EP3017154B1 - Ensemble arbres à cames de moteur à combustion interne à pistons alternatifs et moteur à combustion interne à pistons alternatifs doté d'un tel ensemble arbres à cames - Google Patents

Ensemble arbres à cames de moteur à combustion interne à pistons alternatifs et moteur à combustion interne à pistons alternatifs doté d'un tel ensemble arbres à cames Download PDF

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Publication number
EP3017154B1
EP3017154B1 EP14780879.4A EP14780879A EP3017154B1 EP 3017154 B1 EP3017154 B1 EP 3017154B1 EP 14780879 A EP14780879 A EP 14780879A EP 3017154 B1 EP3017154 B1 EP 3017154B1
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EP
European Patent Office
Prior art keywords
camshaft
encoder wheel
internal combustion
combustion engine
quick
Prior art date
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EP14780879.4A
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German (de)
English (en)
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EP3017154A1 (fr
Inventor
Jan Knaup
Leonhard Lang
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Volkswagen AG
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Volkswagen AG
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Publication date
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Publication of EP3017154A1 publication Critical patent/EP3017154A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals

Definitions

  • the invention relates to a camshaft arrangement of a reciprocating internal combustion engine having at least one phase-adjustable inlet camshaft and at least one phase-adjustable exhaust camshaft and a reciprocating internal combustion engine with such a camshaft arrangement.
  • DE 195 27 503 A1 It is known to determine the angular position of crankshaft and camshaft with reciprocating internal combustion engines by means of suitable sensor systems. In this regard, reference is made in particular to the arrangement of encoder wheels with associated sensors. DE 195 27 503 A1 does not refer to reciprocating internal combustion engines with two camshafts, in particular not on reciprocating internal combustion engines with two phase-adjustable camshafts.
  • DE 10 2008 032 026 Al a camshaft sensor unit for determining the absolute position of a camshaft of a reciprocating internal combustion engine with a transmitter wheel is known.
  • the sender wheel has a number of triggers distributed over its circumference, which allows an angle recognition accuracy of less than 20 ° NW (degree camshaft).
  • DE 20 2008 032 026 A1 does not refer to reciprocating internal combustion engines with two phase-variable camshafts.
  • DE 101 56 780 A1 is a reciprocating internal combustion engine with an intake camshaft and an exhaust camshaft known, with only the exhaust camshaft is designed to be phase-adjustable and this is associated with a so-called Schnellstartgeberrad.
  • DE 101 56 780 A1 does not refer to reciprocating internal combustion engines with two phase-variable camshafts.
  • the invention is based on the object, a camshaft arrangement for a reciprocating internal combustion engine having at least one phase-adjustable inlet camshaft and at least one phase-adjustable exhaust camshaft and a reciprocating internal combustion engine be provided with such a camshaft assembly that ensure a quick start capability of the reciprocating internal combustion engine, are inexpensive to implement and at the same time allow increased accuracy in the position detection of the camshaft.
  • a camshaft assembly for a reciprocating internal combustion engine with at least one phase-adjustable intake camshaft and at least one phase-adjustable exhaust camshaft of at least one phase-adjustable exhaust camshaft is assigned a Schnellstartgeberrad unit and the at least one phase-variable intake camshaft assigned a Complexzisionsgeberrad unit, said Precision encoder wheel unit has a higher resolution than the Schnellstartgeberrad unit.
  • this may be done by the combination of the signals of the quick start gear unit and the crankshaft sensor unit (e.g., detection of a sensor passing edge or other mark) being unique.
  • the signals of the quick start gear unit and the crankshaft sensor unit e.g., detection of a sensor passing edge or other mark
  • a quick-starting-gear unit is understood as meaning, in particular, the combination of a quick-starting-sensor wheel comprising n 1 segments with a fast-starting-sensor wheel sensor cooperating therewith, which is designed to reduce the starting time of a reciprocating internal combustion engine by providing reliable information during the starting process of a reciprocating internal combustion engine provides to the position of the exhaust valves.
  • Such Schnellstartgeberrad units are known from the prior art. The invention assumes that the phasers of the intake camshaft and the exhaust camshaft are locked in unique reference positions at the start of the reciprocating internal combustion engine in a known manner, so that not only the position of the exhaust Camshaft, but also the position of the intake camshaft is known.
  • a Retriggerrad unit Under a Rezisionsgeberrad unit is presently understood in particular the combination of a Rezisionsgeberrades with n 2 segments and a cooperating with this Rezisionsgeberrad sensor which has a higher resolution than the Schnellstartgeberrad unit and is designed to provide additional information regarding the operation of a reciprocating internal combustion engine To provide the degree of filling of individual cylinders by accurately determining the closing timing of the intake valves via the intake camshaft position. This is done by the permanent signal evaluation of Rezisionsgeberrades means of Rezisionsgeberrad sensor, in particular during operation of the reciprocating internal combustion engine.
  • “higher resolution” is meant here that the number of segments of the recuperzisionsgeberrades is greater than the corresponding number of Schnellstartgeberrades.
  • One revolution of the intake camshaft is therefore "resolved higher” by means of the precision gear unit, ie divided into smaller sections than with the quick start gear unit.
  • the quick start gear unit and the precision gear unit are used for different purposes, namely the quick start gear unit for detecting the position of the crank and timing gear of a reciprocating internal combustion engine during startup with locked camshaft timers on the one hand and the precision gear wheel On the other hand, unit for improving charge detection during operation of the reciprocating internal combustion engine.
  • the precision encoder wheel is therefore preferably divided into a plurality of equally sized segments of uniform segment pitch (the only exception is often a reference mark with omission or doubling of a segment), while the quick-start gear wheel comprises fewer segments and often has uneven segment pitch.
  • the Quick Start Transmitter Unit additionally provides position sensing of the exhaust camshaft during engine operation, but with less accuracy than the Precision Transducer Unit.
  • a camshaft assembly according to the invention has the advantage that by assigning an arrangement of a Rezisionsgeberrad unit to a phase-variable intake camshaft and assigning a Schnellstartgeberrad unit to a phase-variable exhaust camshaft, a high accuracy of the position detection of the intake camshaft with simultaneous quick start capability is enabled and thereby In a variety of operating conditions a more precise and thus more efficient injection and combustion in a reciprocating internal combustion engine is made possible.
  • the invention therefore represents Reciprocating internal combustion engines with dual phasing (ie, with phase-variable intake camshaft and phased-out exhaust camshaft) is a preferred compromise of manufacturing cost and accuracy in terms of charge detection of reciprocating internal combustion engines.
  • segment in the present case means any means for generating and detecting at least two different signals that allows a position evaluation.
  • Such means are, in particular, geometrically recognizable elements (such as flanks with raised and recessed areas therebetween, teeth, gaps, slots), magnetic fields and / or optical marks that can be detected by known sensors.
  • segments and sensors are used which can be distinguished between exactly two different states or signals (e.g., high / low or 0/1).
  • radially extending is not necessarily meant an exclusively radial extension direction. Extending directions of flanks F, which extend partly in the radial direction and partly in the circumferential direction, should also be encompassed by this formulation. In the latter case, they can be differentiated from the raised areas e and the recessed areas v, in particular when the raised areas e and the recessed areas v extend exclusively in the circumferential direction.
  • all elevated regions e and / or all recessed regions v of a quick-start transmitter wheel and / or a precision encoder wheel are each arranged on a circle arranged concentrically about the axis of rotation D of the respective camshaft.
  • the number of segments n 1 of the precision encoder wheel is at least (2 * n 2 -1).
  • the number of segments n 1 is either (x * n 2 ), (x * n 2 +1) or (x * n 2 -1), where x is a positive integer and n 2 is the number of segments of the quick-start wheel is.
  • the value (x * n 2 -1) results when a higher range e is omitted as the marking of a complete revolution for the precision gear wheel (gap as marking).
  • a gap as a mark is particularly preferred if the proposed recuperzisionsgeberrad sensor could not trigger an additional mark or not reliable, ie, if the existing markers already the resolution of the intended recuperzisionsgeberrad sensor is fully or largely exhausted.
  • the value (x * n 2 ) results when an additional mark independent of the segments is made on the precision encoder wheel.
  • An additional marking is particularly preferred if it can be reliably detected by the intended recuperzisionsgeberrad sensor.
  • the Retriggerrad has a larger outer diameter than the Schnellstartgeberrad.
  • the higher resolution (i.e., more segmented) precision encoder wheel can be made with larger absolute tolerances because the length of the raised and recessed areas (which are usually circular arc sections) become longer as the diameter increases.
  • the invention also relates to a reciprocating internal combustion engine with a camshaft arrangement as described above.
  • the term reciprocating internal combustion engine specifically refers to four-stroke gasoline engines of motor vehicles.
  • the invention is not limited thereto, but can also be used in particular for other vehicles, such as for marine or aircraft engines, as well as for stationary engines.
  • the latter has z cylinders, the number n 2 of the segments of the quick-starting sensor wheel (12) corresponding to an integer multiple of the number z of the cylinders. Integer multiples designate in particular a number of segments n 2 corresponding exactly to the number z of the cylinders.
  • each individual cylinder of the reciprocating internal combustion engine is assigned the same number of evaluable signals in the charge cycle or power stroke.
  • a reciprocating internal combustion engine comprises a crankshaft, which is associated with its own crankshaft-Geberrad unit.
  • a crankshaft-donor wheel unit is preferably a donor wheel with a plurality of teeth, lugs and / or slots, which are distributed uniformly over the circumference, wherein the resolution, the higher the number of teeth, lugs and / or Slots are arranged distributed over the circumference.
  • crankshaft, the at least one intake camshaft and the at least one exhaust camshaft of a reciprocating internal combustion engine according to the invention are interconnected via a common control drive and are driven together. This saves separate drive units and a synchronization of these drive units.
  • FIG. 1 shows a schematic view of a rotation axis D K of a crankshaft, not shown, a rotation axis D A of an exhaust camshaft, not shown, and a rotation axis D E of an unillustrated intake camshaft of a series four-cylinder internal combustion engine (gasoline engine).
  • the exhaust camshaft is coupled to a quick start gear unit 10 that includes a quick start gear wheel 12 and a quick start gear sensor 14.
  • the Schnellstartgeberrad 12 includes four mutually arranged elevated areas e and recessed areas v, which are connected to each other via exclusively in the radial direction extending flanks F. The raised areas may also be referred to as “teeth.”
  • By “coupled” is meant here that the Schnellstartgeberrad 12 is rotatably connected to the exhaust camshaft. This can be done in particular by integral formation of a Schnellstartgeberrades 12 with the camshaft or by rotationally fixed connection of a separate Schnellstartgeberrades 12 (as in FIG. 1 shown) with the camshaft.
  • the Schnellstartgeberrad sensor 14 is determined whether in the measuring range of the Schnellstartgeberrad sensor 14 is just a raised area e and / or a recessed area v. From this, current positions of the exhaust valves are derived. As in FIG. 1 can be seen, the Schnellstartgeberrad 12 four segments with nonuniform segment division, ie, the angular range of a recessed area v and the angular range of a raised portion e of a segment are of different sizes.
  • the intake camshaft is coupled to a precision encoder wheel assembly 20 that includes a precision encoder wheel 22 and a precision encoder wheel sensor 24.
  • the evaluation can be done, for example, in a known manner by measuring the magnetic flux density over the rotation angle of the intake camshaft. The evaluation is used to determine the degree of filling of the reciprocating internal combustion engine.
  • the elevated area e which in FIG.
  • the recuperativesgeberrad 22 thus has twelve segments with a uniform (simple) division, whereby a segment with a simple division was "divided" into two segments with half pitch by the reference mark described above.
  • crankshaft is coupled to a crankshaft donor wheel unit 30 that includes a crankshaft donor wheel 32 and a crankshaft donor wheel sensor 34.
  • the crankshaft phaser wheel 32 includes a plurality of uniformly circumferentially distributed teeth 36 and a tooth space 38 that serves as a reference mark.
  • the sensors 14, 24, 34 are known Hall sensors. It is the person skilled in the art to use other suitable sensors instead of these sensors 14, 24, 34, and in particular if the segments are deviated instead of increased area e and recessed areas v (eg magnetic and / or optical segments and corresponding sensors). ,
  • d e1 80 mm
  • d v1 72 mm
  • d e2 60 mm.
  • the dimension d v2 can be suitably adapted to the accuracy of the quick start sensor 14. In the embodiment shown, d v2 is approximately 50 mm. It is advantageous in an inventive arrangement, if d e1 is selected to be larger than d e2 , since the resolution of the Rezisionsgeberrades 22 is higher and the required tolerances may be greater, the greater d ei1 is selected.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (10)

  1. Turbocompresseur à gaz d'échappement comprenant une turbine, la turbine présentant un carter de turbine (10) qui, en amont d'une roue mobile de turbine (12), constitue un canal d'entrée (18) et en aval de la roue mobile de turbine (12), un canal de sortie (22), la surface en section transversale dans le canal de sortie (22) pouvant être modifiée au moyen d'un dispositif d'ajustement (24), caractérisé en ce que le dispositif d'ajustement (24) présente un système de paroi en forme d'entonnoir disposé à l'intérieur du canal de sortie (22), une section transversale d'entrée ou de sortie du système de paroi pouvant être modifiée par un écartement plus ou moins important du système de paroi.
  2. Turbocompresseur à gaz d'échappement selon la revendication 1, caractérisé en ce que dans le canal d'entrée (18) sont disposées une ou plusieurs aubes directrices réglables (20).
  3. Turbocompresseur à gaz d'échappement selon la revendication 1 ou 2, caractérisé en ce que le système de paroi en forme d'entonnoir s'élargit dans la direction d'écoulement du gaz d'échappement.
  4. Turbocompresseur à gaz d'échappement selon l'une quelconque des revendications 1 à 3, caractérisé en ce que la section transversale d'entrée du système de paroi peut être modifiée par un écartement plus ou moins important du système de paroi.
  5. Turbocompresseur à gaz d'échappement selon l'une quelconque des revendications 1 à 4, caractérisé en ce que le système de paroi présente une pluralité de premiers éléments de paroi (26) qui sont disposés sous forme annulaire de manière espacée les uns des autres dans la direction périphérique et présente une pluralité de deuxièmes éléments de paroi (28) qui sont disposés sous forme annulaire de manière espacée les uns des autres dans la direction périphérique, les deuxièmes éléments de paroi (28) recouvrant les espaces entre les premiers éléments de paroi (26) et un dispositif de réglage (34) étant prévu, au moyen duquel des premières extrémités constituant la section transversale d'entrée ou de sortie des premiers éléments de paroi (26) et/ou des deuxièmes éléments de paroi (28) peuvent être déplacées dans la direction radiale.
  6. Turbocompresseur à gaz d'échappement selon la revendication 5, caractérisé en ce que les premiers et/ou les deuxièmes éléments de paroi (26, 28) sont supportés de manière rotative.
  7. Turbocompresseur à gaz d'échappement selon la revendication 6, caractérisé en ce qu'au moins certains des premiers et/ou des deuxièmes éléments de paroi (26, 28) sont supportés à la manière d'une bascule de telle sorte que dans le cas d'un déplacement radial orienté vers l'intérieur des premières extrémités de ces éléments de paroi (26, 28), des deuxièmes extrémités de ces éléments de paroi (26, 28) soient déplacées radialement vers l'extérieur, ce qui s'associe avec une précontrainte élastique d'un élément de ressort.
  8. Turbocompresseur à gaz d'échappement selon l'une quelconque des revendications 5 à 7, caractérisé en ce que les premiers et/ou les deuxièmes éléments de paroi (26, 28) présentent une section transversale en forme de U.
  9. Turbocompresseur à gaz d'échappement selon l'une quelconque des revendications 5 à 8, caractérisé en ce que le dispositif de réglage (34) comprend une bague de réglage (36) avec une ou plusieurs fentes de guidage (38), des premiers et/ou deuxièmes éléments de paroi (26, 28) étant guidés dans une ou plusieurs des fentes de guidage (28) de telle sorte qu'une rotation de la bague de réglage (36) conduise à un déplacement radial de ces éléments de paroi (26, 28) dans la direction radiale.
  10. Turbocompresseur à gaz d'échappement selon l'une quelconque des revendications précédentes, caractérisé en ce que le dispositif d'ajustement (24) comprend un diaphragme à lamelles (44).
EP14780879.4A 2013-10-24 2014-10-06 Ensemble arbres à cames de moteur à combustion interne à pistons alternatifs et moteur à combustion interne à pistons alternatifs doté d'un tel ensemble arbres à cames Active EP3017154B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201310221638 DE102013221638A1 (de) 2013-10-24 2013-10-24 Nockenwellenanordnung einer Hubkolbenrennkraftmaschine sowie Hubkolbenbrennkraftmaschine mit einer solchen Nockenwellenanordnung
PCT/EP2014/071341 WO2015058953A1 (fr) 2013-10-24 2014-10-06 Ensemble arbres à cames de moteur à combustion interne à pistons alternatifs et moteur à combustion interne à pistons alternatifs doté d'un tel ensemble arbres à cames

Publications (2)

Publication Number Publication Date
EP3017154A1 EP3017154A1 (fr) 2016-05-11
EP3017154B1 true EP3017154B1 (fr) 2016-11-16

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EP14780879.4A Active EP3017154B1 (fr) 2013-10-24 2014-10-06 Ensemble arbres à cames de moteur à combustion interne à pistons alternatifs et moteur à combustion interne à pistons alternatifs doté d'un tel ensemble arbres à cames

Country Status (6)

Country Link
EP (1) EP3017154B1 (fr)
KR (1) KR101682341B1 (fr)
CN (1) CN105658916B (fr)
DE (1) DE102013221638A1 (fr)
RU (1) RU2637798C2 (fr)
WO (1) WO2015058953A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3085422B1 (fr) * 2018-08-29 2020-11-27 Continental Automotive France Cible d'arbre a cames reversible

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DE4304163A1 (de) * 1993-02-12 1994-08-25 Bosch Gmbh Robert Einrichtung zur Steuerung der Kraftstoffeinspritzung bei einer Brennkraftmaschine
DE19527503A1 (de) 1995-07-27 1997-01-30 Bosch Gmbh Robert Elektronisches Steuersystem für eine Brennkraftmaschine
US5715780A (en) * 1996-10-21 1998-02-10 General Motors Corporation Cam phaser position detection
DE19650250A1 (de) * 1996-12-04 1998-06-10 Bosch Gmbh Robert Einrichtung zur Regelung einer Brennkraftmaschine
DE19900641A1 (de) * 1999-01-11 2000-01-27 Siemens Ag Vorrichtung und Verfahren zur Drehwinkelerkennung der Nockenwelle einer mehrzylindrigen Brennkraftmaschine
DE19946077A1 (de) * 1999-09-25 2001-04-19 Volkswagen Ag Verfahren zur Regelung der Lage einer Nockenwelle und Anordnung zur Durchführung des Verfahrens
US6474278B1 (en) 2000-11-20 2002-11-05 General Motors Corporation Global cam sensing system
DE10320046B4 (de) * 2003-02-27 2014-03-20 Robert Bosch Gmbh Anordnung zur Bestimmung der Kurbelwellenlage einer mehrzylindrigen Brennkraftmaschine
EP1947301A3 (fr) * 2003-03-29 2010-03-17 Hydraulik-Ring Gmbh Dispositif de levée variable de soupape pour le réglage de la levée des soupapes d'échange de gaz d'un moteur à combustion interne
DE102004001716A1 (de) * 2004-01-13 2005-08-18 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
JP4443606B2 (ja) * 2004-09-24 2010-03-31 シエツフレル コマンディートゲゼルシャフト 往復動機関のカム軸の、クランク軸に対する相対回転角度位置を調整設定するための装置
DE102005016599A1 (de) * 2005-04-11 2006-10-12 Siemens Ag Nockenwellengeberrad für eine Nockenwellensensorvorrichtung
JP4508215B2 (ja) * 2007-05-24 2010-07-21 トヨタ自動車株式会社 内燃機関の制御装置
DE102007054979A1 (de) * 2007-11-17 2009-05-20 Daimler Ag Ventiltriebvorrichtung
DE102008032026A1 (de) 2008-07-07 2010-01-14 Schaeffler Kg Nockenwellensensoreinheit und Verfahren zur Steuerung eines elektromechanischen Nockenwellenverstellers eines Verbrennungsmotors bei Motorstart
DE102008049103A1 (de) * 2008-09-26 2010-04-01 Daimler Ag Ventiltriebvorrichtung
DE102011056833B4 (de) * 2011-12-21 2023-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Ventiltriebvorrichtung für eine Brennkraftmaschine

Also Published As

Publication number Publication date
DE102013221638A1 (de) 2015-04-30
RU2637798C2 (ru) 2017-12-07
CN105658916A (zh) 2016-06-08
WO2015058953A1 (fr) 2015-04-30
CN105658916B (zh) 2018-10-19
RU2016108514A (ru) 2017-11-29
KR101682341B1 (ko) 2016-12-12
KR20160070156A (ko) 2016-06-17
EP3017154A1 (fr) 2016-05-11

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