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EP1630363A1 - Méthode pour déterminer la phase d'un arbre à cames dans un moteur à combustion interne - Google Patents

Méthode pour déterminer la phase d'un arbre à cames dans un moteur à combustion interne Download PDF

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Publication number
EP1630363A1
EP1630363A1 EP05016634A EP05016634A EP1630363A1 EP 1630363 A1 EP1630363 A1 EP 1630363A1 EP 05016634 A EP05016634 A EP 05016634A EP 05016634 A EP05016634 A EP 05016634A EP 1630363 A1 EP1630363 A1 EP 1630363A1
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Prior art keywords
value
values
angular velocity
determined
correction
Prior art date
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Granted
Application number
EP05016634A
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German (de)
English (en)
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EP1630363B1 (fr
Inventor
Holger Dr. Stork
Heiko Dell
Minh Nam Dr. Nguyen
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.)
Schaeffler Buehl Verwaltungs GmbH
LuK Lamellen und Kupplungsbau GmbH
Original Assignee
LuK Lamellen und Kupplungsbau Beteiligungs KG
LuK Lamellen und Kupplungsbau GmbH
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Publication of EP1630363A1 publication Critical patent/EP1630363A1/fr
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Publication of EP1630363B1 publication Critical patent/EP1630363B1/fr
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Expired - Lifetime legal-status Critical Current

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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/49002—Electrical device making
    • Y10T29/49105—Switch making

Definitions

  • the invention relates to a method for determining the rotational angle position of the camshaft of a reciprocating internal combustion engine relative to the crankshaft, wherein the crankshaft via a variable speed drive with the camshaft is in drive connection, which is designed as a three-shaft gear with a crankshaft fixed drive shaft, a camshaft fixed output shaft and an adjusting that is in driving connection with an adjusting motor, wherein for at least one crankshaft measuring time a measured value for the crankshaft rotation angle is detected, wherein for at least two Verstellwellen measuring times each measured value for the Verstellwellenen loftwinkel digitally detected, wherein for at least one reference time, the crankshaft and Verstellwellen-measuring times is based on at least one crankshaft rotation angle measurement, at least one Verstellwellenen loftwinkel measured value and a transmission characteristic of the three-shaft transmission, a value for the Dr ehwinkellage the camshaft is determined relative to the crankshaft.
  • an epicyclic gear is provided as adjusting, with the drive shaft rotatably connected to a camshaft rotatably mounted relative to the camshaft gear, which is in driving connection via a drive chain with a crankshaft gear.
  • An output shaft of the variable speed drive is in drive connection with the camshaft and an adjusting shaft with an adjusting motor.
  • the rotational angle of the crankshaft and the adjusting shaft are first measured by means of inductive sensors and then using the known stationary gear ratio, an actual value signal for the phase angle of the camshaft is determined relative to the crankshaft.
  • an interrupt is triggered in a microprocessor-based electronic control unit, in which the measured value for the Verstellwellenen loftwinkel is read into a control device and compared with a provided setpoint signal.
  • the control device controls the EC motor in such a way that the deviation is reduced.
  • This object is achieved by extrapolating from at least two Verstellwellenenairwinkel measured values, the time difference between the Verstellwellen-measuring times and the time interval between the last Verstellwellen-measuring time and the reference time for the angle of rotation, which has the adjusting shaft at the reference time, and that the value for the rotational angular position is determined on the basis of the estimated value, the at least one crankshaft rotational angle measured value and the transmission characteristic.
  • the accuracy of the values for the phase angle is increased by the fact that the angle by which the adjusting shaft has rotated further between the last adjusting shaft measuring time and the respective current reference time is estimated and taken into account in the determination of the values for the phase position ,
  • the inventive method thus enables a high precision in the determination of the phase position and a low power consumption of the adjusting motor.
  • a value for the angular velocity of the adjusting shaft is determined at least for the respectively last adjusting shaft measuring time, wherein the estimated value for the rotational angle which the adjusting shaft has at the reference time consists of the last adjusting shaft rotational angle measured value, the time difference between the Reference time and the last Verstellwellen measuring time and the angular velocity value is determined.
  • the Verstellwellenenburnwinkel measured value at the reference time is thus determined by linear interpolation from the last Verstellwellenenburnwinkel measured value using the angular velocity value.
  • the angular velocity value can be calculated from the angular difference of the last two measured angular velocity values and the time difference between the measuring instants associated with these angular velocity values.
  • the adjusting motor is an EC motor having a stator with a winding and a rotatably connected to the adjusting rotor, are arranged on the circumferentially offset from each other, magnetized in opposite directions magnetized magnet segments, the tolerances with respect to their positioning and / or their dimensions, wherein the position of the magnet segments relative to the stator is detected for detecting the Verstellwellenenburnwinkel measured values and / or the angular velocity values, wherein at least one correction value for compensating the influence of at least one tolerance on the Verstellwellenenburnwinkel measured values detected and wherein the Verstellwellenenburnwinkel measured values and / or the angular velocity values are corrected by means of the correction value.
  • This embodiment is based on the finding that, in the case of a multiple passing movement of a magnetic segment of the rotor on a stationary magnetic sensor, the position measurement signal detected with the aid of the magnetic sensor always corresponds to the same magnet each time the magnetic sensor passes , Having error caused by the tolerance of the magnet segment.
  • This error is determined by measurement or otherwise, to then determine a correction value with which the Verstellwellenen loftwinkel measured values are corrected at a later time when the relevant magnetic segment passes the magnetic field sensor again.
  • a measurement inaccuracy caused by a tolerance of a magnet segment can be easily corrected in the speed signal. It is even possible to carry out this correction online at the currently measured speed value without a time delay occurring between the corrected speed value and the uncorrected speed value.
  • the position of the magnetic segments is detected with the aid of a measuring device which has a plurality of magnetic field sensors on the stator, which are offset from one another in the circumferential direction of the stator in such a way that a number of magnetic segment sensor pulses are produced per revolution of the rotor relative to the stator. Combinations are traversed, and if for each of these magnetic segment sensor combinations each determines a correction value, stored and used to correct the Verstellwellen loftwinkel measured values and / or the angular velocity values. The phase angle of the camshaft relative to the crankshaft can then be adjusted with even greater precision.
  • the number of magnetic segment-sensor combinations preferably corresponds to the product of the number of magnetic field sensors and the number of magnetic poles of the rotor.
  • the rotor is rotated relative to the stator in such a way that a number of magnetic segment sensor combinations are traversed, with the aid of the measuring device detecting first uncorrected adjustment shaft rotation angle measurement values and / or angular velocity values for these magnetic segment sensor combinations
  • reference values for the Verstellwellenenburnwinkel and / or the angular velocity are detected, which has a greater accuracy than that of the first Verstellwellenenburnwinkel measured values or angular velocity values, wherein using the first uncorrected Verstellwellenenburnwinkel measured values or angular velocity values, the correction values are determined as correction factors wherein the magnetic segment-sensor combinations assigned to the first uncorrected adjustment shaft rotation angle measurement values or angular velocity values again pass through and in this case with the aid of the measurement device second e uncorrected Verstellwellenen loftwinkel measured values or angular velocity values are detected, and wherein these values are corrected using the previously determined correction factors.
  • the correction values are thus determined in the form of correction factors, which makes it possible to correct the measurement errors caused by the tolerances of the magnet segment at different rotational speeds.
  • the reference signal may be a measurement signal that is detected, for example, in the manufacture of the EC motor by means of an additional position measuring device.
  • the reference signal may also be a speed and / or an integrated acceleration signal of a shaft coupled to the EC motor.
  • the reference values are formed by smoothing the first uncorrected adjustment shaft rotation angle measurement values or angular velocity values by filtering. As a result, an additional sensor for measuring the reference signal can be saved.
  • the rotor is rotated relative to the stator such that the individual magnet segment sensor combinations occur at least twice, if a correction factor for the adjustment shaft rotation angle measurement values or angular velocity values is determined for the individual magnet segment sensor combinations if an average value is formed in each case from the correction factors determined for the individual magnet segment-sensor combinations, and if the mean values thus obtained are stored as new correction factors and the adjustment shaft rotation angle measurement values or angular velocity values when the magnet segment sensor combinations are re-run using the these correction factors are corrected.
  • the individual magnetic segment sensor combinations are preferred to run through as often as possible, which is easily possible with an EC motor for an electronic camshaft adjustment, since this constantly rotates during operation of the internal combustion engine.
  • the mean value is formed in each case as the arithmetic mean value. All the correction factors used for averaging enter into the mean value with the same weight.
  • a mean moving average is formed in each case, preferably in such a way that the weight with which the correction factors enter the mean value decreases with increasing age of the correction factors. New correction factors are therefore taken more into account in the mean value than correction factors which are assigned to a date that lies further back. Should an error occur which leads to a situation where a magnetic segment / sensor combination is not recognized and thus the correction factors already determined are assigned to the wrong magnet segments, the incorrect correction factor assignment only has a short-term effect on the correction of the rotational speed signal, i. the wrong correction factors are "forgotten” relatively quickly.
  • the Time T depends on the speed and decreases with increasing speed (event-controlled system).
  • the assignment of the correction factors to the magnet segments can be restored if, for example, it should have been changed unintentionally due to a disturbance of the measurement signal.
  • the already determined correction factors can be used even after the occurrence of the fault.
  • an identifier on the rotor of the EC motor which allows an absolute measurement of the position of the rotor relative to the stator can be saved.
  • the method can also be used after the EC motor has been switched back on to associate correction factors, which were determined during an earlier switch-on phase of the EC motor and stored in a non-volatile memory, with those magnet segment-sensor combinations for which they were determined during the earlier switch-on phase.
  • correction factors can also be determined under ideal conditions in the manufacture of the EC motor, preferably in an end stage of production.
  • the fluctuation ranges of the uncorrected angular velocity values and the corrected angular velocity values are each determined in a time window and compared with one another, wherein in the event that the fluctuation range of the corrected angular velocity values is greater than that of the uncorrected angular velocity values, the correction factors are newly determined and / or the assignment of the correction factors to the magnetic segment sensor combinations is restored. It is assumed that, in the event that the fluctuation of the corrected angular velocity values is greater than that of the uncorrected angular velocity values, an error has occurred in the assignment of the correction factors to the individual magnet segment-sensor combinations, for example by EMC irradiation. To correct this error, the correction factors can be reset to the value 1 and then re-adapted or the original assignment is restored, for example by cyclically interchanging the correction factors.
  • the correction factors are limited to a predetermined value range, which is preferably between 0.8 and 1.2.
  • a predetermined value range which is preferably between 0.8 and 1.2.
  • a moment of inertia for the mass moment of inertia of the rotor is determined, wherein a current signal I is detected by a respective current value l (k) is determined for the individual Verstellwellen measuring times for the electric current in the winding, wherein for the individual angular velocity values ⁇ (k) are respectively determined from an angular velocity value ⁇ k (k-1) associated with a previous displacement wave measurement time, the current signal I and the moment of inertia value an estimated value ⁇ s (k) for the angular velocity value ⁇ (k), this estimated value ⁇ s (k) is assigned a tolerance band in which the estimated value ⁇ s (k) is included, and wherein in the case that the angular velocity value w (k) is outside the tolerance band, the angular velocity value w (k) by one within the Tolerance band located angular velocity value ⁇ k (k) is replaced.
  • angular velocity values w (k) which lie outside the tolerance band and which are therefore not plausible are limited to the tolerance band, the limit values for the tolerance band being determined dynamically.
  • fluctuations in the angular velocity values can be easily smoothed without there being any appreciable time delay between the smoothed angular velocity signal and the measured angular velocity signal.
  • the width ⁇ ⁇ limit of the tolerance band is preferably selected to be significantly smaller than the fluctuation range of the rotational speed measured values w (k) in order to achieve a noticeable reduction in the fluctuation of the angular velocity values.
  • the rotor is loaded with a load torque, wherein a load torque signal M L is provided for the load torque, and wherein the estimated value ⁇ s (k) is in each case from the angular velocity value ⁇ k (k-1) assigned to the earlier sampling instant.
  • the current signal I, the load torque signal M L and the moment of inertia value is determined.
  • the voltage applied to the winding electrical voltage is detected, wherein the current values l (k) indirectly from the voltage, the impedance of the winding, the optionally corrected speed measurement w (k) and an engine constant K e is determined.
  • R A is the ohmic resistance of the winding
  • L A is the inductance of the winding
  • K e is the motor constant of the EC motor.
  • the method is preferably used in EC motors, in which the winding current is adjusted by pulse width modulation of an electrical voltage applied to the winding.
  • the width and / or position of the tolerance band is selected as a function of the angular velocity value ⁇ k (k-1) assigned to the previous adjustment shaft measuring time and is preferably reduced with increasing angular velocity and / or increased with decreasing angular velocity. If there is an average value for the load torque of the camshaft, the accuracy of which depends on the rotational speed, the speed dependency of the accuracy in determining the width of the tolerance band can be taken into account.
  • the width and / or position of the tolerance band is selected as a function of the current signal I and preferably increased with increasing current and / or reduced with decreasing current. It is assumed that in a large winding current of the rotor is usually accelerated so that the speed increases accordingly.
  • the width and / or position of the tolerance band is thus adapted to the expected due to the energization of the winding speed changes of the rotor.
  • the current signal I may be smoothed by filtering, in particular by moving averaging, and when the estimated values ⁇ s (k) for the angular velocity values w (k) are determined with the aid of the filtered current signal l.
  • crankshaft rotation angle measurement values in each case at least two crankshaft rotation angle measurement values, the time difference between the crankshaft rotation angle measurement times assigned to these measurement values and the time interval between the last crankshaft measurement time and the reference time, an estimated value for the angle of rotation which the crankshaft has at the reference time , extrapolated, wherein the time difference between the reference time and the last crankshaft measuring time is determined, and wherein the estimated value of the crankshaft rotation angle measured value at the last crankshaft measuring time, the time difference and the angular speed value is determined.
  • An adjusting device for adjusting the angle of rotation or phase of the camshaft 11 of a reciprocating internal combustion engine relative to the crankshaft 12 has an adjusting 13, which is designed as a three-shaft gear with a crankshaft fixed drive shaft, a camshaft fixed output shaft and a standing with the rotor of an adjusting motor in drive connection adjusting shaft ,
  • a measured value for the crankshaft rotation angle is detected at each crankshaft measuring time.
  • a measured value for the Verstellwellenenburnwinkel is measured at Verstellwellen-measuring times. From the measured value for the crankshaft rotation angle and the adjustment shaft rotation angle, a value for the phase position is determined with the aid of a known stationary gear ratio of the three-shaft transmission.
  • an inductive sensor 15 which detects the tooth flanks of an existing of a magnetically conductive material, arranged on the crankshaft 12 ring gear 16.
  • One of the tooth gaps or teeth of the toothed rim 16 has a greater width than the other tooth gaps or teeth and serves as a reference mark.
  • the measured value for the crankshaft rotation angle is set to a starting value. Thereafter, the measured value is tracked until the reference mark is passed by the sensor 15 each time a tooth flank is detected.
  • the tracking of the measured value for the crankshaft angle takes place with the aid of a control device in whose operating program an interrupt is triggered in each case when a tooth flank is detected. The crankshaft rotation angle is therefore measured digitally.
  • an EC motor 14 which has a rotor, on the circumference of a series of magnet sections alternately magnetized in opposite directions is arranged, which has an air gap with teeth of a stator interact magnetically. The teeth are wound with a winding, which is energized via a drive device.
  • the position of the magnet segments relative to the stator and thus the Verstellwellenenburnwinkel is detected by means of a measuring device 17 having a plurality of magnetic field sensors A, B, C, which are arranged offset to one another in the circumferential direction of the stator to each other, that per revolution of the rotor a number is traversed by magnetic segment sensor combinations.
  • a Hall sensor 18 is provided, which cooperates with a arranged on the camshaft 11 trigger 19. If the Hall sensor 18 detects an edge of the trigger wheel 19, an interrupt is triggered in the operating program of the control unit, in which the crankshaft rotation angle and the Verstellwellenenburnwinkel be cached. This interrupt will also be referred to as a camshaft interrupt below.
  • the camshaft-triggered absolute angle ⁇ Abs and the relative displacement angle ⁇ Rel are currently calculated at the actual displacement angle ⁇ .
  • a signal currently representing the current displacement angle ⁇ is present at an actual value input of a control circuit provided for controlling the phase position.
  • the angular position ⁇ Rel of the camshaft 11 relative to the crankshaft 12 is calculated from the time-synchronous changes (controller sampling) of the angle counter of rotor ⁇ Em and crankshaft ⁇ KW relative to the reference values for camshaft triggering via the transmission fundamental equation of the three-shaft transmission:
  • Current ⁇ KW .
  • n kw 0
  • the angles of the crankshaft ⁇ KW, TrigNW and the EC motor rotor or the adjusting shaft ⁇ Em, TrigNW are stored at the time of the camshaft trigger .
  • an interrupt is then initiated in the operating program of the control device, in which the rotational angle position ⁇ Rel is calculated with the aid of the intermediately stored angles ⁇ KW, TrigNW and ( ⁇ Em, TrigNW .
  • the resolution of the relative angular position ⁇ Rel results from an uncertainty analysis of the individual components of Eq. (1.1).
  • the crankshaft rotation angle has, for example, an uncertainty of -0 to + 0.2 °.
  • the uncertainty band at positive speed
  • the digitization of the Verstellwellenen loftwinkels causes a kind of beating between the times at which the cyclic interrupt occurs, and the times at which the magnetic segment sensor combinations change.
  • the EC motor 14 rotates exactly twice as fast as the crankshaft 12.
  • the times at which the cyclic interrupt occurs differ from the times at which the magnetic segment-sensor combinations alternate.
  • nine changes occur
  • an extrapolation of in each case at least two adjustment shaft rotation angle measurement values is an estimated value for the angle of rotation which the adjustment shaft has at reference point which lies after the adjustment shaft measurement times.
  • the points in time at which the camshaft interrupts occur and, on the other hand, the times at which the cyclic interrupts are triggered are selected as reference times.
  • TrigNW N TrigNW ⁇ ⁇ em + ⁇ t TrigNW ⁇ ⁇ em .
  • TrigNW ⁇ em . ti N ti ⁇ ⁇ em + ⁇ t i ⁇ ⁇ em .
  • TrigNW ( N ti - N TrigNW ) ⁇ ⁇ em + [ ⁇ t i ⁇ ⁇ em . ti - ⁇ t TrigNW ⁇ ⁇ em . TrigNW ]
  • This method is very simple, but can give very variable values, since the times ⁇ t Hall between the changes of the magnetic segment-sensor combination can be very irregular even at constant speed due to manufacturing tolerances. Basically, in order to improve the result, it is possible to average over several adjustment shaft angular values. It should be noted, however, that the mean value can only be calculated with a time delay so that when the EC motor 14 accelerates, this error is included in the extrapolation. In the ECU interrupt, the current speed ⁇ Em of the EC motor 14 is also calculated for the control of the phase angle.
  • the rotor has eight magnet segments 1..8, which are offset in a grid of 45 ° in the circumferential direction of a support member 9 to which the magnet segments are fixed 1..8, to each other.
  • the magnet segments 1..8 each form a magnetic pole on the circumference of the rotor, resulting in a total of a number of p pole pairs over the circumference.
  • the magnetization On the ring formed by the magnet segments 1..8, the magnetization thus changes direction 8 times per revolution.
  • the mechanical angle ⁇ between mutually corresponding points of adjacent magnet segments 1. 8 can thus deviate from the nominal value 180 ° / p (in this case 45 °).
  • the direction of rotation of the rotor is indicated in Fig. 4 by the arrow Pf.
  • the output signal of the magnetic field sensor A changes in each case during a rotation of the rotor by the angle ⁇ .
  • a resolution of the rotor angle of rotation of ⁇ could thus be achieved.
  • the sensors A, B, C are offset relative to one another on the circumference of the rotor. The offset is chosen such that the position measurement signal detected with the aid of the sensors A, B, C has a resolution of 180 ° / (p ⁇ m).
  • a portion of the composed of the output signals A ', B', C 'of the sensors A, B, C Verstellwellenenfitskysignals for a clockwise rotation in the direction of the arrow Pf is shown graphically.
  • the output signal A ' is assigned to the magnetic field sensor A, the output signal B' to the magnetic field sensor B, etc.
  • the output signals A ', B', C ' are digital signals which can assume the logic values 1 or 0. In this case, the value 1 occurs when the respective sensor A, B, C is opposite to a north pole forming magnetic segment 1..8.
  • the Verstellwellenen loftwinkelsignal composed of the output signals A ', B' and C ' is transmitted for evaluation to the control unit, which is connected to the magnetic field sensors A, B, C. Only the output signals A ', B' and C 'are known to the control unit, but not which magnetic segments 1. 8 are being moved past the sensors A, B, C.
  • FIG. 5 it can be seen that always one of the magnetic segment sensor combinations is currently active. In Fig. 5, these are from left to right the magnetic segment sensor combinations (1,6,3), (1,6,4), (1,7,4), (2,7,4), (2 , 7.5), (2, 8, 5), etc.
  • This sequence of magnetic segment-sensor combinations repeats after 2 ⁇ p magnetic segments 1, 8 have passed a magnetic field sensor A, B, C, that is, after a mechanical full rotation.
  • the total rotation angle of the rotor is determined. Starting from a start value, the total angle is incremented with each change.
  • the speed signal ⁇ measured , i determined in this way is subject to errors which, for example, lead to a jump in the speed signal at a constant actual rotational speed of the rotor.
  • the magnetic segment sensor combinations of 1 to 2 * m * p are numbered consecutively, so that the count, hereinafter referred to as "index i", starts up and then jumps to 1 upon reaching 2 * m * p ,
  • the index i is set to a starting value, e.g. to the value 1.
  • a correction factor F Adap [i] is now determined, which is assigned to the corresponding magnet segment 1..8 via the index i.
  • This correction factor F Adap [i] corresponds to the ratio between the rotational speed value ⁇ Mess, i , which is determined by means of the adjustment shaft rotation angle signal for the ith magnet segment-sensor combination was determined, and a reference rotational speed ⁇ Ref , which is assumed to have a greater accuracy than the rotational speed value ⁇ Mess, i .
  • the correction factors F Adap [i] are stored in a data memory of the control unit.
  • the correction factors F Adap [i] are determined in a learning process. At the start of the learning process, all correction factors F Adap [i] are set to the value 1, ie the corrected rotational speed ⁇ Korr, i initially corresponds to the measured rotational speed ⁇ Mess, i . During the learning process, the correction factors F Adap [i] are limited to a value range between 0.8 and 1.2 in order to limit the amount of error in the event of an incorrect adaptation, which in practice can not be completely ruled out.
  • a key point in the adaptation is the accuracy with which the actual speed is approximated. In the embodiment described above, this approximation is achieved by filtering the measured speed. But it is also possible to filter the already corrected speeds. If another measuring signal is available, from which the actual speed can be concluded, then this can also be used.
  • the 2 * p * m learned correction factors are written to a nonvolatile data memory of the controller. Since, at the beginning of the adaptation, the index i is set to a randomly selected starting value for a magnet segment-sensor combination which was just accidentally active, and this magnet segment-sensor combination is initially unknown after the controller is switched on again, the assignment of the correction factors be checked to the magnetic segment sensor combinations and corrected in the determination of a faulty assignment, so that the correction factors can be used after restarting the controller.
  • the quality of the adaptation is monitored by repeatedly comparing the fluctuation range of the uncorrected and the corrected rotational speed over a specific time window. If the corrected speed fluctuates more than the uncorrected speed, an erroneous assignment is concluded. The assignment is then either restored or the correction factors are set to 1.
  • the number sequence of the 2 ⁇ p ⁇ m correction factors represents a type of characteristic signature. If you adapt a new set of correction factors, they must have a very similar sequence of numbers, but the new sequence of numbers may be shifted from the previous sequence of numbers. To restore the assignment, the old sequence of numbers is therefore cyclically shifted 2 ⁇ p ⁇ m times and compared to the previous sequence of numbers after each shift step. In the case of the interchange combination in which the greatest correspondence between the old and the previous number sequence occurs, it is assumed that the numerical values of the old sequence of numbers are correctly assigned to the magnetic segment-sensor combinations. With this assignment, the correction of the speed signal and / or the further adaptation is then carried out.
  • the corrected speed is calculated either with the factor 1 or with the previously adapted correction factors.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Measurement Of Length, Angles, Or The Like Using Electric Or Magnetic Means (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Transmission And Conversion Of Sensor Element Output (AREA)
EP05016634A 2004-08-28 2005-07-30 Méthode pour déterminer la phase d'un arbre à cames dans un moteur à combustion interne Expired - Lifetime EP1630363B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102004041712 2004-08-28

Publications (2)

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EP1630363A1 true EP1630363A1 (fr) 2006-03-01
EP1630363B1 EP1630363B1 (fr) 2008-04-09

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Country Link
US (1) US7254991B2 (fr)
EP (1) EP1630363B1 (fr)
JP (1) JP2006064704A (fr)
KR (1) KR101256661B1 (fr)
AT (1) ATE391836T1 (fr)
DE (1) DE502005003618D1 (fr)
ES (1) ES2305959T3 (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
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US7912624B2 (en) 2006-04-12 2011-03-22 Schaeffler Technologies Gmbh & Co. Kg Synchronization device for an engine
WO2007118758A1 (fr) * 2006-04-12 2007-10-25 Schaeffler Kg Dispositif de synchronisation pour un moteur
US8813703B2 (en) 2008-08-21 2014-08-26 Schaeffler Technologies AG & Co. KG Method for adjusting a crankshaft of an internal combustion engine, camshaft adjustment system, and internal combustion engine having an adjustable crankshaft
WO2010020509A1 (fr) * 2008-08-21 2010-02-25 Schaeffler Kg Procédé pour le calage d'un vilebrequin d'un moteur à combustion interne, système de déphasage d'arbre à cames et moteur à combustion interne à vilebrequin calable
DE102010021953B4 (de) * 2009-06-01 2017-07-13 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) System und Verfahren zum Ermitteln einer Nockenwellenposition in einem Motor mit variabler zeitlicher Ventilsteuerung
US10234262B2 (en) 2010-11-18 2019-03-19 Continental Automotive France Sensor for measuring angular position, and measurement compensation method
FR2967770A1 (fr) * 2010-11-18 2012-05-25 Continental Automotive France Capteur de mesure de position angulaire et procede de compensation de mesure
WO2012065686A1 (fr) * 2010-11-18 2012-05-24 Continental Automotive France Capteur de mesure de position angulaire et procede de compensation de mesure
DE102013203872B4 (de) 2012-03-07 2023-10-05 Denso Corporation Phasenwinkeldetektor für verbrennungsmotor
WO2014206904A1 (fr) * 2013-06-28 2014-12-31 Valeo Systèmes d'Essuyage Procédé de calcul de l'angle de rotation d'un arbre, utilisation du procédé et moteur d'essuie-glace
WO2015004472A3 (fr) * 2013-07-12 2015-03-26 Trw Limited Encodeur rotatif
CN105492869A (zh) * 2013-07-12 2016-04-13 Trw有限公司 旋转编码器
US10365125B2 (en) 2013-07-12 2019-07-30 Trw Limited Rotary encoder
CN105492869B (zh) * 2013-07-12 2017-12-01 Trw有限公司 旋转编码器
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CN105492872B (zh) * 2013-07-23 2017-11-14 巴鲁夫公司 用于来自磁条长度测量系统的传感器信号的动态线性化的方法
CN105492872A (zh) * 2013-07-23 2016-04-13 巴鲁夫公司 用于来自磁条长度测量系统的传感器信号的动态线性化的方法
WO2015010669A1 (fr) * 2013-07-23 2015-01-29 BALLUF GmbH Procédé de linéarisation dynamique de signaux de capteur d'un système de mesure de longueur de bande magnétique
DE102015111607B4 (de) 2014-07-22 2021-12-30 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Verfahren zum Ermitteln einer Drehposition eines Phasenstellers in einem System zur variablen Phaseneinstellung
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
EP4375621A1 (fr) * 2022-11-25 2024-05-29 Sick Ag Dispositif et procédé de détermination de position, de longueur ou d'angle

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US7254991B2 (en) 2007-08-14
DE502005003618D1 (de) 2008-05-21
ATE391836T1 (de) 2008-04-15
KR101256661B1 (ko) 2013-04-19
EP1630363B1 (fr) 2008-04-09
KR20060050551A (ko) 2006-05-19
US20060042074A1 (en) 2006-03-02
JP2006064704A (ja) 2006-03-09
ES2305959T3 (es) 2008-11-01

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