EP1058774B1 - Device for adjusting the movement path of the gas shuttle valve of an internal combustion engine - Google Patents
Device for adjusting the movement path of the gas shuttle valve of an internal combustion engine Download PDFInfo
- Publication number
- EP1058774B1 EP1058774B1 EP99908943A EP99908943A EP1058774B1 EP 1058774 B1 EP1058774 B1 EP 1058774B1 EP 99908943 A EP99908943 A EP 99908943A EP 99908943 A EP99908943 A EP 99908943A EP 1058774 B1 EP1058774 B1 EP 1058774B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- camshaft
- control signal
- adjustment
- actuator
- totz
- 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.)
- Expired - Lifetime
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- 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
- F01L1/34403—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 helically teethed sleeve or gear moving axially between crankshaft and camshaft
- F01L1/34406—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 helically teethed sleeve or gear moving axially between crankshaft and camshaft the helically teethed sleeve being located in the camshaft driving pulley
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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
- F01L2001/34423—Details relating to the hydraulic feeding circuit
- F01L2001/34436—Features or method for avoiding malfunction due to foreign matters in oil
- F01L2001/34443—Cleaning control of oil control valves
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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
- F01L2201/00—Electronic control systems; Apparatus or methods therefor
-
- 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
- F01L2800/05—Timing control under consideration of oil condition
Definitions
- the invention relates to a device for adjusting the Movement course of the gas exchange valves of an internal combustion engine according to the preamble of claim 1.
- GB-A-2 288 037 describes a setting device the course of movement of the gas exchange valves of an internal combustion engine known with a camshaft that has a regulator, which is an actuating signal for an actuator of an actuating device generated for adjusting the camshaft. Furthermore is a feedforward control is provided which additively the control signal corrected. From JP-A-60 190610 A is a device for setting the course of movement of the gas exchange valves an internal combustion engine with a camshaft known.
- the object of the invention is the known device such to further develop that comfortable operation of the internal combustion engine, also in non-stationary operation and with long dead times the establishment, with a low at the same time Fuel consumption and high performance is ensured.
- the object is achieved by the features of patent claim 1.
- the solution is characterized in that the course of movement the gas exchange valves surprisingly simple very can be adjusted quickly. So each one in the current Operating state of the internal combustion engine desired course of motion of the gas exchange valves are guaranteed. Moreover the controller only needs inaccuracies in the feedforward control compensate.
- An internal combustion engine ( Figure 1) includes a cylinder 1 a piston 11 and a connecting rod 12.
- the connecting rod 12 is connected to the piston 11 and a crankshaft 2.
- a first gear 21 is arranged on the crankshaft 2.
- the first gear 21 is connected to a second chain 21a
- Gear 31 mechanically coupled on a camshaft 3 is arranged.
- the camshaft 3 has cams 32, 33 on, which act on gas exchange valves 41, 42.
- the internal combustion engine is shown in Figure 1 with a cylinder. Of course, the internal combustion engine can also have multiple cylinders.
- An actuating device 5 for setting the course of movement the gas exchange valve is assigned to the internal combustion engine.
- the actuating device 5 has a mechanical adjustment part 51, the hydraulic lines 52, 53 with an actuator 54, which is preferably designed as a hydraulic three-way valve is connected.
- the actuator is with a High pressure hydraulic line 55 and a low pressure hydraulic line 56 connected to an oil reservoir, which if necessary an oil pump is also assigned.
- a control device 6 is provided, which is assigned to sensors are, which record different measured variables and each determine the measured value of the measured variable.
- the control device 5 determines a control signal TVAN_S depending on the measured variables for the actuator 54.
- the sensors are designed as a speed sensor 71 which a speed N and a crankshaft angle KW of the crankshaft 2 detects a camshaft angle sensor 72, the camshaft angle NW detects an air mass meter 73, the one Air mass flow MAF detected, or an oil temperature sensor 74, which detects the oil temperature TOEL.
- a speed sensor 71 which a speed N and a crankshaft angle KW of the crankshaft 2 detects a camshaft angle sensor 72
- the camshaft angle NW detects an air mass meter 73
- the one Air mass flow MAF detected detected
- an oil temperature sensor 74 which detects the oil temperature TOEL.
- the invention can be any subset of the sensors mentioned or additional sensors may also be present.
- FIG. 2 shows the camshaft 3 with the mechanical adjustment part 51 in a sectional view.
- the mechanical Adjustment part 51 is assigned to second gear 31, which is positively connected to a third gear 511 is.
- the third gear 511 has helical teeth, in an assigned helical toothing of a ring gear 512 intervenes.
- the sprocket faces inward On a straight toothing, which in a corresponding trained toothing of a fourth gear 583 intervenes.
- the ring gear 512 is axially displaced to the camshaft.
- a spring 514 is provided for resetting the Sprocket in a predetermined rest position, if none forces caused by the oil pressure in the lines act on the gear rim 512.
- the adjusting device 5 enables a phase adjustment of the Camshaft 3 relative to the crankshaft 4. So the phase continuously adjusted within a specified range become. The start and end of the stroke of the gas exchange valves can thus be varied.
- a pilot control has a summing point S1, in which the difference NWSOLL_DIF of the nominal value NWSOLL and an estimated value NW_MOD_O_TOTZ the adjustment of the camshaft without consideration the dead time TOTZ_VANOS of the actuating device is determined.
- a pilot control value T_VAN of the duration of the energization of the Three-two-way valve 54 determined. The determination of the input tax value T_VAN takes place cyclically with a given one Cycle time, preferably speed synchronous.
- a block B2 forms the route behavior of the actuating device 5 and includes, for example, an integrator that is dependent from the pilot control value T_VAN and the cycle duration and the speed N and a determined adjustment speed of the camshaft the estimated value NW_MOD_O_TOTZ of the adjustment of the Camshaft determined without taking the dead time TOTZ_VANOS into account.
- the dead time TOTZ_VANOS is caused by the Excitation time of the electromagnets of the three-two-way valve, the behavior of the hydraulic system with different oil viscosities, of the oil pressure build-up at low engine speeds N and the design of the three-two-way valve itself.
- an estimate NW_MOD of the adjustment the camshaft taking into account the dead time of the actuating device 5 determined. This depends on the dead time TOTZ_VANOS the actuating device 5, which consists of a map depending on the speed N, the air mass flow MAF and the oil temperature TOIL is determined.
- a second summing point S2 becomes the difference between the measured value NWIST and the Estimated NW_MOD of the adjustment of the camshaft determined.
- the measured value NWIST of the adjustment of the camshaft 3 becomes dependent on the detected crankshaft angle KW and camshaft angle NW determined.
- a controller is provided that depends on the difference NW_DIF_REG of the actual value NWIST and the estimated value NW_MOD and the dead time TOTZ_VANOS a control value TVAN_REG the duration of the energization of the three-two-way valve determined.
- the controller is preferably a P controller educated. But it can also be used as a PI or PID or formed as another controller known to those skilled in the art his.
- the controller is preferably designed to be adaptive, in such a way that the controller parameters are dependent on the Dead time TOTZ_VANOS.
- a block B5 is preferably provided, which is an integrator which integrates the control value TVAN_REG until it has a minimal time period T_MIN_VAN of energizing the three-two-way valve exceeds. If the integrated control value T_VAN_REG_INT exceeds the minimum time period T_MIN_VAN, this integrated control value is sent to a third summing point S3 output and the integrator reset. Thereby is achieved that even small control differences are corrected can, which lead to energization times, which in Tolerance range of the actuating device 5 are.
- block B6 it is checked whether the difference in the pilot value T_VAN and the integrated control value T_VAN_REG_INT the duration of the energization of the three-two-way valve has an amount greater than the minimum Duration T_MIN_V of energizing the three-two-way valve. Only in this case will the respective electromagnet of the three-two-way valve for the duration TVAN_S. This increases the lifespan of the actuator 5, particularly the three-two-way valve 54, since it energized less frequently during operation of the internal combustion engine becomes.
- the controller of block B4 only needs to be inaccurate Compensate feedforward control. So the adjustment can be adjusted the camshaft 3 take place very quickly.
- the control device is also characterized by this that the feedforward control determines the position independently of the system dead time with a very high, usually maximum adjustment speed implements.
- the scope of Fluctuations in the dead time for the controller is high. This increases the robustness of the control loop significantly without one measurable deterioration in control quality and control speed.
- the adjustment part 51 also be designed such that the stroke course of the gas exchange valves is variable.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
Die Erfindung betrifft eine Einrichtung zum Einstellen des
Bewegungsverlaufs der Gaswechselventile einer Brennkraftmaschine
gemäß Oberbegriff von Patentanspruch 1.The invention relates to a device for adjusting the
Movement course of the gas exchange valves of an internal combustion engine
according to the preamble of
Aus der DE 43 40 614 C2 ist eine Vorrichtung zur Verdrehung einer Nockenwelle gegenüber der Kurbelwelle in einer Brennkraftmaschine bekannt. Die Vorrichtung weist einen Regler auf, der abhängig von der Abweichung einer Ist-Position der Nockenwelle von einer Soll-Position ein Stellsignal erzeugt. Das Stellsignal wird multiplikativ mit einem Korrekturfaktor korrigiert, der abhängig von der Drehzahl und der Öltemperatur ermittelt wird.DE 43 40 614 C2 describes a device for twisting a camshaft opposite the crankshaft in an internal combustion engine known. The device has a regulator depending on the deviation of an actual position of the Camshaft generates a control signal from a target position. The control signal is multiplied by a correction factor corrected, which depends on the speed and the oil temperature is determined.
Aus der GB-A-2 288 037 ist eine Einrichtung zum Einstellen des Bewegungsverlaufs der Gaswechselventile einer Brennkraftmaschine mit einer Nockenwelle bekannt, die einen Regler aufweist, der ein Stellsignal für ein Stellglied einer Stelleinrichtung zum Verstellen der Nockenwelle erzeugt. Ferner ist eine Vorsteuerung vorgesehen, die das Stellsignal additiv korrigiert. Auch aus der JP-A-60 190610 A ist eine Einrichtung zum Einstellen des Bewegungsverlaufs der Gaswechselventile einer Brennkraftmaschine mit einer Nockenwelle bekannt.GB-A-2 288 037 describes a setting device the course of movement of the gas exchange valves of an internal combustion engine known with a camshaft that has a regulator, which is an actuating signal for an actuator of an actuating device generated for adjusting the camshaft. Furthermore is a feedforward control is provided which additively the control signal corrected. From JP-A-60 190610 A is a device for setting the course of movement of the gas exchange valves an internal combustion engine with a camshaft known.
Derartige Vorrichtungen weisen signifikante Totzeiten auf, die die maximal erreichbare Regelgeschwindigkeit herabsetzen. In der Praxis hat sich gezeigt, daß der Regler entweder so parametrisiert werden kann, daß ein Sprung in der Soll-Position nur langsam nachgeführt wird, oder daß ein Sprung in der Soll-Position schnell nachgeführt wird mit der Konsequenz einer geringen Stabilitätsreserve. Ein schnelles Nachführen von Sprüngen der Soll-Position ist jedoch notwendig, um einen komfortablen Betrieb der Brennkraftmaschine auch im Instationärbetrieb mit gleichzeitig einem geringen Kraftstoffverbrauch und hoher Leistung sicherzustellen.Such devices have significant dead times, which reduce the maximum achievable control speed. In practice it has been shown that the controller is either can be parameterized that a jump in the target position is tracked slowly, or that a jump in the target position is tracked quickly with the consequence a low stability reserve. A quick tracking of jumps of the target position is necessary to get one Comfortable operation of the internal combustion engine even in non-stationary operation with low fuel consumption at the same time and ensure high performance.
Die Aufgabe der Erfindung ist, die bekannte Einrichtung derart weiterzubilden, daß ein komfortabler Betrieb der Brennkraftmaschine, auch im Instationärbetrieb und bei großen Totzeiten der Einrichtung, mit gleichzeitig einem geringen Kraftstoffverbrauch und hoher Leistung sichergestellt ist. The object of the invention is the known device such to further develop that comfortable operation of the internal combustion engine, also in non-stationary operation and with long dead times the establishment, with a low at the same time Fuel consumption and high performance is ensured.
Die Aufgabe wird durch die Merkmale des Patentanspruchs 1 gelöst.
Die Lösung zeichnet sich dadurch aus, daß der Bewegungsverlauf
der Gaswechselventile überraschend einfach sehr
schnell verstellt werden kann. So kann jeweils der im aktuellen
Betriebszustand der Brennkraftmaschine gewünschte Bewegungsverlauf
der Gaswechselventile gewährleistet werden. Außerdem
muß der Regler nur noch Ungenauigkeiten der Vorsteuerung
kompensieren.The object is achieved by the features of
Vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen.Advantageous refinements of the invention result from the subclaims.
Ausführungsbeispiele der Erfindung sind anhand der schematischen Zeichnungen näher erläutert. Es zeigen:
Figur 1- eine Brennkraftmaschine,
Figur 2- eine Nockenwelle mit einem Schnitt durch ein mechanisches Verstellteil,
Figur 3- ein Blockschaltbild der Einrichtung zum Einstellen des Bewegungsverlaufs der Gaswechselventile.
- Figure 1
- an internal combustion engine,
- Figure 2
- a camshaft with a section through a mechanical adjustment part,
- Figure 3
- a block diagram of the device for adjusting the course of movement of the gas exchange valves.
Elemente gleicher Konstruktion und Funktion werden figurenübergreifend mit den gleichen Bezugszeichen versehen.Elements of the same construction and function are used across all figures provided with the same reference numerals.
Eine Brennkraftmaschine (Figur 1) umfaßt einen Zylinder 1 mit
einem Kolben 11 und einer Pleuelstange 12. Die Pleuelstange
12 ist mit dem Kolben 11 und einer Kurbelwelle 2 verbunden.
Ein erstes Zahnrad 21 ist auf der Kurbelwelle 2 angeordnet.
Das erste Zahnrad 21 ist über eine Kette 21a mit einem zweiten
Zahnrad 31 mechanisch gekoppelt, das auf einer Nockenwelle
3 angeordnet ist. Die Nockenwelle 3 weist Nocken 32, 33
auf, die auf Gaswechselventile 41, 42 einwirken. Die Brennkraftmaschine
ist in der Figur 1 mit einem Zylinder dargestellt.
Selbstverständlich kann die Brennkraftmaschine auch
mehrere Zylinder aufweisen.An internal combustion engine (Figure 1) includes a cylinder 1
a
Eine Stelleinrichtung 5 zum Einstellen des Bewegungsverlaufs
der Gaswechselventile ist der Brennkraftmaschine zugeordnet.
Die Stelleinrichtung 5 hat ein mechanisches Verstellteil 51,
das über Hydraulikleitungen 52, 53 mit einem Stellglied 54,
das vorzugsweise als hydraulisches Drei-Zwei-Wegeventil ausgebildet
ist, verbunden ist. Das Stellglied ist mit einer
Hochdruck-Hydraulikleitung 55 und einer Niederdruck-Hydraulikleitung
56 mit einem Ölreservoir verbunden, dem gegebenenfalls
auch eine Ölpumpe zugeordnet ist.An actuating device 5 for setting the course of movement
the gas exchange valve is assigned to the internal combustion engine.
The actuating device 5 has a
Eine Steuereinrichtung 6 ist vorgesehen, der Sensoren zugeordnet
sind, die verschiedene Meßgrößen erfassen und jeweils
den Meßwert der Meßgröße ermitteln. Die Steuereinrichtung 5
ermittelt abhängig von den Meßgrößen ein Stellsignal TVAN_S
für das Stellglied 54.A
Die Sensoren sind ausgebildet als ein Drehzahlsensor 71, der
eine Drehzahl N und einen Kurbelwellenwinkel KW der Kurbelwelle
2 erfaßt, ein Nockenwellenwinkelsensor 72, der Nockenwellenwinkel
NW erfaßt, ein Luftmassenmesser 73, der ein
Luftmassenstrom MAF erfaßt, oder ein Öltemperatursensor 74,
der die Öltemperatur TOEL erfaßt. Je nach Ausführungsform der
Erfindung kann eine beliebige Untermenge der genannten Sensoren
oder auch zusätzliche Sensoren vorhanden sein.The sensors are designed as a
Figur 2 zeigt die Nockenwelle 3 mit dem mechanischen Verstellteil
51 in einer Schnittbilddarstellung. Dem mechanischen
Verstellteil 51 ist das zweite Zahnrad 31 zugeordnet,
das formschlüssig mit einem dritten Zahnrad 511 verbunden
ist. Das dritte Zahnrad 511 weist eine Schrägverzahnung auf,
die in eine zugeordnete Schrägverzahnung eines Zahnkranzes
512 eingreift. Der Zahnkranz weist auf seiner nach innen gerichteten
Seite eine Geradeverzahnung auf, die in eine entsprechend
ausgebildete Verzahnung eines vierten Zahnrades 583
eingreift. Abhängig von dem Öldruck in den Hydraulikleitungen
52, 53 wird der Zahnkranz 512 axial zu der Nockenwelle verschoben.
Eine Feder 514 ist vorgesehen zum Rückstellen des
Zahnkranzes in eine vorgegebene Ruheposition, wenn keine
durch den Öldruck in den Leitungen hervorgerufenen Kräfte auf
den Zahnkranz 512 einwirken.Figure 2 shows the
Die Stelleinrichtung 5 ermöglicht eine Phasenverstellung der Nockenwelle 3 relativ zu der Kurbelwelle 4. So kann die Phase innerhalb eines vorgegebenen Bereiches kontinuierlich verstellt werden. Der Hubbeginn und das Hubende der Gaswechselventile kann somit variiert werden.The adjusting device 5 enables a phase adjustment of the Camshaft 3 relative to the crankshaft 4. So the phase continuously adjusted within a specified range become. The start and end of the stroke of the gas exchange valves can thus be varied.
Figur 3 zeigt ein Blockschaltbild der Steuereinrichtung 6,
die das Einstellen des Bewegungsverlaufs der Gaswechselventile
steuert. Ein Sollwert NWSOLL der Verstellung der Nockenwelle
wird aus einem ersten Kennfeld abhängig von der Drehzahl
N und dem Luftmassenstrom MAF oder einer anderen
Lastgröße ermittelt.FIG. 3 shows a block diagram of the
Eine Vorsteuerung hat eine Summierstelle S1, in der die Differenz NWSOLL_DIF des Sollwertes NWSOLL und eines Schätzwertes NW_MOD_O_TOTZ der Verstellung der Nockenwelle ohne Berücksichtigung der Totzeit TOTZ_VANOS der Stelleinrichtung ermittelt wird. In einem Block B1 wird abhängig von der Differenz NWSOLL_DIF der Drehzahl N und der Öltemperatur TOEL ein Vorsteuerwert T_VAN der Zeitdauer der Bestromung des Drei-Zwei-Wegeventils 54 ermittelt. Die Ermittlung des Vorsteuerwertes T_VAN erfolgt zyklisch mit einer vorgegebenen Zykluszeit, vorzugsweise drehzahlsynchron.A pilot control has a summing point S1, in which the difference NWSOLL_DIF of the nominal value NWSOLL and an estimated value NW_MOD_O_TOTZ the adjustment of the camshaft without consideration the dead time TOTZ_VANOS of the actuating device is determined. In a block B1 it depends on the difference NWSOLL_DIF of the speed N and the oil temperature TOEL a pilot control value T_VAN of the duration of the energization of the Three-two-way valve 54 determined. The determination of the input tax value T_VAN takes place cyclically with a given one Cycle time, preferably speed synchronous.
Ein Block B2 bildet das Streckenverhalten Stelleinrichtung 5 nach und umfaßt zum Beispiel einen Integrator, der abhängig von dem Vorsteuerwert T_VAN und der Zyklusdauer und der Drehzahl N und einer ermittelten Verstellgeschwindigkeit der Nokkenwelle den Schätzwert NW_MOD_O_TOTZ der Verstellung der Nockenwelle ohne Berücksichtigung der Totzeit TOTZ_VANOS ermittelt. Die Totzeit TOTZ_VANOS ist hervorgerufen durch die Erregungszeit der Elektromagneten des Drei-Zwei-Wege-Ventils, des Verhaltens des Hydrauliksystems bei unterschiedlichen Ölviskositäten, des Öldruckaufbaus bei niedrigen Drehzahlen N und der Ausbildung des Drei-Zwei-Wege-Ventils an sich. Da bei dem Schätzwert NW_MOD_O_TOTZ die Totzeit der Stelleinrichtung nicht berücksichtigt wird, erfolgt bei jedem Berechnungszyklus des Vorsteuerwertes T_VAN eine Rückmeldung über die geschätzte Verstellung der Nockenwelle, die nach Ablauf der Totzeit auch tatsächlich an der Nockenwelle eintritt. Die Vorsteuerung ist somit äußerst präzise und unabhängig von der Totzeit der Stelleinrichtung 5.A block B2 forms the route behavior of the actuating device 5 and includes, for example, an integrator that is dependent from the pilot control value T_VAN and the cycle duration and the speed N and a determined adjustment speed of the camshaft the estimated value NW_MOD_O_TOTZ of the adjustment of the Camshaft determined without taking the dead time TOTZ_VANOS into account. The dead time TOTZ_VANOS is caused by the Excitation time of the electromagnets of the three-two-way valve, the behavior of the hydraulic system with different oil viscosities, of the oil pressure build-up at low engine speeds N and the design of the three-two-way valve itself. There with the estimated value NW_MOD_O_TOTZ the dead time of the actuating device is not taken into account, takes place with every calculation cycle of the pre-control value T_VAN a feedback on the estimated Adjustment of the camshaft after the Dead time actually occurs on the camshaft. The Pilot control is therefore extremely precise and independent of the Dead time of the actuator 5.
In einem Block B3 wird ein Schätzwert NW_MOD der Verstellung
der Nockenwelle unter Berücksichtigung der Totzeit der Stelleinrichtung
5 ermittelt. Dies erfolgt abhängig von der Totzeit
TOTZ_VANOS der Stelleinrichtung 5, die aus einem Kennfeld
abhängig von der Drehzahl N, dem Luftmassenstrom MAF und
der Öltemperatur TOIL ermittelt wird. In einer zweiten Summierstelle
S2 wird die Differenz des Meßwertes NWIST und des
Schätzwertes NW_MOD der Verstellung der Nockenwelle ermittelt.
Der Meßwert NWIST der Verstellung der Nockenwelle 3
wird abhängig von dem erfaßten Kurbelwellenwinkel KW und Nokkenwellenwinkel
NW ermittelt.In block B3, an estimate NW_MOD of the adjustment
the camshaft taking into account the dead time of the actuating device
5 determined. This depends on the dead time
TOTZ_VANOS the actuating device 5, which consists of a map
depending on the speed N, the air mass flow MAF and
the oil temperature TOIL is determined. In a second summing point
S2 becomes the difference between the measured value NWIST and the
Estimated NW_MOD of the adjustment of the camshaft determined.
The measured value NWIST of the adjustment of the
In einem Block B4 ist ein Regler vorgesehen, der abhängig von der Differenz NW_DIF_REG des Istwertes NWIST und des Schätzwertes NW_MOD und der Totzeit TOTZ_VANOS einen Regelwert TVAN_REG der Zeitdauer der Bestromung des Drei-Zwei-Wegeventils ermittelt. Der Regler ist vorzugsweise als P-Regler ausgebildet. Er kann aber auch als PI- oder PID- oder als ein sonstiger dem Fachmann bekannter Regler ausgebildet sein. Der Regler ist dabei vorzugsweise adaptiv ausgebildet, und zwar so, daß die Reglerparameter abhängig sind von der Totzeit TOTZ_VANOS.In block B4, a controller is provided that depends on the difference NW_DIF_REG of the actual value NWIST and the estimated value NW_MOD and the dead time TOTZ_VANOS a control value TVAN_REG the duration of the energization of the three-two-way valve determined. The controller is preferably a P controller educated. But it can also be used as a PI or PID or formed as another controller known to those skilled in the art his. The controller is preferably designed to be adaptive, in such a way that the controller parameters are dependent on the Dead time TOTZ_VANOS.
Vorzugsweise ist ein Block B5 vorgesehen, der einen Integrator umfaßt, der den Regelwert TVAN_REG integriert, bis er eine minimale Zeitdauer T_MIN_VAN der Bestromung des Drei-Zwei-Wege-Ventils überschreitet. Wenn der integrierte Regelwert T_VAN_REG_INT die minimale Zeitdauer T_MIN_VAN überschreitet, wird dieser integrierte Regelwert an eine dritte Summierstelle S3 ausgegeben und der Integrator wieder zurückgesetzt. Dadurch wird erreicht, daß auch kleine Regeldifferenzen ausgeregelt werden können, die zu Bestromungszeiten führen, die im Toleranzbereich der Stelleinrichtung 5 liegen.A block B5 is preferably provided, which is an integrator which integrates the control value TVAN_REG until it has a minimal time period T_MIN_VAN of energizing the three-two-way valve exceeds. If the integrated control value T_VAN_REG_INT exceeds the minimum time period T_MIN_VAN, this integrated control value is sent to a third summing point S3 output and the integrator reset. Thereby is achieved that even small control differences are corrected can, which lead to energization times, which in Tolerance range of the actuating device 5 are.
In einem Block B6 wird überprüft, ob die Differenz des Vorsteuerwertes T_VAN und des integrierten Regelwertes T_VAN_REG_INT der Zeitdauer der Bestromung des Drei-Zwei-Wege-Ventils einen Betrag hat, der größer ist als die minimale Zeitdauer T_MIN_V der Bestromung des Drei-Zwei-Wegeventils. Nur in diesem Fall wird der jeweilige Elektromagnet des Drei-Zwei-Wege-Ventils für die Zeitdauer TVAN_S bestromt. Dadurch erhöht sich die Lebensdauer der Stelleinrichtung 5, insbesondere des Drei-Zwei-Wege-Ventils 54, da es während des Betriebs der Brennkraftmaschine seltener bestromt wird.In block B6 it is checked whether the difference in the pilot value T_VAN and the integrated control value T_VAN_REG_INT the duration of the energization of the three-two-way valve has an amount greater than the minimum Duration T_MIN_V of energizing the three-two-way valve. Only in this case will the respective electromagnet of the three-two-way valve for the duration TVAN_S. This increases the lifespan of the actuator 5, particularly the three-two-way valve 54, since it energized less frequently during operation of the internal combustion engine becomes.
Der Regler des Blocks B4 muß lediglich Ungenauigkeiten der
Vorsteuerung ausgleichen. So kann die Nachführung der Verstellung
der Nockenwelle 3 sehr schnell erfolgen.The controller of block B4 only needs to be inaccurate
Compensate feedforward control. So the adjustment can be adjusted
the
Die Steuereinrichtung zeichnet sich darüber hinaus dadurch aus, daß die Vorsteuerung die Positionsvorgabe unabhängig von der Systemtotzeit mit sehr hoher, in der Regel maximaler Verstellgeschwindigkeit umsetzt. Der Zulässigkeitsbereich von Schwankungen der Totzeit für den Regler ist hoch. Dadurch erhöht sich die Robustheit des Regelkreises erheblich ohne eine meßbare Verschlechterung der Regelgüte und Regelgeschwindigkeit.The control device is also characterized by this that the feedforward control determines the position independently of the system dead time with a very high, usually maximum adjustment speed implements. The scope of Fluctuations in the dead time for the controller is high. This increases the robustness of the control loop significantly without one measurable deterioration in control quality and control speed.
Die Erfindung ist nicht auf das beschriebene Ausführungsbeispiel
beschränkt. So kann beispielsweise das Verstellteil 51
auch derart ausgebildet sein, daß der Hubverlauf der Gaswechselventile
variierbar ist.The invention is not based on the described embodiment
limited. For example, the
Claims (6)
- Device for setting the motion characteristic of the gas flow valves of an internal combustion engine having a camshaft (3), which has a regulator (B4) that generates a control signal for an actuator (54) of an actuator control unit (5) for adjusting the camshaft (3), and for which a pre-controller facility is provided which corrects the control signal in an additive fashion, whereby the actuator control unit (5) is a system involving dead times, characterised in that the pre-controller determines an estimated value (NW_MOD_0_TOTZ) for the adjustment of the camshaft (3) without taking into consideration the dead time (TOTZ_VANOS) of the actuator control unit (5) and that the pre-controller corrects the control signal dependant on the estimated value (NW_MOD_0_TOTZ) and on a predefined required value (NWSOLL).
- Device according to Claim 1, characterised in that the pre-controller corrects the control signal dependant on a load variable, the rotational speed (N) and the oil temperature (TOEL).
- Device according to one of the preceding claims, characterised in that the regulator (B4) determines the control signal dependant on a measurement value (NWIST) and an estimated value (NW_MOD) for the adjustment of the camshaft (3), taking into consideration the dead time (TOTZ_VANOS).
- Device according to one of the preceding claims, characterised in that an integrator (B5) is provided which integrates the control signal and only outputs it to the actuator if the integrated control signal exceeds a predefined threshold value.
- Device according to one of the preceding claims, characterised in that the control signal is determined cyclically, synchronised to rotational speed in fact, and that a physical model of the actuator control unit is provided which is used to determine the estimated value for the adjustment, taking the cycle time into consideration.
- Device according to Claim 5, characterised in that the estimated value is determined dependant on the rotational speed (N) and the speed of adjustment.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19808354 | 1998-02-27 | ||
| DE19808354 | 1998-02-27 | ||
| PCT/EP1999/001180 WO1999043930A1 (en) | 1998-02-27 | 1999-02-24 | Device for adjusting the movement path of the gas shuttle valve of an internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1058774A1 EP1058774A1 (en) | 2000-12-13 |
| EP1058774B1 true EP1058774B1 (en) | 2003-05-02 |
Family
ID=7859131
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP99908943A Expired - Lifetime EP1058774B1 (en) | 1998-02-27 | 1999-02-24 | Device for adjusting the movement path of the gas shuttle valve of an internal combustion engine |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US6318314B1 (en) |
| EP (1) | EP1058774B1 (en) |
| JP (1) | JP4316797B2 (en) |
| DE (1) | DE59905327D1 (en) |
| ES (1) | ES2198899T3 (en) |
| WO (1) | WO1999043930A1 (en) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19946077A1 (en) * | 1999-09-25 | 2001-04-19 | Volkswagen Ag | Process for regulating the position of a camshaft and arrangement for carrying out the process |
| SE522629C2 (en) * | 2000-06-05 | 2004-02-24 | Volvo Lastvagnar Ab | Apparatus for controlling the phase angle between a first and a second crankshaft |
| JP3701191B2 (en) * | 2000-11-17 | 2005-09-28 | 三菱電機株式会社 | Valve timing control device for internal combustion engine |
| DE10108055C1 (en) | 2001-02-20 | 2002-08-08 | Siemens Ag | Method for controlling an internal combustion engine |
| US6810843B2 (en) | 2002-06-17 | 2004-11-02 | Borgwarner Inc. | Control method for achieving expected VCT actuation rate using set point rate limiter |
| US6766776B2 (en) * | 2002-06-17 | 2004-07-27 | Borgwarner Inc. | Control method for preventing integrator wind-up when operating VCT at or near its physical stops |
| DE10232942B4 (en) * | 2002-07-19 | 2004-08-26 | Siemens Ag | Method for controlling a uniform torque output of an internal combustion engine with an exhaust gas turbocharger |
| JP3849618B2 (en) * | 2002-08-30 | 2006-11-22 | トヨタ自動車株式会社 | Control device for valve gear of internal combustion engine |
| DE10303705B4 (en) * | 2003-01-30 | 2006-08-31 | Siemens Ag | A method of operating a direct fuel injection internal combustion engine |
| JP4225186B2 (en) * | 2003-11-19 | 2009-02-18 | トヨタ自動車株式会社 | Valve timing control device for internal combustion engine |
| EP1553265B1 (en) * | 2004-01-07 | 2007-08-22 | Ford Global Technologies, LLC | System and method for estimating a model of the operation of an oil system of a vehicle engine |
| EP1605140B1 (en) * | 2004-06-09 | 2016-11-02 | Schaeffler Technologies AG & Co. KG | Camshaft phaser |
| DE102004031295B4 (en) * | 2004-06-29 | 2008-03-13 | Audi Ag | Method for carrying out adjusting operations for valves in internal combustion engines with multiple combustion chambers and internal combustion engine for carrying out the procedure |
| DE112013002562A5 (en) | 2012-05-18 | 2015-02-05 | Schaeffler Technologies Gmbh & Co. Kg | CAM UNIT |
Family Cites Families (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60190610A (en) * | 1984-03-09 | 1985-09-28 | Mazda Motor Corp | Valve timing control device of engine |
| US4909194A (en) | 1989-07-20 | 1990-03-20 | Siemens-Bendix Automotive Electronics L.P. | Modular position controller for variable valve timing |
| DE3942052A1 (en) | 1989-12-20 | 1991-06-27 | Audi Ag | DEVICE FOR ADJUSTING THE TIMES |
| DE4006950A1 (en) * | 1990-03-06 | 1991-09-12 | Bayerische Motoren Werke Ag | CONTROL METHOD FOR THE SPEED-CONTINUOUSLY ADJUSTMENT OF THE CAM SPREAD |
| DE4240631A1 (en) | 1992-12-03 | 1994-06-09 | Bayerische Motoren Werke Ag | Stroke-piston IC engine with two gas exchange valves per cylinder |
| DE4230074A1 (en) | 1992-09-09 | 1994-03-10 | Bayerische Motoren Werke Ag | Stroke-piston IC engine with two gas exchange valves per cylinder |
| DE4306509C1 (en) * | 1993-03-03 | 1994-03-03 | Bayerische Motoren Werke Ag | Cam shaft adjusting method for IC engine - using pick=up to ascertain relative rotational torque w.r.t. crankshaft and derive instantaneous actual position |
| JPH06280516A (en) * | 1993-03-25 | 1994-10-04 | Nippondenso Co Ltd | Valve operation timing adjustment device in an internal combustion engine |
| DE4408425B4 (en) * | 1993-06-16 | 2005-08-11 | Robert Bosch Gmbh | Method and device for adjusting the angular position of a camshaft |
| DE4331977A1 (en) | 1993-09-21 | 1995-03-23 | Porsche Ag | Variable valve timing |
| DE4340614C2 (en) | 1993-11-29 | 1998-01-22 | Bayerische Motoren Werke Ag | Device for rotating a camshaft relative to the crankshaft in a motor vehicle internal combustion engine |
| JP3351090B2 (en) * | 1994-03-31 | 2002-11-25 | 株式会社デンソー | Valve timing control device for internal combustion engine |
| DE4413443C2 (en) | 1994-04-18 | 1998-10-01 | Korostenski Erwin | Internal combustion engine |
| JP3733600B2 (en) * | 1994-08-31 | 2006-01-11 | 株式会社デンソー | Engine valve operation timing adjustment device |
| DE19541769A1 (en) | 1995-11-09 | 1997-05-15 | Schaeffler Waelzlager Kg | Locking for a piston of a camshaft adjustment |
| US5680834A (en) * | 1996-01-22 | 1997-10-28 | Ford Global Technologies, Inc. | Just-in-time scheduling for variable camshaft timing |
| DE19622555A1 (en) | 1996-06-05 | 1997-12-11 | Schaeffler Waelzlager Kg | Adjusting device for camshaft of internal combustion engine |
| US5787848A (en) * | 1997-12-05 | 1998-08-04 | Ford Global Technologies, Inc. | Method of system for operating an internal combustion engine having variable valve timing |
-
1999
- 1999-02-24 ES ES99908943T patent/ES2198899T3/en not_active Expired - Lifetime
- 1999-02-24 JP JP2000533652A patent/JP4316797B2/en not_active Expired - Lifetime
- 1999-02-24 EP EP99908943A patent/EP1058774B1/en not_active Expired - Lifetime
- 1999-02-24 WO PCT/EP1999/001180 patent/WO1999043930A1/en active IP Right Grant
- 1999-02-24 DE DE59905327T patent/DE59905327D1/en not_active Expired - Lifetime
-
2000
- 2000-08-28 US US09/648,954 patent/US6318314B1/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JP2002505398A (en) | 2002-02-19 |
| EP1058774A1 (en) | 2000-12-13 |
| WO1999043930A1 (en) | 1999-09-02 |
| JP4316797B2 (en) | 2009-08-19 |
| DE59905327D1 (en) | 2003-06-05 |
| ES2198899T3 (en) | 2004-02-01 |
| US6318314B1 (en) | 2001-11-20 |
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