EP2547876B1 - Dispositif et methode de controle d'un moteur en cas de defaillance du capteur de position de vilebrequin - Google Patents

Dispositif et methode de controle d'un moteur en cas de defaillance du capteur de position de vilebrequin 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)
English (en)
Other versions
EP2547876A1 (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
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Filing date
Publication date
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Publication of EP2547876A1 publication Critical patent/EP2547876A1/fr
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Publication of EP2547876B1 publication Critical patent/EP2547876B1/fr
Not-in-force legal-status Critical Current
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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.

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  • 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)

Claims (10)

  1. Procédé pour faire fonctionner un moteur à combustion interne dans le cas d'une défaillance d'un capteur de vilebrequin, le moteur à combustion interne (1) présentant au moins deux arbres à cames (8, 9, 10, 11) et un régime et/ou une position du moteur à combustion interne (1) étant déduits d'un signal prélevé de l'arbre à cames (8, 9, 10, 11), caractérisé en ce que pour déterminer le régime et/ou la position du moteur à combustion interne (1), on n'utilise qu'un premier arbre à cames (11), tandis que le deuxième arbre à cames (8, 9, 10) est réglé en termes de son angle de rotation afin d'ajuster une commande de soupape variable au niveau des soupapes d'admission ou d'échappement (6, 7) du moteur à combustion interne (1) entraînées par le deuxième arbre à cames (8, 9, 10) .
  2. Procédé selon la revendication 1, caractérisé en ce que le premier arbre à cames (11) adopte une position de référence par rapport à un vilebrequin (5) entraîné par le moteur à combustion interne (1) et tourne suivant un rapport de transmission prédéfini par rapport au vilebrequin (5), le mouvement de rotation de l'arbre à cames (11) étant détecté par un capteur d'arbre à cames (18).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que le premier arbre à cames (11) se trouvant dans la position de référence par rapport au vilebrequin (5) ouvre et/ou ferme les soupapes d'échappement (7) du moteur à combustion interne (1), tandis que le deuxième arbre à cames (8, 9, 10) soumis à la rotation ouvre et/ou ferme les soupapes d'admission (6) du moteur à combustion interne (1).
  4. Procédé selon la revendication 1, 2 ou 3, caractérisé en ce que dans le cas de l'utilisation de plus de deux arbres à cames (8, 9, 10, 11) seul le premier arbre à cames (11) est retenu dans la position de référence par rapport au vilebrequin (5), tandis que les arbres à cames restants (8, 9, 10) sont réglés en termes de leur angle de rotation.
  5. Procédé selon la revendication 4, caractérisé en ce que le réglage des arbres à cames (8, 9, 10) en termes de leur angle de rotation se produit en fonction du régime et/ou de la position du moteur à combustion interne (1) détecté(e)(s) par le capteur d'arbre à cames (18).
  6. Procédé selon la revendication 5, caractérisé en ce que lors du réglage de son angle de rotation, l'arbre à cames (8, 9, 10) entraîné par le vilebrequin (5) est déplacé hors de sa position prédéfinie par rapport au vilebrequin (5) afin de faire varier les temps de commande des soupapes d'admission ou d'échappement (6, 7) du moteur à combustion interne (1).
  7. Procédé selon au moins l'une quelconque des revendications précédentes, caractérisé en ce que le réglage du deuxième arbre à cames (8, 9, 10) entre deux angles de rotation prédéfinis fixement se produit à l'intérieur d'une plage de réglage du deuxième arbre à cames (8, 9, 10).
  8. Procédé selon au moins l'une quelconque des revendications 1 à 6, caractérisé en ce que le réglage du deuxième arbre à cames (8, 9, 10) s'effectue de manière continue à l'intérieur de la plage de réglage de l'arbre à cames (8, 9, 10).
  9. Dispositif pour faire fonctionner un moteur à combustion interne dans le cas d'une défaillance d'un capteur de vilebrequin, le moteur à combustion interne (1) présentant au moins deux arbres à cames (8, 9, 10, 11) et un régime et/ou la position du moteur à combustion interne (1) étant déterminés à partir d'un signal prélevé de la rotation de l'arbre à cames, caractérisé en ce que pour déterminer le régime et/ou la position du moteur à combustion interne (1), on n'utilise qu'un premier arbre à cames (11), tandis que des moyens (16, 20) sont prévus, lesquels règlent le deuxième arbre à cames (8, 9, 10) en termes de son angle de rotation, afin d'ajuster une commande de soupape variable au niveau des soupapes d'admission ou d'échappement (6, 7) du moteur à combustion interne (1) entraînées par le deuxième arbre à cames (8, 9, 10).
  10. Dispositif selon la revendication 9, caractérisé en ce que le premier et le deuxième arbre à cames (8, 9, 10, 11) sont commandés dans leur mouvement de rotation respectif par un appareil de commande (16), l'appareil de commande (16), qui ajuste le premier arbre à cames (11) dans une position de référence par rapport au vilebrequin (5), étant connecté à un capteur d'arbre à cames (18) qui détecte le mouvement de rotation du premier arbre à cames (11), à partir duquel l'appareil de commande (16) détermine le régime et/ou la position du moteur à combustion interne (1) et, en fonction du régime déterminé du moteur à combustion interne (1), commande un dispositif de réglage (20) connecté au deuxième arbre à cames (8, 9, 10) afin de faire tourner l'angle de rotation du 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 EP2547876A1 (fr) 2013-01-23
EP2547876B1 true EP2547876B1 (fr) 2014-05-07

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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)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2978833B1 (fr) * 2011-08-04 2014-05-02 Continental Automotive France Procede de calibration automatique d'un capteur d'arbre a cames pour vehicule automobile
DE102013210741A1 (de) * 2013-06-10 2014-12-11 Robert Bosch Gmbh Verfahren zum Bestimmen einer mittleren Segmentzeit eines Geberrads einer Brennkraftmaschine
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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DE102010003051A1 (de) 2011-09-22
EP2547876A1 (fr) 2013-01-23
WO2011113690A1 (fr) 2011-09-22
KR20130008025A (ko) 2013-01-21
KR101680929B1 (ko) 2016-11-29
CN102791964A (zh) 2012-11-21
CN102791964B (zh) 2014-10-29
US20130092114A1 (en) 2013-04-18

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