe par rapport à l'arbre à cames et un arbre d'ajustement entraîné par un moteur électrique (9),
    a) en ce qu'un premier signal de mesure d'angle de rotation du vilebrequin est fixé à une valeur initiale de signal de mesure d'angle de rotation,
    b) en ce que le vilebrequin (2) est tourné et le signal de mesure d'angle de rotation est suivi lorsque survient une modification d'état du premier signal de capteur de vilebrequin,
    c) en ce qu'un repère de référence est formé dans le signal de capteur de vilebrequin lorsque le vilebrequin atteint une position de référence,
    d) en ce qu'un deuxième signal de mesure d'angle de rotation est fixé à une valeur associée à la position de référence de vilebrequin lorsque le repère de référence apparaît,
    e) en ce que le deuxième signal d'angle de rotation est suivi lorsque survient une modification de l'état du signal de capteur de vilebrequin,
    f) en ce qu'un signal de mesure de position est fixé à une valeur initiale du signal de mesure de position,
    g) en ce que l'arbre d'ajustement est tourné et un signal de capteur d'arbre d'ajustement dont l'état change en cas de modification de la position en rotation de l'arbre d'ajustement est saisi,
    h) en ce que le signal de mesure de position est suivi lorsque survient une modification de l'état du signal de capteur d'arbre d'ajustement,
    i) en ce qu'un signal de référence d'arbre à cames est formé lorsque l'arbre à cames atteint une position de référence et
    k) en ce que les valeurs de mesure présentes du deuxième signal de mesure d'angle de rotation et du signal de mesure de position sont déterminées lorsque le signal de référence d'arbre à cames survient et les valeurs de mesure du déphasage étant déterminées à l'aide de ces valeurs de mesure et d'une grandeur caractéristique de la transmission à trois arbres.
  7. Moteur (1) à combustion interne et pistons présentant un vilebrequin (2), au moins un arbre à cames (3) et au moins un élément de transfert (4), notamment une chaîne de commande ou une courroie crantée, qui les relie l'un à l'autre,
    l'élément de transfert (4) étant relié à entraînement à l'arbre à cames (3) par l'intermédiaire d'une pièce d'entraînement (6), par exemple un pignon d'arbre à cames,
    caractérisé en ce que
    le moteur (1) à combustion interne et pistons présente un dispositif de mesure du déphasage de la pièce d'entraînement (6) par rapport au vilebrequin (2),
    en ce que le dispositif de mesure est raccordé à une mémoire de données qui présente au moins un emplacement de mémoire dans lequel une valeur de mesure du déphasage est conservée,
    en ce que le dispositif de mesure est raccordé à un dispositif d'évaluation configuré pour déterminer une valeur de mesure de l'élément de transfert à partir d'au moins deux valeurs de mesure du déphasage saisies à des instants différents et
    en ce que la pièce d'entraînement (6) peut être tournée par un dispositif d'ajustement (8) pour modifier le déphasage de l'arbre à cames (3) par rapport au vilebrequin (2) et peut être reliée à rotation solidaire à l'arbre à cames (3) en différentes positions en rotation.
  8. Moteur (1) à combustion interne et pistons selon les revendications 7 ou 8, caractérisé en ce que le dispositif d'ajustement (8) est configuré comme transmission à trois arbres présentant un arbre d'entraînement solidaire de l'élément de transfert, un arbre entraîné solidaire de l'arbre à cames et un arbre d'ajustement entraîné par un moteur électrique (9).
  9. Moteur (1) à combustion interne et pistons selon l'une des revendications 7 à 9, caractérisé en ce que le dispositif d'ajustement (8) présente des butées-limites qui limitent l'angle d'ajustement entre l'arbre d'entraînement et l'arbre entraîné.
EP06775685.8A 2005-08-09 2006-07-08 Moteur a combustion interne a pistons alternatifs et procede de determination de l'usure d'un element de transmission dispose entre le vilebrequin et l'arbre a cames Expired - Fee Related EP1915516B1 (fr)

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DE102005037517 2005-08-09
PCT/DE2006/001183 WO2007016889A1 (fr) 2005-08-09 2006-07-08 Moteur a combustion interne a pistons alternatifs et procede de determination de l'usure d'un element de transmission dispose entre le vilebrequin et l'arbre a cames

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EP1915516A1 EP1915516A1 (fr) 2008-04-30
EP1915516B1 true EP1915516B1 (fr) 2014-04-09

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US (1) US8132549B2 (fr)
EP (1) EP1915516B1 (fr)
JP (1) JP2009504997A (fr)
KR (1) KR20080033362A (fr)
CN (1) CN101263281B (fr)
DE (1) DE112006002739A5 (fr)
WO (1) WO2007016889A1 (fr)

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CN101263281B (zh) 2010-09-08
JP2009504997A (ja) 2009-02-05
EP1915516A1 (fr) 2008-04-30
US20090139478A1 (en) 2009-06-04
US8132549B2 (en) 2012-03-13
KR20080033362A (ko) 2008-04-16
DE112006002739A5 (de) 2008-07-10
WO2007016889A1 (fr) 2007-02-15

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