US20050028770A1 - Cam position measurement for embedded control VCT systems using non-ideal pulse-wheels for cam position measurement - Google Patents

Cam position measurement for embedded control VCT systems using non-ideal pulse-wheels for cam position measurement Download PDF

Info

Publication number
US20050028770A1
US20050028770A1 US10/633,916 US63391603A US2005028770A1 US 20050028770 A1 US20050028770 A1 US 20050028770A1 US 63391603 A US63391603 A US 63391603A US 2005028770 A1 US2005028770 A1 US 2005028770A1
Authority
US
United States
Prior art keywords
tooth
crank
cam
wheel
pulse
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.)
Abandoned
Application number
US10/633,916
Other languages
English (en)
Inventor
Thomas McCabe
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.)
BorgWarner Inc
Original Assignee
BorgWarner Inc
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by BorgWarner Inc filed Critical BorgWarner Inc
Priority to US10/633,916 priority Critical patent/US20050028770A1/en
Assigned to BORGWARNER INC. reassignment BORGWARNER INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MCCABE, THOMAS
Priority to JP2004222112A priority patent/JP2005054786A/ja
Publication of US20050028770A1 publication Critical patent/US20050028770A1/en
Abandoned legal-status Critical Current

Links

Images

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
    • 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
    • F01L1/022—Chain drive
    • 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
    • F01L1/024—Belt drive
    • 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
    • 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
    • F01L2820/02—Formulas
    • 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

Definitions

  • the invention pertains to the field of cam position measurement. More particularly, the invention pertains to cam position measurement for embedded control VCT systems using non-ideal pulse-wheels for cam position measurement.
  • a cylinder identifying means ( 10 ) for identifying discriminatively individual cylinders on the basis of a crank angle pulse signal (SGT) and a cam pulse signal (SGC) includes a pulse signal number storage means ( 12 ) for counting for storage signal numbers of specific pulses generated over a plurality of subperiods which are defined by dividing an ignition control period for each of the individual cylinders into plural subperiods, and an information series storage means ( 15 ) for storing information series each composed of a combination of the signal numbers generated during plural subperiods, respectively.
  • the individual cylinders are identified on the basis of the information series.
  • crank signal generated by a crank angle sensor has a front pulse missing portion and a back pulse missing portion in a pulse train of every predetermined angle interval.
  • the level of a cam signal generated by a cam angle sensor becomes different in the pulse missing portion of the crank signal.
  • a level different from that in the pulse missing portion continues for a period of predetermined angles before the pulse missing portion.
  • a microcomputer determines each of the front and back pulse missing portions in the crank signal on the basis of the level of the cam signal in the pulse missing portion of the crank signal in two cycles of the rotation of a crankshaft of the engine and the duration of a different level before the pulse missing portion.
  • U.S. Pat. No. 6,498,979 entitled ENGINE CONTROL UNIT HAVING CYLINDER DETERMINATION FUNCTION, teaches a crank signal generated by a crank angle sensor has a front pulse missing portion and a back pulse missing portion in a pulse train of every predetermined angle interval. The level of a cam signal generated by a cam angle sensor becomes different in the pulse missing portion of the crank signal. A level different from that in the pulse missing portion continues for a period of predetermined angles before the pulse missing portion.
  • a microcomputer determines each of the front and back pulse missing portions in the crank signal on the basis of the level of the cam signal in the pulse missing portion of the crank signal in two cycles of the rotation of a crankshaft of the engine and the duration of a different level before the pulse missing portion.
  • U.S. Pat. No. 5,736,633 entitled METHOD AND SYSTEM FOR DECODING OF VCT/CID SENSOR WHEEL, teaches a Battery charging system for vehicles, uses fixed chargers on roadsides. “Translocator” on vehicle triggers power transmission (and keeps track of cost of energy). When charger detects translocator signal, it steers microwave or laser energy to receiver on vehicle. Does not explain how “translocator” works other than details of metering and payment (see col 5 lines 35-65), but from description it appears that translocator continually transmits and the base station somehow triangulates (“locks onto” in the words of the patent) the translocator signal.
  • crank angle detector for an engine includes a cam rotor plate for detecting a cylinder number to be ignited and a cam pulse sensor provided opposite thereto, a crank rotor plate for sensing a crank angle and a crank pulse sensor provided opposite thereto, and a controller for determining ignition timings of respective cylinders to control an ignition.
  • the crank rotor plate is constituted by a rotor plate at starting for sensing a fixed ignition timing and a rotor plate for a normal operation.
  • a pair of crank pulse sensors are provided opposite to the rotor plates, respectively.
  • An input signal for the fixed ignition timing is mask-released only at starting. After that, input is continuously masked during normal operation.
  • European patent number DE 197 41 597 entitled CAM PULSE WHEEL FOR INTERNAL COMBUSTION ENGINE, teaches The cam pulse wheel ( 14 ) is attached to the camshaft with a variable phase and provided around its periphery ( 15 ) with a number of markings ( 16 , 17 , 18 , 19 ), corresponding to the number of engine cylinders, detected by a sensor ( 10 ), for determining the camshaft position.
  • the markings are positioned asymmetrically, the sensor output signals fed to a microprocessor for adjustment of the camshaft setting device.
  • Pulse wheels or tooth wheels including asymmetrical pulse wheels are known.
  • German patent (DE 197 41 597) teaches an asymmetrical pulse wheel.
  • camshafts one to operate the intake valves of the various cylinders of the engine and the other to operate the exhaust valves.
  • one of such camshafts is driven by the crankshaft of the engine, through a sprocket and chain drive or a belt drive, and the other of such camshafts is driven by the first, through a second sprocket and chain drive or a second belt drive.
  • both of the camshafts can be driven by a single crankshaft powered chain drive or belt drive.
  • Engine performance in an engine with dual camshafts can be further improved, in terms of idle quality, fuel economy, reduced emissions or increased torque, by changing the positional relationship of one of the camshafts, usually the camshaft which operates the intake valves of the engine, relative to the other camshaft and relative to the crankshaft, to thereby vary the timing of the engine in terms of the operation of intake valves relative to its exhaust valves or in terms of the operation of its valves relative to the position of the crankshaft.
  • U.S. Pat. No. 5,002,023 describes a VCT system within the field of the invention in which the system hydraulics includes a pair of oppositely acting hydraulic cylinders with appropriate hydraulic flow elements to selectively transfer hydraulic fluid from one of the cylinders to the other, or vice versa, to thereby advance or retard the circumferential position on of a camshaft relative to a crankshaft.
  • the control system utilizes a control valve in which the exhaustion of hydraulic fluid from one or another of the oppositely acting cylinders is permitted by moving a spool within the valve one way or another from its centered or null position.
  • the movement of the spool occurs in response to an increase or decrease in control hydraulic pressure, P c , on one end of the spool and the relationship between the hydraulic force on such end and an oppositely direct mechanical force on the other end which results from a compression spring that acts thereon.
  • U.S. Pat. No. 5,107,804 describes an alternate type of VCT system within the field of the invention in which the system hydraulics include a vane having lobes within an enclosed housing which replace the oppositely acting cylinders disclosed by the aforementioned U.S. Pat. No. 5,002,023.
  • the vane is oscillatable with respect to the housing, with appropriate hydraulic flow elements to transfer hydraulic fluid within the housing from one side of a lobe to the other, or vice versa, to thereby oscillate the vane with respect to the housing in one direction or the other, an action which is effective to advance or retard the position of the camshaft relative to the crankshaft.
  • the control system of this VCT system is identical to that divulged in U.S. Pat. No. 5,002,023, using the same type of spool valve responding to the same type of forces acting thereon.
  • U.S. Pat. Nos. 5,172,659 and 5,184,578 both address the problems of the aforementioned types of VCT systems created by the attempt to balance the hydraulic force exerted against one end of the spool and the mechanical force exerted against the other end.
  • the improved control system disclosed in both U.S. Pat. Nos. 5,172,659 and 5,184,578 utilizes hydraulic force on both ends of the spool.
  • the hydraulic force on one end results from the directly applied hydraulic fluid from the engine oil gallery at full hydraulic pressure, P s .
  • the hydraulic force on the other end of the spool results from a hydraulic cylinder or other force multiplier which acts thereon in response to system hydraulic fluid at reduced pressure, P c , from a PWM solenoid.
  • U.S. Pat. No. 5,289,805 provides an improved VCT method which utilizes a hydraulic PWM spool position control and an advanced control method suitable for computer implementation that yields a prescribed set point tracking behavior with a high degree of robustness.
  • a camshaft has a vane secured to an end for non-oscillating rotation.
  • the camshaft also carries a timing belt driven pulley which can rotate with the camshaft but which is oscillatable with respect to the camshaft.
  • the vane has opposed lobes which are received in opposed recesses, respectively, of the pulley.
  • the camshaft tends to change in reaction to torque pulses which it experiences during its normal operation and it is permitted to advance or retard by selectively blocking or permitting the flow of engine oil from the recesses by controlling the position of a spool within a valve body of a control valve in response to a signal from an engine control unit.
  • the spool is urged in a given direction by rotary linear motion translating means which is rotated by an electric motor, preferably of the stepper motor type.
  • U.S. Pat. No. 5,497,738 shows a control system which eliminates the hydraulic force on one end of a spool resulting from directly applied hydraulic fluid from the engine oil gallery at full hydraulic pressure, P s , utilized by previous embodiments of the VCT system.
  • the force on the other end of the vented spool results from an electromechanical actuator, preferably of the variable force solenoid type, which acts directly upon the vented spool in response to an electronic signal issued from an engine control unit (“ECU”) which monitors various engine parameters.
  • the ECU receives signals from sensors corresponding to camshaft and crankshaft positions and utilizes this information to calculate a relative phase angle.
  • a closed-loop feedback system which corrects for any phase angle error is preferably employed.
  • variable force solenoid solves the problem of sluggish dynamic response.
  • Such a device can be designed to be as fast as the mechanical response of the spool valve, and certainly much faster than the conventional (fully hydraulic) differential pressure control system.
  • the faster response allows the use of increased closed-loop gain, making the system less sensitive to component tolerances and operating environment.
  • U.S. Pat. No. 5,657,725 shows a control system which utilizes engine oil pressure for actuation.
  • the system includes A camshaft has a vane secured to an end thereof for non-oscillating rotation therewith.
  • the camshaft also carries a housing which can rotate with the camshaft but which is oscillatable with the camshaft.
  • the vane has opposed lobes which are received in opposed recesses, respectively, of the housing.
  • the recesses have greater circumferential extent than the lobes to permit the vane and housing to oscillate with respect to one another, and thereby permit the camshaft to change in phase relative to a crankshaft.
  • the camshaft tends to change direction in reaction to engine oil pressure and/or camshaft torque pulses which it experiences during its normal operation, and it is permitted to either advance or retard by selectively blocking or permitting the flow of engine oil through the return lines from the recesses by controlling the position of a spool within a spool valve body in response to a signal indicative of an engine operating condition from an engine control unit.
  • the spool is selectively positioned by controlling hydraulic loads on its opposed end in response to a signal from an engine control unit.
  • the vane can be biased to an extreme position to provide a counteractive force to a unidirectionally acting frictional torque experienced by the camshaft during rotation.
  • U.S. Pat. No. 6,247,434 shows a multi-position variable camshaft timing system actuated by engine oil.
  • a hub is secured to a camshaft for rotation synchronous with the camshaft, and a housing circumscribes the hub and is rotatable with the hub and the camshaft and is further oscillatable with respect to the hub and the camshaft within a predetermined angle of rotation.
  • Driving vanes are radially disposed within the housing and cooperate with an external surface on the hub, while driven vanes are radially disposed in the hub and cooperate with an internal surface of the housing.
  • a locking device reactive to oil pressure, prevents relative motion between the housing and the hub.
  • a controlling device controls the oscillation of the housing relative to the hub.
  • U.S. Pat. No. 6,250,265 shows a variable valve timing system with actuator locking for internal combustion engine.
  • the system comprising a variable camshaft timing system comprising a camshaft with a vane secured to the camshaft for rotation with the camshaft but not for oscillation with respect to the camshaft.
  • the vane has a circumferentially extending plurality of lobes projecting radially outwardly therefrom and is surrounded by an annular housing that has a corresponding plurality of recesses each of which receives one of the lobes and has a circumferential extent greater than the circumferential extent of the lobe received therein to permit oscillation of the housing relative to the vane and the camshaft while the housing rotates with the camshaft and the vane.
  • Oscillation of the housing relative to the vane and the camshaft is actuated by pressurized engine oil in each of the recesses on opposed sides of the lobe therein, the oil pressure in such recess being preferably derived in part from a torque pulse in the camshaft as it rotates during its operation.
  • An annular locking plate is positioned coaxially with the camshaft and the annular housing and is moveable relative to the annular housing along a longitudinal central axis of the camshaft between a first position, where the locking plate engages the annular housing to prevent its circumferential movement relative to the vane and a second position where circumferential movement of the annular housing relative to the vane is permitted.
  • the locking plate is biased by a spring toward its first position and is urged away from its first position toward its second position by engine oil pressure, to which it is exposed by a passage leading through the camshaft, when engine oil pressure is sufficiently high to overcome the spring biasing force, which is the only time when it is desired to change the relative positions of the annular housing and the vane.
  • the movement of the locking plate is controlled by an engine electronic control unit either through a closed loop control system or an open loop control system.
  • U.S. Pat. No. 6,263,846 shows a control valve strategy for vane-type variable camshaft timing system.
  • the strategy involves an internal combustion engine that includes a camshaft and hub secured to the camshaft for rotation therewith, where a housing circumscribes the hub and is rotatable with the hub and the camshaft, and is further oscillatable with respect to the hub and camshaft.
  • Driving vanes are radially inwardly disposed in the housing and cooperate with the hub, while driven vanes are radially outwardly disposed in the hub to cooperate with the housing and also circumferentially alternate with the driving vanes to define circumferentially alternating advance and retard chambers.
  • a configuration for controlling the oscillation of the housing relative to the hub includes an electronic engine control unit, and an advancing control valve that is responsive to the electronic engine control unit and that regulates engine oil pressure to and from the advance chambers.
  • a retarding control valve responsive to the electronic engine control unit regulates engine oil pressure to and from the retard chambers.
  • An advancing passage communicates engine oil pressure between the advancing control valve and the advance chambers, while a retarding passage communicates engine oil pressure between the retarding control valve and the retard chambers.
  • U.S. Pat. No. 6,311,655 shows multi-position variable cam timing system having a vane-mounted locking-piston device.
  • An internal combustion engine having a camshaft and variable camshaft timing system, wherein a rotor is secured to the camshaft and is rotatable but non-oscillatable with respect to the camshaft is discribed.
  • a housing circumscribes the rotor, is rotatable with both the rotor and the camshaft, and is further oscillatable with respect to both the rotor and the camshaft between a fully retarded position and a fully advanced position.
  • a locking configuration prevents relative motion between the rotor and the housing, and is mounted within either the rotor or the housing, and is respectively and releasably engageable with the other of either the rotor and the housing in the fully retarded position, the fully advanced position, and in positions therebetween.
  • the locking device includes a locking piston having keys terminating one end thereof, and serrations mounted opposite the keys on the locking piston for interlocking the rotor to the housing.
  • a controlling configuration controls oscillation of the rotor relative to the housing.
  • U.S. Pat. No. 6,374,787 shows a multi-position variable camshaft timing system actuated by engine oil pressure.
  • a hub is secured to a camshaft for rotation synchronous with the camshaft, and a housing circumscribes the hub and is rotatable with the hub and the camshaft and is further oscillatable with respect to the hub and the camshaft within a predetermined angle of rotation.
  • Driving vanes are radially disposed within the housing and cooperate with an external surface on the hub, while driven vanes are radially disposed in the hub and cooperate with an internal surface of the housing.
  • a locking device reactive to oil pressure, prevents relative motion between the housing and the hub.
  • a controlling device controls the oscillation of the housing relative to the hub.
  • U.S. Pat. No. 6,477,999 shows a camshaft that has a vane secured to an end thereof for non-oscillating rotation therewith.
  • the camshaft also carries a sprocket that can rotate with the camshaft but is oscillatable with respect to the camshaft.
  • the vane has opposed lobes that are received in opposed recesses, respectively, of the sprocket.
  • the recesses have greater circumferential extent than the lobes to permit the vane and sprocket to oscillate with respect to one another.
  • the camshaft phase tends to change in reaction to pulses that it experiences during its normal operation, and it is permitted to change only in a given direction, either to advance or retard, by selectively blocking or permitting the flow of pressurized hydraulic fluid, preferably engine oil, from the recesses by controlling the position of a spool within a valve body of a control valve.
  • the sprocket has a passage extending therethrough the passage extending parallel to and being spaced from a longitudinal axis of rotation of the camshaft.
  • a pin is slidable within the passage and is resiliently urged by a spring to a position where a free end of the pin projects beyond the passage.
  • the vane carries a plate with a pocket, which is aligned with the passage in a predetermined sprocket to camshaft orientation.
  • the pocket receives hydraulic fluid, and when the fluid pressure is at its normal operating level, there will be sufficient pressure within the pocket to keep the free end of the pin from entering the pocket. At low levels of hydraulic pressure, however, the free end of the pin will enter the pocket and latch the camshaft and the sprocket together in a predetermined orientation.
  • U.S. patent application Ser. No. 10/405,513, by inventors Earl Ekdahl Danny R. Taylor and commonly assigned to BorgWarner Inc. of Auburn Hills, Mich. teaches a method for compensating for variable cam timing of an internal combustion engine is provided.
  • the method includes: a) providing a periodical crank pulse signal; b) providing a periodical cam pulse signal; c) determining a segment, wherein the internal combustion engine speed induces a volatile change upon Zphase values; d) dividing the segment into sub-segments; and e) calculating Zphase values of a plurality of points within the sub-segments.
  • a typical prior art control loop is shown as follows. Referring to FIG. 1 , a prior art feedback loop 10 is shown.
  • the control objective of feedback loop 10 is to have a spool valve in a null position.
  • the objective is to have no fluid flowing between two fluid holding chambers of a phaser (not shown) such that the VCT mechanism at the phase angle given by a set point 12 with the spool 14 stationary in its null position. This way, the VCT mechanism is at the correct phase position and the phase rate of change is zero.
  • a control computer program product which utilizes the dynamic state of the VCT mechanism is used to accomplish the above state.
  • the VCT closed-loop control mechanism is achieved by measuring a camshaft phase shift ⁇ 0 16 , and comparing the same to the desired set point 12 .
  • the VCT mechanism is in turn adjusted so that the phaser achieves a position which is determined by the set point 12 .
  • a control law 18 compares the set point 12 to the phase shift ⁇ 0 16 .
  • the compared result is used as a reference to issue commands to a solenoid 20 to position the spool 14 . This positioning of spool 14 occurs when the phase error (the difference between set point r 12 and phase shift 20 ) is non-zero.
  • the spool 14 is moved toward a first direction (e.g. right) if the phase error is negative (retard) and to a second direction (e.g. left) if the phase error is positive (advance). It is noted that the retarding with current phase measurement scheme gives a larger value, and advancing yields a small value.
  • the phase error is zero, the VCT phase equals the set point 12 so the spool 14 is held in the null position such that no fluid flows within the spool valve.
  • Camshaft and crankshaft measurement pulses in the VCT system are generated by camshaft and crankshaft pulse wheels 22 and 24 , respectively.
  • wheels 22 , 24 rotate along with them.
  • the wheels 22 , 24 possess teeth which can be sensed and measured by sensors according to measurement pulses generated by the sensors.
  • the measurement pulses are detected by camshaft and crankshaft measurement pulse sensors 22 a and 24 a , respectively.
  • the sensed pulses are used by a phase measurement device 26 .
  • a measurement phase difference is then determined.
  • the phase between a cam shaft and a crankshaft is defined as the time from successive crank-to-cam pulses, divided by the time for an entire revolution and multiplied by 360.degree.
  • the measured phase may be expressed as ⁇ 0 16 . This phase is then supplied to the control law 18 for reaching the desired spool position.
  • a control law 18 of the closed-loop 10 is described in U.S. Pat. No. 5,184,578 and is hereby incorporate herein by reference.
  • Measured phase 26 is subjected to the control law 18 initially wherein a Proportional-Integral (PI) process occurs.
  • PI process is the sum of two sub-processes. The first sub-process includes amplification; and the second sub-process includes integration.
  • Measured phase is further subjected to phase compensation, where control signal is adjusted to increase the overall control system stability before it is sent out to drive the actuator, in the instant case, a variable force solenoid.
  • a controller is provided to determine and adjust information derived from a tooth wheel having known teeth distributions.
  • a method is provided to determine and adjust information derived from a tooth wheel having known teeth distributions.
  • a controller is provided to determine and adjust information derived from a tooth wheel having known teeth distributions.
  • a method is provided to determine and adjust information derived from a tooth wheel having known teeth distributions.
  • a method is provided. The method includes the steps of: a) providing a tooth wheel having a physically non-symmetrical tooth distribution on the circumference of the wheel; and b) adjusting the physically non-symmetrical tooth distribution into a symmetrical tooth distribution for further processing by the controller.
  • a method is provided. The method includes the steps of: providing a crank tooth wheel having known tooth distribution; providing a cam tooth wheel having known tooth distribution; and using the controller for adjusting values known to the controller as needed.
  • FIG. 1 shows a prior art control loop.
  • FIG. 1A shows a 3 tooth cam wheel.
  • FIG. 2 shows a set of pulse trains.
  • FIG. 3 shows a pulse wheel with equally spaced teeth
  • FIG. 4 shows a pulse wheel with asymmetrically spaced teeth
  • FIG. 5 shows an adjustment of an asymmetrical wheel.
  • FIG. 6 shows a schematic for recording a set of time stamps.
  • FIG. 7 shows a first flowchart depicting the present invention, in which a crank wheel is non-symmetric, and a cam wheel is symmetric.
  • FIG. 8 shows a second flowchart depicting the present invention, in which a crank wheel is symmetric, and a cam wheel is non-symmetric.
  • FIG. 9 shows a third flowchart depicting the present invention, in which a generic method suitable for a crank tooth wheel.
  • FIG. 10 shows a fourth flowchart depicting the present invention, in which a generic method suitable for a cam tooth wheel.
  • pulse wheels are mounted on both the crankshaft and the camshaft(s) of an internal combustion engine. These pulse wheels are chosen based on what sort of original equipment exists on the engine, what update rate is desired, and the basic relationship that exists between cam and crankshafts. This relationship may be such that for every 2 revolutions of the crank, the cam revolves once. Therefore, in an arbitrary design of the present VCT system, a 4 pulse/rev wheel for the crankshaft, and an 8 pulse/rev wheel for the camshaft(s) are chosen. Due to the relationship between the cam(s) and crank shafts, the frequency of pulses from the pulse wheels is equal, i.e.
  • a solution to the above problem or counter example is to count the crank teeth over two revolutions.
  • the result is that instead of a 4/8 tooth combination, with the 2:1 relationship, one can think of it as a 8/8, with a 1:1 relationship.
  • a cam wheel 100 having three teeth 100 a , 110 b , and 100 c is provided on the circumference of wheel 100 . teeth 100 a , 110 b , and 100 c are evenly distributed upon the circumference of wheel 100 .
  • This case can be expended to the multiples of numeral 3 .
  • a 36-1 pulse/rev. crank wheel 36 evenly spaced teeth, with one missing, as an index
  • 4 tooth crank, 8 tooth cam one can count one tooth on the 36-1 wheel, skip 8 teeth, and count the next one, etc. So, one counts every 9 th tooth, and come up with 4 pulses/revolution.
  • the 3 tooth case this also works, because over 2 crank revolutions, one can get 72 pulses, which is evenly divided by three. Therefore, one can count every 24 th tooth.
  • crank revolution 1 one starts right back where one started, i.e. at tooth 5 .
  • a crank pulse train is provided on the top portion. Two revolutions of crank shaft are shown.
  • the darkened pulses, i.e. pulses 2 , 10 , and 6 are the acknowledged teeth by the controller via a sensor.
  • the non-darkened pulses are the skipped teeth. In other words, for a twelve teeth crank wheel, only teeth 2 and 10 of the first revolution, and tooth 6 of the second revolution are acknowledged and counted.
  • a cam pulse train having three pulses per cam revolution is provided on the middle portion of FIG. 2 .
  • the three cam pulses are at the same frequency as the three acknowledged pulses of the crank pulse train.
  • tooth wheels with equally spaced teeth is probably the most straightforward way of speed and phase measurement of a rotating system ( FIG. 3 ).
  • a tooth wheel 200 having four equally spaced teeth 200 a , 200 b , 200 c , and 200 d is provided on the circumference of wheel 200 .
  • Tooth 300 a is space 60 degrees from tooth 300 b and 120 degrees from tooth 300 d .
  • Tooth 300 b is spaced 60 degrees from tooth 300 c , which is spaced 120 degrees from tooth 300 d.
  • the present invention teaches a Non-Symmetric tooth spacing using this same equation, and only modifies the parameters that the equation uses. In other words, exiting controller method can still be used.
  • the degree change from each tooth location may be determined; such that the physical asymmetrical teeth distribution can be transformed or adjusted to symmetrical tooth spacing as far as the controller is concerned.
  • the processor acknowledges each tooth by capturing the system time, one need to make a correlation from time between pulses to a change in degrees.
  • CrankTimeStamp is the Timer Capture recorded on the previous crank pulse.
  • Equation (5) can be calculated in advance, and does not change in a given pulse-wheel configuration. Equations (2-4) are executed in the order they are presented. So far, there is nothing new about the equations that have been mentioned. Equation (1) is used like it normally used. To adapt to the present invention, equation (2) is executed normally. Since this equation will not give a correct value with a non-symmetric pulse-wheel, another equation is required to adjust the tooth spacing to mimic an evenly spaced pulse-wheel.
  • CrankPeriod adj Even_tooth ⁇ _spacing deg . spacingofcurrentgap ⁇ CrankPeriod ( 6 )
  • CrankTimeStamp adj is the correct value for the current pulse, but CrankTimeStamp is actually from the previous pulse calculations. In this fashion, CrankTimeStamp adj will be the CrankTimeStamp for the next time one execute these equations. Both of these equations which adjust the readings to represent an evenly spaced tooth wheel are executed in the crank pulse-wheel interrupt routine in the software. This takes place immediately after the measurement of CrankPeriod ( FIG. 5 ).
  • FIG. 5 an exemplified adjustment of an asymmetrical wheel 400 is shown.
  • the distribution of the teeth thereon can be considered as analogous to that of FIG. 4 .
  • Wheel 400 possesses four asymmetrically distributed teeth.
  • the 4 teeth are tooth 401 , tooth 402 , tooth 403 , and tooth 404 .
  • Wheel 400 rotates clockwise and the asymmetrically distributed teeth thereon is sensed by sensor 405 . as can be seen, tooth 401 fits the correct spacing or the evenly distributed tooth space. Therefore, no adjustment is required.
  • Tooth 402 For tooth 402 , a backward or counter clockwise movement of 30 degrees such that tooth 402 is at 90 degrees angular distance from both tooth 401 and tooth 403 is accomplished.
  • Tooth 402 ′ is imaginary in that a controller such as an engine control unit (ECU) of an internal combustion engine may be taught to think that teeth on wheel 400 is still evenly or symmetrically distributed due the location of the imaginary or non-physical tooth 402 ′.
  • ECU engine control unit
  • tooth 403 Similar to tooth 401 , and since tooth 403 is 180 degrees from tooth 401 , it fits the correct spacing and is not adjusted. Further, with regard to tooth 404 , similar to tooth 402 it is adjusted or moved forward or clockwise 30 degrees so that it lies 90 degrees to its adjacent teeth.
  • Tooth 3 no adjustment required since it lies 180 degrees from tooth 1 .
  • CrankTimeStamp 4′ crankPeriod 3-4′ +CrankTimeStamp 3
  • CamTimeLag TC (current system timer capture) ⁇ CrankTimeStamp (8)
  • CamTimeLag adj CamTimeLag+CrankPeriod adj (9)
  • CamTimeLag adj CamTimeLag ⁇ CrankPeriod adj
  • CamTimeLag is a measure of the current time (in a cam interrupt routine) back to when the last crank pulse occurred, if the crank pulse is adjusted to occur later in time, the calculations will not represent the correct phase unless adjusted based on the condition. Also, if after equation (8) one do not meet the need to be adjusted, based on the checks in (9), then one will use the non-adjusted CamTimeLag measurement. Otherwise, one will use the adjusted value in our cam position (phase) measurement equation, (1).
  • a cam wheel 500 is provided in which a set of teeth 502 (only four shown) is distributed on the circumference of wheel 500 .
  • the set of teeth 502 may be symmetrically or asymmetrically distributed.
  • a sensor 504 is disposed to sense each tooth and create a corresponding pulse for a controller to record a cam time stamp therein.
  • the controller is capable of recording a first value therein corresponding to a first pulse, and a second value therein corresponding to a second pulse. The timing between pulses can be recorded by the controller for controlling purposes.
  • a crank wheel 506 is provided in which a set of teeth 508 (only four shown) is distributed on the circumference of wheel 506 .
  • the set of teeth 508 may be symmetrically or asymmetrically distributed.
  • a sensor 510 is disposed to sense each tooth and create a corresponding pulse for a controller to record a crank time stamp therein.
  • the controller is capable of recording a first value therein corresponding to a first pulse, and a second value therein corresponding to a second pulse. The timing between pulses can be recorded by the controller for controlling purposes.
  • Controller 512 may be any type of controller including an Engine Control Unit (ECU) of an internal combustion engine.
  • ECU Engine Control Unit
  • Time stamp is a measured value. By way of an example: when a pulse arrives at the processor of controller from a sensor, the Interrupt routine looks at the system clock, and records the time.
  • a flowchart 700 depicting a physical layout wherein the crank shaft has a non-symmetric tooth wheel and the cam shaft has a symmetric tooth wheel.
  • An interrupt is initially generated for at the start of the flow.
  • Crank period is set as the difference between TC and the measured crank time stamp (Step 704 ).
  • TC denotes the timer capture, which mathematically presents the same thing as the time stamp.
  • the interrupt hardware/software in the controller captures the system time in a system register (variable). This process is termed the Timer Capture.
  • the above mentioned hardware may execute the interrupt routine, and then the timer capture value is copied to the Timestamp variable.
  • the present invention uses a separate variable, which is robust in software design, wherein TC (just received)—Timestamp (from last time) is executed right before we manually copy TC over to Timestamp.
  • the adjusted crank period is set as equal to the even tooth spacing of the current gap in degrees. Even tooth spacing is defined as 360 degrees divided by the total number of teeth on a sensor wheel.
  • Current gap is defined as spacing, in degrees, between teeth in the real physical relationship, i.e. not adjusted by the controller.
  • the quotient in turn is multiplied by crank period value (Step 706 ).
  • Crank time stamp is set as the sum of the adjusted crank time period and the crank time stamp (Step 708 ).
  • an adjust can be done to reflect or make the controller aware of the non-symmetric distribution and still using the system clock with the same level of accuracy by spacing the tooth signal apart just as was done when the teeth are physically apart.
  • a first determination is performed (Step 710 ), if cam time lag value is less than zero, the adjusted cam time lag value is set as the summation of the known cam time lag and the adjusted crank period (Step 712 ).
  • the subroutine is done and flow reverts back toward phase measurement (Step 714 ).
  • Cam Time Lag is defined as the time difference from latest cam timestamp to the latest crank timestamp. As this time difference changes, this represents the change in phase between the crank and cam.
  • Step 716 a second determination (Step 716 ) is performed. The second determination determines whether cam time lag is greater than the adjusted crank period (Step 716 ). If cam time lag is greater than the adjusted crank period, the adjusted cam time lag is set as the difference of cam time lag and the adjusted crank period (Step 718 ). If cam time lag is less than the adjusted crank period, the flowchart 700 flows toward the phase measurement (Step 714 ).
  • crank pulse-wheel interrupt routine is unchanged.
  • CrankPeriod TC ⁇ CrankTimeStamp //Current system time ⁇ last time (10)
  • CrankTimeStamp TC //Update system time (11)
  • CamTimeLag adj CamTimeLag+CrankPeriod adj (13)
  • CamTimeLag adj CamTimeLag ⁇ CrankPeriod adj
  • An interrupt is initially generated for at the start of the flow.
  • Crank period is set as the difference between TC and the measured crank time stamp (Step 804 ).
  • Crank time stamp is set as TC (Step 806 ).
  • Cam time lag is set as the difference between TC and Crank time stamp and the relative adjustment of tooth spacing depicted in time. In other words, Cam time lag equals TC minus crank time stamp minus the quotient or the ratio of the current spacing (the actual physical layout on the tooth wheel) and the desired even tooth spacing for the controller to recognize and process. The ratio is in turn multiplied by the crank period.
  • a first determination is performed (Step 810 ), if cam time lag value is greater than zero, the adjusted cam time lag value is set as the summation of the known cam time lag and the adjusted crank period (Step 812 ). The subroutine is done and flow reverts back toward phase measurement (Step 814 ). However, if cam time lag is less than zero, a second determination (Step 816 ) is performed. The second determination determines whether cam time lag is greater than the adjusted crank period (Step 816 ). If cam time lag is greater than the adjusted crank period, the adjusted cam time lag is set as the difference of cam time lag and the adjusted crank period (Step 818 ). If cam time lag is less than the adjusted crank period, the flowchart 800 flows toward the phase measurement (Step 814 ).
  • crankshaft and camshafts have Non-symmetric tooth spacing
  • both sets of “adjustment” equations listed above to have both the crank and cams appears as evenly spaced teeth.
  • both a crank interrupt and a cam interrupt are performed, in which FIGS. 9 and 10 describe respectively.
  • a flow chart 900 depicting a crank pulse interrupt is depicted.
  • a controller initiates crank pulse interrupt 902 and crank pulse interrupt starts.
  • Crank period is set as the difference between TC and crank time stamp (Step 904 ).
  • a determination as to whether the current spacing of crank pulse wheel is symmetric is performed (Step 904 ). It is noted that typically the shape of a tooth wheel is known in that the controller can set or reset to reflect the fact or the actual physical shape of the tooth wheel. If the current spacing is symmetric, the crank time stamp is set as equal to TC (Step 908 ).
  • the interrupt subroutine ends (Step 910 ). However, If the current spacing is non-symmetric, the crank period needs to be adjusted for the controller.
  • the adjusted crank period is set to be equal to the product of a ratio multiplied by crank period.
  • the ratio reflects the non-symmetrical tooth distribution on the tooth wheel and mathematically equal to even tooth spacing divided by the current gap between the relevant adjacent teeth in degrees or radius (Step 912 ).
  • Crank time stamp needs to be adjusted as well.
  • the adjusted crank time stamp is set as the summation of the adjusted crank period and the crank time tamp known the controller up to this point (Step 914 ). The non-symmetric nature of the crank pulse wheel being thus reflected, the routine ends ( 910 ).
  • a flow chart 1000 depicting a cam pulse interrupt is depicted.
  • a controller initiates cam pulse interrupt 1002 and cam pulse interrupt subroutine starts.
  • a first determination is performed as to whether the current cam wheel is symmetric (Step 1004 ). If the cam wheel is symmetric, the cam time lag is set as the difference between TC and crank time stamp (Step 1006 ). If the cam wheel is non-symmetric, the cam time lag is set as the difference of TC minus crank time stamp and minus the product of a factor and crank period.
  • the factor is defined as a ratio minus one, in which the ratio is the ratio of the current spacing (uneven) and the even tooth spacing of the controller (Step 1008 ).
  • a second determination is performed as to whether the cam time lag value is less than zero (Step 1010 ). If the cam time lag value is less than zero, the cam time lag needs to be adjusted. The adjusted cam time lag is set as the summation of cam time lag (currently known) and the currently known adjusted crank period (Step 1012 ). If the cam time lag value is not less than zero, a third determination is performed as to whether cam time lag is greater than the adjusted crank period (Step 1014 ). If cam time lag is greater than the adjusted crank period, the adjusted cam time lag is set as the known cam time lag plus the adjusted crank period (Step 1016 ). If cam time lag is not greater than the adjusted crank period, the crank time stamp value is set as the current TC value (Step 1018 ).
  • This invention requires there be twice the number of teeth on the camshaft, such that the frequencies of pulses entering the controller are the same. To enable this invention with a number of teeth that does not follow this rule, one may need to incorporate this with two other concepts, Tooth Skipping and Phase Measurement over 2 crank revolutions as discussed supra.
  • One embodiment of the invention is implemented as a program product for use with a computer system such as, for example, the schematics shown in FIG. 6 and described below.
  • the program(s) of the program product defines functions of the embodiments (including the methods described below with reference to FIGS. 7-10 and can be contained on a variety of signal-bearing media.
  • Illustrative signal-bearing media include, but are not limited to: (i) information permanently stored on in-circuit programmable devices like PROM, EPPOM, etc; (ii) information permanently stored on non-writable storage media (e.g., read-only memory devices within a computer such as CD-ROM disks readable by a CD-ROM drive); (iii) alterable information stored on writable storage media (e.g., floppy disks within a diskette drive or hard-disk drive); (iv) information conveyed to a computer by a communications medium, such as through a computer or telephone network, including wireless communications, or a vehicle controller of an automobile. Some embodiment specifically includes information downloaded from the Internet and other networks. Such signal-bearing media, when carrying computer-readable instructions that direct the functions of the present invention, represent embodiments of the present invention.
  • non-writable storage media e.g., read-only memory devices within a computer such as CD-ROM disks readable by a
  • routines executed to implement the embodiments of the invention may be referred to herein as a “program”.
  • the computer program typically is comprised of a multitude of instructions that will be translated by the native computer into a machine-readable format and hence executable instructions.
  • programs are comprised of variables and data structures that either reside locally to the program or are found in memory or on storage devices.
  • various programs described hereinafter may be identified based upon the application for which they are implemented in a specific embodiment of the invention. However, it should be appreciated that any particular program nomenclature that follows is used merely for convenience, and thus the invention should not be limited to use solely in any specific application identified and/or implied by such nomenclature.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US10/633,916 2003-08-04 2003-08-04 Cam position measurement for embedded control VCT systems using non-ideal pulse-wheels for cam position measurement Abandoned US20050028770A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US10/633,916 US20050028770A1 (en) 2003-08-04 2003-08-04 Cam position measurement for embedded control VCT systems using non-ideal pulse-wheels for cam position measurement
JP2004222112A JP2005054786A (ja) 2003-08-04 2004-07-29 Ｖｃｔ制御システムにおける角度関係調整方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US10/633,916 US20050028770A1 (en) 2003-08-04 2003-08-04 Cam position measurement for embedded control VCT systems using non-ideal pulse-wheels for cam position measurement

Publications (1)

Publication Number Publication Date
US20050028770A1 true US20050028770A1 (en) 2005-02-10

Family

ID=34115933

Family Applications (1)

Application Number Title Priority Date Filing Date
US10/633,916 Abandoned US20050028770A1 (en) 2003-08-04 2003-08-04 Cam position measurement for embedded control VCT systems using non-ideal pulse-wheels for cam position measurement

Country Status (2)

Country Link
US (1) US20050028770A1 (ja)
JP (1) JP2005054786A (ja)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040057476A1 (en) * 2002-08-26 2004-03-25 Samsung Electronics Co., Ltd Method and apparatus for automatically controlling a power of a laser diode
US20050128281A1 (en) * 2003-11-20 2005-06-16 Samsung Electronics Co., Ltd. Apparatus and method for controlling power of laser diode having optical power compensation
JP2012169596A (ja) * 2011-01-17 2012-09-06 Imec 半導体材料の選択堆積方法
US20140060491A1 (en) * 2012-08-29 2014-03-06 Honda Motor Co., Ltd. Fuel injection control device for saddle-ride type vehicle
US8881699B2 (en) 2013-02-07 2014-11-11 Ford Global Technologies, Llc Feed forward dynamic spool valve
CN105840327A (zh) * 2016-04-01 2016-08-10 中国第汽车股份有限公司 发动机相位检测装置及检测系统
US20180230865A1 (en) * 2017-02-16 2018-08-16 Borgwarner Inc. Electric phaser startup control method

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8380423B2 (en) * 2009-08-27 2013-02-19 GM Global Technology Operations LLC Diagnostic system and method for hydraulically-actuated cam phasers

Citations (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4953531A (en) * 1988-09-27 1990-09-04 Fuji Jukogyo Kabushiki Kaisha Crank angle detector for an engine
US5002023A (en) * 1989-10-16 1991-03-26 Borg-Warner Automotive, Inc. Variable camshaft timing for internal combustion engine
US5107804A (en) * 1989-10-16 1992-04-28 Borg-Warner Automotive Transmission & Engine Components Corporation Variable camshaft timing for internal combustion engine
US5172659A (en) * 1989-10-16 1992-12-22 Borg-Warner Automotive Transmission & Engine Components Corporation Differential pressure control system for variable camshaft timing system
US5245968A (en) * 1992-08-04 1993-09-21 Ford Motor Company System to determine cam phase and cylinder identification for a variable cam timing engine
US5289805A (en) * 1992-03-05 1994-03-01 Borg-Warner Automotive Transmission & Engine Components Corporation Self-calibrating variable camshaft timing system
US5361735A (en) * 1989-10-16 1994-11-08 Borg-Warner Automotive Transmission & Engine Components Corporation Belt driven variable camshaft timing system
US5497738A (en) * 1992-09-03 1996-03-12 Borg-Warner Automotive, Inc. VCT control with a direct electromechanical actuator
US5657725A (en) * 1994-09-15 1997-08-19 Borg-Warner Automotive, Inc. VCT system utilizing engine oil pressure for actuation
US5736633A (en) * 1997-01-16 1998-04-07 Ford Global Technologies, Inc. Method and system for decoding of VCT/CID sensor wheel
US6184578B1 (en) * 1990-02-28 2001-02-06 Hughes Electronics Corporation Graphite composite heat pipe
US6247434B1 (en) * 1999-12-28 2001-06-19 Borgwarner Inc. Multi-position variable camshaft timing system actuated by engine oil
US6250265B1 (en) * 1999-06-30 2001-06-26 Borgwarner Inc. Variable valve timing with actuator locking for internal combustion engine
US6263846B1 (en) * 1999-12-28 2001-07-24 Borgwarner Inc. Control valve strategy for vane-type variable camshaft timing system
US6311655B1 (en) * 2000-01-21 2001-11-06 Borgwarner Inc. Multi-position variable cam timing system having a vane-mounted locking-piston device
US20020011203A1 (en) * 2000-01-03 2002-01-31 Skion Corporation Multi wafer introduction/single wafer conveyor mode processing system and method of processing wafers using the same
US20020050272A1 (en) * 2000-10-27 2002-05-02 Shiro Yonezawa Cylinder identifying system for internal combustion engine
US6477999B1 (en) * 1999-12-28 2002-11-12 Borgwarner Inc. Vane-type hydraulic variable camshaft timing system with lockout feature
US6498979B2 (en) * 2000-01-27 2002-12-24 Denso Corporation Engine control unit having cylinder determination function
US6880504B2 (en) * 2002-07-16 2005-04-19 Mitsubishi Denki Kabushiki Kaisha Valve timing control apparatus for internal combustion engine

Patent Citations (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4953531A (en) * 1988-09-27 1990-09-04 Fuji Jukogyo Kabushiki Kaisha Crank angle detector for an engine
US5361735A (en) * 1989-10-16 1994-11-08 Borg-Warner Automotive Transmission & Engine Components Corporation Belt driven variable camshaft timing system
US5002023A (en) * 1989-10-16 1991-03-26 Borg-Warner Automotive, Inc. Variable camshaft timing for internal combustion engine
US5107804A (en) * 1989-10-16 1992-04-28 Borg-Warner Automotive Transmission & Engine Components Corporation Variable camshaft timing for internal combustion engine
US5172659A (en) * 1989-10-16 1992-12-22 Borg-Warner Automotive Transmission & Engine Components Corporation Differential pressure control system for variable camshaft timing system
US6184578B1 (en) * 1990-02-28 2001-02-06 Hughes Electronics Corporation Graphite composite heat pipe
US5289805A (en) * 1992-03-05 1994-03-01 Borg-Warner Automotive Transmission & Engine Components Corporation Self-calibrating variable camshaft timing system
US5245968A (en) * 1992-08-04 1993-09-21 Ford Motor Company System to determine cam phase and cylinder identification for a variable cam timing engine
US5497738A (en) * 1992-09-03 1996-03-12 Borg-Warner Automotive, Inc. VCT control with a direct electromechanical actuator
US5657725A (en) * 1994-09-15 1997-08-19 Borg-Warner Automotive, Inc. VCT system utilizing engine oil pressure for actuation
US5736633A (en) * 1997-01-16 1998-04-07 Ford Global Technologies, Inc. Method and system for decoding of VCT/CID sensor wheel
US6250265B1 (en) * 1999-06-30 2001-06-26 Borgwarner Inc. Variable valve timing with actuator locking for internal combustion engine
US6263846B1 (en) * 1999-12-28 2001-07-24 Borgwarner Inc. Control valve strategy for vane-type variable camshaft timing system
US6247434B1 (en) * 1999-12-28 2001-06-19 Borgwarner Inc. Multi-position variable camshaft timing system actuated by engine oil
US6374787B2 (en) * 1999-12-28 2002-04-23 Borgwarner Inc. Multi-position variable camshaft timing system actuated by engine oil pressure
US6477999B1 (en) * 1999-12-28 2002-11-12 Borgwarner Inc. Vane-type hydraulic variable camshaft timing system with lockout feature
US20020011203A1 (en) * 2000-01-03 2002-01-31 Skion Corporation Multi wafer introduction/single wafer conveyor mode processing system and method of processing wafers using the same
US6311655B1 (en) * 2000-01-21 2001-11-06 Borgwarner Inc. Multi-position variable cam timing system having a vane-mounted locking-piston device
US6498979B2 (en) * 2000-01-27 2002-12-24 Denso Corporation Engine control unit having cylinder determination function
US20020050272A1 (en) * 2000-10-27 2002-05-02 Shiro Yonezawa Cylinder identifying system for internal combustion engine
US6880504B2 (en) * 2002-07-16 2005-04-19 Mitsubishi Denki Kabushiki Kaisha Valve timing control apparatus for internal combustion engine

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040057476A1 (en) * 2002-08-26 2004-03-25 Samsung Electronics Co., Ltd Method and apparatus for automatically controlling a power of a laser diode
US7492796B2 (en) * 2002-08-26 2009-02-17 Samsung Electronics Co., Ltd. Method and apparatus for automatically controlling a power of a laser diode
US20050128281A1 (en) * 2003-11-20 2005-06-16 Samsung Electronics Co., Ltd. Apparatus and method for controlling power of laser diode having optical power compensation
US7911491B2 (en) 2003-11-20 2011-03-22 Samsung Electronics Co., Ltd. Apparatus and method for controlling power of laser diode having optical power compensation
US20110135339A1 (en) * 2003-11-20 2011-06-09 Samsung Electronics Co., Ltd. Apparatus and method for controlling power of laser diode having optical power compensation
US8174553B2 (en) 2003-11-20 2012-05-08 Samsung Electronics Co., Ltd. Apparatus and method for controlling power of laser diode having optical power compensation
JP2012169596A (ja) * 2011-01-17 2012-09-06 Imec 半導体材料の選択堆積方法
US20140060491A1 (en) * 2012-08-29 2014-03-06 Honda Motor Co., Ltd. Fuel injection control device for saddle-ride type vehicle
US9309827B2 (en) * 2012-08-29 2016-04-12 Honda Motor Co., Ltd. Fuel injection control device for saddle-ride type vehicle
US8881699B2 (en) 2013-02-07 2014-11-11 Ford Global Technologies, Llc Feed forward dynamic spool valve
CN105840327A (zh) * 2016-04-01 2016-08-10 中国第汽车股份有限公司 发动机相位检测装置及检测系统
US20180230865A1 (en) * 2017-02-16 2018-08-16 Borgwarner Inc. Electric phaser startup control method
US10920626B2 (en) * 2017-02-16 2021-02-16 Borgwarner, Inc. Electric phaser startup control method

Also Published As

Publication number Publication date
JP2005054786A (ja) 2005-03-03

Similar Documents

Publication Publication Date Title
EP1586748A1 (en) Method of altering the quantity of information sent to a controller for a VCT system
US7363896B2 (en) Variable valve timing control device of internal combustion engine
EP1355047B1 (en) Variable camshaft timing device
US7146267B2 (en) Engine control apparatus
EP0581508B1 (en) Multiple functions cam sensing
US20060207534A1 (en) Cam angle detecting apparatus, and cam phase detecting apparatus for internal combustion engine and cam phase detecting method thereof
EP1512845A1 (en) A method to measure vct phase by tracking the absolute angular positions of the camshaft and the crankshaft
US20050028770A1 (en) Cam position measurement for embedded control VCT systems using non-ideal pulse-wheels for cam position measurement
CN101415910B (zh) 可变气门正时设备及其控制方法
US6840202B2 (en) Method to reduce noise of a cam phaser by controlling the position of center mounted spool valve
US6932037B2 (en) Variable CAM timing (VCT) system having modifications to increase CAM torsionals for engines having limited inherent torsionals
US8667937B2 (en) Apparatus for sensing cam phaser position
US6932033B2 (en) System and method for improving VCT closed-loop response at low cam torque frequency
EP1416126B1 (en) VCT phaser having an electromagnetic lock system for shift and lock operation
US6941799B2 (en) Real-time control system and method of using same
US6745732B2 (en) VCT cam timing system utilizing calculation of intake phase for dual dependent cams
US7021257B2 (en) Compensating for VCT phase error over speed range
EP1586749A1 (en) Method and apparatus for extended cam position measurement
JPH1136904A (ja) 内燃機関用可変バルブタイミング機構のカム位相検出装置
JP2000205027A (ja) 回転信号の異常検出装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: BORGWARNER INC., MICHIGAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:MCCABE, THOMAS;REEL/FRAME:014378/0550

Effective date: 20030804

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION