EP2326805B1 - Method for adjusting a crankshaft of an internal combustion engine, camshaft adjustment system, and internal combustion engine having an adjustable crankshaft - Google Patents

Method for adjusting a crankshaft of an internal combustion engine, camshaft adjustment system, and internal combustion engine having an adjustable crankshaft 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
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EP
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Prior art keywords
camshaft
crankshaft
adjustment
shaft
internal combustion
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EP09780891.9A
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German (de)
French (fr)
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EP2326805A1 (en
Inventor
Jens Schäfer
Mike Kohrs
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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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 or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means 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)

Description

Gebiet der ErfindungField of the invention

Die Erfindung betrifft ein Verfahren zur Verstellung einer Kurbelwelle eines Verbrennungsmotors mittels eines Nockenwellenverstellers mit einem Dreiwellengetriebe. Gattungsgemäße Verfahren kommen insbesondere bei so genannten Start-Stopp-Konzepten für Verbrennungsmotoren zum Einsatz. Daneben betrifft die Erfindung einen Nockenwellenversteller und einen Verbrennungsmotor mit einer bei Motorstillstand verstellbaren Kurbelwelle.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.

Zur Verstellung einer Nockenwelle sind aus dem Stand der Technik u.a. elektromechanische Nockenwellenverstellsysteme bekannt. Bei elektromechanischen Nockenwellenverstellsystemen werden üblicherweise Dreiwellengetriebe verwendet, bei denen eine erste Welle des Getriebes, gewöhnlich die Antriebswelle, mit dem Nockenwellenkettenrad eines Verbrennungsmotors verbunden ist, eine zweite Welle (Abtriebswelle) mit der Nockenwelle antriebswirksam über das Nockenwellenkettenrad wirksam verbunden ist und eine dritte Welle, die Verstellwelle, mit der Rotorwelle eines elektrischen Verstellmotors (Elektromotor) verbunden ist. Die Verstellwelle dient der Verstellung der relativen Winkellage zwischen Nockenwelle und Kurbelwelle bei Betrieb des Verbrennungsmotors. Beispiele für derartige Dreiwellengetriebe sind Taumelscheibengetriebe und Innenexzentergetriebe, welche in der WO 2006/018080 beschrieben sind. Hierzu gehören auch die aus der WO 2005/080757 bekannten Wellengetriebe und die in der US 2007/0051332 A1 und US 2003/0226534 A1 enthaltenen Getriebe.To adjust a camshaft, inter alia electromechanical camshaft adjusting systems are known from the prior art. In 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. Examples of such three-shaft transmissions are 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.

Als Aktuatoren in solchen Dreiwellensystemen kommen häufig Elektromotoren zur Verstellung der Verstellwelle zum Einsatz. Es ist aber ebenso möglich, elektrische, mechanische oder hydraulische Bremsen oder rotatorisch oder linear wirkende Elektromagnete zu verwenden, um die Phasenverstellung zu ermöglichen.As actuators in such three-shaft systems are often electric motors for adjusting the adjusting used. However, it is also possible to use electrical, mechanical or hydraulic brakes or rotary or linear electromagnets to enable the phase adjustment.

Aus der DE 10 2004 006337 A1 und der EP 1 367 256 A1 ist eine Verfahren zur Verstellung einer Kurbelwelle eines Verbrennungsmotors mit den Merkmalen gemäß Oberbegriff des Anspruchs 1 bekannt.From the DE 10 2004 006337 A1 and the EP 1 367 256 A1 a method for adjusting a crankshaft of an internal combustion engine with the features according to the preamble of claim 1 is known.

Es ist eine Aufgabe der Erfindung, Strategien bereitzustellen, die es ermöglichen, mittels eines elektromechanischen Nockenwellenverstellers die Kurbelwelle eines Verbrennungsmotors aus dem Stand heraus zu verdrehen, um damit für den folgenden Startvorgang des Verbrennungsmotors die Kolbenposition und ggf. die Nockenwellenphasenlage vorzupositionieren.It is an object of the invention to provide strategies which make it possible to turn the crankshaft of an internal combustion engine out of the state by means of an electromechanical camshaft adjuster in order to pre-position the piston position and possibly the camshaft phase position for the subsequent starting process of the internal combustion engine.

Die Aufgabe wird durch ein Verfahren gemäß Anspruch 1 und, durch ein Nockenwellenverstellsystem gemäß Anspruch gelöst.The object is achieved by a method according to claim 1 and, by a camshaft adjusting system according to claim.

In einem erfindungsgemäßen Verfahren zur Verstellung einer Kurbelwelle eines Verbrennungsmotors, welcher einen elektromechanischen Nockenwellenversteller mit einem Dreiwellengetriebe aufweist, wird während des Motorstillstandes oder in einer Übergangsphase, in welcher mindestens eine der drei Wellen des Dreiwellengetriebes stillsteht, eine Stellwelle angetrieben, um einen Steuertrieb komplett oder teilweise, die Kurbelwelle und gegebenenfalls eine oder mehrere Nockenwellen in ihrer Winkellage zu verstellen.In a method according to the invention for adjusting a crankshaft of an internal combustion engine, which has an electromechanical camshaft adjuster with a three-shaft gear, 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.

Das Dreiwellengetriebe dient der Leistungsverzweigung. Es unterliegt folgenden physikalischen Zusammenhängen: Drehzahlen : n A - i 0 _AC × n C - 1 - i 0 _AC × n B = 0 ,

Figure imgb0001

wobei nA, nB und nc sind die Drehzahlen der drei Wellen des Dreiwellengetriebes. Im vorliegenden Fall ist also nA die Drehzahl der Nockenwelle, nB die Drehzahl der Stellwelle und nC die Drehzahl des Nockenwellenkettenrades; i0_AC ist die Standübersetzung zwischen Welle A und C bei stillstehender Welle B, also hier zwischen Antriebs- und Abtriebswelle des Dreiwellengetriebes (Die Standübersetzung ermittelt sich aus den Zähnezahlverhältnissen der Getriebestufen im Dreiwellengetriebe, die Übersetzung zwischen NW und KW mit i=0,5 ergibt sich aus dem Zähnezahlverhältnis im Steuertrieb.The three-shaft gearbox serves as a power split. It is subject to the following physical relationships: speeds : n A - i 0 _AC × n C - 1 - i 0 _AC × n B = 0 .
Figure imgb0001
where n A , n B and n c are the rotational speeds of the three shafts of the three-shaft transmission. In the present case, therefore, n A is the speed of the camshaft, n B is the speed of the control shaft and 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 (The stand ratio is determined by the gear ratios of the gear ratios in the three-shaft transmission, the ratio between NW and KW with i = 0.5 from the number of teeth in the tax drive.

Die Summe der äußeren Drehmomente ist Null: TA + TB + TC = 0.The sum of the external torques is zero: T A + T B + T C = 0.

Die Leistung berechnet sich für jede Welle aus P = 2 π x n x T.The power is calculated for each wave from P = 2 π x n x T.

Zur Verstellung bzw. Vorpositionierung der Welle A (= Nockenwelle) oder C (= Nockenwellenkettenrad, kurbelwellenfest) über den Steller (Elektromotor, Stellwelle) muss die Antriebsleistung des Stellers zu der zu positionierenden Welle abfließen. Soll nur eine der beiden Wellen über die Stellwelle verstellt werden, muss die Leistung für die nicht zu verstellende Welle Null sein. Im einfachsten Fall ist die Welle also festzuhalten (d.h. n=0).To adjust or pre-position the shaft A (= camshaft) or C (= camshaft sprocket, crankshaft fixed) via the actuator (electric motor, control shaft), the drive power of the actuator must flow to the shaft to be positioned. If only one of the two shafts is to be adjusted via the control shaft, the power for the shaft that is not to be adjusted must be zero. In the simplest case, the wave must therefore be recorded (i.e., n = 0).

Für die Vorpositionierung von Nockenwellenkettenrad und Kurbelwelle muss entsprechend das Moment der Nockenwelle (TNW) größer sein, als das am Nockenwellenkettenrad wirkende Moment der Kurbelwelle, (TNW-KRAD=TKW*0,5), d.h. TNW>TNW-KRAD. bzw. TA>TC, damit nicht ein Teil der Leistung des Stellers in die Nockenwelle abfließt. Ein solches Drehmomentverhältnis ist eher bei Motoren mit wenigen Zylindern und hoher Nockenwellenreibung (z. B. bei der Verwendung von Tassenstößeln) vorstellbar. Deshalb muss bei größeren Motoren ggf. eine Vorrichtung zum Blockieren der Nockenwelle vorgesehen werden.Correspondingly, for the pre-positioning of the camshaft sprocket and crankshaft, the torque of the camshaft (T NW ) must be greater than the moment of the crankshaft acting on the camshaft sprocket , (T NW-KRAD = T KW * 0.5), ie T NW > T NW- KRAD . or T A > T C , so that part of the power of the actuator does not flow into the camshaft. Such a torque ratio is more likely in engines with few cylinders and high camshaft friction (eg in use of tappets) conceivable. Therefore, in larger engines, if necessary, a device for blocking the camshaft must be provided.

Das Momentverhältnis an den Wellen kann auch verändert werden, indem man den Steuer- und Kurbeltrieb entlastet, z.B. durch Dekompression oder Entspannen der Ketten des Steuertriebes.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.

Ein erfindungsgemäßes erweitertes Nockenwellenverstellsystem mit einem Dreiwellengetriebe umfasst eine Steuereinrichtung, die eine Verstellung der Stellwelle erlaubt, wenn mindestens eine der beiden anderen Wellen des Dreiwellengetriebes stillsteht.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.

In einer bevorzugten Ausführungsform umfasst das Nockenwellenverstellsystem ein zusätzliches Vorübersetzungsgetriebe, welches die Antriebsverbindung zwischen Steller (z.B. E-Motor) und Stellwelle des Stellgliedes (Dreiwellengetriebe) zusätzlich (vor-) untersetzt. Das Vorübersetzungsgetriebe kann zwischen der Stellwelle und dem Stellergehäuse oder zwischen Stellwelle und Stellgliedgehäuse (Nockenwellenkettenrad) angeordnet sein. Ferner umfasst das Nockenwellenverstellsystem in dieser Ausführungsform eine Steuervorrichtung zur Ausführung des erfindungsgemäßen Verfahrens.In a preferred embodiment, 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). Furthermore, the camshaft adjusting system in this embodiment comprises a control device for carrying out the method according to the invention.

Die Verstellbarkeit des Kurbelwellenwinkels im Motorstillstand mittels des erfindungsgemäßen Nockenwellenverstellsystems erlaubt das Vorpositionieren der Welle und damit der Gaskolben für die Realisierung des Direktstarts des Verbrennungsmotors, ohne dass weitere Aggregate wie Anlasser oder Positioniermotoren erforderlich sind. Zur Steuerung von Kompression, Luftmenge, Zündfähigkeit, Katalysatorerwärmung u. a. kann die Vorpositionierung der Kurbelwelle mit oder ohne überlagerter Veränderung des Nockenwellenphasenwinkels erfolgen.The adjustability of the 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. To control compression, air flow, ignitability, catalyst heating u. a. For example, the crankshaft may be pre-positioned with or without superimposed variation of the camshaft phase angle.

Vorzugsweise wird eine Aktivierung des Nockenwellenverstellsystems durch einen Schalter oder eine Botschaft, zum Beispiel über einen CAN-Bus, oder durch das Öffnen der Fahrertür des Fahrzeuges oder durch die Sitzbelegung oder dergleichen ausgelöst, um den gewünschten Kurbelwellenwinkel und/oder Nockenwellenwinkel einzustellen und zu halten.Preferably, 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.

Das erfindungsgemäße Verfahren soll auch in den Übergangsbereichen zwischen Motorstillstand und Anlassvorgang, sowie zwischen Motorstillstand und Abstellvorgang wirksam sein. Ein solcher Übergangsbereich liegt beispielsweise vor, wenn eine der drei Wellen des Nockenwellenverstellers schon bzw. noch stillsteht bzw. bei Motoren mit mehreren Verstellsystemen einzelne Wellen stillstehen und die anderen Wellen noch drehen.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. Such 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.

Eine Vorpositionierung des Steuertriebes, der Kurbelwelle und/oder der Nockenwelle kann geregelt oder ungeregelt erfolgen. Bei ungeregelter Vorpositionierung wird "blind" in eine Richtung verstellt. Bei geregeltem Verstellen erfolgt ein kontinuierlicher Soll-Ist-Vergleich. Der geregelte Betrieb wird im Allgemeinen bevorzugt.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.

Erfindungsgemäß sind drei Verstellstrategien anwendbar:

  1. 1. Die Nockenwelle steht während der Positionierung der Kurbelwelle still.
  2. 2. Die Nockenwelle dreht während der Positionierung der Kurbelwelle mit.
  3. 3. Die Nockenwelle steht zunächst still und wird nachfolgend mitgeschleppt.
According to the invention three adjustment strategies are applicable:
  1. 1. The camshaft stops during the positioning of the crankshaft.
  2. 2. The camshaft rotates during crankshaft positioning.
  3. 3. The camshaft stops first and is subsequently carried along.

Unabhängig von der Wahl einer der drei möglichen Verstellstrategien beim Motorstillstand sind die nachfolgend angeführten Bedingungen für die Vorpositionierung der Kurbelwellen zu berücksichtigen:

  • Bei Verbrennungsmotoren mit mehreren Nockenwellenverstellsystemen (beispielsweise für Einlass- und Auslassnockenwelle) sollen alle Steller durch eine entsprechende Schaltung synchron genutzt werden können, um die Kurbelwelle zu verstellen.
  • Das Schleppen der Kurbelwelle soll vorzugsweise entgegen der normalen Antriebsrichtung des Steuertriebes erfolgen. Dabei ist unter der normalen Antriebsrichtung die gewöhnliche Drehrichtung des Motors (vorwärts) zu verstehen. Die entgegengerichtete Drehung der Kurbelwelle hat den Vorteil, dass der Zugtrum für den späteren Start gestrafft wird. In einer anderen Ausführungsform kann die Vorpositionierung allerdings ohne Rücksicht auf die Kettenspannung des Stelltriebes in die Richtung mit dem geringsten Drehwiderstand erfolgen, um Positionierzeit und Energie zu sparen. Bei Bedarf wird anschließend der Steuertrieb durch Drehen in die Gegenrichtung wieder gestrafft.
  • Im Aggregatetrieb und in den Verbindungen zu Zusatzaggregaten der Nockenwelle oder Kurbelwelle sind vorzugsweise Freiläufe in den jeweiligen Naben vorzusehen, damit diese Komponenten beim Vorpositionieren in die entgegengesetzte Drehrichtung nicht mitzuschleppen sind. Solche Freiläufe sind teilweise bereits vorhanden.
  • Die Kurbelwelle ist während des Vorpositioniervorganges vom Fahrzeuggetriebe zu entkuppeln. Dies kann durch eine automatisierte Kupplung oder auch durch einen Freilauf geschehen. Hier muss eine Sicherung, die ein unbeabsichtigtes Wegrollen des Fahrzeuges bei entkuppeltem Getriebe verhindert, genutzt werden.
  • Vorzugsweise ist eine Vorrichtung zum Dekomprimieren der Zylinder vorzusehen, um das Schleppmoment der Kurbelwelle zu reduzieren.
Irrespective of the choice of one of the three possible adjustment strategies for engine standstill, the following conditions for the pre-positioning of the crankshaft must be taken into account:
  • In internal combustion engines with multiple camshaft adjustment systems (for example, for intake and exhaust camshaft) all actuators are to be used synchronously by a corresponding circuit to adjust the crankshaft.
  • The towing of the crankshaft should preferably take place counter to the normal drive direction of the control drive. The normal direction of drive is the normal direction of rotation of the motor (forward). The opposite rotation of the crankshaft has the advantage that the Zugtrum is tightened for later launch. In another embodiment, however, the pre-positioning can take place in the direction with the lowest rotational resistance regardless of the chain tension of the actuator in order to save positioning time and energy. If necessary, then the timing drive is tightened again by turning in the opposite direction.
  • In aggregate mode and in the connections to additional units of the camshaft or crankshaft freewheels are preferably provided in the respective hubs so that these components are not mitzuschleppen when pre-positioning in the opposite direction of rotation. Such freewheels are already partially available.
  • The crankshaft must be decoupled from the vehicle transmission during the pre-positioning process. This can be done by an automated clutch or by a freewheel. Here, a fuse that prevents unintentional rolling away of the vehicle when the gearbox is disengaged must be used.
  • Preferably, an apparatus for decompressing the cylinders is provided to reduce the drag torque of the crankshaft.

In einer besonders bevorzugten Ausführungsform werden Kurbelwellen- und Nockenwellenstellung von einem Sensorsystem erfasst, und die Verstellrichtung derart gewählt, dass der kürzere Verstellweg genutzt wird, um für das Direktstartkonzept den optimalen Kolben von 1 bis 4 bei einem Vierzylindermotor mit geringstem zeitlichen und energetischem Aufwand zu positionieren.In a particularly preferred embodiment, 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 ,

Um das erfindungsgemäße Verfahren in einem Verbrennungsmotor ausführen zu können, müssen sowohl am Nockenwellenversteller als auch am Verbrennungsmotor bestimmte Voraussetzungen erfüllt werden:

  • Das Nockenwellenverstellsystem benötigt gegenüber einem herkömmlichen Nockenwellenversteller einen verstärkten Elektromotor mit einer Motorkonstante ke > 13mVs/rad, der bei passiven Nockenwellenverstellern zusätzlich vorzusehen ist.
  • Zwischen der Stellwelle und der Abtriebswelle, in diesem Fall das Nockenwellenkettenrad, ist eine Gesamtuntersetzung von mehr als 1 : 50 bzw. 1 : -50 einzuhalten.
  • Entsprechend den erhöhten Anforderungen müssen die Mechanik und die Elektronik des Nockenwellenverstellers ausgelegt sein.
  • Der Verbrennungsmotor muss über einen Generator (Lichtmaschine) die benötigte elektrische Energie von > 100 W zur Verfügung stellen.
  • Das Nockenwellenlosbrechmoment, das Nockenwellenschleppmoment, das Kurbelwellenlosbrechmoment und das Kurbelwellenschleppmoment müssen jeweils < 30 Nm sein.
  • Vorzugsweise wird ein aktiver Nockenwellen- und Kurbelwellensensor für die exakte Bestimmung von Kurbelwellen- und Nockenwellenposition verwendet.
In order to be able to carry out the method according to the invention in an internal combustion engine, certain conditions must be met both on the camshaft adjuster and on the internal combustion engine:
  • The camshaft adjustment system requires compared to a conventional camshaft adjuster a reinforced electric motor with an engine constant ke> 13mVs / rad, which is to be additionally provided in passive camshaft adjusters.
  • Between the control shaft and the output shaft, in this case the camshaft sprocket, a total reduction of more than 1: 50 or 1: -50 must be maintained.
  • In accordance with the increased requirements, the mechanics and electronics of the camshaft adjuster must be designed.
  • The internal combustion engine must provide the required electrical energy of> 100 W via a generator (alternator).
  • The camshaft breakaway torque, the camshaft drag torque, the crankshaft breakaway torque, and the crankshaft drag torque must each be <30 Nm.
  • Preferably, an active camshaft and crankshaft sensor is used for the accurate determination of crankshaft and camshaft position.

Die genannten Voraussetzungen müssen nicht alle parallel erfüllt sein. Durch eine entsprechende Auslegung kann das Fehlen einer oder mehrer spezifischer Anforderungen kompensiert werden. Erfindungsgemäße Verstellstrategien werden nachfolgend anhand der Figuren erläutert. Es zeigen:

Fig. 1:
eine Teilansicht eines Nockenwellenverstellsystems;
Fig. 2:
schematische Ansichten von drei Konfigurationsvarianten eines Steuertriebes.
The requirements mentioned above do not all have to be met in parallel. By appropriate design, the lack of one or more specific requirements can be compensated. Inventive adjustment strategies are explained below with reference to the figures. Show it:
Fig. 1:
a partial view of a camshaft adjusting system;
Fig. 2:
schematic views of three configuration variants of a control drive.

Anhand der Fig. 1 und 2 werden nachfolgend der Aufbau eines Nockenwellenverstellers und die verschiedenen erfindungsgemäßen Verstellstrategien erläutert. Ein Nockenwellenkettenrad 01 steht als Stellglied eines Nockenwellenverstellers über eine Kette 02 in Wirkverbindung mit einer Kurbelwelle 03. Diese Komponenten bilden den Steuertrieb. Im Normalbetrieb eines Verbrennungsmotors treibt die Kurbelwelle 03 das bzw. die Nockenwellenkettenräder 01 mit halber Kurbelwellendrehzahl in einer Drehrichtung 04 an.Based on Fig. 1 and 2 The structure of a camshaft adjuster and the various adjustment strategies according to the invention are explained below. 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. In normal operation of an internal combustion engine, the crankshaft 03 drives the or the camshaft sprockets 01 at half the crankshaft speed in a direction of rotation 04.

Im Steuertrieb können auch weitere Stellglieder bzw. Nockenwellen und Nockenwellenversteller (z.B. für separate Nockenwellen für Einlass- und Auslassventile) angeordnet sein. Weitere Stellglieder und Nockenwellen können in einem separaten Sekundärtrieb 05 angeordnet sein (Fig. 2, Abb. b und c). Der Sekundärtrieb 05 kann in bekannter Weise als Kettentrieb (Abb. b) oder als Stirnrädertrieb (Abb. c) ausgeführt sein. Auch der Primärtrieb kann als Stirnrädertrieb ausgeführt sein.In the control drive also other actuators or camshafts and camshaft adjuster (eg for separate camshafts for intake and exhaust valves) may be arranged. 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.

Eine Anschlagscheibe 06 ist drehfest mit einer Nockenwelle verbunden (nicht dargestellt). Die Anschlagscheibe 06 weist einen Ausschnitt 07 auf, welcher eine Begrenzung des Verstellbereichs definiert. Der Ausschnitt 07 besitzt radial voneinander beabstandet einen Früh-Anschlag 08 und einen Spät-Anschlag 09 auf. Eine Anschlagnase 11 am Nockenwellenkettenrad 01 ist derart vorgesehen, dass Nockenwellenkettenrad 01 und Anschlagscheibe 06 zwischen den Anschlägen 08, 09 relativ zueinander verdreht werden können.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.

Im Normalbetrieb des Nockenwellenverstellers bestimmen diese Anschläge 08, 09 den Bereich der Phasenverstellung der Nockenwelle gegenüber der Kurbelwelle 03. Dadurch werden in bekannter Weise die Ventilöffnungszeiten den veränderlichen Lastverhältnissen am Verbrennungsmotor angepasst, um eine Effizienzsteigerung zu erzielen. Beim Abstellen des Verbrennungsmotors ist die relative Position zwischen Nockenwellenkettenrad 01 und Anschlagscheibe 06 ohne die Verwendung von sogenannten Start-Stopp-Strategien nicht bestimmt, d.h. die Anschlagnase im Kettenrad ist innerhalb des Ausschnitts 07 positioniert.In normal operation of the camshaft adjuster these stops 08, 09 determine the range of the phase adjustment of the camshaft relative to the crankshaft 03. As a result, the valve opening times are adapted to the variable load conditions on the internal combustion engine in a known manner in order to achieve an increase in efficiency. When the internal combustion engine is stopped, the relative position between camshaft sprocket 01 and stopper plate 06 is not determined without the use of so-called start-stop strategies, i. the stop lug in the sprocket is positioned within the cutout 07.

Verstellstrategie 1:Adjustment strategy 1:

Gemäß einer ersten Verstellstrategie werden nun Steuertrieb und Kurbelwelle 03 innerhalb eines Verstellbereiches 12 über das Nockenwellenkettenrad 01 zum Zweck der Vorpositionierung der Kurbelwelle 03 verdreht. Der Verstellbereich 12 wird bestimmt durch den Abstand bzw. den Winkel zwischen der Anschlagnase 11 und einem der Anschläge 08, 09. Dazu wird die Stellwelle vom Elektromotor als Steller angetrieben. Während dieser Zeit steht die Nockenwelle still.According to a first adjustment strategy, 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. For this purpose, the actuating shaft of Electric motor driven as a controller. During this time, the camshaft is stationary.

Der Vorteil bei dieser Strategie ist darin zu sehen, dass das Nockenwellenkettenrad 01 bei stehender Nockenwelle eine ähnliche hohe Untersetzung zur Stellwelle aufweist, wie das im Normalbetrieb des Verbrennungsmotors, also bei drehendem Nockenwellenkettenrad 01 als Bezugssystem zum nockenwellenseitigen Abtriebsrad der Fall ist. Je nach Anwendungsfall kann auf ein separates Untersetzungsgetriebe zur weiteren Erhöhung der Übersetzung (= Vorübersetzung) verzichtet werden.The advantage of this strategy is the fact that the 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. Depending on the application can be dispensed with a separate reduction gear to further increase the translation (= pre-translation).

Der Winkelbereich zwischen den Anschlägen 08, 09 ist bei gängigen Nockenwellenverstellen allerdings aufgrund von Fail-Safe-Konzepten auf weniger als 180° Kurbelwelle begrenzt. Weiterhin muss die Kurbelwellenpositionierung weitgehend ohne Rücksicht auf den Nockenwellen-Phasenwinkel erfolgen, was eventuell das Start- und Abgasverhalten ungünstig beeinflussen könnte. Je nach den gegebenen Reibungsverhältnissen muss eventuell die Nockenwelle durch eine Zusatzvorrichtung (z. B. Verriegelung oder Bremsvorrichtung) während des Positionierens der Kurbelwelle festgehalten werden.However, the angle range between the stops 08, 09 is limited to less than 180 ° crankshaft in current camshaft adjustments due to fail-safe concepts. Furthermore, the crankshaft positioning must be largely regardless of the camshaft phase angle, which could possibly adversely affect the start and exhaust behavior. Depending on the given friction conditions, the camshaft may need to be held in place by an auxiliary device (eg lock or brake device) during crankshaft positioning.

Eine Positionsbestimmung der Kurbelwelle 03 kann unter Referenzierung der Anschlagnase 11 auf einen der beiden Endanschläge 08, 09 der Anschlagscheibe 06 und unter Kenntnis des Nockenwellen-Winkels und des Verstellwellenwinkels erfolgen. Vorzugsweise wird die Kurbelwellenposition direkt bestimmt. Unabhängig davon sind sogenannte aktive Kurbelwellen- und/oder Nockenwellensensoren erforderlich, da Teile des Verbrennungsmotors zum Verstellzeitpunkt stillstehen. Unter aktiven Sensoren versteht man mit Spannung gespeiste Sensoren, die auch bei niedrigen Drehzahlen bis zum Motorstillstand sensierfähig sind.A position determination of the 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. Preferably, the crankshaft position is determined directly. Regardless, so-called 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.

Verstellstrategie 2:Adjustment strategy 2:

Eine zweite Verstellstrategie wird verwendet, wenn der Nockenwellensversteller an einem der beiden Anschläge 08, 09 abgestellt wurde. Bei der Verwendung einer Stopp-Strategie kann der entsprechende Anschlag bereits beim Abstellen des Verbrennungsmotors aktiv eingestellt werden. Dabei ist es von der Schlepprichtung und der Art des Verstellgetriebes abhängig, welcher Anschlag bei der verwendeten Stopp-Strategie anzufahren ist.A second adjustment strategy is used when the camshaft adjuster has been turned off at one of the two stops 08, 09. When using a stop strategy, 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.

Eine Verstellung in Richtung Spät-Anschlag muss bei einer negativen Übersetzung des Dreiwellengetriebes, Schlepprichtung Steuertrieb rechts und Drehrichtung Stellermotor rechts, bzw. bei positiver Übersetzung des Dreiwellengetriebes, Schlepprichtung Steuertrieb links und Drehrichtung Stellermotor links verwendet werden. Eine Verstellung in Richtung Früh-Anschlag muss bei einer positiven Übersetzung des Dreiwellengetriebes, Schlepprichtung Steuertrieb rechts und Drehrichtung Stellermotor rechts, bzw. bei negativer Übersetzung des Dreiwellengetriebes, Schlepprichtung Steuertrieb links und Drehrichtung Stellermotor links verwendet werden.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.

Die Nockenwelle ist zunächst stillstehend (bzw. muss eventuell zusätzlich festgehalten werden). Mit Erreichen des jeweils anderen Endanschlages wird die Nockenwelle in Antriebsrichtung des Nockenwellenverstellers und damit der Kurbelwelle mitgeschleppt. Bei inversem Schleppbetrieb ist entsprechend der entgegengesetzte Endanschlag zu verwenden.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.

Besonders vorteilhaft an dieser Verstellstrategie ist, dass beliebige Kurbelwellenwinkel einstellbar sind.A particular advantage of this adjustment strategy is that any crankshaft angle can be adjusted.

Allerdings muss der Elektromotor Steuertrieb, Kurbelwelle und Nockenwelle im Verhältnis 1:1 schleppen, weshalb ein separates Vorübersetzungsgetriebe zur Erhöhung der wirksamen Übersetzung erforderlich ist oder der Elektromotor ähnlich groß einer Anlassermaschine dimensioniert werden muss.However, the electric motor haul timing gear, crankshaft and camshaft in the ratio 1: 1, which is why a separate Vorversetzungsgetriebe to increase the effective ratio is required or the electric motor must be sized similarly large starter machine.

Optional ist nach erfolgreicher Einnahme der Kurbelwellen-Startposition eine nachträgliche Vorjustierung der Nockenwellen-Phasenlage möglich, bevor die Einspritzung erfolgt und der Verbrennungsmotor gezündet wird.Optionally, 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.

Verstellstrategie 3Adjustment strategy 3

Bei einer dritten Verstellstrategie soll zunächst unter Zuhilfenahme der hohen Übersetzung des Dreiwellengetriebes bei einer Verstellung des Nockenwellenkettenrades innerhalb des Verstellbereiches 12 (gemäß erster Verstellstrategie) der Steuertrieb und die Kurbelwelle aus der Haftreibung heraus angeschleppt werden. Mit Erreichen des Anschlages 08 bzw. 09 (je nach Schlepprichtung) kann mit einer Vorübersetzung vor der Stellwelle die Kurbelwelle 03 über den Verstellbereich 12 hinaus verstellt werden. Hier ist eine geringere Vorübersetzung im Vergleich zur zweiten Verstellstrategie erforderlich, da das Losbrechmoment der Kurbelwelle 03 bereits überwunden ist.In 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). Upon reaching the stop 08 or 09 (depending on the towing direction), the crankshaft 03 can be adjusted beyond the adjustment range 12 with a pre-translation in front of the control shaft. Here, a lower pretranslation is required in comparison to the second adjustment strategy, since the breakaway torque of the crankshaft 03 has already been overcome.

Diese Strategie erfordert, dass beim Abstellen des Verbrennungsmotors der Nockenwellenversteller eine Nockenwellen-Phasenlage außerhalb eines Schlepp-Anschlages einnimmt, damit immer mit der hohen Übersetzung angeschleppt werden kann. Der Schlepp-Anschlag ist der Anschlag, ab dem dann die Nockenwelle mit angeschleppt wird.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.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

0101
Nockenwellenkettenradcamshaft sprocket
0202
KetteChain
0303
Kurbelwellecrankshaft
0404
Drehrichtung NORMALDirection of rotation NORMAL
0505
SekundärtriebSecondary drive
0606
Anschlagscheibestop disc
0707
Ausschnittneckline
0808
Anschlag FRÜHStop EARLY
0909
Anschlag SPÄTStop LATE
1010
--
1111
Anschlagnasestop lug
1212
Verstellbereichadjustment

Claims (8)

  1. Method for adjusting a crankshaft (03) of an internal combustion engine having a camshaft adjuster with a three-shaft gearing, comprising an actuating shaft, a camshaft sprocket (01) and a camshaft, with the camshaft sprocket (01) being connected in terms of drive to the crankshaft (03), wherein, while the engine is at a standstill or in a transition phase in which at least one of the three shafts of the three-shaft gearing is stationary, the actuating shaft is driven, characterized in that the crankshaft (03) is decoupled from a vehicle transmission before the actuating shaft is driven and/or the cylinders of the internal combustion engine are decompressed before the actuating shaft is driven.
  2. Method according to Claim 1, characterized in that the drive of the crankshaft by means of the actuating shaft takes place oppositely to the normal drive direction of the crankshaft (03).
  3. Method according to Claim 1, characterized in that the drive of the actuating shaft takes place in the direction with the least rotational resistance.
  4. Method according to Claim 3, characterized in that the direction of least rotational resistance is determined as a function of the crankshaft position.
  5. Method according to one of Claims 1 to 4, characterized in that the camshaft is stationary during the adjustment of the crankshaft (03), and the adjustment of the actuating shaft takes place within an adjustment range (12) between two mechanical end stops (08, 09) of the camshaft adjuster.
  6. Method according to one of Claims 1 to 4, characterized in that the camshaft co-rotates during the adjustment of the crankshaft (03).
  7. Method according to one of Claims 1 to 4, characterized in that the camshaft is initially stationary during the adjustment of the crankshaft (03) and, during the further course of the crankshaft adjustment, co-rotates after reaching an end stop (08, 09) on the camshaft adjuster.
  8. Camshaft adjustment system for an internal combustion engine having a three-shaft gearing, comprising an actuating shaft, a camshaft sprocket (01) and a camshaft, with the camshaft sprocket (01) being connected in terms of drive to the crankshaft (03), characterized in that said camshaft adjustment system comprises a control device which controls the adjustment of the actuating shaft by carrying out a method according to one of Claims 1 to 7, in order, by means of the actuating shaft, to effect an adjustment of the crankshaft while at least one of the shafts of the three-shaft gearing is stationary.
EP09780891.9A 2008-08-21 2009-07-21 Method for adjusting a crankshaft of an internal combustion engine, camshaft adjustment system, and internal combustion engine having an adjustable crankshaft Active EP2326805B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008039007A DE102008039007A1 (en) 2008-08-21 2008-08-21 Method for adjusting a crankshaft of an internal combustion engine, camshaft adjusting system and engine with adjustable crankshaft
PCT/EP2009/059373 WO2010020509A1 (en) 2008-08-21 2009-07-21 Method for adjusting a crankshaft of an internal combustion engine, camshaft adjustment system, and internal combustion engine having an adjustable crankshaft

Publications (2)

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

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EP09780891.9A Active EP2326805B1 (en) 2008-08-21 2009-07-21 Method for adjusting a crankshaft of an internal combustion engine, camshaft adjustment system, and internal combustion engine having an adjustable crankshaft

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US (1) US8813703B2 (en)
EP (1) EP2326805B1 (en)
DE (1) DE102008039007A1 (en)
WO (1) WO2010020509A1 (en)

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CN106870173B (en) * 2017-04-12 2023-09-19 吉林大学 Engine shutdown phase control mechanism
DE102018006666B4 (en) 2018-08-23 2022-08-25 Mercedes-Benz Group AG Internal combustion engine for a motor vehicle, with a control unit for aligning a camshaft and method for operating such an internal combustion engine

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Also Published As

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

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