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
  • F01L1/047—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
  • 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
  • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
  • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
• • 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
• • 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
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
  • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
• • 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
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
  • F02D41/28—Interface circuits
• • 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
  • F01L2013/11—Sensors for variable valve timing
  • F01L2013/111—Camshafts position or phase
• • 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
  • F01L2201/00—Electronic control systems; Apparatus or methods therefor
• • 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
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
  • F02D41/28—Interface circuits
  • F02D2041/281—Interface circuits between sensors and control unit
• • 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
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
  • F02D41/28—Interface circuits
  • F02D2041/281—Interface circuits between sensors and control unit
  • F02D2041/283—Interface circuits between sensors and control unit the sensor directly giving at least one digital reading
• • 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
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
  • F02D41/28—Interface circuits
  • F02D2041/281—Interface circuits between sensors and control unit
  • F02D2041/285—Interface circuits between sensors and control unit the sensor having a signal processing unit external to the engine control unit

Definitions

• the invention relates to an internal combustion engine with a crankshaft and a plurality of adjustable camshafts. Furthermore, the invention relates to a method for assembling the internal combustion engine and preparing it for operation.
• An operating method of an internal combustion engine with an electromechanical camshaft adjuster is described in DE 102 59 133 A1
• the camshaft adjuster an assembly for adjusting the angle of rotation between a camshaft and a crankshaft of an internal combustion engine, has a modular design in this case. Components of the assembly are also partially used by other control and regulating devices of the internal combustion engine.
• a control unit of the electric motor of the camshaft adjuster is connected to a second control unit, which is the engine control unit of the internal combustion engine.
• Hydraulic or electromechanical camshaft adjusters are primarily used as camshaft adjusters. The latter are more complex and expensive, but offer, among other things, improved responsiveness compared to hydraulic camshaft adjusters and the advantage that the camshaft can be adjusted even when the combustion engine is at a standstill.
• camshaft adjusters See the document DE 10 2012 219 297 A1 referred to.
• DE 10 2019 113 300 B3 shows camshaft control units with two different network topologies, one of which is the CAN bus and the other bus fulfills real-time requirements.
• camshaft for each valve row.
• two intake and two exhaust camshafts are typically installed.
• the timing of each camshaft is adjustable with its own camshaft adjuster.
• the camshaft adjusters are independently adjustable and can be individually controlled by an engine control unit via the CAN bus to achieve the greatest possible variability.
• valve train is complex to manufacture and assemble, so it's desirable to use as many common parts as possible.
• camshaft adjusters still need to be individually adjustable. To achieve this, they must be configured to respond only to the CAN signal intended for them and set the desired target angle.
• each camshaft adjuster has a motor including electronics and software, with each electric motor handling the angle determination and control loop of a single camshaft.
• each electric motor handling the angle determination and control loop of a single camshaft.
• different configuration data sets are stored in an electronics memory. This requires that different configurations be kept available during manufacture and assembly of the internal combustion engine. Both of these increase production costs and pose the risk of confusion during assembly if the components are otherwise externally identical or similar in order to benefit from the common parts principle.
• Another option is to install identical components and, after assembly at the end of the line, store individual configuration data sets in the camshaft adjusters. This is time-consuming and laborious. Furthermore, there is no guarantee that confusion will occur.
• the invention is based on the object of further developing an internal combustion engine with multiple camshaft adjusters compared to the cited prior art, with a view to achieving the most efficient use of resources. Furthermore, the invention is based on the object of specifying a method in which the correct Allocation of the camshaft control units should be carried out as automatically as possible.
• the predefined, linear network topology enables a delayed, logical assignment of the camshaft control units to the camshaft adjusters. This allows the camshaft adjusters, including the camshaft control units, to be provided as identical parts. Assembly is also simplified because confusion between camshaft adjusters and camshaft control units cannot occur during installation.
• the camshaft adjusters can be physically installed together with a camshaft control unit. However, during assembly, the camshaft control unit does not know which camshaft it logically belongs to and therefore which camshaft control signal sent by the engine control unit it should respond to.
• the additional signal can be transmitted additionally on the first network topology.
• it is transmitted on a second network topology, for example, a CAN bus.
• the second network topology has fewer bandwidth restrictions and is not limited to a linear topology. Therefore, it is advantageous for the second and first network topologies to be physically separate and configured differently.
• the camshaft control unit that is physically next in the first network topology receives the crankshaft signal and, at the same time, the additional signal information from the first camshaft control unit, but no further additional signal. This allows it to deduce that it forms the second link in the chain and logically assigns itself the number 2. Like the first camshaft control unit before it, it changes from the first state to the second state and now forwards the crankshaft signal together with its own additional information. All subsequent camshaft control units operate according to the same principle and can deduce their own position in the chain from the number of additional information pieces sent or from the highest number sent. The inventive advantage of this logical assignment is that all camshaft control units can use the same software or circuit logic and deduce their position in the chain from the hardware-coded network topology. The hardware and software of the camshaft control units can therefore be the same.
• the described teach-in process is superior to manual assignment because it only needs to be initiated centrally once. Furthermore, no physical access to the camshaft control units is required after installation. Furthermore, incorrect assignment, such as duplicate assignment, is eliminated. There is also little additional work involved in assembly because the camshaft control units are equipped with connectors anyway, so the additional effort is limited.
• control of a camshaft position is only performed after the logical assignment of the corresponding camshaft control unit. This prevents situations in which the internal combustion engine fails to start or in which damage may occur due to different cam geometries. Alternatively, control or regulation takes place within a range that allows emergency operation of the internal combustion engine.
• the combustion engine 1 which is only symbolically represented and whose engine block is designated by 2, has an electromechanical camshaft adjuster 3.
• An actuating gear 4 of the camshaft adjuster 3 is constructed as a three-shaft gear, for example a wave gear.
• a first shaft of the actuating gear 4 is identical to or fixedly connected to a belt or chain wheel and rotates in a manner known per se at half the crankshaft speed of the combustion engine 1.
• a second, output-side shaft of the actuating gear 4 is non-rotatably connected to the camshaft 10 to be adjusted ( Fig. 2 ).
• the latter has a third shaft in the form of an adjusting shaft, which is rotationally fixedly coupled to the motor shaft of an electric motor 5, which is assigned to the camshaft adjuster 3.
• the electric motor 5 is controlled by the camshaft control unit 6 via a line 9.
• the camshaft control unit 6 is connected via a second network topology, In this case, a CAN bus 8 is linked to the engine control unit 7 of the internal combustion engine 1.
• the engine control unit 7 is only slightly burdened by the processing of data relating to the operation of the camshaft adjuster 3.
• crankshaft adjuster 3 In addition to the CAN bus 8, there is a line 15, which links the camshaft control unit 6 to the engine control unit 7 and forms part of a first network topology 16.
• the line 15 is used to send the crankshaft signal from the engine control unit 7 to the camshaft control unit 6.
• the data volume of the transmitted crankshaft signal is only a small fraction of the data transmitted via the CAN bus 8 between the camshaft control unit 6 and the engine control unit 7.
• the information is available practically in real time using the line 15.
• Out of Figure 2 shows the first network topology 16 with an engine control unit 7 and four camshaft control units 21, 22, 23, 24, which are connected to one another by a cable 15.
• the camshaft control units 21, 22, 23, 24 are integrated into the respective drive motors of the camshaft adjusters 11, 12, 13, 14. Together with the engine control unit 7, the four camshaft control units 11, 12, 13, 14 form a chain so that the components are connected in a line.
• all camshaft control units 11, 12, 13, with the exception of the last one are connected to exactly two neighbors, with the engine control unit 7 being considered the zeroth link in the chain. Due to the linear topology, well-ordering is possible, so that the sequence is fixed after assembly in the internal combustion engine.
• crankshaft signal which is sent by the engine control unit 7, is fed to the camshaft control unit 11 via line 15.
• the software on the drive motor can control whether replication is active or deactivated. As long as the electric motors do not know their logical position (first state), they are not allowed to replicate the crankshaft signal and transmit it to the CAN bus 8 (in Fig. 2 not shown) do not send.
• camshaft control unit 21 If one of the camshaft control units 21, 22, 23, 24 receives a crankshaft signal but no CAN signal from another camshaft adjuster 11, 12, 13, 14 and is not yet logically assigned, it will designate itself as engine number 1 and store this number internally. The camshaft control unit 21 then begins to replicate the crankshaft signal on the first network topology 16 and send information about its number via the CAN bus 8.
• camshaft control units 21, 22, 23, 24 receives a crankshaft signal, a CAN signal from engine 1, or no CAN signal from another camshaft adjuster 12, 13, 14, and is not yet logically assigned, it will designate itself as engine number 2 and store this number internally.
• the camshaft control unit 22 then begins to replicate the crankshaft signal on the first network topology 16 and send information about its number via the CAN bus 8.
• one of the additional camshaft control units 21, 22, 23, 24 receives a crankshaft signal, a CAN signal from n-1 engines, no CAN signals from other camshaft adjusters 11, 12, 13, 14, and is not yet logically assigned, it will designate itself as engine number n and store this number internally.
• the camshaft control unit 23, 24 then begins to replicate the crankshaft signal on the first network topology 16 and send information about its number via the CAN bus 8.
• the camshaft control units 21, 22, 23, and 24 permanently store the determined engine numbers in their internal memory (EEPROM or similar), so the learning procedure only needs to be performed once after installation or when replacing the engine. Alternatively, the function can also be performed every time the engine is started.
• the number of camshaft control units 21, 22, 23, and 24 is permanently stored in the engine control unit 7, so that an abort condition exists for this learning process of the logical assignment.
• a A PWM or pulse signal can be generated in which the engine number can be communicated to the following engine, for example if CAN reception is disturbed.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Computer Hardware Design (AREA)
• Microelectronics & Electronic Packaging (AREA)
• Valve Device For Special Equipments (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)

Applications Claiming Priority (2)

Publications (3)

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ID=84463065

Family Applications (1)

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Family Cites Families (11)

• 2021
  • 2021-12-21 DE DE102021134044.6A patent/DE102021134044B3/de active Active
• 2022
  • 2022-11-22 PL PL22821291.6T patent/PL4453390T3/pl unknown
  • 2022-11-22 WO PCT/DE2022/100873 patent/WO2023116964A1/de not_active Ceased
  • 2022-11-22 US US18/722,181 patent/US12497930B2/en active Active
  • 2022-11-22 CN CN202280069097.4A patent/CN118119764A/zh active Pending
  • 2022-11-22 EP EP22821291.6A patent/EP4453390B1/de active Active

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