EP1664492A1 - Procede et dispositif pour determiner une position de phase entre un vilebrequin et un arbre a cames d'un moteur a combustion interne - Google Patents

Procede et dispositif pour determiner une position de phase entre un vilebrequin et un arbre a cames d'un moteur a combustion interne

Info

Publication number
EP1664492A1
EP1664492A1 EP04766698A EP04766698A EP1664492A1 EP 1664492 A1 EP1664492 A1 EP 1664492A1 EP 04766698 A EP04766698 A EP 04766698A EP 04766698 A EP04766698 A EP 04766698A EP 1664492 A1 EP1664492 A1 EP 1664492A1
Authority
EP
European Patent Office
Prior art keywords
map
phase position
manifold pressure
intake manifold
camshaft
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.)
Withdrawn
Application number
EP04766698A
Other languages
German (de)
English (en)
Inventor
Frédéric Galtier
Hong Zhang
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.)
Aumovio Germany GmbH
Original Assignee
Siemens AG
Siemens Corp
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 Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP1664492A1 publication Critical patent/EP1664492A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method and a device for determining a phase position between a crankshaft and a camshaft of an internal combustion engine.
  • Internal combustion engines have a crankshaft which is driven via cylinders of the internal combustion engine by means of pistons and connecting rods connected to them.
  • the crankshaft outputs a torque on the output side, preferably on a clutch, which serves to drive a vehicle in which the internal combustion engine is arranged.
  • Internal combustion engines generally have at least one camshaft that drive gas exchange valves of the internal combustion engine or also a high pressure pump of a fuel supply device. Cams are formed on the camshaft, which act on the gas exchange valves and thus determine the stroke course of the gas exchange valves.
  • the camshaft is coupled to the crankshaft by means of a transformer, which usually comprises gears and a chain.
  • the phase position between the crankshaft and the camshaft has a decisive influence on the combustion process in the cylinders of the internal combustion engine and thus also on the exhaust gases generated by the internal combustion engine.
  • the amount of fluid flowing in per cylinder work cycle depends on the phase position of the crankshaft and the camshaft. Precise knowledge of the phase position between the crankshaft and the camshaft is therefore a prerequisite for a precise determination of a fuel mass to be metered into the combustion chambers or for the selection of an ignition point.
  • Internal combustion engines have a crankshaft angle sensor that detects the crankshaft angle.
  • internal combustion engines regularly have a camshaft angle sensor that detects the camshaft angle.
  • the phase position of the internal combustion engine can be determined from the detected crankshaft angle and the recorded camshaft angle. Possible incorrect arrangements of the camshaft angle sensor or other errors of the camshaft angle sensor can, however, lead to an incorrect determination of the phase position.
  • the object of the invention is to provide a method and a device for determining a phase position between a crankshaft and a camshaft of an internal combustion engine which is simple.
  • An internal combustion engine has a crankshaft, a camshaft, at least one cylinder and an intake tract, to which at least one gas inlet valve is assigned, which controls the gas supply from the intake tract into the cylinder or cylinders and which are driven via the camshaft.
  • a pressure sensor is assigned to the intake tract and detects an intake manifold pressure in a collector of the intake tract.
  • the invention is based on the knowledge that the intake manifold pressure drops after opening a gas inlet valve or that the intake manifold pressure increases after the gas inlet valve is closed.
  • the invention is characterized in that the phase position is determined as a function of the detected intake manifold pressure. This has the advantage of being regular anyway existing intake manifold pressure sensor can be used. In this way, it may also be possible to dispense with a separate camshaft angle sensor, which is advantageous for the internal combustion engine from a cost point of view.
  • the phase position determined in this way can be sibilinstrument plausibility with a phase position, which is determined as a function of the camshaft angle, which is detected by the sor Nockenwellenwinkelsen ⁇ . Errors in the camshaft angle sensor can then be detected very quickly and appropriate emergency operation measures can be initiated in the internal combustion engine.
  • the phase position is determined as a function of a crankshaft angle at which the intake manifold pressure exceeds or falls below a predetermined threshold value of the intake manifold pressure.
  • the phase position is determined as a function of a crankshaft angle at which the time derivative of the intake manifold pressure exceeds or falls below a predetermined threshold of the time derivative of the intake manifold pressure.
  • the phase position is determined as a function of a crankshaft angle at which an extreme of the time derivative of the intake manifold pressure is reached.
  • the extremum is a minimum. This has the advantage that a minimum of the time derivative of the intake manifold pressure is charac teristic ⁇ for a rising stroke of the gas inlet valve and in particular for the start of the stroke of the intake valve. In a further advantageous embodiment of the invention, the extremum is a maximum. This has the advantage that the maximum of the time derivative of the intake manifold pressure is characteristic of a decreasing stroke of the gas inlet valve and in particular of the stroke end of the gas inlet valve.
  • the phase position is determined only within a predefined crankshaft angle range. This has the advantage that the method can be carried out with little computing effort.
  • a correction value is determined depending on a load size and the speed.
  • the phase position is then additionally determined depending on the correction value. It can thus easily be taken into account that depending on the respective load point of the internal combustion engine, a different point in the stroke course of the respective gas exchange valve is recognized by evaluating the intake manifold pressure.
  • the intake manifold pressure or the air mass flow is advantageously selected as the load variable.
  • the correction value is additionally determined as a function of the intake air temperature.
  • Figure 1 shows an internal combustion engine with a control device in which a phase position between a crankshaft and a camshaft of the internal combustion engine is determined
  • FIG. 2 shows a further view of parts of the internal combustion engine according to FIG. 1,
  • FIG. 3 shows a flow diagram of a program for determining the phase position
  • FIG. 4 shows a further flow diagram of a further program for determining the phase position
  • FIG. 5 shows an example of the time profile of the intake manifold pressure MAP and the stroke profile of the gas exchange valves.
  • An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
  • the intake tract preferably comprises a throttle valve 11, further a collector 12 and an intake manifold 13, which leads to a cylinder ZI via an intake port in the engine block is guided.
  • the engine block further comprises a crankshaft 21 which is coupled to the piston 24 of the cylinder ZI via a connecting rod 25.
  • the cylinder head comprises a valve train with an inlet valve 30, an outlet valve 31 and valve drives 32, 33.
  • the gas inlet valve 30 and the gas outlet valve 31 are driven by means of a camshaft 36 (see FIG. 2) on which cams 39 are formed which are adapted to the Act gas inlet valve 30 or the gas outlet valve 31, or possibly by means of two camshafts, one being assigned to the gas inlet valve 30 and one to the gas outlet valve 31.
  • the drive for the gas inlet valve 30 and / or the gas outlet valve 31 preferably comprises, in addition to the camshaft 35, an adjusting device 37 which, on the one hand, is connected to the camshaft.
  • shaft 36 and on the other hand is coupled to the crankshaft 21, for. B. over sprockets, which are coupled together via a chain.
  • the phase between the crankshaft 21 and the camshaft 36 can be adjusted by means of the adjusting device 37.
  • the arrangement of the sprockets and the chain forms a transformer.
  • the cylinder head 3 (FIG. 1) further comprises an injection valve 34 and a spark plug 35.
  • the injection valve can also be arranged in the intake duct.
  • a control device 6 is provided, to which sensors are assigned, which detect different measured variables and each determine the measured value of the measured variable.
  • the control device 6 determines manipulated variables as a function of at least one of the measured variables, which are then converted into one or more actuating signals for controlling the actuators by means of corresponding actuators.
  • the sensors are a pedal position sensor 71 which detects the position of an accelerator pedal, an air mass meter 14 which detects an air mass flow MAF upstream of the throttle valve 11, a temperature sensor 15 which detects the intake air temperature T_IM, a pressure sensor 16 which detects the intake manifold pressure MAP, a crankshaft angle sensor 22, which detects a crankshaft angle CRK and determines a rotational speed N of the crankshaft 21 as a function of the detected crankshaft angle CRK, a further temperature sensor 23 which detects a coolant temperature, and a camshaft angle sensor 36a which detects the camshaft angle CAM.
  • a pedal position sensor 71 which detects the position of an accelerator pedal
  • an air mass meter 14 which detects an air mass flow MAF upstream of the throttle valve 11
  • a temperature sensor 15 which detects the intake air temperature T_IM
  • a pressure sensor 16 which detects the intake manifold pressure MAP
  • a crankshaft angle sensor 22 which detects a crank
  • the actuators are, for example, the throttle valve 11, the gas inlet and gas outlet valves 30, 31, the injection valve 34, the spark plug 35 and the adjusting device 37.
  • further cylinders Z2 to Z4 are generally also present in the internal combustion engine, to which corresponding intake pipes, exhaust gas channels and actuators are then assigned.
  • the control device comprises a phase position unit in which the phase position between the crankshaft 21 and the camshaft 36 is determined.
  • a program is stored in the control device, which is processed during the operation of the internal combustion engine.
  • the program (FIG. 3) is started in a step S1, in which variables are initialized if necessary.
  • step S2 it is checked whether the crankshaft angle CRK is equal to a first crankshaft angle CRK1. If this is not the case, the program remains in a step S3 for a predetermined waiting period T_W before the condition of step S2 is checked again.
  • step S4 checks whether the crankshaft angle CRK is smaller than a second crankshaft angle CRK2. If this is not the case, the program remains in step S3 for the predefined waiting period T_W. If, on the other hand, the conditions of steps S2 and S4 are met, the crankshaft is within the range specified by the first crankshaft angle CRK1 and the second crankshaft angle CRK2, which is preferably selected such that the characteristic lifting point of the gas inlet valve to be determined is within this crankshaft angle range 30 lies.
  • a step S20 the time derivative DT_MAP of the intake manifold pressure is then determined, preferably via the first crankshaft angle CRK1 and the second crankshaft angle CRK2 predetermined crankshaft angle range.
  • the minimum DT_MAP_MIN of the time derivative DT_MAP of the intake manifold pressure is then determined in a step S6.
  • an intake manifold pressure-dependent crankshaft angle CRK_MAP is assigned the crankshaft angle CRK in which the time derivative DTJYLAP of the intake manifold pressure has reached the minimum DT_MAP_MIN.
  • the phase position PH_MAP is determined depending on the intake manifold pressure-dependent crankshaft angle CRK_MAP, a reference crankshaft angle CRK_REF and a reference phase position PH_REF.
  • the reference crankshaft angle CRK_REF is preferably fixed and, for example, the start of a first tooth can be formed after a gap in the crankshaft angle encoder.
  • the reference phase position PH_REF is the phase position which is assumed between the crankshaft 21 and the camshaft 36 under predefined reference conditions, for example a predefined installation position between the crankshaft 21 and the camshaft 36, for example in the final test of the internal combustion engine after its manufacture.
  • the program is then ended in a step S11.
  • Step S16 is preferably carried out after step S7, in which a correction value COR is determined as a function of the rotational speed N and a load variable, such as preferably the air mass flow MAF or the intake manifold pressure MAP, and optionally the intake air temperature T_IM.
  • a correction value COR is determined as a function of the rotational speed N and a load variable, such as preferably the air mass flow MAF or the intake manifold pressure MAP, and optionally the intake air temperature T_IM.
  • the correction value COR it can be taken into account that the intake manifold pressure-dependent crankshaft angle CRK_MAP, depending on the respective load point at which the internal combustion engine is operated, different points of the stroke course of the gas inlet valve. characterized.
  • the intake manifold-dependent crankshaft angle CRK_MAP characterizes the start of the stroke of the gas inlet valve 30 at low loads, while it characterizes the maximum stroke of the gas inlet valve at high loads.
  • the correction value COR is preferably determined by means of map interpolation from a map that was determined in advance by tests or simulations of the internal combustion engine.
  • the subsequent step S17 corresponds to step S9 with the addition that here the phase position PH_MAP is additionally determined as a function of the correction value COR.
  • steps S13 and S14 can also be carried out.
  • step S13 a maximum DT_MAP_MAX of the time derivative DT_MAP of the intake manifold pressure is determined as a function of the time derivative DT_MAP of the intake manifold pressure.
  • step S14 the intake manifold pressure-dependent crankshaft angle CRK__MAP is then determined as a function of the crankshaft angle CRK, which is assigned to the maximum DT_MAP_MAX of the time derivative of the intake manifold pressure.
  • step S4 Another alternative embodiment of a program for determining the phase position PH_MAP is described below with reference to the flow chart according to FIG. 4. If the condition of step S4 (see also FIG. 3) is met, the time derivative DT_MAP of the intake manifold pressure is determined in step S20.
  • a step S21 it is checked whether the current time derivative of the intake manifold pressure DT_MAP is greater than a predetermined threshold value DT_MAP_THR of the time derivative of the intake manifold pressure. Alternatively, it can also be checked in step S21 whether the time derivative DT_MAP of the intake manifold pressure is less than the threshold value DT_MAP_THR. Which of the conditions is checked depends on whether on the Start of stroke or end of stroke of the gas inlet valve 30 is to be recognized.
  • step S21 If the condition of step S21 is not met, the program remains in step S3 for the predefined waiting period T_W. If, on the other hand, the condition of step S21 is met, the crankshaft angle CRK, which is assigned to the current time derivative DT_MAP of the intake manifold pressure, is assigned to the intake manifold pressure-dependent crankshaft angle CRK_MAP in a step S22. Steps S9 or S16 and S17 are then processed in accordance with the flow chart according to FIG. 3.
  • steps S20, S21 and S22 steps S22, S26 and S28 can also be processed.
  • steps S22, S26 and S28 can also be processed.
  • a threshold value MAP_THR of the intake manifold pressure as a function of the rotational speed N and a load size is determined, preferably by means of map interpolation.
  • step S26 it is then checked whether the current intake manifold pressure MAP is lower than the threshold value MAP_THR of the intake manifold pressure or whether it is greater than the threshold value MAP_THR of the intake manifold pressure. Which of the conditions is checked in step S26 depends on how
  • Step S21 depends on whether a start of the stroke of the gas inlet valve 30 or an end of the stroke of the gas inlet valve 30 is to be recognized. If the condition of step S26 is not met, the program remains in step S3 for the predetermined waiting period T_W.
  • step S28 the crankshaft angle CRK_MAP, which is dependent on the intake manifold pressure, is assigned the crankshaft angle CRK, which is assigned to the current intake manifold pressure MAP.
  • FIG. 5 shows the course of the intake manifold pressure MAP and the course of the stroke 91 of the gas outlet valve 31 and the course of the stroke 92 of the gas inlet valve 30. Furthermore, possible stroke profiles 93, 94 of the gas inlet valve 31 are shown, which can result from corresponding manufacturing tolerances or design changes of the internal combustion engine.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé et un dispositif pour déterminer une position de phase entre un vilebrequin (21) et un arbre à cames (36) d'un moteur à combustion interne. Un moteur à combustion comporte un vilebrequin (21), un arbre à cames (36) au moins un cylindre et un système d'aspiration (11, 12, 13) auquel sont associées des soupapes d'entrée des gaz (30), lesquelles sont entraînées par l'arbre à cames et commandent l'admission des gaz entre le système d'aspiration et le(s) cylindre(s). Au système d'aspiration est associé un capteur de pression (16) qui saisit la pression du collecteur d'admission (MAP) dans un collecteur (12) du système d'aspiration. La position de phase (PH-MAP) étant déterminée en fonction de la pression du collecteur d'admission (MAP) saisie, sa saisie est simple et ne nécessite pas de technique sensorielle supplémentaire.
EP04766698A 2003-09-26 2004-09-03 Procede et dispositif pour determiner une position de phase entre un vilebrequin et un arbre a cames d'un moteur a combustion interne Withdrawn EP1664492A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10344773A DE10344773B3 (de) 2003-09-26 2003-09-26 Verfahren und Vorrichtung zum Ermitteln einer Phasenlage zwischen einer Kurbelwelle und einer Nockenwelle einer Brennkraftmaschine
PCT/EP2004/052033 WO2005031124A1 (fr) 2003-09-26 2004-09-03 Procede et dispositif pour determiner une position de phase entre un vilebrequin et un arbre a cames d'un moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1664492A1 true EP1664492A1 (fr) 2006-06-07

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EP04766698A Withdrawn EP1664492A1 (fr) 2003-09-26 2004-09-03 Procede et dispositif pour determiner une position de phase entre un vilebrequin et un arbre a cames d'un moteur a combustion interne

Country Status (4)

Country Link
US (1) US7302835B2 (fr)
EP (1) EP1664492A1 (fr)
DE (1) DE10344773B3 (fr)
WO (1) WO2005031124A1 (fr)

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JP5454444B2 (ja) * 2010-10-01 2014-03-26 ソニー株式会社 立体画像データ送信装置、立体画像データ送信方法、立体画像データ受信装置および立体画像データ受信方法
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US9500175B2 (en) * 2014-06-18 2016-11-22 Startec Ltd. Motorcycle engine control system and method for enabling the use of traditional crankshaft
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JP6944627B2 (ja) * 2016-10-03 2021-10-06 Smc株式会社 シリンダの動作状態監視装置
DE102019212275A1 (de) 2019-08-15 2021-02-18 Volkswagen Aktiengesellschaft Verfahren zur Adaption einer erfassten Nockenwellenstellung, Steuergerät zur Durchführung des Verfahrens, Verbrennungsmotor und Fahrzeug
DE102019219278B4 (de) * 2019-12-11 2026-03-19 Volkswagen Aktiengesellschaft Verfahren zur Ermittlung der Nockenwellenlage eines Serienmotors
JP7038163B2 (ja) * 2020-05-18 2022-03-17 本田技研工業株式会社 外観検査システム
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Also Published As

Publication number Publication date
DE10344773B3 (de) 2005-05-25
US7302835B2 (en) 2007-12-04
US20070012096A1 (en) 2007-01-18
WO2005031124A1 (fr) 2005-04-07

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