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EP2326805B1 - 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 - Google Patents

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 Download PDF

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Publication number
EP2326805B1
EP2326805B1 EP09780891.9A EP09780891A EP2326805B1 EP 2326805 B1 EP2326805 B1 EP 2326805B1 EP 09780891 A EP09780891 A EP 09780891A EP 2326805 B1 EP2326805 B1 EP 2326805B1
Authority
EP
European Patent Office
Prior art keywords
camshaft
crankshaft
adjustment
shaft
internal combustion
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.)
Not-in-force
Application number
EP09780891.9A
Other languages
German (de)
English (en)
Other versions
EP2326805A1 (fr
Inventor
Jens Schäfer
Mike Kohrs
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 Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP2326805A1 publication Critical patent/EP2326805A1/fr
Application granted granted Critical
Publication of EP2326805B1 publication Critical patent/EP2326805B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/004—Aiding engine start by using decompression means or variable valve actuation
    • 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
    • F01L2800/01—Starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators
    • F01L2820/032—Electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position

Definitions

  • the invention relates to a method for adjusting a crankshaft of an internal combustion engine by means of a camshaft adjuster with a three-shaft transmission. Generic methods are used in particular in so-called start-stop concepts for internal combustion engines. In addition, the invention relates to a camshaft adjuster and an internal combustion engine with an adjustable crankshaft at engine standstill.
  • electromechanical camshaft adjusting systems are known from the prior art.
  • electromechanical Nockenwellenverstellsystemen usually three-shaft transmissions are used in which a first shaft of the transmission, usually the drive shaft is connected to the camshaft sprocket of an internal combustion engine, a second shaft (output shaft) is operatively connected to the camshaft effective via the camshaft sprocket and a third shaft, the Adjusting shaft, with the rotor shaft of an electric adjusting motor (electric motor) is connected.
  • the adjusting shaft serves to adjust the relative angular position between the camshaft and crankshaft during operation of the internal combustion engine.
  • swash plate gear and inner eccentric gear which in the WO 2006/018080 are described. This includes the from the WO 2005/080757 known wave gear and in the US 2007/0051332 A1 and US 2003/0226534 A1 contained gear.
  • actuators in such three-shaft systems are often electric motors for adjusting the adjusting used.
  • electrical, mechanical or hydraulic brakes or rotary or linear electromagnets it is also possible to use electrical, mechanical or hydraulic brakes or rotary or linear electromagnets to enable the phase adjustment.
  • the object is achieved by a method according to claim 1 and, by a camshaft adjusting system according to claim.
  • a control shaft is driven during the engine standstill or in a transitional phase in which at least one of the three shafts of the three-shaft gear is stationary completely or partially, to adjust the crankshaft and possibly one or more camshafts in their angular position.
  • n A , n B and n c are the rotational speeds of the three shafts of the three-shaft transmission.
  • n A is the speed of the camshaft
  • n B is the speed of the control shaft
  • n C is the speed of the camshaft sprocket
  • i 0_AC is the level translation between shaft A and C with shaft B stationary, ie here between the input and output shafts of the three-shaft transmission
  • T NW the moment of the crankshaft acting on the camshaft sprocket
  • T NW-KRAD T KW * 0.5
  • the torque ratio at the shafts can also be changed by relieving the control and crank mechanism, e.g. by decompressing or relaxing the chains of the timing drive.
  • An inventive extended Nockenwellenverstellsystem with a three-shaft gearbox comprises a control device which allows an adjustment of the control shaft when at least one of the other two shafts of the three-shaft transmission is stationary.
  • the camshaft phasing system includes an additional pre-gearbox which additionally pre-gears the drive connection between actuator (e.g., e-motor) and actuator actuator shaft (three-shaft gearbox).
  • the pre-reduction gear can be arranged between the control shaft and the actuator housing or between the control shaft and the actuator housing (Nockenwellenkettenrad).
  • the camshaft adjusting system in this embodiment comprises a control device for carrying out the method according to the invention.
  • crankshaft angle in engine standstill by means of the camshaft adjusting system according to the invention allows the pre-positioning of the shaft and thus the gas piston for the realization of the direct start of the internal combustion engine, without further units such as starters or positioning motors are required.
  • the crankshaft may be pre-positioned with or without superimposed variation of the camshaft phase angle.
  • an activation of the camshaft adjusting system by a switch or a message for example via a CAN bus, or by opening the driver's door of the vehicle or by the seat occupancy or the like is triggered to set and maintain the desired crankshaft angle and / or camshaft angle.
  • the method according to the invention should also be effective in the transition areas between engine standstill and starting process, as well as between engine standstill and shutdown.
  • a transitional region exists, for example, when one of the three shafts of the camshaft adjuster is already or still stationary or, in engines with several adjustment systems, resting individual shafts and still rotating the other shafts.
  • a pre-positioning of the control drive, the crankshaft and / or the camshaft can be controlled or unregulated. With unregulated pre-positioning, "blind" is adjusted in one direction. With controlled adjustment, a continuous target-actual comparison is carried out.
  • the regulated operation is generally preferred.
  • crankshaft and camshaft position are detected by a sensor system, and the adjustment selected such that the shorter adjustment is used to position the optimal piston of 1 to 4 for the direct start concept in a four-cylinder engine with the least time and energy ,
  • a camshaft sprocket 01 is connected as an actuator of a camshaft adjuster via a chain 02 in operative connection with a crankshaft 03. These components form the timing drive.
  • the crankshaft 03 drives the or the camshaft sprockets 01 at half the crankshaft speed in a direction of rotation 04.
  • actuators or camshafts and camshaft adjuster eg for separate camshafts for intake and exhaust valves
  • Further actuators and camshafts may be arranged in a separate secondary drive 05 ( Fig. 2 , Fig. B and c).
  • the secondary drive 05 can be designed in a known manner as a chain drive (FIG. B) or as a spur gear drive (FIG. C).
  • the primary drive can also be designed as a spur gear drive.
  • a stop washer 06 is rotatably connected to a camshaft (not shown).
  • the stop disk 06 has a cutout 07 which defines a boundary of the adjustment range.
  • the cutout 07 has radially spaced from each other an early stop 08 and a late stop 09 on.
  • a stop lug 11 on the camshaft sprocket 01 is provided such that camshaft sprocket 01 and stopper plate 06 between the stops 08, 09 can be rotated relative to each other.
  • the control drive and crankshaft 03 are now rotated within an adjustment range 12 via the camshaft sprocket 01 for the purpose of pre-positioning the crankshaft 03.
  • the adjustment range 12 is determined by the distance or the angle between the stop lug 11 and one of the stops 08, 09.
  • the actuating shaft of Electric motor driven as a controller.
  • the camshaft is stationary.
  • camshaft sprocket 01 has a similar high reduction to the control shaft when the camshaft is stationary, as is the case during normal operation of the internal combustion engine, ie when the camshaft sprocket 01 rotates as the reference system for the camshaft-side driven wheel.
  • the angle range between the stops 08, 09 is limited to less than 180 ° crankshaft in current camshaft adjustments due to fail-safe concepts.
  • the crankshaft positioning must be largely regardless of the camshaft phase angle, which could possibly adversely affect the start and exhaust behavior.
  • the camshaft may need to be held in place by an auxiliary device (eg lock or brake device) during crankshaft positioning.
  • crankshaft 03 can take place with referencing of the stop lug 11 on one of the two end stops 08, 09 of the stop plate 06 and with knowledge of the camshaft angle and the Verstellwellenwinkels.
  • crankshaft position is determined directly.
  • active crankshaft and / or camshaft sensors are required because parts of the engine stand still at the time of adjustment. Active sensors are voltage-fed sensors that can be sensed even at low speeds until the motor stops.
  • a second adjustment strategy is used when the camshaft adjuster has been turned off at one of the two stops 08, 09.
  • the corresponding stop can already be set active when the internal combustion engine is switched off. It depends on the towing direction and the type of the variable speed gear, which stop is to be approached in the stop strategy used.
  • An adjustment in the direction of the late stop must be used in the case of a negative gear ratio of the three-shaft gearbox, right-hand drive direction and right-hand drive motor direction, or if the three-shaft gearbox is positive, the direction of control is left and the left direction of rotation is left.
  • An adjustment in the direction of the early limit stop must be used for a positive gear ratio of the three-shaft gearbox, right-hand drive direction and right-hand drive motor direction, or for negative gear ratio of the three-shaft gearbox, left direction control drive and left hand drive direction of rotation.
  • the camshaft is initially stationary (or may need to be held in addition). Upon reaching the other end stop the camshaft is entrained in the drive direction of the camshaft adjuster and thus the crankshaft. In the case of inverse towing operation, the opposite end stop must be used accordingly.
  • a particular advantage of this adjustment strategy is that any crankshaft angle can be adjusted.
  • crankshaft start position After successful acceptance of the crankshaft start position, a subsequent pre-adjustment of the camshaft phase position is possible before the injection takes place and the internal combustion engine is ignited.
  • a third adjustment strategy the control drive and the crankshaft are first to be towed out of the static friction with the assistance of the high gear ratio of the three-shaft transmission during an adjustment of the camshaft sprocket within the adjustment range 12 (according to the first adjustment strategy).
  • the crankshaft 03 can be adjusted beyond the adjustment range 12 with a pre-translation in front of the control shaft.
  • a lower pretranslation is required in comparison to the second adjustment strategy, since the breakaway torque of the crankshaft 03 has already been overcome.
  • This strategy requires that when the internal combustion engine of the camshaft adjuster takes a camshaft phasing outside of a tow stop so that can always be towed with the high translation.
  • the tow stop is the stop, from which then the camshaft is towed with.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (8)

  1. Procédé de réglage d'un vilebrequin (03) d'un moteur à combustion interne comprenant un déphaseur d'arbre à cames doté d'une transmission à trois arbres, comportant un arbre de réglage, un pignon d'arbre à cames (01) et un arbre à cames, le pignon d'arbre à cames (01) étant relié par entraînement au vilebrequin (03), un entraînement de l'arbre de réglage s'effectuant pendant l'arrêt du moteur ou lors d'une phase de transition durant laquelle au moins l'un des trois arbres de la transmission à trois arbres est immobile, caractérisé en ce que le vilebrequin (03) est désaccouplé d'une transmission de véhicule avant que l'arbre de réglage ne soit entraîné et/ou les cylindres du moteur à combustion interne sont décomprimés avant que l'arbre de réglage ne soit entraîné.
  2. Procédé selon la revendication 1, caractérisé en ce que l'entraînement du vilebrequin s'effectue au moyen de l'arbre de réglage dans le sens contraire au sens d'entraînement habituel du vilebrequin (03).
  3. Procédé selon la revendication 1, caractérise en ce que l'entraînement de l'arbre de réglage s'effectue dans le sens présentant la plus faible résistance à la rotation.
  4. Procédé selon la revendication 3, caractérisé en ce que le sens de la plus faible résistance à la rotation est déterminé en fonction de la position du vilebrequin.
  5. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'arbre à cames est immobile pendant le réglage du vilebrequin (03) et le réglage de l'arbre de réglage s'effectue dans une plage de réglage (12) entre deux butées mécaniques de fin de course (08, 09) du déphaseur d'arbre à cames.
  6. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'arbre à cames tourne conjointement pendant le réglage du vilebrequin (03).
  7. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'arbre à cames est tout d'abord immobile pendant le réglage du vilebrequin (03) et, au cours du reste du réglage du vilebrequin, tourne conjointement après avoir atteint une butée de fin de course (08, 09) sur le déphaseur d'arbre à cames.
  8. Système de déphasage d'arbre à cames pour un moteur à combustion interne comprenant une transmission à trois arbres, comportant un arbre de réglage, un pignon d'arbre à cames (01) et un arbre à cames, le pignon d'arbre à cames (01) étant relié par entraînement au vilebrequin (03), caractérisé en ce qu'il comporte un dispositif de commande qui commande le réglage de l'arbre de réglage en mettant en oeuvre un procédé selon l'une quelconque des revendications 1 à 7, afin d'obtenir un réglage du vilebrequin par le biais de l'arbre de réglage pendant qu'au moins l'un des arbres de la transmission à trois arbres est immobile.
EP09780891.9A 2008-08-21 2009-07-21 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 Not-in-force EP2326805B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008039007A DE102008039007A1 (de) 2008-08-21 2008-08-21 Verfahren zur Verstellung einer Kurbelwelle eines Verbrennungsmotors, Nockenwellenverstellsystem und Verbrennungsmotor mit verstellbarer Kurbelwelle
PCT/EP2009/059373 WO2010020509A1 (fr) 2008-08-21 2009-07-21 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

Publications (2)

Publication Number Publication Date
EP2326805A1 EP2326805A1 (fr) 2011-06-01
EP2326805B1 true EP2326805B1 (fr) 2013-05-01

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EP09780891.9A Not-in-force EP2326805B1 (fr) 2008-08-21 2009-07-21 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

Country Status (4)

Country Link
US (1) US8813703B2 (fr)
EP (1) EP2326805B1 (fr)
DE (1) DE102008039007A1 (fr)
WO (1) WO2010020509A1 (fr)

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CN106870173B (zh) * 2017-04-12 2023-09-19 吉林大学 一种发动机停机相位控制机构
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Also Published As

Publication number Publication date
US8813703B2 (en) 2014-08-26
EP2326805A1 (fr) 2011-06-01
WO2010020509A1 (fr) 2010-02-25
DE102008039007A1 (de) 2010-02-25
US20110146603A1 (en) 2011-06-23

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