EP2855864B1 - Method for operating a valve train of an internal combustion engine and corresponding valve train - Google Patents

Method for operating a valve train of an internal combustion engine and corresponding valve train Download PDF

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Publication number
EP2855864B1
EP2855864B1 EP13731289.8A EP13731289A EP2855864B1 EP 2855864 B1 EP2855864 B1 EP 2855864B1 EP 13731289 A EP13731289 A EP 13731289A EP 2855864 B1 EP2855864 B1 EP 2855864B1
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EP
European Patent Office
Prior art keywords
actuator
ejection
cam carrier
voltage
sliding groove
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EP13731289.8A
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German (de)
French (fr)
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EP2855864A1 (en
Inventor
Johann Graf
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Audi AG
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Audi AG
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Publication of EP2855864A1 publication Critical patent/EP2855864A1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34413—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 composite camshafts, e.g. with cams being able to move relative to the camshaft
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F01L2013/0052—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction with cams provided on an axially slidable sleeve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control

Definitions

  • the invention relates to a method for operating a valve train of an internal combustion engine having at least one base camshaft, on the rotationally fixed and axially displaceable between at least two axial positions at least one cam carrier is provided, which is assigned to the axial displacement in a selected from the axial positions target position an actuator, wherein the cam carrier is associated with at least one shift gate, which cooperates with the actuator for displacing the cam carrier, wherein the actuator has a driver which is pushed to displace the cam carrier in the direction of at least one sliding groove of the shift gate, wherein the sliding groove in an ejection region has an ejection ramp which urges the driver out of the displacement groove until the displacement is completed, and a tension induced in the actuator by the pressure is detected.
  • the invention further relates to a valve train of an internal combustion engine.
  • valve trains are basically known. They are used for internal combustion engines, in which the cycle of gas exchange valves of individual cylinders of the internal combustion engine can be influenced to improve the thermodynamic properties.
  • the at least one cam carrier which may also be referred to as a cam piece, is arranged rotationally fixed and axially displaceable on the base camshaft.
  • the cam carrier is usually associated with a plurality, that is to say at least two, valve actuation cams. Each of these valve actuation cams has an eccentricity which serves to actuate one of the gas exchange valves of the internal combustion engine at a specific rotational angle position of the basic camshaft.
  • valve actuating cam run together with the basic camshaft so that the respective gas exchange valve of the internal combustion engine is actuated at least once per revolution of the basic camshaft by the respective associated valve actuation cam or its eccentricity.
  • the valve actuating cam cooperates preferably with a roller rocker arm of the gas exchange valve by coming into abutting contact with this.
  • valve actuation cams are provided, which may be assigned to different cam groups.
  • the valve actuation cams of a cam group now differ, for example, with regard to the angular position of their eccentricity or the extent of the same in the radial direction (height) and / or in the circumferential direction (length).
  • By axially displacing the cam carrier it can be brought into at least two axial positions, for example into a first and a second axial position. In the first axial position, the gas exchange valve is actuated by a first of the valve actuation cams and in the second by a second valve actuation cam associated with the same cam group.
  • the displacement of the cam carrier in the axial direction takes place, for example, with the aid of an adjusting device which comprises a shift gate on the cam carrier and a stationary actuator, usually in a cylinder head of the internal combustion engine.
  • the actuator has, for example, an extendable driver, which can be brought into engagement with a, in particular helical or spiral, slide track or sliding groove of the shift gate.
  • the slide track is provided on the shift gate, which is assigned to the cam carrier.
  • the shift gate is located on the cam carrier or is at least operatively connected to this for axial displacement.
  • the slide track is preferably formed as a radial groove, which passes through the circumference of the shift gate, so it is formed open-edge in this.
  • the shift gate has so far at least one slide track, in which the driver of the actuator for moving the cam carrier can be introduced.
  • the current position of the cam carrier is referred to below as the actual position and the desired position as the target position.
  • the target position is selected from the possible axial positions of the cam carrier.
  • the actuator is actuated such that the cam carrier is displaced in the direction of the desired position, so that following the displacement, the actual position coincides with the desired position.
  • the actuator is usually only designed to push out the driver in the direction of the sliding groove. He has no means to deploy the driver again from the sliding groove or retract again. For this reason, the sliding groove on the ejection ramp, which is associated with the ejection area.
  • the ejection ramp extends over the entire ejection region, which essentially corresponds to a rotational angle range of the crankshaft of the internal combustion engine.
  • the ejection ramp is now arranged so that it is in the direction of rotation increases in the radial direction, that is, the driver present in the displacement groove completely up to the end of the ejection ramp out of the sliding groove or shifted to its original position.
  • a voltage induced by the pushing out in the actuator is detected.
  • the induced voltage is integrated in a specific, the ejection region associated rotation angle range and when an threshold level is exceeded, an operating signal is generated by the integrated voltage.
  • the ejection region should be assigned the specific rotation angle range, which ideally encompasses the entire ejection region or at least a specific part of the ejection region.
  • the specific rotation angle range corresponds to the rearward 50%, 60%, 70%, 80% or 90% of the ejection range.
  • the induced voltage is integrated.
  • the voltage integrated in this way is compared with the threshold level. In particular, this takes place at or immediately after leaving the rotation angle range by the rotational angular position. If the integrated voltage exceeds the threshold level, the confirmation signal is generated. Otherwise, this does not happen. In this way, the generation of the confirmation signal is extremely reliable.
  • the confirmation signal can be very precise be assigned to the respective ejection area. It can therefore be determined whether the pushing out of the driver from the sliding groove takes place correctly and only after the desired displacement of the cam carrier has been carried out.
  • the threshold level is selected as a function of the vehicle electrical system voltage.
  • the vehicle electrical system voltage is the voltage of the electrical system of a motor vehicle, which is assigned to the internal combustion engine. It is for example 14 volts. In order to be able to reliably detect the integrated voltage, the higher the vehicle electrical system voltage, the higher the threshold level must be.
  • a development of the invention provides that a plurality of displacement grooves are provided on the shift gate, wherein the ejection regions of the displacement grooves are present at different, in particular adjoining or spaced-apart, rotational angle ranges.
  • the method can be used particularly advantageously for switching scenes which have a plurality of displacement grooves.
  • Each of these sliding grooves has its own ejection ramp and therefore its own ejection area.
  • the ejection regions of the ejection ramps now exist in different rotational angle ranges-based on the rotational angle position of the base camshaft-which do not overlap one another. For example, these rotation angle ranges directly adjacent to each other or even spaced from each other, so have no overlap.
  • the rotation angle ranges in which the integration of the voltage for the different ejection ranges is made each other are different from each other. Accordingly, the generated confirmation signal can be reliably assigned to the various shift grooves. Of course, however, a partial overlapping of the ejection regions and thus the rotation angle ranges can be provided.
  • a development of the invention provides that at least two of the displacement grooves intersect.
  • the displacement grooves are designed, for example, as XS grooves. This means that both grooves initially have a parallel course in a first region, then intersect in an intersection region and then again run parallel to one another in a third region.
  • the bottom of a groove (S-groove) is in the radial direction at least partially, but at least in the crossing region, arranged lower than the bottom of the other groove (X-groove).
  • X-groove the distance of the bottom of a rotation axis of the shift gate, at least in the crossing region for the S-groove is less than for the X-groove. Latter For this reason, it has no continuous floor. Rather, this is interrupted in the crossing area by the S-groove.
  • a development of the invention provides that the rotation angle range ends after a rotational angular position at which the driver is pushed out of the sliding groove completely.
  • the ejection region and thus the specific rotation angle range end correspondingly at a rotational angle position at which the driver has been conveyed out of the displacement groove in the radial direction by the ejection ramp.
  • the invention further relates to a valve train of an internal combustion engine, in particular for carrying out the method according to the preceding embodiments, with at least one base camshaft on the rotationally fixed and axially displaceable between at least two axial positions at least one cam carrier is provided for axial displacement in a selected from the axial positions Target position is associated with an actuator, the cam carrier is associated with at least one shift gate, which cooperates with the actuator for displacing the cam carrier, wherein the actuator has a driver which is pushed to displace the cam carrier in the direction of at least one sliding groove of the shift gate, wherein the sliding groove in an ejection region has an ejection ramp, which pushes out the driver until completion of the displacement of the Verschiebenut, and wherein an induced by the pushing out in the actuator voltage is detected.
  • the induced voltage is integrated in a specific, the ejection region associated rotation angle range and when a threshold level is exceeded by the integrated voltage an acknowledgment signal is generated.
  • the valvetrain accordingly has means for performing the integration and the generation of the acknowledgment signal.
  • FIG. 1 shows a portion of a valve train of an internal combustion engine, not shown.
  • the valve train has a base camshaft, on which a cam carrier is arranged rotationally fixed, but axially displaceable.
  • a shift gate 2 which has two sliding grooves 3 and 4 in the embodiment shown here.
  • the displacement is carried out with the aid of an actuator 5, which has a driver 6 which can be introduced into one of the displacement grooves 3 and 4.
  • a shift of the shift gate 2 and thus the cam carrier is effected in one or the other direction.
  • the actuator 5 has to displace the driver 6 in the radial direction via a coil 7, while the driver 6 is connected to a permanent magnet 8 displaceable together with it.
  • a housing 9 of the actuator 5 is preferably made of metal.
  • the coil 7 is electrically connectable via a switching element 10 to a power source 11. If this connection is present, the coil 7 generates a magnetic field which urges the permanent magnet 8 in the direction of the shift gate 2, preferably until the permanent magnet 8 reaches an end stop 12.
  • the end stop 12 is preferably made of metal, so that the driver 6 due to the magnetic field generated by the permanent magnet 8 in the in the FIG. 1 indicated position and is applied to the end stop 12.
  • Each of the displacement grooves 3 and 4 now has an ejection ramp (not shown), which displaces or pushes out the drivers 6 after the displacement has been carried out from the displacement groove 3.
  • a distance of a base 13 or 14 of the displacement groove 3 or 4 from a rotation axis 15 of the shift gate 2 or a base camshaft, on which the cam carrier is arranged is preferably steadily greater.
  • the ejection ramps are designed such that the driver 6 is completely displaced from the displacement grooves 3 and 4 after the displacement of the cam carrier.
  • the permanent magnet 8 preferably comes into contact with the coil 7, which, however, is no longer energized.
  • FIG. 2 shows the course of the Verschiebenuten 3 and 4, which are each divided into a first region 17, an intersection region 18 and a third region 19. It can be clearly seen that the two displacement grooves 3 and 4 intersect in the crossing region 18, the base 13 of the displacement groove 3 being made continuous, while the base 14 of the displacement groove 4 is interrupted by the displacement groove 3.
  • the ejection ramps of the displacement grooves 3 and 4 are arranged, for example, in each case in the third region 19, but preferably in mutually different ejection regions.
  • FIG. 3 shows a diagram in which the voltage induced by the coil 7 during the pushing out of the driver 6 is plotted against the crankshaft angle or the rotational angular position of the basic camshaft. Shown are also rotational angle ranges 23 and 24, the former being assigned to the ejection region of the ejection ramp of the displacement groove 3 and the latter to the ejection region of the ejection ramp of the displacement groove 4.
  • the rotation angle ranges 23 and 24 are usually in the in the FIG. 2 shown third area 19 is provided. They preferably directly adjoin one another, which means that the ejection ramps are arranged correspondingly offset.
  • the curves 20 to 22 show exemplary courses of the induced voltage again. It can be seen that the course 20 can be unambiguously assigned to the rotation angle range 23, while this is already doubtful for the course 21 and is not possible for the course 22. It is therefore intended to detect and integrate the induced voltage in the rotation angle ranges 23 and 24. Only when a threshold level is exceeded by the voltage integrated in this way, a confirmation signal is generated, which indicates the successful pushing out of the driver 6 from the respective displacement groove 3 and 4 respectively.
  • FIG. 4 shows analogous to the FIG. 3 a diagram. However, this shows courses 25 and 26 when passing through the sliding groove 4 by the driver 6. Again It is clear that the course 25 is uniquely associated with the rotation angle range 24. Again, this is not clearly possible for the course 26.
  • the FIGS. 3 and 4 In each case additionally the integrated induced voltages are shown, whose sizes are indicated by the broken lines for each rotation angle range 23 and 24 by way of example.
  • a threshold level 27 in the rotation angle range 23 is exceeded. Accordingly, for the shift groove 3, the confirmation signal can be generated.
  • the threshold level is not reached in the rotation angle range 23, but in the rotation angle range 24. Accordingly, the confirmation signal is generated for the shift groove 4.

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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)
  • Transmission Devices (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Description

Die Erfindung betrifft ein Verfahren zum Betreiben eines Ventiltriebs einer Brennkraftmaschine, der mindestens eine Grundnockenwelle aufweist, auf der drehfest und zwischen wenigstens zwei Axialpositionen axial verlagerbar mindestens ein Nockenträger vorgesehen ist, dem zum axialen Verlagern in eine aus den Axialpositionen ausgewählte Sollposition ein Aktuator zugeordnet ist, wobei dem Nockenträger wenigstens eine Schaltkulisse zugeordnet ist, die mit dem Aktuator zum Verlagern des Nockenträgers zusammenwirkt, wobei der Aktuator einen Mitnehmer aufweist, der zum Verlagern des Nockenträgers in Richtung wenigstens einer Verschiebenut der Schaltkulisse ausgeschoben wird, wobei die Verschiebenut in einem Auswurfbereich eine Auswurframpe aufweist, die den Mitnehmer bis zum Abschließen des Verlagerns aus der Verschiebenut herausdrängt und wobei eine durch das Herausdrängen in dem Aktuator induzierte Spannung erfasst wird. Die Erfindung betrifft weiterhin einen Ventiltrieb einer Brennkraftmaschine.The invention relates to a method for operating a valve train of an internal combustion engine having at least one base camshaft, on the rotationally fixed and axially displaceable between at least two axial positions at least one cam carrier is provided, which is assigned to the axial displacement in a selected from the axial positions target position an actuator, wherein the cam carrier is associated with at least one shift gate, which cooperates with the actuator for displacing the cam carrier, wherein the actuator has a driver which is pushed to displace the cam carrier in the direction of at least one sliding groove of the shift gate, wherein the sliding groove in an ejection region has an ejection ramp which urges the driver out of the displacement groove until the displacement is completed, and a tension induced in the actuator by the pressure is detected. The invention further relates to a valve train of an internal combustion engine.

Die diesem Verfahren zugrundeliegenden Ventiltriebe sind grundsätzlich bekannt. Sie werden für Brennkraftmaschinen eingesetzt, bei welchen das Arbeitsspiel von Gaswechselventilen einzelner Zylinder der Brennkraftmaschine zur Verbesserung der thermodynamischen Eigenschaften beeinflusst werden kann. Der mindestens eine Nockenträger, welcher auch als Nockenstück bezeichnet werden kann, ist drehfest und axial verschiebbar auf der Grundnockenwelle angeordnet. Dem Nockenträger sind üblicherweise mehrere, also zumindest zwei, Ventilbetätigungsnocken zugeordnet. Jeder dieser Ventilbetätigungsnocken weist eine Exzentrizität auf, welche der Betätigung eines der Gaswechselventile der Brennkraftmaschine bei einer bestimmten Drehwinkelposition der Grundnockenwelle dient. Die Ventilbetätigungsnocken laufen demnach gemeinsam mit der Grundnockenwelle um, so dass das jeweilige Gaswechselventil der Brennkraftmaschine zumindest einmal pro Umdrehung der Grundnockenwelle von dem jeweils zugeordneten Ventilbetätigungsnocken beziehungsweise dessen Exzentrizität betätigt wird. Der Ventilbetätigungsnocken wirkt dazu vorzugsweise mit einem Rollenschlepphebel des Gaswechselventils zusammen, indem er mit diesem in Anlagekontakt tritt.The underlying this method valve trains are basically known. They are used for internal combustion engines, in which the cycle of gas exchange valves of individual cylinders of the internal combustion engine can be influenced to improve the thermodynamic properties. The at least one cam carrier, which may also be referred to as a cam piece, is arranged rotationally fixed and axially displaceable on the base camshaft. The cam carrier is usually associated with a plurality, that is to say at least two, valve actuation cams. Each of these valve actuation cams has an eccentricity which serves to actuate one of the gas exchange valves of the internal combustion engine at a specific rotational angle position of the basic camshaft. Accordingly, the valve actuating cam run together with the basic camshaft so that the respective gas exchange valve of the internal combustion engine is actuated at least once per revolution of the basic camshaft by the respective associated valve actuation cam or its eccentricity. The valve actuating cam cooperates preferably with a roller rocker arm of the gas exchange valve by coming into abutting contact with this.

Vorzugsweise sind mehrere Ventilbetätigungsnocken vorgesehen, welche unterschiedlichen Nockengruppen zugeordnet sein können. Die Ventilbetätigungsnocken einer Nockengruppe unterscheiden sich nun beispielsweise hinsichtlich der Winkellage ihrer Exzentrizität oder der Erstreckung derselben in radialer Richtung (Höhe) und/oder in Umfangsrichtung (Länge). Durch das axiale Verlagern des Nockenträgers kann dieser in wenigstens zwei Axialpositionen, beispielsweise in eine erste und eine zweite Axialposition, gebracht werden. In der ersten Axialposition wird das Gaswechselventil von einem ersten der Ventilbetätigungsnocken und in der zweiten von einem zweiten Ventilbetätigungsnocken betätigt, welche derselben Nockengruppe zugeordnet sind. Durch das Verlagern des Nockenträgers können somit insbesondere der Öffnungszeitpunkt, die Öffnungsdauer und/oder der Hub des Gaswechselventils, insbesondere in Abhängigkeit von einem Betriebszustand der Brennkraftmaschine ausgewählt werden. Selbstverständlich können auch mehr als zwei Ventilbetätigungsnocken pro Nockengruppe und eine entsprechende Anzahl von Axialpositionen vorgesehen sein.Preferably, a plurality of valve actuation cams are provided, which may be assigned to different cam groups. The valve actuation cams of a cam group now differ, for example, with regard to the angular position of their eccentricity or the extent of the same in the radial direction (height) and / or in the circumferential direction (length). By axially displacing the cam carrier, it can be brought into at least two axial positions, for example into a first and a second axial position. In the first axial position, the gas exchange valve is actuated by a first of the valve actuation cams and in the second by a second valve actuation cam associated with the same cam group. By displacing the cam carrier, it is thus possible in particular to select the opening time, the opening duration and / or the lift of the gas exchange valve, in particular as a function of an operating state of the internal combustion engine. Of course, more than two valve actuating cam per cam group and a corresponding number of axial positions may be provided.

Das Verlagern des Nockenträgers in axialer Richtung erfolgt beispielsweise mit Hilfe einer Stelleinrichtung, die eine Schaltkulisse an dem Nockenträger und einen ortsfest angeordneten Aktuator, üblicherweise in einem Zylinderkopf der Brennkraftmaschine, umfasst. Der Aktuator verfügt beispielsweise über einen ausfahrbaren Mitnehmer, der sich mit einer, insbesondere schrauben- oder spiralförmigen, Kulissenbahn beziehungsweise Verschiebenut der Schaltkulisse in Eingriff bringen lässt. Die Kulissenbahn ist an der Schaltkulisse vorgesehen, welche dem Nockenträger zugeordnet ist. Beispielsweise liegt die Schaltkulisse an dem Nockenträger vor oder ist mit diesem zum axialen Verlagern zumindest wirkverbunden. Die Kulissenbahn ist vorzugsweise als Radialnut ausgebildet, welche den Umfang der Schaltkulisse durchgreift, also randoffen in dieser ausgebildet ist. Die Schaltkulisse weist insoweit wenigstens eine Kulissenbahn auf, in welche der Mitnehmer des Aktuators zum Verschieben des Nockenträgers einbringbar ist. Die momentane Position des Nockenträgers wird im Folgenden als Istposition und die gewünschte Position als Sollposition bezeichnet. Die Sollposition wird aus den möglichen Axialpositionen des Nockenträgers ausgewählt. Nachfolgend wird der Aktuator derart betätigt, dass der Nockenträger in Richtung der Sollposition verlagert wird, so dass im Anschluss an das Verlagern die Istposition mit der Sollposition übereinstimmt.The displacement of the cam carrier in the axial direction takes place, for example, with the aid of an adjusting device which comprises a shift gate on the cam carrier and a stationary actuator, usually in a cylinder head of the internal combustion engine. The actuator has, for example, an extendable driver, which can be brought into engagement with a, in particular helical or spiral, slide track or sliding groove of the shift gate. The slide track is provided on the shift gate, which is assigned to the cam carrier. For example, the shift gate is located on the cam carrier or is at least operatively connected to this for axial displacement. The slide track is preferably formed as a radial groove, which passes through the circumference of the shift gate, so it is formed open-edge in this. The shift gate has so far at least one slide track, in which the driver of the actuator for moving the cam carrier can be introduced. The current position of the cam carrier is referred to below as the actual position and the desired position as the target position. The target position is selected from the possible axial positions of the cam carrier. Subsequently, the actuator is actuated such that the cam carrier is displaced in the direction of the desired position, so that following the displacement, the actual position coincides with the desired position.

Der Aktuator ist üblicherweise lediglich dazu ausgebildet, den Mitnehmer in Richtung der Verschiebenut auszuschieben. Er weist keine Mittel auf, um den Mitnehmer wieder aus der Verschiebenut auszubringen beziehungsweise wieder einzufahren. Aus diesem Grund weist die Verschiebenut die Auswurframpe auf, welche dem Auswurfbereich zugeordnet ist. Die Auswurframpe erstreckt sich dabei über den gesamten Auswurfbereich, welcher im Wesentlichen einem Drehwinkelbereich der Kurbelwelle der Brennkraftmaschine entspricht. Die Auswurframpe ist nun derart angeordnet, dass sie in Drehrichtung in radialer Richtung ansteigt, also den in der Verschiebenut vorliegenden Mitnehmer bis zum Ende der Auswurframpe vollständig aus der Verschiebenut ausbringt beziehungsweise in seine Ausgangstellung verlagert. Um zu überwachen, ob der Mitnehmer noch in der Verschiebenut vorliegt oder bereits durch die Auswurframpe aus dieser ausgebracht wurde, wird eine durch das Herausdrängen in dem Aktuator induzierte Spannung erfasst.The actuator is usually only designed to push out the driver in the direction of the sliding groove. He has no means to deploy the driver again from the sliding groove or retract again. For this reason, the sliding groove on the ejection ramp, which is associated with the ejection area. The ejection ramp extends over the entire ejection region, which essentially corresponds to a rotational angle range of the crankshaft of the internal combustion engine. The ejection ramp is now arranged so that it is in the direction of rotation increases in the radial direction, that is, the driver present in the displacement groove completely up to the end of the ejection ramp out of the sliding groove or shifted to its original position. In order to monitor whether the driver is still present in the sliding groove or has already been discharged therefrom by the ejection ramp, a voltage induced by the pushing out in the actuator is detected.

Grundsätzlich ist eine derartige Vorgehensweise beispielsweise aus der DE 10 2004 030 779 A1 bekannt, auf deren Inhalt hiermit Bezug genommen wird. Üblicherweise muss eine Differenzspannung zwischen der induzierten Spannung und eine Bordnetzspannung über einen bestimmten Zeitraum hinweg einen bestimmen Schwellenpegel übersteigen. Erst wenn dies der Fall ist, wird ein Bestätigungssignal beziehungsweise ein Rückwurfsignal erzeugt. Dieses zeigt das erfolgreiche Herausdrängen des Mitnehmers aus der Verschiebenut mittels der Auswurframpe an.Basically, such an approach is for example from DE 10 2004 030 779 A1 The contents of which are hereby incorporated by reference. Usually, a difference voltage between the induced voltage and a vehicle electrical system voltage must exceed a certain threshold level over a certain period of time. Only when this is the case, a confirmation signal or a discard signal is generated. This indicates the successful pushing out of the driver from the sliding groove by means of the ejection ramp.

Es ist Aufgabe der Erfindung, ein Verfahren zum Betreiben eines Ventiltriebs vorzustellen, welches eine genauere und zuverlässigere Erkennung des Herausdrängens des Mitnehmers aus der Verschiebenut ermöglicht.It is an object of the invention to provide a method for operating a valve train, which allows a more accurate and reliable detection of the pushing out of the driver from the sliding groove.

Dies wird erfindungsgemäß mit einem Verfahren mit den Merkmalen des Anspruchs 1 erreicht. Dabei ist vorgesehen, dass die induzierte Spannung in einem bestimmten, dem Auswurfbereich zugeordneten Drehwinkelbereich integriert wird und bei Überschreiten eines Schwellenpegels durch die integrierte Spannung ein Betätigungssignal erzeugt wird. Es wird also nicht lediglich der Verlauf der induzierten Spannung betrachtet und bei Überschreiten des Schwellenpegels durch die Differenzspannung über die bestimmte Zeitspanne hinweg das Bestätigungssignal erzeugt. Vielmehr soll dem Auswurfbereich der bestimmte Drehwinkelbereich zugeordnet werden, welcher idealerweise den gesamten Auswurfbereich oder zumindest einen bestimmten Teil des Auswurfbereichs umfasst. Beispielsweise entspricht der bestimmte Drehwinkelbereich den in Drehrichtung hinten liegenden 50%, 60%, 70%, 80% oder 90% des Auswurfbereichs. Liegt eine Drehwinkelposition der Grundnockenwelle innerhalb dieses Drehwinkelbereichs, so wird die induzierte Spannung integriert. Verlässt die Drehwinkelposition den Drehwinkelbereich, so wird die auf diese Weise integrierte Spannung mit dem Schwellenpegel verglichen. Insbesondere erfolgt dies bei oder unmittelbar nach dem Verlassen des Drehwinkelbereichs durch die Drehwinkelposition. Überschreitet die integrierte Spannung den Schwellenpegel, so wird das Bestätigungssignal erzeugt. Andernfalls unterbleibt dies. Auf diese Weise erfolgt das Erzeugen des Bestätigungssignals äußerst zuverlässig. Insbesondere wenn mehrere Verschiebenuten vorliegen, kann sehr präzise das Bestätigungssignal dem jeweiligen Auswurfsbereich zugeordnet werden. Es kann also festgestellt werden, ob das Herausdrängen des Mitnehmers aus der Verschiebenut korrekt und erst nach dem Durchführen des gewünschten Verlagerns des Nockenträgers erfolgt.This is achieved according to the invention by a method having the features of claim 1. It is provided that the induced voltage is integrated in a specific, the ejection region associated rotation angle range and when an threshold level is exceeded, an operating signal is generated by the integrated voltage. Thus, not only the course of the induced voltage is considered and when the threshold level is exceeded by the differential voltage over the certain period of time, the confirmation signal is generated. Rather, the ejection region should be assigned the specific rotation angle range, which ideally encompasses the entire ejection region or at least a specific part of the ejection region. For example, the specific rotation angle range corresponds to the rearward 50%, 60%, 70%, 80% or 90% of the ejection range. If a rotational angle position of the basic camshaft lies within this rotational angle range, the induced voltage is integrated. When the rotational angular position leaves the rotational angle range, the voltage integrated in this way is compared with the threshold level. In particular, this takes place at or immediately after leaving the rotation angle range by the rotational angular position. If the integrated voltage exceeds the threshold level, the confirmation signal is generated. Otherwise, this does not happen. In this way, the generation of the confirmation signal is extremely reliable. In particular, if there are several sliding grooves, the confirmation signal can be very precise be assigned to the respective ejection area. It can therefore be determined whether the pushing out of the driver from the sliding groove takes place correctly and only after the desired displacement of the cam carrier has been carried out.

Eine Weiterbildung der Erfindung sieht vor, dass der Schwellenpegel in Abhängigkeit von der Bordnetzspannung gewählt wird. Die Bordnetzspannung ist die Spannung des Bordnetzes eines Kraftfahrzeugs, welchem die Brennkraftmaschine zugeordnet ist. Sie beträgt beispielsweise 14 Volt. Um die integrierte Spannung zuverlässig feststellen zu können, muss der Schwellenpegel umso höher gewählt werden, je höher die Bordnetzspannung ist.A development of the invention provides that the threshold level is selected as a function of the vehicle electrical system voltage. The vehicle electrical system voltage is the voltage of the electrical system of a motor vehicle, which is assigned to the internal combustion engine. It is for example 14 volts. In order to be able to reliably detect the integrated voltage, the higher the vehicle electrical system voltage, the higher the threshold level must be.

Eine Weiterbildung der Erfindung sieht vor, dass mehrere Verschiebenuten an der Schaltkulisse vorgesehen sind, wobei die Auswurfbereiche der Verschiebenuten an verschiedenen, insbesondere aneinandergrenzenden oder voneinander beabstandeten, Drehwinkelbereichen vorliegen. Das Verfahren kann, wie bereits vorstehend ausgeführt besonders vorteilhaft für Schaltkulissen eingesetzt werden, die mehrere Verschiebenuten aufweisen. Jede dieser Verschiebenuten weist eine eigene Auswurframpe und mithin einen eigenen Auswurfbereich auf. Mit Vorteil liegen nun die Auswurfbereiche der Auswurframpen in verschiedenen Drehwinkelbereichen - bezogen auf die Drehwinkelposition der Grundnockenwelle - vor, die einander nicht überlappen. Beispielsweise grenzen diese Drehwinkelbereiche unmittelbar aneinander oder sind sogar voneinander beabstandet, weisen also keinerlei Überlappung auf. Entsprechend sind auch die Drehwinkelbereiche, in welchen das Integrieren der Spannung für die verschiedenen Auswurfbereiche jeweils vorgenommen wird, voneinander verschieden. Entsprechend kann das erzeugte Bestätigungssignal zuverlässig den verschiedenen Verschiebenuten zugeordnet werden. Selbstverständlich kann jedoch auch ein teilweises Überlappen der Auswurfbereiche und mithin der Drehwinkelbereiche vorgesehen sein.A development of the invention provides that a plurality of displacement grooves are provided on the shift gate, wherein the ejection regions of the displacement grooves are present at different, in particular adjoining or spaced-apart, rotational angle ranges. As already mentioned above, the method can be used particularly advantageously for switching scenes which have a plurality of displacement grooves. Each of these sliding grooves has its own ejection ramp and therefore its own ejection area. Advantageously, the ejection regions of the ejection ramps now exist in different rotational angle ranges-based on the rotational angle position of the base camshaft-which do not overlap one another. For example, these rotation angle ranges directly adjacent to each other or even spaced from each other, so have no overlap. Accordingly, the rotation angle ranges in which the integration of the voltage for the different ejection ranges is made each other are different from each other. Accordingly, the generated confirmation signal can be reliably assigned to the various shift grooves. Of course, however, a partial overlapping of the ejection regions and thus the rotation angle ranges can be provided.

Eine Weiterbildung der Erfindung sieht vor, dass sich wenigstens zwei der Verschiebenuten kreuzen. Die Verschiebenuten sind beispielsweise als XS-Nuten ausgeführt. Das bedeutet, dass beide Nuten in einem ersten Bereich zunächst einen parallelen Verlauf aufweisen, sich anschließend in einem Kreuzungsbereich kreuzen und anschließend in einem dritten Bereich wieder parallel zueinander verlaufen. Der Boden der einen Nut (S-Nut) ist dabei in radialer Richtung wenigstens bereichsweise, zumindest jedoch in dem Kreuzungsbereich, tiefer angeordnet als der Boden der anderen Nut (X-Nut). Darunter ist zu verstehen, dass der Abstand des Bodens von einer Drehachse der Schaltkulisse zumindest in dem Kreuzungsbereich für die S-Nut geringer ist als für die X-Nut. Letztere weist aus diesem Grund keinen durchgehenden Boden auf. Vielmehr ist dieser in dem Kreuzungsbereich durch die S-Nut unterbrochen.A development of the invention provides that at least two of the displacement grooves intersect. The displacement grooves are designed, for example, as XS grooves. This means that both grooves initially have a parallel course in a first region, then intersect in an intersection region and then again run parallel to one another in a third region. The bottom of a groove (S-groove) is in the radial direction at least partially, but at least in the crossing region, arranged lower than the bottom of the other groove (X-groove). By this is meant that the distance of the bottom of a rotation axis of the shift gate, at least in the crossing region for the S-groove is less than for the X-groove. Latter For this reason, it has no continuous floor. Rather, this is interrupted in the crossing area by the S-groove.

Eine Weiterbildung der Erfindung sieht vor, dass der Drehwinkelbereich nach einer Drehwinkelposition endet, bei welcher der Mitnehmer vollständig aus der Verschiebenut ausgeschoben ist. Der Auswurfbereich und mithin der bestimmte Drehwinkelbereich enden entsprechend bei einer Drehwinkelposition, bei welcher der Mitnehmer durch die Auswurframpe in radialer Richtung aus der Verschiebenut herausbefördert wurde.A development of the invention provides that the rotation angle range ends after a rotational angular position at which the driver is pushed out of the sliding groove completely. The ejection region and thus the specific rotation angle range end correspondingly at a rotational angle position at which the driver has been conveyed out of the displacement groove in the radial direction by the ejection ramp.

Die Erfindung betrifft weiterhin einen Ventiltrieb einer Brennkraftmaschine, insbesondere zur Durchführung der Verfahrens gemäß den vorstehenden Ausführungen, mit mindestens einer Grundnockenwelle, auf der drehfest und zwischen wenigstens zwei Axialpositionen axial verlagerbar mindestens ein Nockenträger vorgesehen ist, dem zum axialen Verlagern in eine aus den Axialpositionen ausgewählte Sollposition ein Aktuator zugeordnet ist, wobei dem Nockenträger wenigstens eine Schaltkulisse zugeordnet ist, die mit dem Aktuator zum Verlagern des Nockenträgers zusammenwirkt, wobei der Aktuator einen Mitnehmer aufweist, der zum Verlagern des Nockenträgers in Richtung wenigstens einer Verschiebenut der Schaltkulisse ausgeschoben wird, wobei die Verschiebenut in einem Auswurfbereich eine Auswurframpe aufweist, die den Mitnehmer bis zum Abschließen des Verlagerns aus der Verschiebenut herausdrängt, und wobei eine durch das Herausdrängen in dem Aktuator induzierte Spannung erfasst wird. Dabei ist vorgesehen, dass die induzierte Spannung in einem bestimmten, dem Auswurfbereich zugeordneten Drehwinkelbereich integriert wird und bei Überschreiten eines Schwellenpegels durch die integrierte Spannung ein Bestätigungssignal erzeugt wird. Der Ventiltrieb weist entsprechend Mittel auf, um das Integrieren und das Erzeugen des Bestätigungssignals durchzuführen. Auf die Vorteile dieser Vorgehensweise wurde bereits hingewiesen. Das Verfahren kann gemäß den vorstehend Ausführungen weitergebildet sein.The invention further relates to a valve train of an internal combustion engine, in particular for carrying out the method according to the preceding embodiments, with at least one base camshaft on the rotationally fixed and axially displaceable between at least two axial positions at least one cam carrier is provided for axial displacement in a selected from the axial positions Target position is associated with an actuator, the cam carrier is associated with at least one shift gate, which cooperates with the actuator for displacing the cam carrier, wherein the actuator has a driver which is pushed to displace the cam carrier in the direction of at least one sliding groove of the shift gate, wherein the sliding groove in an ejection region has an ejection ramp, which pushes out the driver until completion of the displacement of the Verschiebenut, and wherein an induced by the pushing out in the actuator voltage is detected. It is provided that the induced voltage is integrated in a specific, the ejection region associated rotation angle range and when a threshold level is exceeded by the integrated voltage an acknowledgment signal is generated. The valvetrain accordingly has means for performing the integration and the generation of the acknowledgment signal. The advantages of this procedure have already been pointed out. The method can be developed according to the above statements.

Die Erfindung wird nachfolgend anhand der in der Zeichnung dargestellten Ausführungsbeispiele näher erläutert, ohne dass eine Beschränkung der Erfindung erfolgt. Dabei zeigt:

Figur 1
eine schematische Darstellung eines Bereichs eines Ventiltriebs einer Brennkraftmaschine, wobei eine Schaltkulisse sowie ein Aktuator dargestellt sind,
Figur 2
den Verlauf von zwei Verschiebenuten der Schaltkulisse
Figur 3
ein Diagramm, in welchem Spannungsverläufe über einer Drehwinkelposition einer Grundnockenwelle des Ventiltriebs für das Durchlaufen einer ersten der Verschiebenuten dargestellt ist, und
Figur 4
das aus der Figur 3 bekannte Diagramm für das Durchlaufen einer anderen der Verschiebenuten.
The invention will be explained in more detail with reference to the embodiments illustrated in the drawings, without any limitation of the invention. Showing:
FIG. 1
1 is a schematic representation of a region of a valve drive of an internal combustion engine, wherein a shift gate and an actuator are shown,
FIG. 2
the course of two sliding grooves of the shift gate
FIG. 3
a diagram in which voltage curves over a rotational angular position of a basic camshaft of the valve gear for passing through a first of the sliding grooves is shown, and
FIG. 4
that from the FIG. 3 known diagram for passing through another of the sliding grooves.

Die Figur 1 zeigt einen Bereich eines Ventiltriebs einer nicht näher dargestellten Brennkraftmaschine. Der Ventiltrieb weist eine Grundnockenwelle auf, auf der ein Nockenträger drehfest, jedoch axial verlagerbar angeordnet ist. Zum Durchführen des axialen Verlagerns ist dem Nockenträger eine Schaltkulisse 2 zugeordnet, die in der hier dargestellten Ausführungsform zwei Verschiebenuten 3 und 4 aufweist. Das Verschieben wird mit Hilfe eines Aktuators 5 durchgeführt, der einen Mitnehmer 6 aufweist, der in eine der Verschiebenuten 3 und 4 einbringbar ist. Je nachdem in welche der Verschiebenuten 3 beziehungsweise 4 der Mitnehmer 6 eingreift, wird eine Verlagerung der Schaltkulisse 2 und mithin des Nockenträgers in die eine oder in die anderer Richtung bewirkt. Der Aktuator 5 verfügt zum Verlagern des Mitnehmers 6 in radialer Richtung über eine Spule 7, während der Mitnehmer 6 mit einem gemeinsam mit ihm verlagerbaren Dauermagnet 8 verbunden ist. Ein Gehäuse 9 des Aktuators 5 besteht bevorzugt aus Metall. Die Spule 7 ist über ein Schaltelement 10 mit einer Stromquelle 11 elektrisch verbindbar. Liegt diese Verbindung vor, so erzeugt die Spule 7 ein Magnetfeld, welches den Dauermagnet 8 in Richtung der Schaltkulisse 2 drängt, vorzugsweise bis der Dauermagnet 8 einen Endanschlag 12 erreicht. Der Endanschlag 12 besteht vorzugsweise aus Metall, so dass der Mitnehmer 6 aufgrund des von dem Dauermagnet 8 erzeugten Magnetfelds in der in der Figur 1 angedeuteten Stellung festgesetzt ist und an dem Endanschlag 12 anliegt.The FIG. 1 shows a portion of a valve train of an internal combustion engine, not shown. The valve train has a base camshaft, on which a cam carrier is arranged rotationally fixed, but axially displaceable. To perform the axial displacement of the cam carrier is associated with a shift gate 2, which has two sliding grooves 3 and 4 in the embodiment shown here. The displacement is carried out with the aid of an actuator 5, which has a driver 6 which can be introduced into one of the displacement grooves 3 and 4. Depending on which of the displacement grooves 3 and 4 of the driver 6 engages, a shift of the shift gate 2 and thus the cam carrier is effected in one or the other direction. The actuator 5 has to displace the driver 6 in the radial direction via a coil 7, while the driver 6 is connected to a permanent magnet 8 displaceable together with it. A housing 9 of the actuator 5 is preferably made of metal. The coil 7 is electrically connectable via a switching element 10 to a power source 11. If this connection is present, the coil 7 generates a magnetic field which urges the permanent magnet 8 in the direction of the shift gate 2, preferably until the permanent magnet 8 reaches an end stop 12. The end stop 12 is preferably made of metal, so that the driver 6 due to the magnetic field generated by the permanent magnet 8 in the in the FIG. 1 indicated position and is applied to the end stop 12.

Jede der Verschiebenuten 3 und 4 weist nun eine Auswurframpe (nicht gezeigt) auf, die die Mitnehmer 6 nach Durchführen des Verlagerns aus der Verschiebenut 3 herausverlagert beziehungsweise herausdrängt. In dem der Auswurframpe zugeordneten Auswurfbereich wird also ein Abstand eines Grunds 13 beziehungsweise 14 der Verschiebenut 3 beziehungsweise 4 von einer Drehachse 15 der Schaltkulisse 2 beziehungsweise einer Grundnockenwelle, auf welcher der Nockenträger angeordnet ist, bevorzugt stetig größer. Die Auswurframpen sind dabei derart ausgeführt, dass der Mitnehmer 6 nach dem Verlagern des Nockenträgers vollständig aus den Verschiebenuten 3 und 4 ausgebracht wird. Dabei tritt bevorzugt der Dauermagnet 8 in Berührkontakt mit der Spule 7, welche jedoch nicht mehr bestromt ist. Entsprechend bewirkt die Magnetkraft des Dauermagneten 8, dass der Mitnehmer 6 in der ausgebrachten Stellung, also seiner Ausgangsstellung, solange gehalten ist, bis die Spule 7 erneut mithilfe des Schaltelements 7 bestromt wird. Während des Herausdrängens des Mitnehmers 6 aus den Verschiebenuten 3 und 4 wird in der Spule 7 eine Spannung induziert, welche mittels eine geeigneten Sensors 16 feststellbar ist.Each of the displacement grooves 3 and 4 now has an ejection ramp (not shown), which displaces or pushes out the drivers 6 after the displacement has been carried out from the displacement groove 3. In the ejection region associated with the ejection ramp, therefore, a distance of a base 13 or 14 of the displacement groove 3 or 4 from a rotation axis 15 of the shift gate 2 or a base camshaft, on which the cam carrier is arranged, is preferably steadily greater. The ejection ramps are designed such that the driver 6 is completely displaced from the displacement grooves 3 and 4 after the displacement of the cam carrier. In this case, the permanent magnet 8 preferably comes into contact with the coil 7, which, however, is no longer energized. Accordingly, the magnetic force of the Permanent magnet 8, that the driver 6 is held in the deployed position, ie its initial position, until the coil 7 is energized again using the switching element 7. During the expulsion of the driver 6 from the displacement grooves 3 and 4, a voltage is induced in the coil 7, which is detectable by means of a suitable sensor 16.

Die Figur 2 zeigt den Verlauf der Verschiebenuten 3 und 4, die jeweils in einen ersten Bereich 17, einen Kreuzungsbereich 18 und einen dritten Bereich 19 unterteilbar sind. Es ist deutlich erkennbar, dass sich die beiden Verschiebenuten 3 und 4 in dem Kreuzungsbereich 18 schneiden, wobei der Grund 13 der Verschiebenut 3 durchgehend ausgeführt ist, während der Grund 14 der Verschiebenut 4 von der Verschiebenut 3 unterbrochen ist. Die Auswurframpen der Verschiebenuten 3 und 4 sind beispielsweise jeweils in dem dritten Bereich 19 angeordnet, bevorzugt jedoch in voneinander verschiedenen Auswurfbereichen.The FIG. 2 shows the course of the Verschiebenuten 3 and 4, which are each divided into a first region 17, an intersection region 18 and a third region 19. It can be clearly seen that the two displacement grooves 3 and 4 intersect in the crossing region 18, the base 13 of the displacement groove 3 being made continuous, while the base 14 of the displacement groove 4 is interrupted by the displacement groove 3. The ejection ramps of the displacement grooves 3 and 4 are arranged, for example, in each case in the third region 19, but preferably in mutually different ejection regions.

Die Figur 3 zeigt ein Diagramm, in welchem die von der Spule 7 bei dem Herausdrängen des Mitnehmer 6 induzierte Spannung über dem Kurbelwellenwinkel beziehungsweise der Drehwinkelposition der Grundnockenwelle aufgetragen ist. Dargestellt sind drei Verläufe 20, 21 und 22. Gekennzeichnet sind ebenfalls Drehwinkelbereiche 23 und 24, wobei ersterer dem Auswurfbereich der Auswurframpe der Verschiebenut 3 und letzterer dem Auswurfbereich der Auswurframpe der Verschiebenut 4 zugeordnet ist. Die Drehwinkelbereiche 23 und 24 sind üblicherweise in dem in der Figur 2 gezeigten dritten Bereich 19 vorgesehen. Sie grenzen bevorzugt unmittelbar aneinander, was bedeutet, dass die Auswurframpen entsprechend versetzt angeordnet sind. Bei dem Durchlaufen der Verschiebenuten 3 und 4 durch den Mitnehmer 6 ist es vorteilhaft, feststellen zu können, von welcher der Auswurframpen der Mitnehmer 6 herausgedrängt wird. Die Verläufe 20 bis 22 geben beispielhafte Verläufe der induzierten Spannung wieder. Es ist erkennbar, dass der Verlauf 20 eindeutig dem Drehwinkelbereich 23 zugeordnet werden kann, während dies für den Verlauf 21 bereits zweifelhaft und für den Verlauf 22 nicht möglich ist. Es ist daher vorgesehen, die induzierte Spannung in den Drehwinkelbereichen 23 und 24 zu erfassen und zu integrieren. Erst bei Überschreiten eines Schwellenpegels durch die auf diese Weise integrierte Spannung wird ein Bestätigungssignal erzeugt, welches das erfolgreiche Herausdrängen des Mitnehmers 6 aus der jeweiligen Verschiebenut 3 beziehungsweise 4 anzeigt.The FIG. 3 shows a diagram in which the voltage induced by the coil 7 during the pushing out of the driver 6 is plotted against the crankshaft angle or the rotational angular position of the basic camshaft. Shown are also rotational angle ranges 23 and 24, the former being assigned to the ejection region of the ejection ramp of the displacement groove 3 and the latter to the ejection region of the ejection ramp of the displacement groove 4. The rotation angle ranges 23 and 24 are usually in the in the FIG. 2 shown third area 19 is provided. They preferably directly adjoin one another, which means that the ejection ramps are arranged correspondingly offset. When passing through the displacement grooves 3 and 4 by the driver 6, it is advantageous to be able to determine from which of the ejection ramps of the driver 6 is forced out. The curves 20 to 22 show exemplary courses of the induced voltage again. It can be seen that the course 20 can be unambiguously assigned to the rotation angle range 23, while this is already doubtful for the course 21 and is not possible for the course 22. It is therefore intended to detect and integrate the induced voltage in the rotation angle ranges 23 and 24. Only when a threshold level is exceeded by the voltage integrated in this way, a confirmation signal is generated, which indicates the successful pushing out of the driver 6 from the respective displacement groove 3 and 4 respectively.

Die Figur 4 zeigt analog zu der Figur 3 ein Diagramm. Dieses zeigt jedoch Verläufe 25 und 26 bei einem Durchlaufen der Verschiebenut 4 durch den Mitnehmer 6. Auch hier wird deutlich, dass der Verlauf 25 eindeutig dem Drehwinkelbereich 24 zuzuordnen ist. Für den Verlauf 26 ist dies wiederum nicht eindeutig möglich. In beiden Diagrammen der Figuren 3 und 4 sind jeweils zusätzlich die integrierten induzierten Spannungen dargestellt, deren Größen durch die unterbrochenen Linien für jeden Drehwinkelbereich 23 und 24 beispielhaft angedeutet sind. In dem Diagramm der Figur 3 wird ein Schwellenpegel 27 in dem Drehwinkelbereich 23 überschritten. Entsprechend kann für die Verschiebenut 3 das Bestätigungssignal erzeugt werden. In dem Diagramm der Figur 4 wird der Schwellenpegel in dem Drehwinkelbereich 23 nicht erreicht, jedoch in dem Drehwinkelbereich 24. Entsprechend wird für die Verschiebenut 4 das Bestätigungssignal erzeugt. Durch das Auswerten der integrierten induzierten Spannung ist ein eindeutiges Zuordnen zu den Verschiebenuten 3 und 4 möglich, im Gegensatz zu dem Auswerten anhand der Verläufe 20 bis 22 beziehungsweise 25 und 26. Entsprechend wird die Zuverlässigkeit des Erkennens auf das erfolgreiche Herausdrängen des Mitnehmers 6 aus den Verschiebenuten 3 und 4 deutlich verbessert.The FIG. 4 shows analogous to the FIG. 3 a diagram. However, this shows courses 25 and 26 when passing through the sliding groove 4 by the driver 6. Again It is clear that the course 25 is uniquely associated with the rotation angle range 24. Again, this is not clearly possible for the course 26. In both diagrams the FIGS. 3 and 4 In each case additionally the integrated induced voltages are shown, whose sizes are indicated by the broken lines for each rotation angle range 23 and 24 by way of example. In the diagram of FIG. 3 a threshold level 27 in the rotation angle range 23 is exceeded. Accordingly, for the shift groove 3, the confirmation signal can be generated. In the diagram of FIG. 4 the threshold level is not reached in the rotation angle range 23, but in the rotation angle range 24. Accordingly, the confirmation signal is generated for the shift groove 4. By evaluating the integrated induced voltage unambiguous assignment to the shift grooves 3 and 4 is possible, in contrast to the evaluation with reference to the courses 20 to 22 or 25 and 26. Accordingly, the reliability of the recognition on the successful pushing out of the driver 6 from the Displacement grooves 3 and 4 significantly improved.

BEZUGSZEICHENLISTELIST OF REFERENCE NUMBERS

11
Ventiltriebvalve train
22
Schaltkulisseshift gate
33
Verschiebenutshift groove
44
Verschiebenutshift groove
55
Aktuatoractuator
66
Mitnehmertakeaway
77
SpuleKitchen sink
88th
Dauermagnetpermanent magnet
99
Gehäusecasing
1010
Schaltelementswitching element
1111
Stromquellepower source
1212
Endanschlagend stop
1313
Grundreason
1414
Grundreason
1515
Drehachseaxis of rotation
1616
Sensorsensor
1717
1. Bereich1st area
1818
Kreuzungsbereichcrossing area
1919
3. Bereich3rd area
2020
Verlaufcourse
2121
Verlaufcourse
2222
Verlaufcourse
2323
DrehwinkelbereichRotation angle range
2424
DrehwinkelbereichRotation angle range
2525
Verlaufcourse
2626
Verlaufcourse
2727
Schwellenpegelthreshold level

Claims (6)

  1. A process for operating a valve train (1) of an internal combustion engine, having at least one basic camshaft, on which at least one rotationally fixed and axially displaceable cam carrier is provided between at least two axial positions, which is assigned an actuator (5) for axial displacement at a setpoint position selected from one of the axial positions, whereby the cam carrier is assigned at least one shifting gate (2), which interacts with the actuator (5) for displacing the cam carrier, whereby the actuator (5) has an entrainer (6), which for displacing the cam carrier is pushed at least in the direction of a sliding groove (3, 4) of the shifting gate (2), whereby the sliding groove (3, 4) has an ejection ramp in an ejection area, which forces the entrainer (6) to complete displacement from the sliding groove (3, 4), and whereby due to this forced expulsion a voltage (U) induced in the actuator (5) is detected, whereby the induced voltage (U) is integrated in a certain rotational angle area (23, 24), characterised in that the rotational angle area (23, 24) is associated with the ejection area, and a confirmation signal is generated by the integrated voltage when a threshold level is exceeded.
  2. Process according to claim 1, characterised in that the threshold level (27) is selected depending on an electrical on-board system voltage.
  3. Process according to one of the preceding claims, characterised in that a plurality of sliding grooves (3, 4) on the shifting gate (2) are provided, whereby the ejection areas of the sliding grooves (3, 4) are arranged in different rotational angle areas (23, 24).
  4. Process according to any one of the preceding claims, characterised in that at least two of the sliding grooves (3, 4) intersect.
  5. Process according to any one of the preceding claims, characterised in that the rotational angle area (23, 24) ends after a rotational angle position at which the entrainer (6) is completely pushed out from the sliding groove (3, 4).
  6. A valve train (1) of an internal combustion engine for carrying out the process according to any one of the preceding claims, having at least one basic camshaft, on which at least one rotationally fixed and axially displaceable cam carrier is provided between at least two axial positions, which is assigned an actuator (5) for axial displacement at a setpoint position selected from one of the axial positions, whereby the cam carrier is assigned at least one shifting gate (2), which interacts with the actuator for displacing the cam carrier, whereby the actuator (5) has an entrainer (6), which for displacing the cam carrier is pushed at least in the direction of a sliding groove (3, 4) of the shifting gate (2), whereby the sliding groove (3, 4) has an ejection ramp in an ejection area, which forces the entrainer (6) to complete displacement from the sliding groove (3, 4), and whereby due to the forced expulsion a voltage (U) induced in the actuator (5) is detected, whereby the induced voltage (U) is integrated in a certain rotational angle area (23, 24), characterised in that the rotational angle area (23, 24) is associated with the ejection area, and a confirmation signal is generated by the integrated voltage when a threshold level is exceeded.
EP13731289.8A 2012-06-05 2013-06-05 Method for operating a valve train of an internal combustion engine and corresponding valve train Active EP2855864B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012011116A DE102012011116A1 (en) 2012-06-05 2012-06-05 Method for operating a valve train of an internal combustion engine and corresponding valve train
PCT/EP2013/001642 WO2013182300A1 (en) 2012-06-05 2013-06-05 Method for operating a valve train of an internal combustion engine and corresponding valve train

Publications (2)

Publication Number Publication Date
EP2855864A1 EP2855864A1 (en) 2015-04-08
EP2855864B1 true EP2855864B1 (en) 2016-07-27

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Country Status (6)

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US (1) US9611765B2 (en)
EP (1) EP2855864B1 (en)
CN (1) CN104364478B (en)
DE (1) DE102012011116A1 (en)
ES (1) ES2587653T3 (en)
WO (1) WO2013182300A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2545257A (en) * 2015-12-10 2017-06-14 Gm Global Tech Operations Llc Internal combustion engine comprising a shifting cam system for variable valve actuation
CN105863765A (en) * 2016-05-18 2016-08-17 宁波圣龙汽车动力***股份有限公司 Sliding type cam shaft with variable valve lift
CN107664047B (en) * 2016-07-29 2019-11-15 上海汽车集团股份有限公司 Engine cam axis adjustment device, valve mechanism and engine
JP6438987B2 (en) * 2017-02-17 2018-12-19 本田技研工業株式会社 Variable valve gear
DE102022128376A1 (en) 2022-10-26 2024-05-02 Eto Magnetic Gmbh Method for detecting a cam piece position of a valve train for an internal combustion engine and valve train

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Publication number Priority date Publication date Assignee Title
DE102004012756B4 (en) * 2004-03-15 2006-04-20 Siemens Ag Method and device for controlling an internal combustion engine
DE102004030779A1 (en) 2004-06-25 2006-01-19 Audi Ag Method for diagnosing functionality of valve lift adjustment of internal combustion engine entails measuring actual voltage curve in actuator coil, comparing it with set value, and sending out error report for deviation
DE102008024086A1 (en) * 2008-05-17 2009-11-19 Daimler Ag Valve drive device
DE102008029349A1 (en) * 2008-06-20 2009-12-24 Daimler Ag Valve drive device
DE102009006632B4 (en) * 2009-01-29 2015-12-31 Audi Ag Valve gear of an internal combustion engine and method for operating an internal combustion engine
DE202009016619U1 (en) * 2009-02-06 2010-09-23 Schaeffler Technologies Gmbh & Co. Kg Valve gear of an internal combustion engine
DE102010013216B4 (en) 2009-04-04 2022-04-28 Schaeffler Technologies AG & Co. KG Valve train of an internal combustion engine
DE102009016445B4 (en) * 2009-04-04 2022-12-01 Mercedes-Benz Group AG Method for a valve train device for an internal combustion engine
DE102010012471A1 (en) 2010-03-24 2011-09-29 Schaeffler Technologies Gmbh & Co. Kg Positioning device e.g. double positioning device, for three speed stroke-variable valve train of combustion engine, has current signal lines passed through one of positioning pins whose outer ends are connected with plug pins
DE102010012470A1 (en) 2010-03-24 2011-09-29 Schaeffler Technologies Gmbh & Co. Kg Valve train for internal combustion engine, has camshaft with carrier shaft and cam piece that is arranged between axial positions in movable manner
DE102010035186A1 (en) * 2010-08-24 2012-03-01 Schaeffler Technologies Gmbh & Co. Kg Valve train for use in internal combustion engine, has actuator associated to sensors and arranged on axial region for detecting instantaneous axial positions, where actuator is exactly assigned to cam pieces
DE102010035366B4 (en) 2010-08-25 2014-01-02 Audi Ag Method and device for diagnosing a coolant pump for an internal combustion engine

Also Published As

Publication number Publication date
DE102012011116A1 (en) 2013-12-05
ES2587653T3 (en) 2016-10-26
US9611765B2 (en) 2017-04-04
CN104364478A (en) 2015-02-18
WO2013182300A1 (en) 2013-12-12
EP2855864A1 (en) 2015-04-08
CN104364478B (en) 2017-04-05
US20150136052A1 (en) 2015-05-21

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