US20070261670A1 - Method for Adjusting the Rotational Angle Position of the Camshaft of a Reciprocating Internal Combustion Engine in Relation to the Crankshaft - Google Patents

Method for Adjusting the Rotational Angle Position of the Camshaft of a Reciprocating Internal Combustion Engine in Relation to the Crankshaft Download PDF

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Publication number
US20070261670A1
US20070261670A1 US11/576,299 US57629905A US2007261670A1 US 20070261670 A1 US20070261670 A1 US 20070261670A1 US 57629905 A US57629905 A US 57629905A US 2007261670 A1 US2007261670 A1 US 2007261670A1
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Prior art keywords
signal
crankshaft
camshaft
rotational angle
phase angle
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US11/576,299
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English (en)
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Min Nguyen
Heiko Dell
Holger Stork
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Schaeffler Technologies AG and Co KG
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Schaeffler KG
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Publication of US20070261670A1 publication Critical patent/US20070261670A1/en
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Assigned to Schaeffler Technologies AG & Co. KG reassignment Schaeffler Technologies AG & Co. KG CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: SCHAEFFLER TECHNOLOGIES GMBH & CO. KG
Assigned to SCHAEFFLER TECHNOLOGIES GMBH & CO. KG reassignment SCHAEFFLER TECHNOLOGIES GMBH & CO. KG MERGER AND CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: Schaeffler Technologies AG & Co. KG, SCHAEFFLER VERWALTUNGS 5 GMBH
Assigned to Schaeffler Technologies AG & Co. KG reassignment Schaeffler Technologies AG & Co. KG CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: SCHAEFFLER TECHNOLOGIES GMBH & CO. KG
Assigned to Schaeffler Technologies AG & Co. KG reassignment Schaeffler Technologies AG & Co. KG CORRECTIVE ASSIGNMENT TO CORRECT THE PROPERTY NUMBERS PREVIOUSLY RECORDED ON REEL 037732 FRAME 0347. ASSIGNOR(S) HEREBY CONFIRMS THE APP. NO. 14/553248 SHOULD BE APP. NO. 14/553258. Assignors: SCHAEFFLER TECHNOLOGIES GMBH & CO. KG
Abandoned legal-status Critical Current

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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
    • F01L1/3442—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 using hydraulic chambers with variable volume to transmit the rotating force
    • 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
    • F01L1/352—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 using bevel or epicyclic gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/01—Starting
    • 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 relates to a method for adjusting the rotational angle position of the camshaft of a reciprocating piston internal combustion engine relative to the crankshaft, especially during a startup process of the internal combustion engine, wherein the crankshaft is drivingly connected to the camshaft via an adjustment gear mechanism, which is constructed as a triple-shaft gear mechanism with a crankshaft-fixed drive shaft, a camshaft-fixed output shaft, and an adjustment shaft that is drivingly connected to an electric motor.
  • an adjustment gear mechanism which is constructed as a triple-shaft gear mechanism with a crankshaft-fixed drive shaft, a camshaft-fixed output shaft, and an adjustment shaft that is drivingly connected to an electric motor.
  • Such a method is known from DE 41 10 195 A1.
  • the rotational angle position of the camshaft relative to the crankshaft is adjusted with the help of an electric motor that drives an adjustment shaft of a triple-shaft gear mechanism, with this adjustment shaft being arranged between the crankshaft and the camshaft.
  • a camshaft gear which is driven via a chain by a crankshaft gear locked in rotation with the crankshaft, is provided on the drive shaft of the triple-shaft gear mechanism.
  • the output shaft of the triple-shaft gear mechanism is locked in rotation with the camshaft.
  • the phase angle is measured and compared with the desired value signal.
  • the electric motor is controlled so that the deviation is reduced. So that the engine function can be maintained even in the case of a fault in the adjustment device, the relative adjustment is limited to a maximum adjustment angle with the help of a stop element, which is connected to the drive shaft and which interacts with a camshaft-fixed counter stop element.
  • the stop element is positioned against the counter stop element and thus the camshaft and the crankshaft are braced relative to each other.
  • better cylinder filling is achieved, which saves fuel, reduces pollutant emissions, and/or can increase the output power of the internal combustion engine. This applies to the startup process of the internal combustion engine, however, only because, in part, no measurement values for the phase position of the camshaft are present during the startup process.
  • a rotational angle measurement signal is set to a rotational angle measurement signal start value
  • crankshaft is rotated and a crankshaft sensor signal is detected, which changes its state for a change in the rotational angle of the crankshaft
  • a position measurement signal is set to a position measurement signal start value
  • a phase angle signal for the rotational angle position of the camshaft relative to the crankshaft is determined with the help of the rotational angle measurement signal, the position measurement signal, and a gear parameter of the adjustment gear mechanism,
  • crankshaft and the camshaft are braced in a reference position relative to each other and the attainment of the reference position is detected
  • the phase angle signal is set to a reference value allocated to the reference position
  • phase angle signal is advanced for a state change of the rotational angle measurement signal and/or the position measurement signal
  • the phase angle is controlled, in that the reference position-related phase angle signal obtained in this way is compared with a desired value signal and when a phase angle deviation occurs, the electric motor is controlled such that the deviation is reduced.
  • the phase angle signal is determined indirectly from a rotational angle measurement signal for the crankshaft, a position measurement signal for the adjustment shaft, and a gear parameter, namely the gear ratio that the triple-shaft gear mechanism exhibits for a stationary drive shaft between the adjustment shaft and the camshaft. Therefore, the usually relatively high resolution of a position sensor for determining the position of the adjustment motor rotor relative to the stator can be used for measuring the phase angle signal. Because there is initially no information on the crankshaft rotational angle and the rotational angle position of the adjustment shaft when the internal combustion engine is started, the rotational angle measurement signal and the position measurement signal are set to start values that can be arbitrary. Starting from the corresponding start value, the rotational angle measurement signal is advanced when the crankshaft sensor signal changes its state.
  • the crankshaft and the camshaft are braced relative to each other in a reference position and the attainment of the reference position is detected with a sensor.
  • the phase angle signal is set to a given reference value, which was determined previously through a measurement or in another way and was stored, for example, in a non-volatile memory. Starting from this reference value, which corresponds to the relative position of the camshaft to the crankshaft at the reference position, the phase angle signal is advanced as a function of the state changes of the rotational angle measurement signal and the position measurement signal.
  • phase angle is controlled to a preset desired value signal.
  • a phase angle correction is possible relatively early, namely shortly after reaching the reference position, whereby correspondingly small pollutant emissions and low fuel consumption is enabled during the startup process of the internal combustion engine.
  • a stop element connected to the drive shaft is positioned against a counter stop element connected to the camshaft.
  • the method can then be performed with the help of a camshaft adjustment device that can be produced economically.
  • crankshaft and the camshaft are braced together with the help of at least one spring element.
  • the spring element can be arranged in the reference position in a neutral or central position.
  • the attainment of the reference position is detected with reference to a change in the rate of change of the phase angle signal.
  • a reference mark is generated in the crankshaft sensor signal, wherein when the reference mark appears, a second rotational angle measurement signal is set to a value allocated to the reference rotational angle position, wherein the second rotational angle measurement signal is advanced when a state change of the crankshaft sensor signal appears, wherein a camshaft reference signal is generated when a preset rotational angle position of the camshaft is reached, wherein the measurement values of the rotational angle measurement signal and the position measurement signal present when the camshaft reference signal appears are determined and a value for an absolute phase angle signal is determined with these measurement values and the gear parameter, wherein the rotational speed of the internal combustion engine is measured and compared with a preset rotational speed threshold value and when the rotational speed threshold value is exceeded, the phase angle is corrected with the absolute phase angle signal as the actual value signal.
  • crankshaft sensor signal is determined preferably with the help of a stationary magnetic detector, which is arranged, for example, on the engine block of the internal combustion engine and which interacts with a magnetically conductive toothed ring locked in rotation on the crankshaft.
  • a stationary magnetic detector which is arranged, for example, on the engine block of the internal combustion engine and which interacts with a magnetically conductive toothed ring locked in rotation on the crankshaft.
  • One of the teeth and/or tooth gaps of the toothed ring differs from the other teeth or tooth gaps of the toothed ring and is used as a reference for the absolute determination of the crankshaft rotational angle.
  • the camshaft reference signal can be generated with the help of a trigger device as a function of the absolute rotational position of the camshaft.
  • the second rotational angle measurement signal derived from the camshaft reference signal and the absolute crankshaft sensor signal has the advantage relative to the first rotational angle measurement signal relative to the reference position that tolerances and/or wear in the camshaft drive (crankshaft gear, drive chain, or toothed belts, chain or toothed belt tensioners, camshaft gear, stop and counter stop element) do not influence the accuracy of the rotational angle measurement.
  • tolerances and/or wear in the camshaft drive crankshaft gear, drive chain, or toothed belts, chain or toothed belt tensioners, camshaft gear, stop and counter stop element
  • At least one rotational speed measurement value is initially detected for the rotational speed of the crankshaft and then afterwards only if the control of the phase angle is continued with the absolute phase angle signal. In this way it is avoided that at low rotational speeds, at which, with the help of a magnetic detector interacting with the crankshaft gear, no rotational speed measurement values can be measured, implausible values of the absolute phase angle signal cause positioning errors of the camshaft.
  • the electric motor is set—before the reference position is reached—with a given pulse-to-no-current ratio in the direction of the reference position through pulse-width modulation.
  • the electric motor is initially controlled “blindly.”
  • the pulse-to-no-current ratio is selected so that damage of the stop element and the counter stop element are reliably prevented independent of the position, in which it is located when the internal combustion engine starts.
  • the pulse-to-no-current ratio is changed as a function of the detection of the rotational speed measurement value, wherein the pulse-to-no-current ratio is preferably increased as soon as the rotational speed measurement value is detected.
  • the value, at which the pulse-to-no-current ratio is increased can be selected as a function of at least one parameter, e.g., the engine temperature of the internal combustion engine and thus the drag losses in the valve train.
  • the rotational speed measurement value is preferably detected starting at a crankshaft rotational speed of approximately 50 rpm.
  • the phase position signal is differentiated for forming a phase velocity signal before positioning the stop element against the counter stop element, if the phase velocity signal is compared with a phase velocity threshold value, and if the phase velocity signal is compared with a desired value signal.
  • the phase velocity signal is greater than the threshold value, the phase velocity signal is compared with a desired value signal, and if a deviation appears the electric motor is controlled, such that the deviation is reduced.
  • the measurement values for the phase velocity exist with accuracy sufficient for phase velocity regulation if the phase velocity signal exceeds the threshold value. Through the phase velocity regulation, the wear on the stop element and the counter stop element can be reduced and/or destruction of these parts can be prevented.
  • the operating current and/or the operating voltage and/or the rotational speed of the electric motor is limited and/or controlled before the attainment of the reference position is detected. Therefore, the force, with which the stop element is positioned during the start process of the internal combustion engine against the counter stop element, and thus the wear on the stop element or the counter stop element is limited. Furthermore, destruction of these parts is prevented.
  • FIG. 1 a schematic partial representation of a reciprocating piston internal combustion engine, which has a device for adjusting the phase position of the camshaft relative to the crankshaft,
  • FIG. 2 a view of a camshaft adjustment device
  • FIG. 3 a graphical representation of a state signal for the regulation of the phase position of the camshaft relative to the crankshaft, wherein time is plotted in seconds on the abscissa and the state is plotted on the ordinate,
  • FIG. 4 a graphical representation of an idealized rotational speed profile of an internal combustion engine, wherein time is plotted in seconds on the abscissa and the rotational speed is plotted in revolutions/min on the ordinate,
  • FIG. 5 a graphical representation of the actual phase angle (line marked by plus sign) and a desired value signal (unmarked line) for the phase angle, wherein time is plotted in seconds on the abscissa and the phase angle is plotted in degrees on the ordinate,
  • FIG. 6 a graphical representation of a phase angle signal related to a reference position, wherein time is plotted in seconds on the abscissa and the phase angle is plotted in degrees on the ordinate,
  • FIG. 7 a graphical representation of the actual crankshaft rotational angle (non-dashed line) and a measurement signal (dashed line) for the crankshaft rotational angle, wherein time is plotted in seconds and the rotational angle is plotted in degrees on the ordinate, and
  • FIG. 8 a graphical representation of the actual rotational angle (dashed line) of an electric motor, wherein time is plotted in seconds on the abscissa and the rotational angle is plotted in degrees on the ordinate.
  • An adjustment device for the rotational angle position of the camshaft 3 relative to the crankshaft 5 of a reciprocating piston internal combustion engine has, according to FIG. 1 , an adjustment gear mechanism 1 , which is constructed as a triple-shaft gear mechanism with a crankshaft-fixed drive shaft, a camshaft-fixed output shaft, and an adjustment shaft.
  • the adjustment gear mechanism can be a rotary gear system, for example, a planetary gear system and/or wobble-plate gear system.
  • the drive shaft is locked in rotation with a camshaft gear 2 , which is drivingly connected in a known way to a crankshaft gear locked in rotation on the crankshaft 5 of the internal combustion engine via a chain or a toothed belt.
  • the output shaft is locked in rotation with the camshaft 3 .
  • the adjustment shaft is locked in rotation with the rotor of an electric motor 4 .
  • the adjustment gear mechanism 1 is integrated into the hub of the camshaft gear 2 .
  • the adjustment device For limiting the rotation angle between the camshaft 3 and the crankshaft 5 of the internal combustion engine, the adjustment device has a stop element 6 connected rigidly to the output shaft of the adjustment gear mechanism 1 and a counter stop element 7 , which is locked in rotation with the camshaft 3 and which comes into contact in the position of use on the stop element 6 in a reference position.
  • a magnetic detector 8 which detects the tooth flanks of a toothed ring 9 consisting of a magnetically conductive material and arranged on the crankshaft 5 .
  • a toothed ring 9 consisting of a magnetically conductive material and arranged on the crankshaft 5 .
  • One of the tooth gaps or teeth of the toothed ring 9 has a larger width than the other tooth gaps or teeth and marks a reference rotational angle position of the crankshaft 5 .
  • a first rotational angle measurement signal is set to a rotational angle measurement signal start value, which can have the value of zero, for example. Then the crankshaft is set in rotation, e.g., by means of an electric starter motor and a crankshaft sensor signal, which changes its state each time a tooth flank of a toothed ring 9 passes by, is detected with the help of a magnetic detector 8 .
  • a rising and/or falling flank (state change) of the crankshaft sensor signal appears, an interrupt is triggered in an operating program, in which the rotational angle measurement signal is advanced, for example, by incrementing.
  • a reference mark is generated in the sensor signal of the magnetic detector 8 , which is also designated below as a crankshaft sensor signal. This is achieved in that the crankshaft toothed ring 9 has a larger gap at the reference rotational angle position than between its other teeth.
  • a second rotational angle measurement signal is set to a value allocated to the reference rotational angle position. Then the second rotational angle measurement signal is advanced for each rising and/or falling flank (state change) of the crankshaft sensor signal.
  • an EC motor is preferably provided, which has a rotor, on whose circumference a series of magnetic segments are arranged, which are magnetized alternately in directions opposite each other and which interact magnetically via an air gap with teeth of a stator.
  • the teeth are wrapped with a winding, which is energized via a control device.
  • the position of the magnetic segments relative to the stator and thus the adjustment shaft rotational angle is detected with the help of a measurement device, which has, on the stator, several magnetic field sensors 10 , which are offset relative to each other in the circumferential direction of the stator, such that for each rotation of the rotor, a number of magnetic segment-sensor combinations is cycled through.
  • the magnetic-field sensors 10 generate a digital sensor signal, which cycles through a sequence of sensor signal states that are repeated for one full mechanical rotation of the rotor as many times as the measurement device has magnetic-field sensors 10 . This sensor signal is also designated below as an adjustment shaft sensor signal.
  • a position measurement signal is set to a position measurement signal start value. Then the adjustment shaft is turned, wherein for a change in state of the adjustment shaft sensor signal, an interrupt is triggered in the operating program of the control device, in which the position measurement signal is advanced.
  • an inductive sensor 11 As a reference signal generator for the camshaft rotational angle, an inductive sensor 11 is provided, which interacts with a trigger wheel 12 arranged on the camshaft 3 . If the inductive sensor 11 detects a flank of the trigger wheel 12 , an interrupt is triggered in an operating program of a control device, in which the crankshaft rotational angle and the adjustment shaft rotational angle are buffered for controlling the phase angle for further processing.
  • phase angle When the internal combustion engine is started, it is necessary to set a desired position of the phase angle as quickly as possible. This can be realized only with reference to a reference angle, because the phase angle can be determined only when the tooth gap or tooth marking the reference rotational angle position is found and a flank of the camshaft is identified.
  • the stop element is controlled in the direction of the counter stop element with the help of the electric motor 4 with a given force until the reference position is reached.
  • phase velocity is controlled to a given desired phase velocity until the reference position is reached.
  • phase angle ⁇ (t) When the internal combustion engine starts, ⁇ (0) is unknown. Consequently, the current phase angle ⁇ (t) during this phase is also unknown. For this phase, only the relative percentage of the phase angle is required. This is used to calculate the phase velocity, which is necessary for phase velocity control during the stop movement, if strategy b) is used (see above). In addition, the relative percentage of the phase angle is used for finding the reference position. When the reference position is reached, the phase angle and thus its relative percentage remains approximately constant, although the electric motor is energized even farther in this direction.
  • phase angle with the reference position is controlled as the desired value and the first rotational angle measurement signal as the actual value signal until conditions explained in more detail below for controlling the phase angle are fulfilled with the second rotational angle measurement signal as the desired value signal.
  • the phase angle with the second crankshaft rotational angle measurement signal is controlled as the actual value signal.
  • the rotational speed threshold of 500 rpm ensures that the phase angle control with the second rotational angle measurement signal is performed as the desired value signal only in a motor rotational speed range, in which the flanks of the teeth of the crankshaft toothed ring 9 , the reference mark, and the camshaft reference signal can be reliably detected.
  • the phase angle control is performed with the second rotational angle measurement signal as the desired value signal only when the phase angle that was determined with the help of the second crankshaft rotational angle signal lies in the adjustment range of the adjustment device.
  • An implausible phase angle can be caused by a hardware defect (e.g., stop defect), measurement signal detection errors (e.g., incorrect flank detection on the crankshaft toothed ring 9 ), or signal processing (incorrect detection of the reference mark, incorrect advancing of the rotational angle measurement signal, etc.).
  • a hardware defect e.g., stop defect
  • measurement signal detection errors e.g., incorrect flank detection on the crankshaft toothed ring 9
  • signal processing incorrect detection of the reference mark, incorrect advancing of the rotational angle measurement signal, etc.
  • the electric motor 4 is positioned with a pulse width-modulation ratio dependent on at least one operating parameter of, e.g., 30% in the direction of the reference position with a given velocity and a limitation of its operating current and its operating voltage.
  • the phase angle according to equation (3) is calculated. This phase of the control is ended when the stop is reached or recognized or is interrupted when the conditions for a phase position control with the second crankshaft rotational angle signal is fulfilled as the desired value signal.
  • phase angle is controlled relative to the reference position.
  • the phase angle at the stop must be known.
  • the current phase angle is calculated by means of equations (4) and (5). This phase of the control is interrupted when the stop is reached and recognized or is interrupted when the conditions for a phase position control are fulfilled with the second crankshaft rotational angle signal as the desired value signal and the stop has not yet been reached.
  • phase position control is performed with the second crankshaft rotational angle signal as the desired value signal, as soon as the following conditions have been satisfied: the engine rotational speed of the internal combustion engine is greater than or equal to 500 rpm, the reference mark is recognized, and the phase angle determined with the help of the second crankshaft rotational angle signal lies in a plausible range.
  • the phase angle is calculated by means of equation (6).
  • the internal combustion engine is started.
  • the crankshaft rotational angle relative to the engine start position has a value of 70 and the rotational speed of the electric motor has a value of 0°.
  • the phase angle at the reference position equals 154°, see equation (4).
  • the invention relates to a method for adjusting the rotational angle position of the camshaft 3 of a reciprocating piston engine relative to the crankshaft 5 .
  • the crankshaft 6 is drivingly connected to the camshaft 3 via an adjustment gear mechanism 1 , which is embodied as a triple-shaft gear mechanism with a crankshaft-fixed drive shaft, a camshaft-fixed output shaft, and an adjustment shaft drivingly connected to an electric motor 4 .
  • a stop element 6 is connected to the drive shaft and a counter stop element 7 , which interacts with the stop element 6 at least in a reference position, is connected to the camshaft 3 .
  • a crankshaft rotational angle measurement signal and a position measurement signal for the rotational angle of the adjustment shaft are detected.
  • a phase angle signal for the rotational angle position of the camshaft 3 relative to the crankshaft 6 with reference to the start position is determined.
  • the phase angle relative to the reference position is measured and controlled to a desired value signal.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
US11/576,299 2004-10-06 2005-09-24 Method for Adjusting the Rotational Angle Position of the Camshaft of a Reciprocating Internal Combustion Engine in Relation to the Crankshaft Abandoned US20070261670A1 (en)

Applications Claiming Priority (3)

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DE102004048528 2004-10-06
DE102004048528.3 2004-10-06
PCT/DE2005/001695 WO2006039884A1 (de) 2004-10-06 2005-09-24 Verfahren zum einstellen der drehwinkellage der nockenwelle einer hubkolben-verbrennungsmaschine relativ zur kurbelwelle

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PCT/DE2005/001695 A-371-Of-International WO2006039884A1 (de) 2004-10-06 2005-09-24 Verfahren zum einstellen der drehwinkellage der nockenwelle einer hubkolben-verbrennungsmaschine relativ zur kurbelwelle

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US12/169,907 Continuation US7721693B2 (en) 2004-10-06 2008-07-09 Method for adjusting the rotational angle position of the camshaft of a reciprocating internal combustion engine in relation to the crankshaft

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US11/576,299 Abandoned US20070261670A1 (en) 2004-10-06 2005-09-24 Method for Adjusting the Rotational Angle Position of the Camshaft of a Reciprocating Internal Combustion Engine in Relation to the Crankshaft
US12/169,907 Active 2026-03-24 US7721693B2 (en) 2004-10-06 2008-07-09 Method for adjusting the rotational angle position of the camshaft of a reciprocating internal combustion engine in relation to the crankshaft

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EP (1) EP1797287B1 (ko)
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KR (1) KR101222343B1 (ko)
CN (1) CN101035967B (ko)
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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110232402A1 (en) * 2008-11-25 2011-09-29 Schaeffler Technologies Gmbh & Co. Kg Adjustment device for adjusting a relative rotational angle position of two shafts and method for operating an actuator, particularly of such an adjustment device
US20140107904A1 (en) * 2011-04-12 2014-04-17 Ulrich-Michael Nefzer Method for determining a starting position of a cyclic movement
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US11125768B2 (en) 2014-06-17 2021-09-21 Infineon Technologies Ag Angle based speed sensor device
US11821343B2 (en) 2019-07-10 2023-11-21 Schaeffler Technologies AG & Co. KG Internal combustion engine and method for operating an electromechanical camshaft adjuster

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US20110232402A1 (en) * 2008-11-25 2011-09-29 Schaeffler Technologies Gmbh & Co. Kg Adjustment device for adjusting a relative rotational angle position of two shafts and method for operating an actuator, particularly of such an adjustment device
US8766562B2 (en) * 2008-11-25 2014-07-01 Schaeffler Technologies AG & Co. KG Adjustment device for adjusting a relative rotational angle position of two shafts and method for operating an actuator, particularly of such an adjustment device
US20140107904A1 (en) * 2011-04-12 2014-04-17 Ulrich-Michael Nefzer Method for determining a starting position of a cyclic movement
US20140200792A1 (en) * 2013-01-16 2014-07-17 Honda Motor Co., Ltd. Control apparatus for vehicles
US9108641B2 (en) * 2013-01-16 2015-08-18 Honda Motor Co., Ltd. Control apparatus for vehicles
US9488498B2 (en) * 2014-03-21 2016-11-08 Infineon Technologies Ag Cam shaft rotation sensor
US20150268065A1 (en) * 2014-03-21 2015-09-24 Infineon Technologies Ag Cam shaft rotation sensor
US10718633B2 (en) 2014-06-17 2020-07-21 Infineon Technologies Ag Rotation sensor
US10222234B2 (en) 2014-06-17 2019-03-05 Infineon Technologies Ag Rotation sensor
US11733260B2 (en) 2014-06-17 2023-08-22 Infineon Technologies Ag Angle based speed sensor device
US11125768B2 (en) 2014-06-17 2021-09-21 Infineon Technologies Ag Angle based speed sensor device
US20170227379A1 (en) * 2016-02-08 2017-08-10 Robert Bosch Gmbh Sensor device for ascertaining at least one rotation characteristic of a rotating element
US9958297B2 (en) * 2016-02-08 2018-05-01 Robert Bosch Gmbh Sensor device for ascertaining at least one rotation characteristic of a rotating element
US20180051598A1 (en) * 2016-08-18 2018-02-22 Ford Global Technologies, Llc Methods and system for adjusting camshafts
US10472999B2 (en) * 2016-08-18 2019-11-12 Ford Global Technologies, Llc Methods and system for adjusting camshafts
US10895179B2 (en) * 2018-01-12 2021-01-19 Schaeffler Technologies AG & Co. KG Trigger wheel arrangement for concentrically arranged camshafts
US20190218945A1 (en) * 2018-01-12 2019-07-18 Schaeffler Technologies AG & Co. KG Trigger wheel arrangement for concentrically arranged camshafts
US11821343B2 (en) 2019-07-10 2023-11-21 Schaeffler Technologies AG & Co. KG Internal combustion engine and method for operating an electromechanical camshaft adjuster

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CN101035967A (zh) 2007-09-12
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WO2006039884A1 (de) 2006-04-20
US7721693B2 (en) 2010-05-25

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