EP1797287B1 - Procede pour regler la position angulaire de rotation de l'arbre a cames d'un moteur a combustion interne a piston alternatif, par rapport au vilebrequin - Google Patents

Procede pour regler la position angulaire de rotation de l'arbre a cames d'un moteur a combustion interne a piston alternatif, par rapport au vilebrequin Download PDF

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Publication number
EP1797287B1
EP1797287B1 EP05794745A EP05794745A EP1797287B1 EP 1797287 B1 EP1797287 B1 EP 1797287B1 EP 05794745 A EP05794745 A EP 05794745A EP 05794745 A EP05794745 A EP 05794745A EP 1797287 B1 EP1797287 B1 EP 1797287B1
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EP
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Prior art keywords
signal
crankshaft
camshaft
phase angle
angle
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EP05794745A
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German (de)
English (en)
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EP1797287A1 (fr
Inventor
Minh Nam Nguyen
Heiko Dell
Holger Stork
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • 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
    • 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
    • F01L2820/04—Sensors
    • F01L2820/041—Camshafts position or phase sensors

Definitions

  • the invention relates to a method for adjusting the rotational angle position of the camshaft of a reciprocating internal combustion engine relative to the crankshaft, in particular during a starting process of the internal combustion engine, wherein the crankshaft via an adjusting gear with the camshaft is in drive connection, as a three-shaft gearbox with a crankshaft fixed drive shaft, a camshaft fixed output shaft and an adjusting shaft is formed, which is in drive connection with an electric motor.
  • the WO 2004/038200 A discloses a method for adjusting the rotational angular position of the camshaft of a reciprocating internal combustion engine relative to the crankshaft, in particular during a starting operation of the internal combustion engine, wherein the crankshaft is connected via an adjusting gear with the camshaft in drive connection, as a three-shaft gearbox with a crankshaft fixed drive shaft, a camshaft fixed output shaft and with a crankshaft is rotated and a crankshaft Sonsorsignal is detected, which changes its state at a rotational angle change of the crankshaft and wherein the crankshaft and the camshaft are clamped in a reference position relative to each other and detects the reaching of the reference position becomes.
  • the phase angle signal is thus determined indirectly from a rotational angle measurement signal for the crankshaft, a position measurement signal for the adjustment and a transmission characteristic, namely the ratio, which has the three-shaft transmission with stationary drive shaft between the adjusting and the camshaft.
  • a position sensor for determining the position of the adjusting motor rotor relative to the stator can be used for the measurement of the phase angle signal. Since there is initially no information about the crankshaft rotation angle and the angular position of the adjusting shaft when starting the internal combustion engine, the rotation angle measurement signal and the position measurement signal are set to start values, which can be arbitrary. Starting from the corresponding starting value, the rotational angle measuring signal is tracked when the crankshaft sensor signal changes its state.
  • the position measurement signal is tracked when the Verstellwellen sensor signal changes its state.
  • the crankshaft and the camshaft are clamped in a reference position relative to each other and reaching the reference position is detected by means of a sensor.
  • the phase angle signal is set to a predetermined reference value previously determined by measurement or otherwise and stored, for example, in a nonvolatile memory. Based on this reference value, which corresponds to the relative position of the camshaft to the crankshaft at the reference position, the phase angle signal is tracked in dependence on the state changes of the rotation angle measurement signal and the position measurement signal.
  • phase angle is controlled to a provided setpoint signal.
  • a phase angle control is possible, whereby during the starting process of the internal combustion engine, a correspondingly low pollutant emissions and low fuel consumption is possible.
  • a stop member connected to the drive shaft is positioned against a counter-abutment member connected to the camshaft. The method can then be carried out with the aid of an economically producible camshaft adjusting device.
  • crankshaft and the camshaft are braced together by means of at least one spring element.
  • the spring element may be arranged in the reference position in a neutral or middle position.
  • the reaching of the reference position is detected by means of a change in the rate of change of the phase angle signal.
  • a reference mark is generated, wherein when the reference mark occurs, a second rotational angle measurement signal is set to a value associated with the reference rotational angular position, the second rotational angle measurement signal occurring a change in state of the crankshaft sensor signal is tracked, wherein upon reaching a predetermined rotational position of the camshaft, a camshaft reference signal is generated, wherein the respectively present upon the occurrence of the camshaft reference signal measured values of the rotational angle measurement signal and the position measurement signal determines and with these measurements and the transmission parameter a value is determined for an absolute phase angle signal, wherein the speed of the internal combustion engine measured and compared with a predetermined Drehiereschwellwert and when exceeding the speed threshold values the regulation of the phase angle is continued with the absolute phase angle signal as an actual value signal.
  • crankshaft sensor signal is preferably determined by means of a stationary, for example, arranged on the engine block of the internal combustion engine magnetic detector, which cooperates with a non-rotatably mounted on the crankshaft, magnetically conductive ring gear.
  • a stationary for example, arranged on the engine block of the internal combustion engine magnetic detector, which cooperates with a non-rotatably mounted on the crankshaft, magnetically conductive ring gear.
  • One of the teeth and / or tooth gaps of the ring gear is different from the other teeth or tooth gaps and serves as a reference for the absolute determination of the crankshaft rotation angle.
  • the camshaft reference signal can be generated by means of a trigger device as a function of the absolute rotational position of the camshaft.
  • the second rotational angle measurement signal derived from the camshaft reference signal and the absolute crankshaft sensor signal has the advantage over the first rotational angle measurement signal relating to the reference position that tolerances and / or wear in the camshaft drive (crankshaft gear, drive chain or toothed belt, chain or toothed belt tensioner, camshaft gear, Stop and counter-stop element) do not affect the accuracy of the rotation angle measurement.
  • tolerances and / or wear in the camshaft drive crankshaft gear, drive chain or toothed belt, chain or toothed belt tensioner, camshaft gear, Stop and counter-stop element
  • At least one rotational speed measured value is first detected for the rotational speed of the crankshaft, and only when the control of the phase angle is continued with the absolute phase angle signal. This avoids that at low speeds at which a speed measurement value can not yet be measured with the aid of a magnetic detector cooperating with the crankshaft gear, plausible values of the absolute phase angle signal cause positioning errors of the camshaft.
  • the electric motor - before the reference position is reached - is pre-controlled by pulse width modulation with a predetermined pulse-pause ratio in the direction of the reference position.
  • the electric motor is initially controlled "blind".
  • the pulse-pause ratio is selected so that damage to the stop element and the counter-stop element, regardless of the position in which they are currently at the start of the internal combustion engine, safely avoided.
  • the pulse-pause ratio is changed as a function of the detection of the rotational speed measured value, wherein the pulse-pause ratio is preferably increased as soon as the rotational speed measured value is detected.
  • the value to which the pulse-duty ratio is increased may vary depending on at least one parameter, e.g. the engine temperature of the internal combustion engine and thus the drag losses are selected in the valve train.
  • the detection of the speed measurement value is preferably carried out from a crankshaft speed of about 50 U / min.
  • the phase angle signal is differentiated to form a phase velocity signal when the phase velocity signal is compared with a phase velocity threshold, and if in the case the phase velocity signal is greater than the threshold, the phase velocity signal a setpoint value signal is compared and when a deviation of the electric motor is triggered in such a way that the deviation is reduced.
  • the measured values for the phase velocity are present with sufficient accuracy for a phase velocity control if the phase velocity signal exceeds the threshold value.
  • the operating current and / or the operating voltage and / or the rotational speed of the electric motor are (are) limited and / or regulated before the reaching of the reference position is detected.
  • An adjusting device for the rotational angle position of the camshaft 3 relative to the crankshaft 5 of a reciprocating internal combustion engine has according to Fig. 1 an adjusting 1, which is designed as a three-shaft gear with a crankshaft fixed drive shaft, a camshaft fixed output shaft and an adjusting shaft.
  • the adjusting mechanism may be a planetary gear, for example a planetary and / or Taumelingetriebe.
  • the drive shaft is rotatably connected to a camshaft gear 2, which is in a conventional manner via a chain or a toothed belt with a rotatably mounted on the crankshaft 5 of the engine crankshaft gear in drive connection.
  • the output shaft is rotatably connected to the camshaft 3.
  • the adjusting is lubest connected to the rotor of an electric motor 4.
  • the adjusting gear 1 is integrated in the hub of the camshaft gear 2.
  • the adjusting device has a fixedly connected to the drive shaft of the variable transmission 1 stop element 6 and a counter-stop element 7 which is rotatably connected to the camshaft 3 and in the position of use in a reference position on the Stop element 6 comes to rest.
  • a magnetic detector 8 which detects the tooth flanks of a toothed ring 9 consisting of a magnetically conductive material and arranged on the crankshaft 5.
  • a toothed ring 9 consisting of a magnetically conductive material and arranged on the crankshaft 5.
  • One of the tooth gaps or teeth of the toothed rim 9 has a greater width than the other tooth gaps or teeth and marks a reference rotational angle position of the crankshaft 5.
  • a first rotation angle measurement signal set to a rotation angle measurement signal start value which may for example have the value zero.
  • the crankshaft is e.g. is rotated by means of an electric starter and with the aid of the magnetic detector 8, a crankshaft sensor signal is detected, which in each case changes its state when a tooth flanks of the toothed ring 9.
  • an interrupt is triggered in an operating program of a control device, in which the rotational angle measurement signal is tracked in each case, for example by incrementing.
  • a reference mark is generated in the sensor signal of the magnetic detector 8, which is also referred to below as the crankshaft sensor signal. This is achieved in that the crankshaft sprocket 9 at the reference angular position has a larger gap than between its other teeth.
  • a second rotation angle measurement signal is set to a value associated with the reference rotation angle position. Thereafter, the second rotation angle measurement signal is tracked at each rising and / or falling edge (state change) of the crankshaft sensor signal.
  • an EC motor is preferably provided, which has a rotor, on whose circumference a series of alternately in opposite to each other Magnetized magnet segments are arranged, which interact magnetically via an air gap with teeth of a stator.
  • 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 Verstellwellenen loftwinkel is detected by means of a measuring device having a plurality of magnetic field sensors 10 which are arranged offset to one another in the circumferential direction of the stator such that per revolution of the rotor, a number of magnetic segment sensor Combinations will go through.
  • the magnetic field sensors 10 generate a digital sensor signal that passes through an order of sensor signal states that repeats as often as the measuring device 10 has magnetic field sensors 10 during a mechanical rotation of the rotor. This sensor signal is also referred to below as Verstellwellen sensor signal.
  • an inductive sensor 11 As a reference signal generator for the camshaft rotation angle, an inductive sensor 11 is provided, which cooperates with a arranged on the camshaft 3 trigger wheel 12. If the inductive sensor 11 detects an edge of the trigger wheel 12, an interrupt is triggered in an operating program of a control unit, in which the crankshaft rotation angle and the adjustment shaft rotation angle for the control of the phase angle are temporarily stored for further processing.
  • phase angle When starting the internal combustion engine, it is necessary to regulate a target position of the phase angle as quickly as possible. This can only be done on the basis of a reference angle, since the phase angle can only be determined when the reference angular position Marking tooth gaps or the tooth found and a flank of the camshaft is detected.
  • phase angle ⁇ (t) is also unknown.
  • the relative portion of the phase angle is needed. This is used to calculate the phase velocity needed for phase velocity control on impact travel if strategy b) is used (see above).
  • the relative proportion of the phase angle is used to find the reference position. When the reference position is reached, the phase angle and thus its relative proportion remains almost constant, although the electric motor is energized even further in the same direction.
  • the speed threshold of 500 rpm. ensures that the phase angle control is performed with the second rotation angle measurement signal as a setpoint signal only in an engine speed range in which the flanks of the teeth of the crankshaft sprocket 9, the reference mark and the camshaft reference signal can be detected safely.
  • the phase angle control is performed with the second rotation angle measurement signal as a setpoint signal only when the phase angle, which was determined with the aid of the second crankshaft rotation angle signal is in the adjustment of the adjustment.
  • An implausible phase angle can caused by a hardware defect (eg stop failure), measurement signal detection error (eg false edge detection on crankshaft sprocket 9) or signal processing (incorrect detection of the reference mark, incorrect tracking of the rotation angle measurement signal, etc.). Such errors are dealt with by appropriate emergency measures.
  • the internal combustion engine is started.
  • the crankshaft rotation angle with respect to the engine start position has a value of 7 ° and the rotation angle of the electric motor has a value of 0 °.
  • the phase angle at the reference position is 154 °, see equation (4).
  • the invention thus relates to a method for adjusting the rotational angle position of the camshaft 3 of a reciprocating internal combustion engine relative to the crankshaft 5.
  • the crankshaft 5 is connected via an adjusting 1 with the camshaft 3 in drive connection, as a three-shaft gearbox with a crankshaft fixed drive shaft, a camshaft fixed output shaft and a is formed with an electric motor 4 in drive connection adjusting shaft.
  • a stop element 6 and with the camshaft 3, a counter-stop element 7 is connected, which in at least one reference position with the stop element 6 cooperates.
  • a crankshaft rotation angle measurement signal and a position measurement signal for the rotation angle of the adjustment shaft are detected.
  • a phase angle signal for the rotational angle position of the camshaft 3 relative to the crankshaft 5 relative to a starting position is determined.
  • the phase angle relative to the reference position is measured and regulated to a desired value signal.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un procédé pou régler une position angulaire de rotation de l'arbre à cames (3) d'un moteur à combustion interne à piston alternatif, par rapport au vilebrequin (5). Le vilebrequin (5) est relié du point de vue entraînement à l'arbre à cames (3), par un mécanisme de réglage (1) qui se présente sous la forme d'un mécanisme à trois arbres comprenant un arbre d'entrée solidaire du vilebrequin, un arbre de sortie solidaire de l'arbre à cames et un arbre de réglage relié du point de vue entraînement à un moteur électrique (4). Un élément de butée est relié à l'arbre d'entrée et un élément de contre-butée est relié à l'arbre à cames (3). Au cours d'un processus de démarrage du moteur à combustion interne, un signal de mesure d'angle de rotation de vilebrequin et un signal de mesure de position destiné à l'angle de rotation de l'arbre de réglage, sont détectés. Le signal de mesure d'angle de rotation, le signal de mesure de position et un paramètre du mécanisme à trois arbres, sont utilisés pour déterminer un signal d'angle de phase pour la position d'angle de rotation de l'arbre à cames (3), sur la base d'une position initiale, par rapport au vilebrequin (5). Après immobilisation du vilebrequin (5) et de l'arbre à cames (3) dans une position de référence l'un par rapport à l'autre, et après détection de l'arrivée dans cette position, l'angle de phase par rapport à la position de référence, est mesuré et réglé sur un signal de valeur théorique.

Claims (11)

  1. Procédé pour régler la position angulaire de rotation de l'arbre à came (3) d'un moteur à combustion interne à piston alternatif par rapport au vilebrequin (5), notamment pendant une opération de démarrage du moteur à combustion interne, le vilebrequin (5) étant en liaison d'entraînement avec l'arbre à came (3) par le biais d'un mécanisme de réglage (1), qui est réalisé sous forme de mécanisme à trois arbres avec un arbre d'entraînement fixé au vilebrequin, un arbre de sortie fixé à l'arbre à came, et un arbre de réglage en liaison d'entraînement avec un moteur électrique (4), le vilebrequin (5) étant tourné et un signal de capteur de vilebrequin étant détecté, lequel change d'état dans le cas d'une variation de l'angle de rotation du vilebrequin (5), et le vilebrequin (5) et l'arbre à came (3) étant serrés l'un par rapport à l'autre dans une position de référence et l'arrivée dans la position de référence étant détectée, caractérisé en ce
    a) qu'un signal de mesure d'angle de rotation est mis à une valeur de départ du signal de mesure d'angle de rotation,
    b) le signal de mesure d'angle de rotation étant adapté dans le cas de l'apparition d'un changement d'état du signal de capteur de vilebrequin,
    c) un signal de mesure de position étant mis à une valeur de départ de signal de mesure de position,
    d) l'arbre de réglage étant tourné et un signal de capteur d'arbre de réglage étant détecté, lequel change d'état dans le cas d'un changement de position de rotation de l'arbre de réglage,
    e) en cas d'apparition d'un changement d'état du signal de capteur d'arbre de réglage, le signal de mesure de position étant adapté,
    f) à l'aide du signal de mesure d'angle de rotation, du signal de mesure de position et d'une grandeur caractéristique de mécanisme du mécanisme de réglage (1), un signal d'angle de phase pour la position angulaire de rotation de l'arbre à came (3) par rapport au vilebrequin (5) étant déterminé,
    g) à la détection de la position de référence, le signal d'angle de phase étant mis à une valeur de référence associée à la position de référence,
    h) ensuite, le signal d'angle de phase étant adapté dans le cas d'un changement d'état du signal de mesure d'angle de rotation et/ou du signal de mesure de position,
    i) et l'angle de phase étant réglé en comparant le signal d'angle de phase rapporté à la position de référence ainsi obtenu avec un signal de valeur de consigne, et étant commandé à l'apparition d'un écart d'angle de phase du moteur électrique (4) de telle sorte que l'écart soit réduit.
  2. Procédé selon la revendication 1, caractérisé en ce que pour le serrage du vilebrequin (5) avec l'arbre à came (3), un élément de butée (6) connecté à l'arbre d'entraînement est positionné contre un élément de butée conjugué (7) connecté à l'arbre à came (3).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que le vilebrequin (5) et l'arbre à came (3) sont serrés l'un à l'autre à l'aide d'un élément de ressort.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'arrivée dans la position de référence est détectée à l'aide d'un changement de vitesses de variation du signal d'angle de phase.
  5. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce qu'à l'arrivée dans une position d'angle de rotation de référence prédéfinie du vilebrequin (5), une marque de référence est produite dans le signal de capteur de vilebrequin, en ce qu'à l'apparition de la marque de référence, un deuxième signal de mesure d'angle de rotation est mis à une valeur associée à la position de l'angle de rotation de référence, en ce que le deuxième signal de mesure d'angle de rotation est adapté dans le cas de l'apparition d'un changement d'état du signal de capteur de vilebrequin, en ce qu'à l'arrivée dans une position d'angle de rotation prédéterminée de l'arbre à came (3), un signal de référence d'arbre à came (3) est produit, en ce que les valeurs de mesure du signal de mesure d'angle de rotation et du signal de mesure de position existant à chaque fois à l'apparition du signal de référence d'arbre à came sont déterminées, et avec ces valeurs de mesure et la grandeur caractéristique de mécanisme, une valeur pour un signal d'angle de phase absolu est déterminée, en ce que la vitesse de rotation du moteur à combustion interne est mesurée et est comparée avec une valeur seuil de vitesse de rotation prédéfinie et en cas de dépassement de la valeur seuil de vitesse de rotation, le réglage de l'angle de phase est poursuivi avec le signal d'angle de phase absolu en tant que signal de valeur réelle.
  6. Procédé selon l'une quelconque des revendications 1 à 5, caractérisé en ce que le signal d'angle de phase absolu est comparé avec une plage de valeurs prédéfinie, et en ce que le réglage de l'angle de phase n'est poursuivi avec le signal d'angle de phase absolu que lorsque le signal d'angle de phase se situe dans la plage de valeurs prédéfinie.
  7. Procédé selon l'une quelconque des revendications 1 à 6, caractérisé en ce que l'on détecte d'abord pour la vitesse de rotation du vilebrequin (5) au moins une valeur de mesure de vitesse de rotation, et en ce que le réglage de l'angle de phase est ensuite poursuivi avec le signal d'angle de phase absolu.
  8. Procédé selon l'une quelconque des revendications 1 à 7, caractérisé en ce qu'avant que l'élément de butée (6) ne soit positionné contre l'élément de butée conjugué (7), le moteur électrique (4) est piloté dans la direction de la position de référence par modulation de largeur d'impulsion avec un rapport pause impulsion prédéfini.
  9. Procédé selon la revendication 8, caractérisé en ce que le rapport pause impulsion est modifié en fonction de la détection de la valeur de mesure de vitesse de rotation, le rapport pause impulsion étant de préférence augmenté dès que la valeur de mesure de vitesse de rotation est détectée.
  10. Procédé selon l'une quelconque des revendications 1 à 9, caractérisé en ce qu'avant que l'élément de butée (6) ne soit positionné contre l'élément de butée conjugué (7), le signal d'angle de phase est différencié pour fournir un signal de vitesse de phase, en ce que le signal de vitesse de phase est comparé avec une valeur seuil de vitesse de phase, et en ce que dans le cas où le signal de vitesse de phase est supérieur à la valeur seuil, le signal de vitesse de phase est comparé avec un signal de valeur de consigne et à l'apparition d'un écart, le moteur électrique (4) est commandé de telle sorte que l'écart soit réduit.
  11. Procédé selon l'une quelconque des revendications 1 à 10, caractérisé en ce qu'avant que l'arrivée dans la position de référence ne soit détectée, le courant de service et/ou la tension de service et/ou la vitesse de rotation du moteur électrique (4) sont limités et/ou réglés.
EP05794745A 2004-10-06 2005-09-24 Procede pour regler la position angulaire de rotation de l'arbre a cames d'un moteur a combustion interne a piston alternatif, par rapport au vilebrequin Active EP1797287B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004048528 2004-10-06
PCT/DE2005/001695 WO2006039884A1 (fr) 2004-10-06 2005-09-24 Procede pour regler la position angulaire de rotation de l'arbre a cames d'un moteur a combustion interne a piston alternatif, par rapport au vilebrequin

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US20070261670A1 (en) 2007-11-15
CN101035967A (zh) 2007-09-12
JP2008516127A (ja) 2008-05-15
CN101035967B (zh) 2010-06-09
KR101222343B1 (ko) 2013-01-14
US20090007865A1 (en) 2009-01-08
EP1797287A1 (fr) 2007-06-20
KR20070057920A (ko) 2007-06-07
US7721693B2 (en) 2010-05-25
WO2006039884A1 (fr) 2006-04-20

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