KR101680489B1 - System and method for controlling a collision of CAM axis using a learning of CAM angle in electronic continous variable valve timing type brushless motor - Google Patents

System and method for controlling a collision of CAM axis using a learning of CAM angle in electronic continous variable valve timing type brushless motor Download PDF

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Publication number
KR101680489B1
KR101680489B1 KR1020150165748A KR20150165748A KR101680489B1 KR 101680489 B1 KR101680489 B1 KR 101680489B1 KR 1020150165748 A KR1020150165748 A KR 1020150165748A KR 20150165748 A KR20150165748 A KR 20150165748A KR 101680489 B1 KR101680489 B1 KR 101680489B1
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South Korea
Prior art keywords
camshaft
phase
phase angle
angle
motor
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KR1020150165748A
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Korean (ko)
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조경호
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주식회사 현대케피코
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    • 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
    • F01L9/04—
    • 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
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D5/00—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds

Abstract

Disclosed are a method and a system for controlling shocks to a cam shaft of a motor for an E-CVVT. By learning a most advanced angle phase, a most delayed angle phase and an intermediate angle phase therebetween, the present invention can prevent a most advanced shock according to shock prevention control logic if a phase of a cam shaft is located between the most advanced angle phase and the intermediate angle phase when the cam shaft rotates in the delayed angle direction. The disclosed method for controlling shocks to a cam shaft of a motor for an electronic continuous variable valve timing comprises the steps of: (a) storing a most advanced angle phase, a most delayed angle phase and an intermediate angle phase for a phase angle as variables by learning them; (b) detecting a current phase angle of a cam shaft; (c) detecting the rotation speed of a motor for controlling the rotation of the cam shaft; and (d) controlling a phase angle of the cam shaft with first collision prevention control logic or second collision prevention control logic depending on the rotation speed and the duty cycle of the motor for controlling the rotation of the cam shaft, if a following target phase for the phase angle of the cam shaft is in the delayed angle direction and the detected current phase angle of the cam shaft is located between the intermediate angle phase and the most advanced angle phase.

Description

TECHNICAL FIELD [0001] The present invention relates to a camshaft impact control method and system for a motor for continuously variable variable valve timing,

The present invention relates to a motor camshaft impact control method and system for electric continuous variable valve timing, and more particularly, to a motor shaft camshaft impact control method and system for an electric continuously variable valve timing, more specifically, to a motor connected to an intake cam (CAM) shaft of a vehicle engine, The position of the crest angle phase, and the position of the crest angle phase and intermediate phase thereof are learned and stored. When the phase of the camshaft is located between the highest angle and the middle angle when the camshaft rotates in the retard direction based on the learned position, To a motor camshaft impact control method and system for an electric continuous variable valve timing motor, which controls the target phase according to the duty ratio, applies an offset to the duty ratio, and limits the motor rotational speed (RPM) .

Background Art [0002] An internal combustion engine of a vehicle is an apparatus that receives air and fuel from outside and burns in a combustion chamber to generate power, and has an intake valve for sucking air and fuel into a combustion chamber. The intake valve and the exhaust valve are opened and closed by rotation of a cam (CAM) shaft rotating in conjunction with the rotation of the crankshaft.

On the other hand, in order to increase the efficiency of the engine, it is necessary to change the opening and closing times of the valve depending on the engine running speed, the engine load, and the like depending on the running condition of the vehicle. In particular, the opening and closing timing of the intake valve greatly affects the filling efficiency. That is, if the intake valve is opened in advance, the valve overlap state in which both the intake valve and the exhaust valve are both open becomes long, and the volume efficiency is increased because the intake and exhaust inertial flow can be fully utilized at high speed. However, Rather, the volumetric efficiency is lowered and the hydrocarbon (HC) emissions are increased.

Accordingly, a continuous variable valve timing (CVVT) system has been developed and applied to control the valve timing appropriately according to the driving conditions of the engine so that the valve overlap period of the camshaft is not determined according to the rotation of the crankshaft, have.

The continuously variable valve timing system continuously changes the opening and closing timings of the intake and exhaust valves by changing the phase of the intake and exhaust camshaft (CAM shaft) according to the number of revolutions of the engine and the load state of the vehicle. In other words, it is a system for changing the valve overlap, aiming at reduction of exhaust gas, improvement of performance, and stabilization of idling. Herein, the valve timing refers to a timing when the intake valve and the exhaust valve are opened or closed. The intake process is a process in which fresh air is introduced until the intake valve is opened and closed, and the exhaust process is a process of discharging the combustion gas until the exhaust valve is opened and closed. The opening and closing timing of the valve affects the performance of the engine.

Also, the valve overlap is an interval in which the intake and exhaust valves are open at the same time. In case of a general engine, once the valve overlap is established, there is a disadvantage in low speed or high speed region because it is constantly used in the entire region of engine speed. Therefore, controlling the valve overlap according to the engine load appears to be an improvement of the engine output. Thus, the continuous variable valve timing system is controlled in accordance with the engine load.

However, if the phase difference of the camshaft valve is controlled through the electronic control using the BLDC motor and the controller, the target CA (Cam Angle) / S (second) can be achieved as a PI gain gain Sometimes you can not.

Further, when the camshaft rotates in the retard direction, when the current phase of the valve is very close to the target phase to be shifted, overshoot occurs when the gain is controlled to a proportional integral (PI) gain value at normal times.

Since the camshaft tends to move in its original direction of rotation, the camshaft frequently collides against the most tilted wall surface more frequently than in the advancing direction in high-speed operation.

Accordingly, there is a problem that the camshaft collides with the most tilted wall surface, causing damages to the motor, the speed reducer, and the cam valve, causing the shock to be transmitted to the driver, or affecting the control speed, thereby causing misfire in the worst case.

Korean Patent Publication No. 1996-0023604 (published on July 20, 1996)

SUMMARY OF THE INVENTION It is an object of the present invention to solve the above-described problems in that, when controlling a valve phase of a camshaft, with respect to a motor connected to an intake cam (CAM) shaft of a vehicle engine, And controls the target phase according to the anti-collision control logic when the phase of the camshaft is located between the highest angle and the middle angle when the camshaft rotates in the retard direction based on the learned position, ) And a motor shaft rotation speed (RPM) is limited so as to prevent the maximum crestal impact, thereby providing a motor camshaft impact control method and system for electric continuous variable valve timing.

According to an aspect of the present invention, there is provided a motor-driven camshaft impact control system for timing an electric motor-driven continuously variable valve timing, the system including: an engine unit that receives a fuel and provides rotational force; A camshaft rotation control motor part to which a camshaft rotation control motor is connected to a camshaft of the engine part; A speed detecting unit that detects a rotational speed of the camshaft rotation control motor; A camshaft phase angle detector for detecting a phase angle of the camshaft; A camshaft phase angle learning unit that learns the best phase, the best phase, and the intermediate phase for the phase angle and stores the learned phase as a variable; And when the next target phase with respect to the phase angle of the camshaft is the retarded direction and the detected phase angle of the current camshaft is located between the intermediate angular phase and the best angular phase, And an electronic control unit (ECU) for controlling the phase angle of the camshaft with the first anti-collision control logic or the second anti-collision control logic according to a duty cycle.

When the rotation speed of the camshaft rotation control motor is 1500 RPM or more and the duty cycle is 20% or more, the electronic control unit ECU controls the phase angle of the camshaft in accordance with the first anti- Can be controlled.

In addition, the electronic control unit (ECU) may be configured such that when the rotation speed of the camshaft rotation control motor is less than 1500 RPM and the duty cycle is less than 20%, the phase of the camshaft The angle can be controlled.

The electronic control unit ECU limits the first camshaft phase 2 CA by subtracting a constant first camshaft phase 2 CA from the target phase angle of the camshaft in accordance with the first anti-collision control logic, and applies an offset to the duty cycle The rotation speed of the camshaft rotation control motor is limited to less than the first specific value (2000 RPM), the proportional integral (PI) value is initialized, and the soft land level is controlled to the highest level have.

The electronic control unit ECU limits the rotational speed of the camshaft rotation control motor by subtracting a second camshaft phase (1 CA) constant from the target phase angle of the camshaft in accordance with the second anti-collision control logic, 2 specific value (1000 RPM) or more.

In order to achieve the above object, the present invention provides a method for controlling a camshaft motor for an electric variable-speed variable-valve timing, comprising: an engine unit for supplying fuel to the engine; And a camshaft phase angle detecting section for detecting a phase angle of the camshaft. The motor camshaft impact control method for an electric continuous variable valve timing system of a system including a camshaft rotation control motor section for detecting a camshaft rotation control motor section (A) learning the most phase, the lag phase, and the middle phase for the phase angle and storing them as variables; (b) detecting a current phase angle of the camshaft; (c) detecting a rotational speed of the camshaft rotation control motor; And (d) when the next target phase with respect to the phase angle of the camshaft is the retarded direction, and the phase angle of the detected current camshaft is located between the intermediate angular phase and the most advanced angular phase, And controlling the phase angle of the camshaft to the first anti-collision control logic or the second anti-collision control logic according to the rotation speed and the duty cycle.

In the step (d), when the rotational speed of the camshaft rotation control motor is 1500 RPM or more and the duty cycle is 20% or more, the electronic control unit (ECU) Thereby controlling the phase angle of the camshaft.

In the step (d), when the rotation speed of the camshaft rotation control motor is less than 1500 RPM and the duty cycle is less than 20%, the electronic control unit (ECU) The phase angle of the camshaft is controlled.

In the step (d), the electronic control unit ECU limits the first camshaft phase (2 CA) by subtracting a constant first camshaft phase (2 CA) from the target phase angle of the camshaft in accordance with the first anti-collision control logic, And the rotation speed of the camshaft rotation control motor is limited to less than a first specific value (2000 RPM), and a proportional integral (PI) value is initialized, and a soft land level And is controlled at a high level.

In the step (d), the electronic control unit (ECU) subtracts and limits the second camshaft phase (1 CA) constant at the target phase angle of the camshaft in accordance with the second anti-collision control logic, The rotational speed of the motor is limited to the second specific value (1000 RPM) or more.

According to the present invention, it is possible to reduce hardware damage due to collision of the crest wall surface of the cam, and to improve the robustness and vehicle safety of the electric CVVT system.

1 is a functional block diagram of a motor-driven camshaft impact control system for an electric continuous variable valve timing according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating an operation of a motor camshaft impact control method for an E-CVVT according to an embodiment of the present invention.
3 is a view showing an example in which the phase angle of the camshaft according to the embodiment of the present invention is located between the crustal wall and the crisscrossing wall.
4 is a diagram illustrating an example of setting a target phase angle according to a current phase angle of a camshaft according to an embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains. The present invention may be embodied in many different forms and is not limited to the embodiments described herein.

In order to clearly illustrate the present invention, parts not related to the description are omitted, and the same or similar components are denoted by the same reference numerals throughout the specification.

Throughout the specification, when a part is referred to as being "connected" to another part, it includes not only "directly connected" but also "electrically connected" with another part in between . Also, when an element is referred to as "comprising ", it means that it can include other elements as well, without departing from the other elements unless specifically stated otherwise.

If any part is referred to as being "on" another part, it may be directly on the other part or may be accompanied by another part therebetween. In contrast, when a section is referred to as being "directly above" another section, no other section is involved.

The terms first, second and third, etc. are used to describe various portions, components, regions, layers and / or sections, but are not limited thereto. These terms are only used to distinguish any moiety, element, region, layer or section from another moiety, moiety, region, layer or section. Thus, a first portion, component, region, layer or section described below may be referred to as a second portion, component, region, layer or section without departing from the scope of the present invention.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms as used herein include plural forms as long as the phrases do not expressly express the opposite meaning thereto. Means that a particular feature, region, integer, step, operation, element and / or component is specified and that the presence or absence of other features, regions, integers, steps, operations, elements, and / It does not exclude addition.

Terms indicating relative space such as "below "," above ", and the like may be used to more easily describe the relationship to other portions of a portion shown in the figures. These terms are intended to include other meanings or acts of the apparatus in use, as well as intended meanings in the drawings. For example, when inverting a device in the figures, certain parts that are described as being "below" other parts are described as being "above " other parts. Thus, an exemplary term "below" includes both up and down directions. The device can be rotated by 90 degrees or rotated at different angles, and terms indicating relative space are interpreted accordingly.

Unless otherwise defined, all terms including technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Commonly used predefined terms are further interpreted as having a meaning consistent with the relevant technical literature and the present disclosure, and are not to be construed as ideal or very formal meanings unless defined otherwise.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

1 is a functional block diagram of a motor-driven camshaft impact control system for an electric continuous variable valve timing according to an embodiment of the present invention.

1, a motor camshaft impact control system 100 for an electronic continuous variable valve timing (E-CVVT) according to the present invention includes an engine unit 110, a camshaft rotation control motor unit 120, a speed detector 130, a camshaft phase angle detector 140, an electronic control unit (ECU) 150, and a camshaft phase angle learning unit 160.

The engine 110 is supplied with fuel and provides rotational force.

The camshaft rotation control motor unit 120 is connected to a camshaft rotation control motor on the cam (CAM) shaft of the engine unit 110.

The speed detection unit 130 detects the rotation speed of the camshaft rotation control motor.

The camshaft phase angle detector 140 detects the phase angle of the camshaft.

The camshaft phase angle learning unit 160 learns the best phase, the best phase, and the middle phase with respect to the phase angle and stores it as a variable.

When the next target phase with respect to the phase angle of the camshaft is the retardation direction and the detected phase angle of the current camshaft is located between the intermediate angular phase and the highest angular phase, the electronic control unit 150 sets the rotation speed of the motor (camshaft) The phase angle of the camshaft is controlled by the first anti-collision control logic or the second anti-collision control logic according to a duty cycle.

The electronic control unit 150 can control the phase angle of the camshaft in accordance with the first anti-collision control logic when the rotation speed of the camshaft rotation control motor is 1500 RPM or more and the duty cycle is 20% have.

The electronic control unit 150 can control the phase angle of the camshaft according to the second anti-collision control logic when the rotation speed of the camshaft rotation control motor is less than 1500 RPM and the duty cycle is less than 20% have.

In addition, the electronic control unit 150 limits and limits the first camshaft phase (CAM Angle) constant at the target phase angle of the camshaft in accordance with the first anti-collision control logic, applies the offset to the duty cycle , The rotational speed of the camshaft rotation control motor is limited to less than the first specified value (2000 RPM), the PI (Proportional Integral) value is initialized, and the soft land level is controlled to the highest level .

The electronic control unit 150 limits the rotation speed of the camshaft rotation control motor by subtracting the second camshaft phase (CAM Angle) constant from the target phase angle of the camshaft according to the second anti-collision control logic, 2 specific value (1000 RPM) or more.

FIG. 2 is a flowchart illustrating an operation of a motor camshaft impact control method for an E-CVVT according to an embodiment of the present invention.

Referring to FIG. 2, in the motor camshaft impact control system 100 for an E-CVVT according to the present invention, when the engine is started in the vehicle, the crankshaft rotates as the engine 110 receives the fuel and rotates And the cam shaft associated therewith is rotated (S210).

At this time, as shown in FIG. 3, the camshaft is coupled with a speed reducer. As the cam shaft rotates, the speed reducer coupled to the cam shaft moves between the most retarded wall surface (Stopper) and the highest angle wall surface (Stopper). 3 is a view showing an example in which the phase angle of the camshaft according to the embodiment of the present invention is located between the crustal wall and the crisscrossing wall. Here, the angle of the camshaft (CAM angle) is 22.5 degrees and the angle of the crankshaft (Crank Angle) is 45 CA (Cam Angle). If the direction of movement of the decelerator in accordance with the rotation of the camshaft is the same as the rotation direction of the camshaft, the acceleration is increased to the speed of movement of the decelerator, so that the target phase angle corresponds to the most retarded wall surface If it is 22.5 degrees, the reducer will collide firmly against the most perceptible wall surface. Therefore, it is necessary to adjust the target phase angle to the previous phase angle of 22.5 degrees from the most retarded wall surface so that the decelerator does not collide with the most tilted wall surface in accordance with the rotation of the camshaft.

4, the camshaft phase angle learning unit 160 learns the best phase, the best phase, and the intermediate phase with respect to the phase angle of the camshaft and stores them as variables (S220). 4 is a diagram illustrating an example of setting a target phase angle according to a current phase angle of a camshaft according to an embodiment of the present invention. As shown in FIG. 4, since the maximum angle and the minimum angle are 90 degrees, the maximum angle, the intermediate angle, or the minimum angle and the maximum angle are 45 degrees.

Here, the structure for detecting the rotation angle of the camshaft rotated in conjunction with the rotation of the crankshaft in response to the operation of the engine unit 110, includes a plurality of protrusions formed on the outer wall of the CVVT housing at predetermined intervals, The Hall sensor detects the movement of the plurality of projections varying in position according to the rotation of the cam shaft and generates a pulse signal every time a plurality of projections pass through the Hall sensor . At this time, the rotation angle of the camshaft can be calculated by counting the pulse signal corresponding to the rotation speed of the camshaft.

Next, when the next target phase angle of the camshaft is not the retarding direction but the advancing direction (S230: NO), the control unit 150 controls the phase angle in the general valve phase angle control mode (S232). That is, since the moving direction of the speed reducer due to the rotation of the camshaft is the advancing direction opposite to the rotation direction of the camshaft, there is no risk of shock or collision, so that the phase angle is controlled in a general valve phase angle control mode.

However, if the next target phase angle of the camshaft is the retardation direction (S230-YES), the camshaft phase angle detection section 140 detects the current phase angle of the camshaft interlocked with the engine section 110 (S240).

At this time, the target phase angle may be a value input from the driver and set, and may be a value already set on the system.

Next, when the detected phase angle of the current camshaft is not located between the intermediate angular phase and the highest angular phase (S250: No), the electronic controller 150 controls the phase angle in a general valve phase angle control mode (S232 ). That is, when the rotation direction of the camshaft is the retardation direction and the current phase angle of the camshaft is located between the intermediate angular phase and the most retarded phase, the electronic control unit 150 determines that the decelerator of the camshaft is located close to the most- The flag is set to 2 (Flag = 2), and control is performed in a general valve phase angle control mode according to the set flag.

However, when the detected phase angle of the current camshaft is located between the intermediate angular phase and the highest angular phase (S250-YES), the control unit 150 controls the speed detector 130 To detect the rotational speed of the motor (S260).

At this time, if the presently detected phase angle is the advance angle side between the highest phase and the middle phase, the electronic control unit 150 sets the risk flag to 1 (Flag = 1) The target phase angle is controlled.

Generally, when the rotation speed of the crankshaft is 1,000 RPM, the rotation speed of the camshaft is 500 RPM. When the rotation speed of the camshaft is 500 RPM, the rotation speed of the camshaft is generally low. However, in the embodiment of the present invention, , 1,500 RPM of 1,500 ~ 2,000 RPM, which is a high speed state, is set as a constant reference in order to consider the phenomenon of the crest wall surface collision.

If the rotational speed of the camshaft is 1,500 RPM or more and the duty cycle is 20% or more (S270: Yes), the electronic control unit 150 controls the phase angle of the camshaft according to the first anti-collision control logic (S272).

Here, the first collision avoidance control logic is a mode in which the electronic control unit 150 limits the cam angle by subtracting 2 CA (Cam Angle) from the most retarded phase with respect to the target phase angle of the camshaft, applies an offset to the duty cycle, The rotational speed of the shaft is limited to less than the first specified value 2000 RPM, the PI (proportional integral) value is initialized, and the soft land level is controlled to the highest level.

For example, if the target angle is 25 degrees, the target angle is 23 degrees by subtracting 2 degrees of cam angle (CA), so that 25 points collide against the wall but from 23 degrees to 25 degrees, So that they do not collide against the wall.

Since the duty factor is an influence factor on the rotational speed value of the camshaft rotation control motor, the rotational speed of the camshaft is reduced as the duty value is decreased, so that the impact damage can be reduced. That is, when a 10% offset is applied to a duty cycle, if the duty ratio is 30% or more, for example, if the duty ratio is 30%, the offset is 10% Apply an offset value to start at%.

The soft land level means a level that allows a soft land to collide with a wall surface without collision by reducing the target phase angle when the possibility of collision with the wall surface is high because the phase fluctuation width is large at the target phase angle. Therefore, the control of the soft land level to the highest level means that the target phase angle is reduced to a large amount, which means a step of reducing the target value much.

On the other hand, when the rotational speed of the camshaft is less than 1500 RPM and the duty cycle is less than 20% (S270: NO), the electronic control unit 150 controls the phase angle of the camshaft in accordance with the second anti- (S274).

In other words, the electronic control unit ECU limits the rotational phase of the camshaft by subtracting a constant 1 CA from the phase angle of the most positive phase with respect to the target phase angle of the camshaft according to the second anti-collision control logic, . ≪ / RTI >

For example, if the presently detected phase angle is located on the lag side of FIG. 4, the risk flag is set to 2 (Flag = 2), and if the currently detected phase angle is the advance side, 1 (Flag = 1), the flag is set to 1, the probability of collision against the most perceptible wall surface is high. Therefore, the first anti-collision control logic is applied more forcibly than the flag 2 to control the phase angle It will be done.

As described above, according to the present invention, when the valve phase of the camshaft is controlled with respect to the motor connected to the intake cam (CAM) shaft of the vehicle engine, the most advanced angular phase and the most angular phase and their intermediate angular phases are learned and stored , The target phase is controlled according to the anti-collision control logic and the offset is applied to the duty ratio when the camshaft is located between the highest angle and the middle angle when the camshaft rotates in the retard direction based on the learned position It is possible to realize a motor camshaft impact control method and system for motor-driven continuous variable valve timing for limiting the motor rotational speed (RPM) to prevent the maximum crestal impact.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the following claims and their equivalents. Only. The scope of the present invention is defined by the appended claims rather than the detailed description and all changes or modifications derived from the meaning and scope of the claims and their equivalents are to be construed as being included within the scope of the present invention do.

100: Motor camshaft impact control system for E-CVVT
110: engine section
120: Camshaft rotation control motor section
130:
140: camshaft phase angle detector
150:
160: camshaft phase angle learning unit

Claims (10)

An engine unit that receives fuel and provides rotational force;
A camshaft rotation control motor part to which a camshaft rotation control motor is connected to a camshaft of the engine part;
A speed detecting unit that detects a rotational speed of the camshaft rotation control motor;
A camshaft phase angle detector for detecting a phase angle of the camshaft;
A camshaft phase angle learning unit that learns the best phase, the best phase, and the intermediate phase for the phase angle and stores the learned phase as a variable; And
Wherein when the next target phase with respect to the phase angle of the camshaft is the retarded direction and the detected phase angle of the current camshaft is located between the intermediate angular phase and the most advanced angular phase, An electronic control unit (ECU) for controlling a phase angle of the camshaft with a first anti-collision control logic or a second anti-collision control logic according to a cycle (Duty Cycle);
Wherein the camshaft impact control system comprises:
The method according to claim 1,
Wherein the electronic control unit controls the phase angle of the camshaft in accordance with the first anti-collision control logic when the rotation speed of the camshaft rotation control motor is 1500 RPM or more and the duty cycle is 20% And the camshaft impact control system for motor-driven continuously variable valve timing.
The method according to claim 1,
The electronic control unit (ECU) calculates the phase angle of the camshaft according to the second anti-collision control logic when the rotation speed of the camshaft rotation control motor is less than 1500 RPM and the duty cycle is less than 20% Wherein the camshaft impact control system comprises:
The method according to claim 1 or 2,
Wherein the electronic control unit limits the first camshaft phase by subtracting a constant first camshaft phase at the most phase from the target phase angle of the camshaft in accordance with the first collision avoidance logic, ), Limits the rotation speed of the camshaft rotation control motor to less than a first specified value (2000 RPM), initializes a proportional integral (PI) value, and sets the soft land level to the highest level Wherein the camshaft impact control system comprises:
The method according to claim 1 or 3,
The electronic control unit (ECU) limits the camshaft rotation control motor by subtracting a constant second camshaft phase (1 CA) from the maximum phase angle relative to the target phase angle of the camshaft in accordance with the second anti- And the rotational speed is limited to a second specific value (1000 RPM) or more.
A camshaft rotation control motor unit connected to a camshaft rotation control motor on a camshaft of the engine unit; a speed detection unit for detecting a rotation speed of the camshaft rotation control motor; And a camshaft phase angle detector for detecting a camshaft phase angle of the motor shaft,
(a) the electronic control unit (ECU) learns the best phase, the loser phase, and the intermediate phase for the phase angle and stores it as a variable;
(b) the electronic control unit (ECU) detecting a current phase angle of the camshaft;
(c) the electronic control unit (ECU) detecting the rotational speed of the camshaft rotation control motor; And
(d) when the electronic control unit (ECU) determines that the next target phase with respect to the phase angle of the camshaft is the retardation direction, and that the detected phase angle of the current camshaft is between the intermediate angular phase and the best- Controlling a phase angle of the camshaft to a first anti-collision control logic or a second anti-collision control logic according to a rotation speed and a duty cycle of the camshaft rotation control motor;
And the camshaft impact control method for the motor for continuously variable variable valve timing.
The method of claim 6,
In the step (d), when the rotation speed of the camshaft rotation control motor is 1500 RPM or more and the duty cycle is 20% or more, the electronic control unit (ECU) And the phase angle of the camshaft is controlled.
The method of claim 6,
In the step (d), when the rotational speed of the camshaft rotation control motor is less than 1500 RPM and the duty cycle is less than 20%, the electronic control unit (ECU) Wherein the phase angle of the camshaft is controlled by controlling the phase angle of the camshaft.
The method according to claim 6 or 7,
In the step (d), the electronic control unit (ECU) subtracts a constant first camshaft phase (2 CA) from the target phase angle of the camshaft in accordance with the first anti-collision control logic, Wherein the control unit applies an offset to the duty cycle to limit the rotational speed of the camshaft rotation control motor to less than a first specified value (2000 RPM), initialize a proportional integral (PI) value, Level of the camshaft is controlled to the highest level.
The method of claim 6 or claim 8,
In the step (d), the electronic control unit (ECU) subtracts a constant second camshaft phase (1 CA) from the most retarded phase with respect to the target phase angle of the camshaft in accordance with the second anti-collision control logic, Wherein the rotation speed of the camshaft rotation control motor is limited to a second specific value (1000 RPM) or more.
KR1020150165748A 2015-11-25 2015-11-25 System and method for controlling a collision of CAM axis using a learning of CAM angle in electronic continous variable valve timing type brushless motor KR101680489B1 (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6024061A (en) 1997-01-31 2000-02-15 Denso Corporation Valve timing adjusting apparatus for internal combustion engines
JP2004156461A (en) 2002-11-05 2004-06-03 Denso Corp Variable valve timing controller of internal combustion engine
JP2010138732A (en) 2008-12-09 2010-06-24 Denso Corp Variable valve timing control device for internal combustion engine
JP2012241599A (en) 2011-05-18 2012-12-10 Toyota Motor Corp Variable valve device of internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6024061A (en) 1997-01-31 2000-02-15 Denso Corporation Valve timing adjusting apparatus for internal combustion engines
JP2004156461A (en) 2002-11-05 2004-06-03 Denso Corp Variable valve timing controller of internal combustion engine
JP2010138732A (en) 2008-12-09 2010-06-24 Denso Corp Variable valve timing control device for internal combustion engine
JP2012241599A (en) 2011-05-18 2012-12-10 Toyota Motor Corp Variable valve device of internal combustion engine

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