EP2547876A1 - Procédé et dispositif pour faire fonctionner un moteur à combustion interne lors d'une défaillance d'un capteur de vilebrequin - Google Patents

Procédé et dispositif pour faire fonctionner un moteur à combustion interne lors d'une défaillance d'un capteur de vilebrequin

Info

Publication number
EP2547876A1
EP2547876A1 EP11707635A EP11707635A EP2547876A1 EP 2547876 A1 EP2547876 A1 EP 2547876A1 EP 11707635 A EP11707635 A EP 11707635A EP 11707635 A EP11707635 A EP 11707635A EP 2547876 A1 EP2547876 A1 EP 2547876A1
Authority
EP
European Patent Office
Prior art keywords
camshaft
internal combustion
combustion engine
crankshaft
sensor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11707635A
Other languages
German (de)
English (en)
Other versions
EP2547876B1 (fr
Inventor
Ulrich-Michael Nefzer
Elmar Pietsch
Carsten Deringer
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2547876A1 publication Critical patent/EP2547876A1/fr
Application granted granted Critical
Publication of EP2547876B1 publication Critical patent/EP2547876B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • 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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • 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
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • 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
    • F01L2001/34486—Location and number of the means for changing the angular relationship
    • F01L2001/34496—Two phasers on different camshafts
    • 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
    • F01L2800/11—Fault detection, diagnosis
    • 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
    • F01L2800/12—Fail safe operation
    • 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
    • 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
    • F01L2820/042—Crankshafts position

Definitions

  • the invention relates to a method for operating an internal combustion engine in the event of a malfunction of a crankshaft sensor, wherein the internal combustion engine has at least two camshafts and a speed and / or position of the internal combustion engine is derived from a signal taken from the camshaft and an apparatus for carrying out the method.
  • this speed is derived from the rotational speed of a crankshaft, which by the, during
  • crankshaft is scanned by a crankshaft sensor, which detects the speed and the position of the crankshaft.
  • the signal is provided by a suitable sensor, which is evaluated as a measure of the speed and / or the position of the internal combustion engine in a control unit. In this case, the injection and ignition timing of the internal combustion engine is determined.
  • the control unit switches to a crankshaft emergency, in which the position of the internal combustion engine is determined from the position of a camshaft, which is also driven by the crankshaft.
  • the prerequisite for this crankshaft emergency is that the camshafts are fixed in a specific position to the crankshaft in order to determine the position of the internal combustion engine accurately.
  • the camshafts are thus no longer available for camshaft lenver ein in the various operating ranges of the internal combustion engine available, resulting in a deterioration of the exhaust gas performance of the internal combustion engine. Disclosure of the invention
  • the invention is thus based on the object of specifying a method and a device for operating an internal combustion engine in the event of a malfunction or failure of a crankshaft sensor, in which the exhaust gas behavior of the internal combustion engine is also improved in the crankshaft emergency system.
  • the object is achieved in that only a first camshaft is used to determine the speed and / or the position of the internal combustion engine, while the second camshaft is adjusted in its rotational angle to a variable valve train to the driven by the second camshaft inlet or Adjust the exhaust valves of the internal combustion engine.
  • This has the advantage that the determined during the crankshaft emergency certain speed or position of the engine can be reliably and accurately determined by only a single camshaft.
  • variable valve opening times are still set using the second camshaft.
  • the rotation of the second camshaft improves the exhaust gas behavior of the internal combustion engine, the positive influence on the exhaust gas behavior also being maintained during crankshaft emergency operation.
  • the adaptation of the valve opening times allows an increase in the efficiency of the internal combustion engine, which comes as power and torque gain or fuel economy to fruition.
  • the first camshaft assumes a reference position relative to a crankshaft driven by the internal combustion engine and rotates in a predetermined transmission ratio to the crankshaft, wherein the
  • Rotary movement of the camshaft is detected by a camshaft sensor.
  • the setting of the reference position causes a fixed and unambiguous assignment of the movement of the camshaft with respect to the movement of the crankshaft, so that the position of the internal combustion engine can be reliably determined therefrom.
  • the first camshaft located in the reference position relative to the crankshaft opens and / or closes the exhaust valves of the internal combustion engine
  • the second camshaft which is acted upon by the rotation, opens and / or closes the intake valves of the internal combustion engine.
  • the intake and exhaust valve timing is changed as a function of the rotational speed in order to achieve the most efficient cylinder filling possible in all engine speed ranges.
  • the desired effect of the exhaust gas reduction can be achieved only by the rotation of the camshaft, which controls the intake valves.
  • a camshaft for adjusting the variable valve train is sufficient.
  • the adjustment of the camshaft takes place in its rotational angle as a function of the rotational speed detected by the camshaft sensor and / or
  • the adjustment of the second camshaft takes place between two fixed predetermined angles of rotation within an adjustment range of the second camshaft. This reduces the tax expense for the phase divider.
  • the adjustment range is typically 60 ° crankshaft.
  • the adjustment of the second camshaft takes place continuously within the adjustment range of the camshaft.
  • elaborate control can be easily respond to different operating conditions of the engine in the continuous adjustment of the camshaft and thereby adjust the exhaust gas performance of the engine advantageous.
  • a development of the invention relates to a device for operating a
  • Internal combustion engine in case of failure of a crankshaft sensor, wherein the internal combustion engine has at least two adjustable camshaft and a speed and / or the position of the internal combustion engine is determined from a signal taken from the camshaft rotation signal.
  • a first camshaft is used to determine the speed of the internal combustion engine, while there are means that adjust the second camshaft in its rotational angle to a variable valve train to that of the second Adjust camshaft driven intake or exhaust valves of the engine.
  • the first and the second camshaft are controlled in their respective rotational movement by a control unit, wherein the control unit, which adjusts the first camshaft in a reference position to the crankshaft with a camshaft sensor, which detects the rotational movement of the first camshaft, is connected, from which the control unit determines the rotational speed and / or the position of the internal combustion engine and depending on the determined rotational speed or position of the internal combustion engine connected to the second camshaft adjusting device for rotation the angle of rotation of the second camshaft drives.
  • variable valve opening times are set with the aid of the second camshaft even during crankshaft emergency running. Due to the rotation of the second camshaft, the exhaust gas behavior of the internal combustion engine improves
  • the actuator used here is a suitable adjusting mechanism which operates electrically or hydraulically and realizes this adjustment simply by a mechanical means, and which is placed for transmitting power at the end of each camshaft.
  • Figure 1 basic structure of a V-shaped internal combustion engine with 4th
  • FIG 2 Schematic representation of the arrangement of a crankshaft sensor and a camshaft sensor on a V-shaped internal combustion engine according to Figure 1
  • Figure 3 Camshaft with camshaft adjuster
  • Figure 1 shows a schematic diagram of an internal combustion engine 1 in a V-shape.
  • the cylinders 2 of the internal combustion engine 1 are V-shaped in two
  • Each level 3, 4 is typically referred to as a bank.
  • Each cylinder 2 is provided with one or more intake valves 6 and an exhaust valve 7. Fresh air and fuel are conveyed through the inlet valve 6 into the respective cylinder 2 of the internal combustion engine 1, while by means of the outlet valve 7 the combustion products of the cylinder 2 in FIG.
  • Cam belonging inlet or outlet valve 6, 7 open. As the cam continues to rotate, the valve 6, 7 is closed again by a valve spring 19 (FIG. 3). On the crankshaft 5 is at one end a Drehieregeberrad 12 in the form of a
  • the speed sensor wheel 12 has a defined number of teeth 13 made of iron or steel, which are arranged continuously on the circumference of the speed sensor wheel 12 and are interrupted by a gap or a plurality of gaps 14.
  • a crankshaft sensor 15 is arranged, which scans the teeth and a gap (s) 14 in which a magnetic field, which spans the crankshaft sensor 15 by means of a magnet, is interrupted by the teeth 13, whereby an alternating voltage in a Coil of the crankshaft sensor 15 is induced, which forwards this for evaluation to a control unit 16.
  • the gap 14 of the crankshaft wheel 12 signals that the crankshaft 5 has completed one revolution, whereby one working cycle of a cylinder 2 has ended.
  • a Nockenwellengeberrad 17 is arranged, which is shown in Figure 2 only the example of the camshaft 9.
  • This Nockenwellengeberrad 17 also has teeth that are interrupted by gaps are.
  • the Nockenwellengeberrad 17 is not divided as differentiated as the Kurbelwellengeberrad 12, which has 60 -2 teeth, while the Nockenwellengeberrad 17 has only 3 teeth in the present example.
  • the camshafts 8, 9, 10, 1 1 are driven by a not further shown gear by the crankshaft 5, wherein the transmission has such a ratio that the camshafts 8, 9, 10, 1 1 rotate only half as fast as the Crankshaft 5.
  • the respective camshaft 8, 9, 10, 1 1 is rotated relative to the crankshaft 5 by a certain angle.
  • the adjustment of the camshaft 8, 9, 10, 1 1 takes place as a function of the rotational speed of the internal combustion engine 1 and means that the opening of the intake or exhaust valve 6, 7 is changed relative to the crank angle of the crankshaft 5.
  • a hydraulic camshaft adjuster 20 as shown in Figure 3 in connection with the camshaft 9.
  • a gear 21 of the transmission rotates, as already explained, the camshaft 9.
  • overlaps in the opening times of the intake and exhaust valves fundamentally affect the properties of the internal combustion engine 1.
  • An internal combustion engine 1 with less overlap has a rather high torque at low speeds. Due to large overlaps, a higher maximum output of the internal combustion engine 1 can be achieved.
  • crankshaft sensor 5 by means of which not only the rotational speed of the internal combustion engine 1 but also its position is detected, delivers a severely disturbed output signal or no signal, the control unit 16 switches to a so-called crankshaft emergency.
  • this crankshaft emergency one of the four camshafts 8, 9, 10, 1 1 of the internal combustion engine 1 is brought into a reference position to the crankshaft 5.
  • this is the camshaft 1 1, which the exhaust valves 7 of the second level 4, the cylinder 2 controls.
  • this reference position creates a fixed relationship between the movement of the crankshaft 5 and the camshaft 1 1, whereby the engine position can be determined defined.
  • a Nockenwellengeberrad 17 is disposed at one end, which is opposed by a camshaft sensor 18 ( Figure 2).
  • the magnetic field of the Hall sensor sensor formed as a camshaft 15 is changed by the individual teeth of the camshaft 17, which is forwarded as a signal to the control unit 16, which derives the speed and the position of the engine 1 from this signal.
  • the remaining three camshafts 8, 9, 10, which are not needed to determine the position and speed of the internal combustion engine 1, are available for adjustment, whereby the exhaust behavior of the internal combustion engine 1 via the control of the two intake camshafts 8, 9 and the remaining exhaust camshaft 10th is improved.
  • inlet and Auslass Kunststoff committee are adjustable, which cause as efficient as possible cylinder filling in all speed ranges of the internal combustion engine 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne lors d'une défaillance d'un capteur de vilebrequin, le moteur à combustion interne (1) comprenant au moins deux arbres à cames (8, 9, 10, 11) et une vitesse de rotation et/ou une position du moteur à combustion interne (1) étant déduite d'un signal reçu par l'arbre à cames (8, 9, 10, 11). Pour améliorer l'échappement du moteur à combustion interne même pendant un fonctionnement d'urgence du vilebrequin, seul un premier arbre à cames (11) est utilisé pour déterminer la vitesse de rotation et/ou la position du moteur à combustion interne (1), tandis que le deuxième arbre à cames (8, 9, 10) est déplacé dans son angle de rotation pour ajuster une commande de soupape variable aux soupapes d'entrée et de sortie (6, 7) du moteur à combustion interne (1) entraînées par le deuxième arbre à cames (8, 9, 10).
EP11707635.6A 2010-03-19 2011-03-01 Dispositif et methode de controle d'un moteur en cas de defaillance du capteur de position de vilebrequin Not-in-force EP2547876B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010003051A DE102010003051A1 (de) 2010-03-19 2010-03-19 Verfahren und Vorrichtung zum Betreiben eines Verbrennungsmotors bei einer Störung eines Kurbelwellensensors
PCT/EP2011/053026 WO2011113690A1 (fr) 2010-03-19 2011-03-01 Procédé et dispositif pour faire fonctionner un moteur à combustion interne lors d'une défaillance d'un capteur de vilebrequin

Publications (2)

Publication Number Publication Date
EP2547876A1 true EP2547876A1 (fr) 2013-01-23
EP2547876B1 EP2547876B1 (fr) 2014-05-07

Family

ID=43799737

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11707635.6A Not-in-force EP2547876B1 (fr) 2010-03-19 2011-03-01 Dispositif et methode de controle d'un moteur en cas de defaillance du capteur de position de vilebrequin

Country Status (6)

Country Link
US (1) US20130092114A1 (fr)
EP (1) EP2547876B1 (fr)
KR (1) KR101680929B1 (fr)
CN (1) CN102791964B (fr)
DE (1) DE102010003051A1 (fr)
WO (1) WO2011113690A1 (fr)

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DE102013213705A1 (de) * 2013-07-12 2015-01-15 Robert Bosch Gmbh Verfahren zur Simulation eines Kurbelwellensignals einer Verbrennungskraftmaschine aus einem Nockenwellensignal der Verbrennungskraftmaschine
DE102013214303A1 (de) * 2013-07-22 2015-01-22 Robert Bosch Gmbh Verfahren und Vorrichtung zur Ermittlung einer Position einer Nockenwelle und einer Phase einer Verbrennungskraftmaschine
US9194321B1 (en) * 2014-08-27 2015-11-24 GM Global Technology Operations LLC System and method for diagnosing a fault in a camshaft position sensor and/or a crankshaft position sensor
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DE102017209939B4 (de) * 2017-06-13 2019-12-19 Robert Bosch Gmbh Geberrad und Verfahren zum Bestimmen einer Drehposition einer Welle
KR102298881B1 (ko) * 2017-06-29 2021-09-07 현대자동차주식회사 엔진 시동 꺼짐 방지 강화 방법 및 차량
DE102017006559A1 (de) * 2017-07-11 2019-01-17 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Brennkraftmaschine mit verlängertem Expansions- und Ausstoßhub
US11193399B2 (en) 2018-11-27 2021-12-07 Borgwarner, Inc. Variable camshaft timing assembly
US10954829B2 (en) 2018-12-19 2021-03-23 Borgwarner, Inc. Oldham flexplate for concentric camshafts controlled by variable camshaft timing
FR3097010B1 (fr) * 2019-06-07 2021-06-11 Continental Automotive Gmbh Procédé de validation d’une disparition de défaillance transitoire du signal issu d’un capteur de vilebrequin
US11280228B2 (en) 2020-07-07 2022-03-22 Borgwarner, Inc. Variable camshaft timing assembly
CN113339094B (zh) * 2021-07-21 2022-10-28 潍柴动力股份有限公司 一种发动机正时系统及发动机正时控制方法
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Also Published As

Publication number Publication date
DE102010003051A1 (de) 2011-09-22
KR20130008025A (ko) 2013-01-21
CN102791964B (zh) 2014-10-29
WO2011113690A1 (fr) 2011-09-22
CN102791964A (zh) 2012-11-21
US20130092114A1 (en) 2013-04-18
KR101680929B1 (ko) 2016-11-29
EP2547876B1 (fr) 2014-05-07

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