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
  • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
  • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
  • F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
• • 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
  • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
  • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
• • 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
  • F01L2001/34423—Details relating to the hydraulic feeding circuit
  • F01L2001/34446—Fluid accumulators for the feeding circuit

Definitions

• the invention relates to a method for operating an internal combustion engine according to the preamble of patent claim 1.
• FIG. 1 is a schematic diagram of an electrohydraulic valve actuation system
• FIG. 2 shows the variable valve adjustment of the gas exchange valves resulting from the valve actuation system according to FIG. 1, illustrated by several valve lift curves,
• FIG. 4 shows a current, voltage, and stroke characteristic curve for one of the electromagnetic valves of the valve actuation or injection system, which is representative of the program flow chart according to FIG. 3.
• FIG. 1 discloses a basic illustration of an electrohydraulic valve actuation system with a valve arranged in the cylinder head 1 of an internal combustion engine. driven, consisting of a camshaft 2, a plunger assembly 3 and a gas exchange valve 5 extending into the intake port 4 of the internal combustion engine as an inlet valve.
• the gas exchange valve 5 is not directly through the plunger assembly 3, but by means of a pressure medium volume provided by the engine oil pump 6 with regard to the Movement sequence actuated variably, for which purpose an electromagnetic valve 7 is inserted in the cylinder head 1 in order to be able to vary the pressure medium volume clamped between the ram assembly 3 and the gas exchange valve 5.
• the valve actuation system Since it is a multi-cylinder internal combustion engine, the other components of the electrohydraulic valve actuation system already mentioned at the beginning are also present several times in accordance with the number of gas exchange valves.
• the valve actuation system also has an intermediate store 8 for each engine cylinder, which stores excess pressure medium volume that is not required for regulating the valve actuation system if necessary.
• an injection valve 20 is arranged in the intake duct 4 and, like the solenoid valve 7, can also be operated by means of variable control voltage and / or variable control current to adjust all engine cylinders to uniform injection quantities.
• the system tolerances in the control, the magnetic circuit and the component tolerances within the valve train can no longer lead to an unacceptable spread of the valve opening cross sections, since the hydraulic control pressure between the piston assembly 3 and the associated gas exchange valve 5 is now in accordance with the invention is adjusted individually for each engine cylinder by regulating the valve switching voltage or the valve current applied to the solenoid valve 7 as a function of the crank angle, so that the same valve lift results for all gas exchange valves 5 per work cycle. Theoretically, this would also be technically possible with the help of displacement sensors in the area of gas exchange valves. However, this solution is ruled out for reasons of cost and construction costs. It should also be noted that the exhaust gas emission is usually regulated by means of a single lambda probe per cylinder bank.
• FIG. 2 shows, by way of example, the valve lift curves that can be fundamentally adjusted with the variable valve actuation system presented in FIG. 1, which, based on a maximum camshaft angle shown on the abscissa, are also plotted for reduced valve opening clearances of 40 degrees, 80 degrees and 120 degrees camshaft angle.
• the valve stroke possible for each camshaft angle is plotted along the ordinate, which inevitably has the smallest valve stroke of approximately 3.8 mm with the smallest camshaft angle of 40 degrees.
• FIG. 3 shows, according to the invention, the individual method steps for comparing the valve lift and thus the valve opening times for all gas exchange valves 5 of a multi-cylinder internal combustion engine, which is preferably with the 1 is known electro-hydraulic valve actuation system.
• the system-related imponderabilities and tolerances in the control of the solenoid valves 7 and in the valve train already mentioned can be regulated in such a way that each valve actuation system is selectively matched to an optimal exhaust gas emission while the internal combustion engine is running, the control parameters obtained for the Solenoid valves 7 are stored in a data memory.
• the internal combustion engine is preferably operated in the speed range in which there are inadmissible deviations from one another in the exhaust gas emission of the individual engine cylinders.
• the exhaust gas emission is recorded in a manner known per se via a lambda control loop.
• the control voltage or control currents of each solenoid valve 7 are then varied according to the program flowchart and stored cylinder-selectively in the data memory and recorded as a function of the engine speed. Building on the parameter map thus defined from cylinder to cylinder, the entire actuation of the electromagnetic valves 7 takes place.
• the solenoid valves 7 of all the engine cylinders are initialized in accordance with a first operation step 9 for the purpose of actuation and thus specifically to compare the gas exchange valves 5 with one another.
• a second operation step 10 the worst exhaust gas value is initiated, as well as the number of iteration steps and the iteration step size established.
• a third operation step according to diamond 11 it is determined whether the engine speed is in a predetermined speed range. If this condition is not fulfilled, the engine speed is queried again from the engine control unit via a loop 11a.
• a subroutine be called up according to operation step 12, in which a currently valid and stabilized exhaust gas value is read into a data memory of the engine control unit becomes what can be done, for example, by linking to a lambda control loop of the engine management. Then it is checked according to the following diamond 13 whether the current exhaust gas value is better than the previously stored exhaust gas value. If this requirement is met, the current control value for the solenoid valve 7 to be activated is stored in the next step 14 as a function of the engine speed and the associated engine cylinder.
• step 16 it is checked whether all iteration steps have been completed. If not pass through all iteration steps, via the loop 16a re ⁇ HOLUNG of the valve adjustment method starting from the diamond 2. Unless but COMPLETE iteration steps have been completed, the box 17 detects the next solenoid valve 7 according to. In step 18 it is checked whether the solenoid valves 7 of all engine cylinders have been adapted. In the case of a negative answer a repeat of the flow chart is then carried over the loop 18a beginning with the Operati ⁇ onsuze 10. However, if the adaptation of all the engine cylinders completed, then the valve adjustment method explained herewith is ended with step 19.
• values for different speed ranges can be determined and stored in a data memory of the engine management or engine control unit. In this way, a map or a parameter set can be determined for a mathematical description.
• the algorithm can be used in a measurement run to determine the parameters.
• the algorithm can also be used in the normal operating mode of the internal combustion engine, for example to optimize the parameters, e.g. counteract the influence of component aging.
• operation step 2 according to FIG. 3 would have to be modified and the engine speed specified as an index in the map.
• a method for operating an internal combustion engine which, by varying the triggering times of the electromagnetic valves 7 and thus the synchronous actuation of the gas exchange valves 5 (intake valves), enables the exhaust gas values to be optimized by, to a certain extent, the triggering parameters of the electromagnetic valves 7 using a search method described in FIG can be varied. In this way, for a quality criterion optimal valve control is achieved.
• an optimized current characteristic curve according to FIG. 4 results for each motor cylinder for the solenoid valve 7 to be activated in each case, the optimum current curve being determined as a function of time and thus proportional to the engine crank angle and by the trigger point T. becomes.
• the adjustment process according to the invention results in a sawtooth-shaped current curve, which begins with a comparatively low quiescent current II (inrush current), which, with the rise to the excitation current 12, simultaneously sets the magnet armature of the solenoid valve 7 in motion and keeps it in the open position until it is lowered Excitation current 12 to the holding current 13, the amount of which is slightly greater than the quiescent current II, the trigger point T is reached, so that the magnet armature of the solenoid valve 7 moves back to its original rest position.
• the trigger point T is recorded on the basis of the method shown in FIG. 3 for each solenoid valve 7 and thus for each gas exchange valve 5 in the engine cylinder in a data memory of the engine control unit.
• the time course of the current pulse as well as the movements of the Magne ⁇ tankers are plotted identical phase below the current characteristic with which a direct assignment of the current pulse duration and the armature movement to the current characteristic is possible.
• valve actuation method in which the exhaust gas emission is measured for each engine cylinder and in which the actuation voltage or actuation is then alternated with the aim of optimizing the exhaust gas values.
• Control current as a function of the engine crank angle is varied for each solenoid valve 7 and the optimal trigger point T is determined.
• the optimal switching points of the electromagnetic valves 7 determined during the method are thus recorded individually for each engine cylinder and stored as a function of the engine speed as a parameter field in the data memory of the engine control unit. Building on this defined parameter field, a cylinder-selective valve actuation thus takes place, which ultimately leads to the same valve strokes of the gas exchange valves 5 in the present example.
• valve strokes of the solenoid valves 7 do not necessarily have to be the same, however, but rather can be varied to meet the task, as required and thus as desired. According to this valve control method, the tolerances of the injection quantity can also be adjusted by cylinder-selective control of the injection valves 20.
• the invention is not limited to the design embodiment according to FIG. 1, but is also suitable for alternative valve train designs which, for example, provide direct electromagnetic actuation of the gas exchange valves and which have either an intake manifold or direct injection. LIST OF REFERENCE NUMBERS

Landscapes

• 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)

Priority Applications (4)

Applications Claiming Priority (4)

Publications (2)

Family

ID=26003842

Family Applications (1)

Country Status (5)

Cited By (1)

Families Citing this family (11)

Family Cites Families (11)

• 2000
  • 2000-12-23 DE DE50012416T patent/DE50012416D1/de not_active Expired - Lifetime
  • 2000-12-23 WO PCT/EP2000/013254 patent/WO2001051775A2/de not_active Ceased
  • 2000-12-23 JP JP2001551955A patent/JP2003519743A/ja active Pending
  • 2000-12-23 US US10/181,013 patent/US6745122B2/en not_active Expired - Fee Related
  • 2000-12-23 EP EP00992089A patent/EP1250519B1/de not_active Expired - Lifetime

Also Published As

Similar Documents

Legal Events