EP2547876B1 - Arrangement and method for driving an engine during failure of crankshaft angle sensor - Google Patents

Arrangement and method for driving an engine during failure of crankshaft angle sensor Download PDF

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Publication number
EP2547876B1
EP2547876B1 EP11707635.6A EP11707635A EP2547876B1 EP 2547876 B1 EP2547876 B1 EP 2547876B1 EP 11707635 A EP11707635 A EP 11707635A EP 2547876 B1 EP2547876 B1 EP 2547876B1
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EP
European Patent Office
Prior art keywords
camshaft
internal combustion
combustion engine
crankshaft
rotational
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
EP11707635.6A
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German (de)
French (fr)
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EP2547876A1 (en
Inventor
Ulrich-Michael Nefzer
Elmar Pietsch
Carsten Deringer
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2547876A1 publication Critical patent/EP2547876A1/en
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Publication of EP2547876B1 publication Critical patent/EP2547876B1/en
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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
    • F01L1/34—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 driven by the mechanical energy developed during the combustion process.
  • the 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, such as in the document US 2003/111058 A1 disclosed.
  • 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 for a camshaft adjustment available in the various operating ranges of the internal combustion engine, resulting in a deterioration of the exhaust gas performance of the internal combustion engine.
  • 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 rotational movement of the camshaft is detected by a camshaft sensor.
  • the adjustment 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 are changed depending on the speed to achieve the most efficient cylinder filling in all 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 speed and / or position of the internal combustion engine detected by the camshaft sensor. Since the adjustment of the camshaft causes a change in the rotational angle with respect to the crankshaft and this depends on the determined rotational speed of the internal combustion engine, in the case of the crankshaft emergency the rotational angle is determined as a function of the speed determined by means of the first camshaft.
  • the camshaft driven by the crankshaft is displaced from its position relative to the crankshaft in order to change the timing of the intake or exhaust valves of the internal combustion engine when adjusting its angle of rotation.
  • This adjustment is done simply by mechanical means, as between the crankshaft and the camshaft, a hydraulic phaser is arranged, which is placed for transmitting power at the end of each camshaft.
  • 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 phaser.
  • 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 an internal combustion engine in the event of a malfunction of a crankshaft sensor, wherein the internal combustion engine has at least two adjustable camshafts and a rotational speed and / or the position of the internal combustion engine is determined from a signal taken from the camshaft rotation.
  • the internal combustion engine has at least two adjustable camshafts and a rotational speed and / or the position of the internal combustion engine is determined from a signal taken from the camshaft rotation.
  • 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 controller determines the rotational speed and / or the position of the internal combustion engine and in dependence on the determined rotational speed or position of the internal combustion engine connected to the second camshaft adjusting device for rotating the rotational angle the second camshaft drives.
  • variable valve opening times are set with the aid of the second camshaft even during crankshaft emergency running.
  • the rotation of the second camshaft improves the exhaust gas behavior of the internal combustion engine by optimizing the ratio between fresh air and fuel, while also maintaining the positive influence on the exhaust gas behavior during crankshaft emergency operation.
  • a suitable adjusting mechanism which operates electrically or hydraulically and this adjustment realized simply by mechanical means, and which is placed for transmitting power at the end of each camshaft.
  • FIG. 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 planes 3, 4, wherein at the interface of the two levels 3, 4 a Crankshaft 5 is placed.
  • 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 the combustion products of the cylinder 2 in the form of exhaust gas are removed from the internal combustion engine 1 by means of the outlet valve 7.
  • the intake valves 6 of the first level 3 of cylinders 2 are connected to a first camshaft 8, while the exhaust valves 7 of the first level 3 are operated by a second camshaft 10.
  • the intake valves of the second level 4 of the cylinder 2 lead to a third camshaft 9 and the exhaust valves 7 of the second level 4 cooperate with a fourth camshaft 11.
  • 9, 10, 11 are not shown eccentric cam (projection) for each valve 2. Since the cam shaft rotates about its own axis, which is converted by this rotational movement by means of the cam, the rotational movement in a short longitudinal movement is, the associated with the cam inlet and outlet valve 6, 7 is opened. Upon further rotation of the cam, the valve 6, 7 by a valve spring 19 ( FIG. 3 ) closed again.
  • a Drehieregeberrad 12 is arranged in the form of a gear at one end, which in FIG. 2 is shown next to the sketched internal combustion engine 1.
  • the Drehieregeberrad 12 has a defined number of teeth 13 made of iron or steel, which are arranged continuously on the circumference of the Drehieregeberrades 12 and are interrupted by a gap or more 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 Kurbelwellengeberrades 12 signals that the crankshaft 5 has completed a revolution, wherein a duty cycle of a cylinder 2 is completed.
  • a Nockenwellengeberrad 17 is arranged, which in FIG. 2 only shown by 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, 11 are driven by a not further shown gear by the crankshaft 5, wherein the transmission has such a gear ratio that the camshafts 8, 9, 10, 11 rotate only half as fast as the crankshaft. 5 ,
  • the respective camshaft 8, 9, 10, 11 is rotated relative to the crankshaft 5 by a certain angle.
  • the adjustment of the camshaft 8, 9, 10, 11 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 with respect to the crank angle of the crankshaft 5 is changed.
  • a hydraulic camshaft adjuster 20 is used as in FIG. 3 in connection with the camshaft 9 is shown.
  • 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 emergency one of the four camshafts 8, 9, 10, 11 of the internal combustion engine 1 is brought into a reference position to the crankshaft 5.
  • this is the camshaft 11, which is the second level exhaust valves 7 4, the cylinder 2 controls.
  • a Nockenwellengeberrad 17 is disposed at one end, which is opposed by a camshaft sensor 18 ( FIG. 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 required for determining 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.

Description

Stand der TechnikState of the art

Die Erfindung betrifft ein Verfahren zum Betreiben eines Verbrennungsmotors bei einer Störung eines Kurbelwellensensors, wobei der Verbrennungsmotor mindestens zwei Nockenwellen aufweist und eine Drehzahl und/oder eine Position des Verbrennungsmotors aus einem von der Nockenwelle abgenommenen Signal abgeleitet wird sowie eine Vorrichtung zur Durchführung des Verfahrens.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.

In heutigen Kraftfahrzeugen ist es wichtig, die Drehzahl des Verbrennungsmotors genau zu bestimmen, da dieser Parameter in zahlreiche Steuer- und Regelprozesse des Kraftfahrzeuges eingeht. Üblicherweise wird diese Drehzahl aus der Drehgeschwindigkeit einer Kurbelwelle abgeleitet, welche durch die, beim Verbrennungsvorgang entwickelte mechanische Energie angetrieben wird. Die Kurbelwelle wird dabei von einem Kurbelwellensensor abgetastet, der die Drehzahl und die Position der Kurbelwelle erfasst. Das Signal wird durch einen geeigneten Sensor bereit gestellt, welches als Maß für die Drehzahl und/oder die Position des Verbrennungsmotors in einem Steuergerät ausgewertet wird. Dabei wird der Einspritz- und Zündzeitpunkt des Verbrennungsmotors bestimmt.In today's motor vehicles, it is important to determine the speed of the engine accurately, as this parameter enters into numerous control processes of the motor vehicle. Typically, this speed is derived from the rotational speed of a crankshaft driven by the mechanical energy developed during the combustion process. The 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.

Bei einem Ausfall oder einer Störung des Kurbelwellensensorsignales schaltet das Steuergerät in einen Kurbelwellennotlauf, bei welchem die Position des Verbrennungsmotors aus der Position einer Nockenwelle bestimmt wird, welche ebenfalls von der Kurbelwelle angetrieben wird, wie zum Beispiel im Dokument US 2003/111058 A1 offenbart. Voraussetzung für diesen Kurbelwellennotlauf ist es, dass die Nockenwellen in einer bestimmten Lage zur Kurbelwelle fixiert sind, um die Position des Verbrennungsmotors genau bestimmen zu können. Die Nockenwellen stehen somit nicht mehr für eine Nockenwellenverstellung in den verschiedenen Betriebsbereichen des Verbrennungsmotors zur Verfügung, wodurch sich eine Verschlechterung des Abgasverhaltens des Verbrennungsmotors ergibt.In case of failure or malfunction of the crankshaft sensor signal, 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, such as in the document US 2003/111058 A1 disclosed. 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 for a camshaft adjustment available in the various operating ranges of the internal combustion engine, resulting in a deterioration of the exhaust gas performance of the internal combustion engine.

Offenbarung der ErfindungDisclosure of the invention

Der Erfindung liegt somit die Aufgabe zugrunde, ein Verfahren und eine Vorrichtung zum Betreiben eines Verbrennungsmotors bei einer Störung oder dem Ausfall eines Kurbelwellensensors anzugeben, bei welchem das Abgasverhalten des Verbrennungsmotors auch im Kurbelwellennotlauf verbessert wird.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.

Erfindungsgemäß wird die Aufgabe dadurch gelöst, dass zur Bestimmung der Drehzahl und/oder der Position des Verbrennungsmotors nur eine erste Nockenwelle verwendet wird, während die zweite Nockenwelle in ihrem Drehwinkel verstellt wird, um einen variablen Ventiltrieb an den von der zweiten Nockenwelle angetriebenen Einlass- oder Auslassventilen des Verbrennungsmotors einzustellen. Das hat den Vorteil, dass die während des Kurbelwellennotlaufes bestimmte Drehzahl bzw. Position des Verbrennungsmotors durch nur eine einzige Nockenwelle zuverlässig und genau bestimmt werden kann. Außerdem werden auch weiterhin variable Ventilöffnungszeiten mit Hilfe der zweiten Nockenwelle eingestellt. Durch die Verdrehung der zweiten Nockenwelle verbessert sich das Abgasverhalten des Verbrennungsmotors, wobei die positive Beeinflussung des Abgasverhaltens auch während des Kurbelwellennotlaufes erhalten bleibt. Die Anpassung der Ventilöffnungszeiten erlaubt eine Effizienzsteigerung des Verbrennungsmotors, was als Leistungs- und Drehmomentgewinn bzw. Kraftstoffeinsparung zum Tragen kommt.According to the invention 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. In addition, 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.

Vorteilhafterweise nimmt die erste Nockenwelle gegenüber einer von dem Verbrennungsmotor angetriebenen Kurbelwelle eine Referenzlage ein und dreht sich in einem vorgegebenen Übersetzungsverhältnis zur Kurbelwelle, wobei die Drehbewegung der Nockenwelle von einem Nockenwellensensor detektiert wird. Die Einstellung der Referenzlage bewirkt eine feststehende und eindeutige Zuordnung der Bewegung der Nockenwelle in Bezug auf die Bewegung der Kurbelwelle, so dass daraus die Position des Verbrennungsmotors zuverlässig bestimmt werden kann.Advantageously, 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 rotational movement of the camshaft is detected by a camshaft sensor. The adjustment 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.

In einer Variante öffnet und/oder schließt die erste sich in der Referenzlage zur Kurbelwelle befindliche Nockenwelle die Auslassventile des Verbrennungsmotors, während die zweite, mit der Verdrehung beaufschlagte Nockenwelle die Einlassventile des Verbrennungsmotors öffnet und/oder schließt. Bei der Nockenwellenverstellung werden die Einlass- und Auslassventilsteuerzeiten in Abhängigkeit der Drehzahl verändert, um in allen Drehzahlbereichen eine möglichst effiziente Zylinderfüllung zu erreichen. Der gewünschte Effekt der Abgasreduzierung lässt sich allein schon durch die Verdrehung der Nockenwelle erreichen, welche die Einlassventile steuert. Somit ist eine Nockenwelle zur Einstellung des variablen Ventiltriebes ausreichend.In one variant, the first camshaft located in the reference position relative to the crankshaft opens and / or closes the exhaust valves of the internal combustion engine, while the second camshaft, which is acted upon by the rotation, opens and / or closes the intake valves of the internal combustion engine. In the camshaft adjustment, the intake and exhaust valve timing are changed depending on the speed to achieve the most efficient cylinder filling in all 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. Thus, a camshaft for adjusting the variable valve train is sufficient.

In einer Ausgestaltung wird bei der Verwendung von mehr als zwei Nockenwellen nur die erste Nockenwelle in der Referenzlage zur Kurbelwelle gehalten, während die verbleibenden Nockenwellen in ihrem Drehwinkel verstellt werden. Da außer einer Nockenwelle alle anderen Nockenwellen zur Betätigung der Einlass- bzw. Auslassventile zur Verfügung stehen, wird eine optimale Einstellung des variablen Ventiltriebes möglich, was sich in einem verbesserten Abgasverhalten des Verbrennungsmotors während des Kurbelwellennotlaufes widerspiegelt. Bei der Verwendung von mehreren Nockenwellen wird nicht nur eine Einlassnockenwelle sondern auch eine Auslassnockenwelle verstellt, welche die Auslassventile des Verbrennungsmotors steuert. Eine solche Verstellung der Auslassnockenwelle ermöglicht zusätzlich eine Variation der inneren Abgasrückführung in Form der Absenkung der Stickoxidemission. Außerdem erhöht die gleichzeitige Verstellung von Einlass- und Auslassnockenwelle die Möglichkeit der Überschneidungen der Einlass- und Auslassventile in ihren Öffnungszeiten, was eine noch bessere Optimierung der Gasströme im Verbrennungsmotor nach sich zieht.In one embodiment, when using more than two camshafts, only the first camshaft is held in the reference position to the crankshaft, while the remaining camshafts are adjusted in their rotational angle. Since all other camshafts are available for actuating the intake or exhaust valves, apart from a camshaft, an optimal adjustment of the variable valve train is possible, which is reflected in an improved exhaust gas behavior of the internal combustion engine during crankshaft emergency. When using a plurality of camshafts, not only an intake camshaft but also an exhaust camshaft which controls the exhaust valves of the internal combustion engine are adjusted. Such an adjustment of the exhaust camshaft additionally allows a variation of the internal exhaust gas recirculation in the form of lowering the nitrogen oxide emission. In addition, the simultaneous adjustment of intake and exhaust camshafts increases the possibility of overlapping the intake and exhaust valves in their opening times, resulting in an even better optimization of the gas flows in the internal combustion engine.

Ferner erfolgt die Verstellung der Nockenwellen in ihrem Drehwinkel in Abhängigkeit von der durch den Nockenwellensensor detektierten Drehzahl und/oder Position des Verbrennungsmotors. Da die Verstellung der Nockenwelle eine Veränderung des Drehwinkels im Bezug zur Kurbelwelle bewirkt und diese von der ermittelten Drehzahl des Verbrennungsmotors abhängt, wird im Fall des Kurbelwellennotlaufes der Drehwinkel in Abhängigkeit von der mittels der ersten Nockenwelle bestimmten Drehzahl ermittelt.Furthermore, the adjustment of the camshaft takes place in its rotational angle as a function of the speed and / or position of the internal combustion engine detected by the camshaft sensor. Since the adjustment of the camshaft causes a change in the rotational angle with respect to the crankshaft and this depends on the determined rotational speed of the internal combustion engine, in the case of the crankshaft emergency the rotational angle is determined as a function of the speed determined by means of the first camshaft.

In einer Weiterbildung wird bei der Verstellung ihres Drehwinkels die von der Kurbelwelle angetriebene Nockenwelle aus ihrer gegenüber der Kurbelwelle vorgegebenen Lage verschoben, um die Steuerzeiten der Einlass- oder Auslassventile des Verbrennungsmotors zu verändern. Diese Verstellung erfolgt einfach auf mechanischem Wege, da zwischen Kurbelwelle und Nockenwelle ein hydraulischer Phasenversteller angeordnet ist, welcher zur Kraftübertragung am Ende jeder Nockenwelle platziert ist.In a development, the camshaft driven by the crankshaft is displaced from its position relative to the crankshaft in order to change the timing of the intake or exhaust valves of the internal combustion engine when adjusting its angle of rotation. This adjustment is done simply by mechanical means, as between the crankshaft and the camshaft, a hydraulic phaser is arranged, which is placed for transmitting power at the end of each camshaft.

In einer anderen Ausführungsform erfolgt die Verstellung der zweiten Nockenwelle zwischen zwei fest vorgegebenen Drehwinkeln innerhalb eines Verstellbereiches der zweiten Nockenwelle. Dadurch verringert sich der Steueraufwand für den Phasensteller. Der Verstellbereich beträgt typischerweise 60° Kurbelwelle.In another embodiment, 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 phaser. The adjustment range is typically 60 ° crankshaft.

Alternativ erfolgt die Verstellung der zweiten Nockenwelle stufenlos innerhalb des Verstellbereiches der Nockenwelle. Trotz aufwendiger Steuerung lässt sich bei der stufenlosen Verstellung der Nockenwelle auf verschiedene Betriebszustände des Verbrennungsmotors komfortabel reagieren und dadurch das Abgasverhalten des Verbrennungsmotors vorteilhaft einstellen.Alternatively, the adjustment of the second camshaft takes place continuously within the adjustment range of the camshaft. Despite 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.

Eine Weiterbildung der Erfindung betrifft eine Vorrichtung zum Betreiben eines Verbrennungsmotors bei einer Störung eines Kurbelwellensensors, wobei der Verbrennungsmotor mindestens zwei verstellbare Nockenwellen aufweist und eine Drehzahl und/oder die Position des Verbrennungsmotors aus einem von der Nockenwellendrehung abgenommenen Signal ermittelt wird. Um das Abgasverhalten des Verbrennungsmotors auch während eines Kurbelwellennotlaufes zu verbessern, wird zur Bestimmung der Drehzahl des Verbrennungsmotors nur eine erste Nockenwelle verwendet, während Mittel vorhanden sind, die die zweite Nockenwelle, in ihrem Drehwinkel verstellen, um einen variablen Ventiltrieb an den von der zweiten Nockenwelle angetriebenen Einlass- oder Auslassventilen des Verbrennungsmotors einzustellen. Durch dieses System erfolgt eine Verbesserung des Abgasverhaltens des Verbrennungsmotors auch während des Kurbelwellennotlaufes.A development of the invention relates to a device 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 adjustable camshafts and a rotational speed and / or the position of the internal combustion engine is determined from a signal taken from the camshaft rotation. In order to improve the exhaust behavior of the internal combustion engine even during a crankshaft emergency, only 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 camshaft set driven intake or exhaust valves of the internal combustion engine. By this system, an improvement of the exhaust gas performance of the internal combustion engine also takes place during the crankshaft emergency.

In einer Ausgestaltung werden die erste und die zweite Nockenwelle in ihrer jeweiligen Drehbewegung von einem Steuergerät gesteuert, wobei das Steuergerät, das die erste Nockenwelle in eine Referenzlage zur Kurbelwelle einstellt mit einem Nockenwellensensor, welcher die Drehbewegung der ersten Nockenwelle detektiert, verbunden ist, aus welcher das Steuergerät die Drehzahl und/oder die Position des Verbrennungsmotors bestimmt und in Abhängigkeit von der ermittelten Drehzahl oder Position des Verbrennungsmotors eine mit der zweiten Nockenwelle verbundene Stelleinrichtung zur Verdrehung des Drehwinkels der zweiten Nockenwelle ansteuert. Neben der genauen Bestimmung der Position bzw. der Drehzahl des Verbrennungsmotors mit nur einer Nockenwelle werden auch während des Kurbelwellennotlaufes variable Ventilöffnungszeiten mit Hilfe der zweiten Nockenwelle eingestellt. Durch die Verdrehung der zweiten Nockenwelle verbessert sich das Abgasverhalten des Verbrennungsmotors, indem das Verhältnis von Frischluft und Kraftstoff optimiert wird, wobei die positive Beeinflussung des Abgasverhaltens auch während des Kurbelwellennotlaufes erhalten bleibt. Als Stellglied wird dabei ein geeigneter Stellmechanismus eingesetzt, welcher elektrisch oder hydraulisch arbeitet und diese Verstellung einfach auf mechanischem Wege realisiert, und der zur Kraftübertragung am Ende jeder Nockenwelle platziert ist.In one embodiment, 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 controller determines the rotational speed and / or the position of the internal combustion engine and in dependence on the determined rotational speed or position of the internal combustion engine connected to the second camshaft adjusting device for rotating the rotational angle the second camshaft drives. In addition to the exact determination of the position or the rotational speed of the internal combustion engine with only one camshaft, variable valve opening times are set with the aid of the second camshaft even during crankshaft emergency running. The rotation of the second camshaft improves the exhaust gas behavior of the internal combustion engine by optimizing the ratio between fresh air and fuel, while also maintaining the positive influence on the exhaust gas behavior during crankshaft emergency operation. As an actuator while a suitable adjusting mechanism is used, which operates electrically or hydraulically and this adjustment realized simply by mechanical means, and which is placed for transmitting power at the end of each camshaft.

Die Erfindung lässt zahlreiche Ausführungsformen zu. Eine davon soll anhand der in der Zeichnung dargestellten Figuren näher erläutert werden.The invention allows numerous embodiments. One of them will be explained in more detail with reference to the figures shown in the drawing.

Es zeigt:

Figur 1:
prinzipieller Aufbau eines V-förmigen Verbrennungsmotors mit 4 Nockenwellen
Figur 2:
Prinzipdarstellung zur Anordnung eines Kurbelwellensensors und eines Nockenwellensensors an einem V-förmigen Verbrennungsmotor nach Figur 1
Figur 3:
Nockenwelle mit Nockenwellenversteller
It shows:
FIG. 1:
basic structure of a V-shaped internal combustion engine with 4 camshafts
FIG. 2:
Schematic representation of the arrangement of a crankshaft sensor and a camshaft sensor on a V-shaped internal combustion engine according to FIG. 1
FIG. 3:
Camshaft with camshaft adjuster

Gleiche Merkmale sind mit gleichen Bezugszeichen gekennzeichnet.Identical features are identified by the same reference numerals.

Figur 1 zeigt eine Prinzipdarstellung eines Verbrennungsmotors 1 in einer V-Form. Dabei sind die Zylinder 2 des Verbrennungsmotors 1 v-förmig in zwei Ebenen 3, 4 angeordnet, wobei an der Schnittstelle der beiden Ebenen 3, 4 eine Kurbelwelle 5 platziert ist. Jede Ebene 3, 4 wird typischerweise als Bank bezeichnet. Jeder Zylinder 2 ist mit einem oder mehreren Einlassventilen 6 und einem Auslassventil 7 versehen. Durch das Einlassventil 6 wird Frischluft und Kraftstoff in den jeweiligen Zylinder 2 des Verbrennungsmotors 1 befördert, während mittels des Auslassventiles 7 die Verbrennungsprodukte des Zylinders 2 in Form von Abgas aus dem Verbrennungsmotor 1 abgeführt werden. Die Einlassventile 6 der ersten Ebene 3 von Zylindern 2 sind mit einer ersten Nockenwelle 8 verbunden, während die Auslassventile 7 der ersten Ebene 3 von einer zweiten Nockenwelle 10 betrieben werden. Analog führen die Einlassventile der zweiten Ebene 4 der Zylinder 2 an eine dritte Nockenwelle 9 und die Auslassventile 7 der zweiten Ebene 4 arbeiten mit einer vierten Nockenwelle 11 zusammen. An jeder Nockenwelle 8, 9, 10, 11 befinden sich ein nicht weiter dargestellte exzentrische Nocken (Vorsprung) für jedes Ventil 2. Da die Nockenwelle sich um die eigene Achse dreht, wobei durch diese Drehbewegung mittels des Nockens die Drehbewegung in eine kurze Längsbewegung umgewandelt wird, wird das zu dem Nocken gehörende Einlass- bzw. Auslassventil 6, 7 geöffnet. Beim Weiterdrehen des Nockens wird das Ventil 6, 7 durch eine Ventilfeder 19 (Figur 3) wieder geschlossen. FIG. 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 planes 3, 4, wherein at the interface of the two levels 3, 4 a Crankshaft 5 is placed. 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 the combustion products of the cylinder 2 in the form of exhaust gas are removed from the internal combustion engine 1 by means of the outlet valve 7. The intake valves 6 of the first level 3 of cylinders 2 are connected to a first camshaft 8, while the exhaust valves 7 of the first level 3 are operated by a second camshaft 10. Analogously, the intake valves of the second level 4 of the cylinder 2 lead to a third camshaft 9 and the exhaust valves 7 of the second level 4 cooperate with a fourth camshaft 11. At each camshaft 8, 9, 10, 11 are not shown eccentric cam (projection) for each valve 2. Since the cam shaft rotates about its own axis, which is converted by this rotational movement by means of the cam, the rotational movement in a short longitudinal movement is, the associated with the cam inlet and outlet valve 6, 7 is opened. Upon further rotation of the cam, the valve 6, 7 by a valve spring 19 ( FIG. 3 ) closed again.

An der Kurbelwelle 5 ist an einem Ende ein Drehzahlgeberrad 12 in Form eines Zahnrades angeordnet, was in Figur 2 neben dem skizzierten Verbrennungsmotor 1 dargestellt ist. Das Drehzahlgeberrad 12 besitzt eine definierte Anzahl von Zähnen 13 aus Eisen oder Stahl, die kontinuierlich am Umfang des Drehzahlgeberrades 12 angeordnet sind und von einer Lücke oder mehreren Lücken 14 unterbrochen sind. Gegenüber dem Drehzahlgeberrad 12 ist ein Kurbelwellensensor 15 angeordnet, welcher die Zähne und die eine Lücke(n) 14 abtastet, in dem ein magnetisches Feld, welches der Kurbelwellensensor 15 mittels eines Magneten aufspannt, von den Zähnen 13 unterbrochen wird, wodurch eine Wechselspannung in eine Spule des Kurbelwellensensors 15 induziert wird, welche dieser zur Auswertung an ein Steuergerät 16 weiterleitet. Die Lücke 14 des Kurbelwellengeberrades 12 signalisiert, dass die Kurbelwelle 5 eine Umdrehung abgeschlossen hat, wobei ein Arbeitszyklus eines Zylinders 2 beendet ist.On the crankshaft 5, a Drehzahlgeberrad 12 is arranged in the form of a gear at one end, which in FIG. 2 is shown next to the sketched internal combustion engine 1. The Drehzahlgeberrad 12 has a defined number of teeth 13 made of iron or steel, which are arranged continuously on the circumference of the Drehzahlgeberrades 12 and are interrupted by a gap or more gaps 14. Opposite the Drehzahlgeberrad 12, 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 Kurbelwellengeberrades 12 signals that the crankshaft 5 has completed a revolution, wherein a duty cycle of a cylinder 2 is completed.

An jeder Nockenwelle 8, 9, 10, 11 ist ein Nockenwellengeberrad 17 angeordnet, welches in Figur 2 nur am Beispiel der Nockenwelle 9 dargestellt ist. Dieses Nockenwellengeberrad 17 weist ebenfalls Zähne auf, die von Lücken unterbrochen sind. Allerdings ist das Nockenwellengeberrad 17 nicht so differenziert unterteilt wie das Kurbelwellengeberrad 12, welches 60 -2 Zähne besitzt, während das Nockenwellengeberrad 17 im vorliegenden Beispiel nur 3 Zähne aufweist.On each camshaft 8, 9, 10, 11 a Nockenwellengeberrad 17 is arranged, which in FIG. 2 only shown by the example of the camshaft 9. This Nockenwellengeberrad 17 also has teeth that are interrupted by gaps are. However, 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.

Die Nockenwellen 8, 9, 10, 11 werden über ein nicht weiter dargestelltes Getriebe von der Kurbelwelle 5 angetrieben, wobei das Getriebe ein solches Übersetzungsverhältnis aufweist, dass sich die Nockenwellen 8, 9, 10, 11 nur halb so schnell drehen wie die Kurbelwelle 5.The camshafts 8, 9, 10, 11 are driven by a not further shown gear by the crankshaft 5, wherein the transmission has such a gear ratio that the camshafts 8, 9, 10, 11 rotate only half as fast as the crankshaft. 5 ,

Um die Steuerzeit der Einlass- bzw. Auslassventile durch die Nockenwelle 8, 9, 10, 11 zu variieren, wird die jeweilige Nockenwelle 8, 9, 10, 11 gegenüber der Kurbelwelle 5 um einen bestimmten Winkel verdreht. Die Verstellung der Nockenwelle 8, 9, 10, 11 erfolgt in Abhängigkeit von der Drehzahl des Verbrennungsmotors 1 und bedeutet, dass die Öffnung des Einlass- oder Auslassventiles 6, 7 gegenüber dem Kurbelwinkel der Kurbelwelle 5 verändert wird. Dazu wird z.B. ein hydraulischer Nockenwellenversteller 20 genutzt, wie er in Figur 3 im Zusammenhang mit der Nockenwelle 9 dargestellt ist. Ein Zahnrad 21 des Getriebes dreht, wie bereits erläutert, die Nockenwelle 9. Der Nockenwellenversteller 20, welcher ebenfalls mit dem Steuergerät 16 verbunden ist und von diesem angesteuert wird, verschiebt die Position der Nockenwelle 9 zum Zahnrad 21, so dass das Ventil 2 früher oder später geschlossen wird, wodurch eine Effizienzsteigerung des Verbrennungsmotors 1 erzielt wird.In order to vary the timing of the intake and exhaust valves through the camshaft 8, 9, 10, 11, the respective camshaft 8, 9, 10, 11 is rotated relative to the crankshaft 5 by a certain angle. The adjustment of the camshaft 8, 9, 10, 11 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 with respect to the crank angle of the crankshaft 5 is changed. For this example, a hydraulic camshaft adjuster 20 is used as in FIG. 3 in connection with the camshaft 9 is shown. A gear 21 of the transmission rotates, as already explained, the camshaft 9. The camshaft adjuster 20, which is also connected to the control unit 16 and is controlled by this, shifts the position of the camshaft 9 to the gear 21, so that the valve 2 earlier or is closed later, whereby an increase in efficiency of the internal combustion engine 1 is achieved.

Insbesondere Überschneidungen in den Öffnungszeiten der Einlass- und Auslassventile beeinflussen die Eigenschaften des Verbrennungsmotors 1 grundlegend. Ein Verbrennungsmotor 1 mit geringerer Überschneidung hat ein eher hohes Drehmoment bei niedrigen Drehzahlen. Durch große Überschneidungen lässt sich eine höhere Maximalleistung des Verbrennungsmotors 1 erreichen.In particular, 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.

Wird nun festgestellt, dass der Kurbelwellensensor 5, mittels welchem nicht nur die Drehzahl des Verbrennungsmotors 1, sondern auch dessen Position festgestellt wird, ein stark gestörtes Ausgangssignal oder gar kein Signal mehr liefert, schaltet das Steuergerät 16 in einen sogenannten Kurbelwellennotlauf. In diesem Kurbelwellennotlauf wird eine der vier Nockenwellen 8, 9, 10, 11 des Verbrennungsmotors 1 in eine Referenzlage zur Kurbelwelle 5 gebracht. Im vorliegenden Beispiel ist dies die Nockenwelle 11, die die Auslassventile 7 der zweiten Ebene 4 der Zylinder 2 steuert. Durch diese Referenzlage entsteht eine feste Beziehung zwischen der Bewegung der Kurbelwelle 5 und der Nockenwelle 11, wodurch die Motorposition definiert bestimmt werden kann. Auch an dieser Nockenwelle 11 ist ein Nockenwellengeberrad 17 an einem Ende angeordnet, welchem ein Nockenwellensensor 18 gegenüberliegt (Figur 2). Dabei wird das Magnetfeld des als Hall-Sensor ausgebildeten Nockenwellensensor 15 durch die einzelnen Zähne des Nockenwellengeberades 17 verändert, was als Signal zum Steuergerät 16 weitergeleitet wird, welches aus diesem Signal die Drehzahl und die Position des Verbrennungsmotors 1 ableitet.If it is now established that the 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. In this crankshaft emergency one of the four camshafts 8, 9, 10, 11 of the internal combustion engine 1 is brought into a reference position to the crankshaft 5. In the present example, this is the camshaft 11, which is the second level exhaust valves 7 4, the cylinder 2 controls. By this reference position creates a fixed relationship between the movement of the crankshaft 5 and the camshaft 11, whereby the engine position can be defined defined. Also on this camshaft 11, a Nockenwellengeberrad 17 is disposed at one end, which is opposed by a camshaft sensor 18 ( FIG. 2 ). In this case, 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.

Die verbleibenden drei Nockenwellen 8, 9, 10, welche nicht zur Bestimmung von Position und Drehzahl des Verbrennungsmotors 1 benötigt werden, stehen zur Verstellung zur Verfügung, wodurch das Abgasverhalten des Verbrennungsmotors 1 über die Regelung der beiden Einlassnockenwellen 8, 9 und der verbleibenden Auslassnockenwelle 10 verbessert wird. Dadurch, dass mehrere Nockenwellen zu Verstellung in der bereits beschriebenen Art und Weise zur Verfügung stehen, sind Einlass- und Auslasssteuerzeiten einstellbar, welche in allen Drehzahlbereichen des Verbrennungsmotors 1 eine möglichst effiziente Zylinderfüllung bewirken.The remaining three camshafts 8, 9, 10, which are not required for determining 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. The fact that several camshafts are available for adjustment in the manner already described, inlet and Auslasssteuerzeiten are adjustable, which cause as efficient as possible cylinder filling in all speed ranges of the internal combustion engine 1.

Claims (10)

  1. Method for operating an internal combustion engine in the case of a disruption of a crankshaft sensor, the internal combustion engine (1) having at least two camshafts (8, 9, 10, 11) and a rotational speed and/or a position of the internal combustion engine (1) being derived from a signal which is picked up from the camshaft (8, 9, 10, 11), characterized in that only a first camshaft (11) is used to determine the rotational speed and/or the position of the internal combustion engine (1), whereas the rotational angle of the second camshaft (8, 9, 10) is adjusted, in order to set a variable valve timing mechanism at the inlet or outlet valves (6, 7) of the internal combustion engine (1) which are driven by the second camshaft (8, 9, 10).
  2. Method according to Claim 1, characterized in that the first camshaft (11) assumes a reference position with respect to a crankshaft (5) which is driven by the internal combustion engine (1), and rotates at a predefined transmission ratio with respect to the crankshaft (5), the rotational movement of the camshaft (11) being detected by a camshaft sensor (18).
  3. Method according to Claim 1 or 2, characterized in that the first camshaft (11) which is situated in the reference position with respect to the crankshaft (5) opens and/or closes the outlet valves (7) of the internal combustion engine (1), whereas the second camshaft (8, 9, 10) which is loaded with the rotation opens and/or closes the inlet valves (6) of the internal combustion engine (1).
  4. Method according to Claim 1, 2 or 3, characterized in that, in the case of the use of more than two camshafts (8, 9, 10, 11), only the first camshaft (11) is held in the reference position with respect to the crankshaft (5), whereas the rotational angle of the remaining camshafts (8, 9, 10) is adjusted.
  5. Method according to Claim 4, characterized in that the adjustment of the rotational angle of the camshafts (8, 9, 10) takes place depending on the rotational speed and/or position of the internal combustion engine (1) which are/is detected by the camshaft sensor (18).
  6. Method according to Claim 5, characterized in that, in the case of the adjustment of its rotational angle, the camshaft (8, 9, 10) which is driven by the crankshaft (5) is displaced out of its predetermined position with respect to the crankshaft (5), in order to change the control times of the inlet or outlet valves (6, 7) of the internal combustion engine (1).
  7. Method according to at least one of the preceding claims, characterized in that the adjustment of the second camshaft (8, 9, 10) takes place between two fixedly predetermined rotational angles within an adjustment range of the second camshaft (8, 9, 10).
  8. Method according to at least one of Claims 1 to 6, characterized in that the adjustment of the second camshaft (8, 9, 10) takes place in an infinitely variable manner within the adjustment range of the camshaft (8, 9, 10).
  9. Apparatus for operating an internal combustion engine in the case of a disruption of a crankshaft sensor, the internal combustion engine (1) having at least two camshafts (8, 9, 10, 11) and a rotational speed and/or the position of the internal combustion engine (1) being determined from a signal which is picked up from the camshaft rotation, characterized in that only a first camshaft (11) is used to determine the rotational speed and/or the position of the internal combustion engine (1), whereas there are means (16, 20) which adjust the rotational angle of the second camshaft (8, 9, 10), in order to set a variable valve timing mechanism at the inlet or outlet valves (6, 7) of the internal combustion engine (1) which are driven by the second camshaft (8, 9, 10).
  10. Apparatus according to Claim 9, characterized in that the respective rotational movement of the first and the second camshaft (8, 9, 10, 11) is controlled by a control unit (16), the control unit (16) which adjusts the first camshaft (11) into a reference position with respect to the crankshaft (5) being connected to a camshaft sensor (18) which detects the rotational movement of the first camshaft (11), from which rotational movement the control unit (16) determines the rotational speed and/or the position of the internal combustion engine (1) and, depending on the determined rotational speed of the internal combustion engine (1), actuates an actuating device (20) which is connected to the second camshaft (8, 9, 10), in order to rotate the rotational angle of the second camshaft (8, 9, 10).
EP11707635.6A 2010-03-19 2011-03-01 Arrangement and method for driving an engine during failure of crankshaft angle sensor Not-in-force EP2547876B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010003051A DE102010003051A1 (en) 2010-03-19 2010-03-19 Method and device for operating an internal combustion engine in the event of a malfunction of a crankshaft sensor
PCT/EP2011/053026 WO2011113690A1 (en) 2010-03-19 2011-03-01 Method and device for operating an internal combustion engine in the event of a fault of a crankshaft sensor

Publications (2)

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EP2547876A1 EP2547876A1 (en) 2013-01-23
EP2547876B1 true EP2547876B1 (en) 2014-05-07

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EP11707635.6A Not-in-force EP2547876B1 (en) 2010-03-19 2011-03-01 Arrangement and method for driving an engine during failure of crankshaft angle sensor

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US (1) US20130092114A1 (en)
EP (1) EP2547876B1 (en)
KR (1) KR101680929B1 (en)
CN (1) CN102791964B (en)
DE (1) DE102010003051A1 (en)
WO (1) WO2011113690A1 (en)

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US20130092114A1 (en) 2013-04-18
CN102791964B (en) 2014-10-29
DE102010003051A1 (en) 2011-09-22
KR20130008025A (en) 2013-01-21
EP2547876A1 (en) 2013-01-23
WO2011113690A1 (en) 2011-09-22
KR101680929B1 (en) 2016-11-29
CN102791964A (en) 2012-11-21

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