WO2006122665A1 - Dispositif de reglage electrique d'arbre a cames presentant un module de commande et un dispositif de commande central - Google Patents

Dispositif de reglage electrique d'arbre a cames presentant un module de commande et un dispositif de commande central Download PDF

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Publication number
WO2006122665A1
WO2006122665A1 PCT/EP2006/004267 EP2006004267W WO2006122665A1 WO 2006122665 A1 WO2006122665 A1 WO 2006122665A1 EP 2006004267 W EP2006004267 W EP 2006004267W WO 2006122665 A1 WO2006122665 A1 WO 2006122665A1
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WO
WIPO (PCT)
Prior art keywords
control unit
camshaft adjuster
signal
central control
central
Prior art date
Application number
PCT/EP2006/004267
Other languages
German (de)
English (en)
Inventor
Jens Schäfer
Tim Schulte
Original Assignee
Schaeffler Kg
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 Schaeffler Kg filed Critical Schaeffler Kg
Publication of WO2006122665A1 publication Critical patent/WO2006122665A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values

Definitions

  • the invention relates to a device for adjusting a rotational angle of a camshaft relative to a crankshaft of an internal combustion engine with an electric camshaft adjuster, a control unit and a central control device according to the preamble of patent claim 1.
  • camshaft adjusters are usually associated with a control unit which is arranged in the housing of the camshaft adjuster or screwed to it.
  • a control signal is generated via a suitable control, which correlates with a desired angular position of the camshaft adjuster.
  • Document DE 102 29 029 A1 shows a hydraulic camshaft adjuster, in which a control signal is generated in a control unit, in accordance with which hydraulic chambers of the camshaft adjuster are subjected to the hydraulic medium.
  • the control unit is in signal communication with a central engine control unit, wherein the control unit can transmit to the central engine control unit a signal which influences the specification of the idle speed and is adapted to raise the idle speed from a predetermined target speed to an intermediate value.
  • the invention has for its object to provide a device with a camshaft adjuster, in which a control of the camshaft adjuster using a camshaft adjuster associated with the control unit with special consideration
  • the ideal requirement for a camshaft adjuster is exact compliance with the setpoint course. In reality, there are deviations between a desired angular course and an actual angular course. To minimize this deviation, regulations are used that are based on a highly dynamic detection of position information. In addition to the signals of the crankshaft sensor and the signals of the camshaft or the sensors and the position information is evaluated, which is needed for electronic commutation of a brushless servo motor. This can be done sensor-based as well as sensorless by a software. For this purpose, one or more arithmetic processors are necessary, which are costly.
  • the present invention is based on the recognition that motor vehicles, on the one hand, have a high-performance motor control unit on the one hand anyway. seen and on the other hand additionally memory elements, logic elements, processors u. ⁇ . In the range of the camshaft adjuster associated control unit are present, which serve to carry out the control of the camshaft adjuster.
  • the invention proposes to shift sub-functions of the control unit from this to the central control unit. This results in a multifunctional use of the central control unit, which can be used in addition to the use of the camshaft adjuster, for example, a motor control and / or a transmission control.
  • the central control unit is configured in such a way that an actuating signal can be determined in the control unit by evaluating signals and operating variables present by the central control unit.
  • the actuating signal correlates with a desired position of the camshaft adjuster.
  • the term "desired position” means any possible generalized coordinate of the camshaft adjuster or a drive element thereof, for example a rotational angle, a rotational speed, a rotational direction, an actuation of an actuating element or the like.
  • control unit it is sufficient for the control unit to be suitable for converting the actuating signal into an adjusting movement of the camshaft adjuster, whereby, of course, additional functions may also be taken into account in the control unit.
  • control unit has only one supply unit, a control / commutation logic and power electronics.
  • a sensor device with suitable supply, in particular Hall sensors, can be taken into account in the control unit.
  • the invention makes use of the fact that a large number of signals, In particular, operating parameters of the internal combustion engine, environmental parameters, power control signals of the driver and / or monitoring signals, anyway in the range of the central control unit so that they do not need to be unnecessarily fed to the control unit of the camshaft adjuster. This can u. U. lines and connections that are prone to failure and installation consuming, can be saved. In the event that there are special signals required for determining the actuating signal in the control unit, for example the measuring signals from sensors for the adjusting movement of the camshaft adjuster, these can be supplied by the control unit of the camshaft adjuster to the central control unit.
  • the inventive design results in u. U. a cost shift from the control unit away to the central control unit. Furthermore, as a result of the more favorable infrastructure in the central control unit, a cost reduction can result. Furthermore, according to the invention, the documentability of possible system errors can be improved since signals correlating with the system errors can be stored in the central control unit with all relevant error data. In addition, the efficiency of the device can be increased if the power electronics are arranged in the immediate vicinity of the electric servomotor. This is due to a reduction of electromagnetic interference (improved electromagnetic compatibility) and in a loss of power losses at the leads and connectors between power electronics and electric servomotor. Since cable lines and plug connections according to the invention can be dispensed with and u. U.
  • the size of a housing of the camshaft adjuster and / or the control unit can be reduced, according to the invention also results in a reduced weight.
  • Another advantage of the embodiment of the invention is to call that u. U. temperature-sensitive electrical components for controlling the Sachllsig- signal from the internal combustion engine, which generates high temperatures, are shifted away. Also, the number of interference-prone connectors can be reduced, which is given a further reduction of error sources.
  • the camshaft adjuster is designed as an electric camshaft adjuster, so that the electrical control signal does not have to be converted into a hydraulic manipulated variable, but the electrical control signal can be converted into electrical signals without a change of the "medium", with which electric camshaft adjuster is electrically applied.
  • control unit on controls that are configured so that the electrical signals cause an adjustment movement of the camshaft adjuster in the desired position of the camshaft adjuster.
  • a signal connection is provided, via which at least the control signal is transmitted from the central control unit to the control unit - the supplementary transmission of further signals in both directions is also possible.
  • the central control unit is connected to the control unit via a plurality of separate lines, are transmitted via the position and / or speed information from multiple sensors of a camshaft adjuster.
  • a configuration is used, for example, when Hall sensors are used to acquire the position and / or speed information.
  • the signal of each Hall sensor is transmitted via a separate line.
  • four lines are thus required for a four-phase motor.
  • the transmitted position or rotational speed information may be, in particular, those of one, two or, for V-type engines, four camshaft adjuster (s).
  • actuators in conjunction with camshaft adjusters have speeds of up to 10,000 revolutions per minute and, for example, per revolution of a camshaft adjuster 42
  • Sensortial. Sensorless signals must be processed (in a brushless AC motor with seven pole pairs), offers a line connection with separate lines for each Hall sensor information.
  • a variant of the invention is that the signals of several sensors of a camshaft adjuster are combined and sent via a line. This is u. U. possible because switching points of the individual sensors offset from each other. However, this may mean that a directional information of the signal is lost. For this reason, a direction signal is determined in the control unit on the basis of the individual sensors of the camshaft adjuster which, in addition to the combined sensor signals sent via a line, is transmitted to the central control unit via a second, separate line.
  • a further simplification can be brought about according to the invention in that rotational angle, rotational speed and rotational direction information of two or more camshaft adjusters are placed together on the aforementioned two lines.
  • a coding of the signals in the control unit for which the known methods, such as an amplitude modulation, can be used.
  • signals are exchanged between the central control unit and the control unit via a bus system.
  • bus systems are characterized by a sufficiently large transmission bandwidth and low latency fluctuations.
  • the requirements for the dynamics of the control loop determine the appropriate bus systems.
  • soft real-time bus systems such as a CAN bus system, which can be used exclusively or alternatively as a "shared medium", suffice.
  • bus systems For highly dynamic control processes, hard real-time bus systems are to be preferred. As X-by-Wire technologies continue to evolve, they will increasingly be used in automobiles. Examples of applicable bus systems are TTCAN, FlexRay and TTP / C. These bus systems are also characterized by a deterministic behavior. Preferably, the associated bus controller is integrated directly in the microprocessor or in the application-specific integrated circuit of the control unit of the camshaft adjuster. Mixed forms to the described forms are also conceivable.
  • the control signal generated in the central control unit includes a position and / or speed signal and a direction of rotation signal, which are transmitted via separate lines.
  • the position and / or speed signal can be transmitted, for example pulse-width modulated and is particularly proportional to the idle speed of the electric motor.
  • the position and / or speed signal and the direction of rotation signal are transmitted via a common line.
  • the direction of rotation signal can be encoded to the speed signal.
  • a coding takes place via the duty cycle.
  • a duty cycle between 0% and 50% corresponds to a clockwise rotation while a duty cycle between 51% and 100% corresponds to a counterclockwise rotation.
  • the duty cycle 0% and 100% corresponds to the maximum engine speed.
  • the diagnosis can be improved if a signal exchange takes place between the central control unit and the control unit for diagnostic functionalities via a line or a bus system.
  • Figure 1 shows a device with a control unit in which determines the control signals for several camshaft adjuster by a scheme becomes
  • Figure 2 shows an inventive device in which a control of the control signal for at least one camshaft adjuster via a central control unit takes place;
  • Figure 3 shows another device according to the invention, in which the signal connection between a control unit and a central control unit via a bus system.
  • the figures show a topology for the electrical control of at least one camshaft adjuster 1, 2, with which the angular relationship between a camshaft 3, 4 and a crankshaft 5 with a flywheel 6 is variable.
  • camshaft adjuster 1, 2 camshaft adjuster of any type can be used.
  • the camshaft adjuster 1, 2 is connected via lines 7, 8, 9 in signal communication with a control unit 10.
  • the lines 7, 8, 9 can serve:
  • c) provide a basic power supply for a sensor of the camshaft adjuster 1, 2 available.
  • the control unit 10 is further in signal communication with a bus system 11 (CAN) and terminals 12-14 (designation in the vehicle: "terminal 15", “terminal 30", “terminal 31”).
  • the camshafts 3, 4 each have a transmitter wheel 15, which cooperates with a sensor 16, and a Mehrfingergeberrad 17, which cooperates with a sensor 18.
  • the measuring signal of the sensor 15 is fed to a central or further control unit 19, which takes over, for example, control functions for the internal combustion engine and / or the vehicle transmission and possibly includes further functions.
  • a sensor 20 detects a crankshaft signal.
  • the signals of the sensors 16, 20 may be looped through the central control unit 19 to the control unit 10. If all required signals and variables are present in the control unit 10, a determination of the actuating signal for the camshaft adjusters 1, 2 in the area of the control unit 10 is carried out for this embodiment.
  • the central control unit 19a signals 21, 22, in particular a sensor 20 of a crankshaft and / or a camshaft associated sensor 16, 18, and / or signals for detecting further operating variables of the internal combustion engine, environmental parameters and / or a power requirement of the driver fed. Other signals may be received and transmitted by the central controller 19a via the bus system 11a.
  • a map 23 is stored in the central control unit 19a. From the map 23, at least one control variable 24 can be determined from available signals 21, 22 and other variables, which may be, for example, a desired angle, an angular change, an angular velocity, a Limit value, a control parameter or the like.
  • a control unit 25 is provided, which on the one hand, the control variable 24 and on the other hand, a position information 26 of a camshaft adjuster 1, 2 is supplied.
  • the position information is in particular a rotation angle, an angular velocity and / or a direction of rotation.
  • the position information may also include encoded data.
  • a control algorithm 27 is stored, which essentially corresponds to the known control algorithms for camshaft adjuster. By means of the control 25, a control signal 28 is determined.
  • the control unit 10a has a supply unit 29 for supplying the components involved with electrical power.
  • the supply unit 29 is supplied by the battery of the motor vehicle with electric power.
  • the supply unit 29 supplies a control / commutation logic 30 and a power electronics 31 with electrical power. From the control signal, the control of the electrical servomotor 32 is generated by means of the control commutation logic 30 and the power electronics 31, here a line 33 with the phase U, a line 34 with the phase V and a line 35 with the phase W.
  • Hall sensors 36, 37, 38 are provided in the region of the servomotor 32, which are provided by the supply unit 29 with an electrical supply and whose output signals are fed to the control commutation logic via a signal path, a line 39 or several lines.
  • the signals of the Hall sensors 36, 37, 38 are transferred directly or indirectly under conversion, superimposition and / or coding as position information 26 to the central control unit 19a.
  • an exchange of information takes place between the control unit 10a and the central control unit 19a in the form of the position information via suitable interfaces and intermediate signal connections.
  • the control unit 10a can transmit diagnostic function signals 40 to the central control unit 19a.
  • a control unit 10a and a camshaft adjuster module 41 are provided, wherein, as shown in FIG. 2, the supply unit 29, the control commutation logic 30 and the power electronics 31 are provided in the control unit 10a, while the electric servomotor 32 and the reverberation Sensors 36-38 are arranged in the camshaft adjuster module 41.
  • the control unit 10a and the camshaft adjuster module 41 communicate with each other via a supply line between the supply unit 29 and the Hall sensors 36-38, the lines 39 and the lines 33-35.
  • the control unit 10a and the camshaft adjuster module 41 may be housed in a common housing or in separate housings, which are preferably mounted on each other.
  • the diagnostic function signal (s) 40 or information, the actuating signal 28 and the position information 26 are not transmitted via separate lines between the central control unit 19b and the control unit 10a, but via the Bus system 11 b.
  • control unit 40 40 diagnostic function signal (s)

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

Abstract

L'invention concerne une topologie servant à la production d'un signal de régulation pour un dispositif de réglage électrique d'arbre à cames. L'invention est caractérisée en ce qu'un réglage d'un signal de régulation (28) s'effectue dans une unité de régulation (25) qui est disposée dans un dispositif de commande central (19a), en particulier dans un appareil de commande du moteur. Le signal de réglage (28) est transmis, via une interface appropriée, ou un système bus, à un module de régulation (10a) associé au dispositif de réglage d'arbre à cames, et est converti, au moyen d'une logique de commutation (30) et d'une électronique de puissance (31), en un signal électrique approprié pour la commande du moteur de réglage (32). Conformément à l'invention, l'unité de régulation (25) se trouve ainsi déplacée, par rapport à l'état de la technique, du module de commande (10a) au dispositif de commande central (19a). L'invention trouve une application dans les dispositifs de réglage d'arbre à cames de moteurs à combustion interne pour véhicules.
PCT/EP2006/004267 2005-05-18 2006-05-06 Dispositif de reglage electrique d'arbre a cames presentant un module de commande et un dispositif de commande central WO2006122665A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200510022714 DE102005022714A1 (de) 2005-05-18 2005-05-18 Vorrichtung mit einem elektrischen Nockenwellenversteller, einer Steuereinheit und einem zentralen Steuergerät
DE102005022714.7 2005-05-18

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Publication Number Publication Date
WO2006122665A1 true WO2006122665A1 (fr) 2006-11-23

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Cited By (3)

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WO2008026041A2 (fr) 2006-08-31 2008-03-06 Toyota Jidosha Kabushiki Kaisha Système de réglage variable des soupapes
CN109983690A (zh) * 2016-11-22 2019-07-05 舍弗勒技术股份两合公司 用于确定电动机的转子的位置的方法和电路装置
DE102019118689A1 (de) * 2019-07-10 2021-01-14 Schaeffler Technologies AG & Co. KG Verbrennungsmotor und Verfahren zum Betrieb eines elektromechanischen Nockenwellenverstellers

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US7389177B2 (en) * 2005-05-25 2008-06-17 Gm Global Technology Operations, Inc. Signal transfer system for distributing engine position signals to multiple control modules
DE102006016650B4 (de) 2006-04-08 2019-05-16 Schaeffler Technologies AG & Co. KG Nockenwellentrieb für eine Brennkraftmaschine
DE102015219335B3 (de) 2015-10-07 2017-02-02 Continental Automotive Gmbh Verfahren zum Steuern eines Verbrennungsmotors mit einer Nockenwelle
DE102017114173A1 (de) 2017-06-27 2018-12-27 Schaeffler Technologies AG & Co. KG Steuergerät für einen Verbrennungsmotor
DE102019113300B3 (de) 2019-05-20 2020-07-09 Schaeffler Technologies AG & Co. KG Verfahren zum Betrieb eines elektromechanischen Nockenwellenverstellers
DE102021134044B3 (de) 2021-12-21 2023-03-16 Schaeffler Technologies AG & Co. KG Brennkraftmaschine und Verfahren zum Betrieb einer Brennkraftmaschine

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Cited By (7)

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Publication number Priority date Publication date Assignee Title
WO2008026041A2 (fr) 2006-08-31 2008-03-06 Toyota Jidosha Kabushiki Kaisha Système de réglage variable des soupapes
WO2008026041A3 (fr) * 2006-08-31 2008-05-02 Toyota Motor Co Ltd Système de réglage variable des soupapes
US8020527B2 (en) 2006-08-31 2011-09-20 Toyota Jidosha Kabushiki Kaisha Variable valve timing system
CN109983690A (zh) * 2016-11-22 2019-07-05 舍弗勒技术股份两合公司 用于确定电动机的转子的位置的方法和电路装置
DE102019118689A1 (de) * 2019-07-10 2021-01-14 Schaeffler Technologies AG & Co. KG Verbrennungsmotor und Verfahren zum Betrieb eines elektromechanischen Nockenwellenverstellers
WO2021004574A1 (fr) 2019-07-10 2021-01-14 Schaeffler Technologies AG & Co. KG Moteur à combustion interne et procédé de fonctionnement d'un déphaseur d'arbre à cames électromécanique
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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